CN110489917B - Simulation method, device, model and equipment for electric automobile speed reducer - Google Patents
Simulation method, device, model and equipment for electric automobile speed reducer Download PDFInfo
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- CN110489917B CN110489917B CN201910800230.9A CN201910800230A CN110489917B CN 110489917 B CN110489917 B CN 110489917B CN 201910800230 A CN201910800230 A CN 201910800230A CN 110489917 B CN110489917 B CN 110489917B
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Abstract
The invention discloses a simulation method, a simulation device, a simulation model and simulation equipment of an electric automobile speed reducer, wherein the method comprises the following steps: acquiring motor output torque, rotational inertia of an input shaft of a speed reducer and input rotating speed of the speed reducer of the electric automobile; generating reducer input torque according to the motor output torque, the rotational inertia of the reducer input shaft and the reducer input rotating speed; generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer; and generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed. According to the method, the output signal of the speed reducer in the actual application state is generated in a simulation mode according to the acquired input signal, and the simulation of the speed reducer is favorably realized, so that the steps of trial production of a speed reducer sample and test verification of the sample are avoided, the development cost of the speed reducer is reduced, and the development time of the speed reducer is shortened.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a simulation method, a simulation device, a simulation model and simulation equipment for a speed reducer of an electric automobile.
Background
At present, the popularity of electric vehicles is increasing, wherein, the speed reducer is used as an important component of the transmission system of the electric vehicle, the transmission ratio of the transmission system can be changed, the rotating speed of the driving motor is reduced, and the torque is increased to adapt to different working conditions. The rotating speed of a driving motor of a vehicle using the single-stage speed reducer is still too high when the vehicle runs at a high speed, so that the utilization rate of the two-stage speed reducer is gradually improved by virtue of a larger transmission ratio range.
However, in the related art, when developing the two-gear speed reducer, the configuration of the two-gear speed reducer needs to be determined first, then a quick sample is manufactured in a trial mode, and then design verification such as a bench test and a finished automobile test is performed, so that the two-gear speed reducer is long in development period and high in cost.
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, a first object of the present invention is to provide a simulation method for a reducer of an electric vehicle, which generates an output signal of the reducer in the state in practical application by simulation according to an acquired input signal, and is favorable for implementing simulation of the reducer, thereby avoiding the steps of trial-manufacturing a reducer sample and performing test verification on the sample, reducing the development cost of the reducer, and shortening the development time of the reducer.
The second purpose of the invention is to provide a simulation device of the electric automobile speed reducer.
The third purpose of the invention is to provide a simulation model of the electric automobile speed reducer.
A fourth object of the invention is to propose an electronic device.
A fifth object of the present invention is to propose a computer-readable storage medium.
In a first aspect, a simulation method for an electric vehicle speed reducer is provided, which includes: acquiring motor output torque, rotational inertia of an input shaft of a speed reducer and input rotating speed of the speed reducer of the electric automobile; generating reducer input torque according to the motor output torque, the rotational inertia of the reducer input shaft and the reducer input rotating speed; generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer; and generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed.
In addition, according to the simulation method of the electric automobile speed reducer of the embodiment, the following additional technical features can be provided:
according to an embodiment of the invention, the simulation method of the electric automobile speed reducer further comprises the following steps: acquiring rotational inertia of a speed reducer input shaft and rotational inertia of a speed reducer output shaft of the speed reducer; acquiring the input rotary inertia of a speed reducer of the speed reducer; and generating the output rotary inertia of the speed reducer according to the input rotary inertia of the speed reducer, the rotary inertia of the input shaft of the speed reducer and the rotary inertia of the output shaft of the speed reducer.
According to one embodiment of the invention, the retarder output speed is generated according to the following formula:
wherein, ω is tran_out For the output of speed, omega, of the speed reducer tran_in For input of speed, i, to the speed reducer g Is the gear speed ratio of the speed reducer.
According to one embodiment of the invention, the retarder output torque is generated according to the following formula:
wherein, T tran_out For the output torque of the speed reducer, T tran_in For input torque of speed reducer, η tran For the transmission efficiency of the speed reducer, J axis_out To the moment of inertia of the reducer output shaft, i g For speed-reducer gear speed ratio, omega tran_out The rotating speed is output for the speed reducer.
According to one embodiment of the invention, the reducer output moment of inertia is generated according to the following formula:
wherein, J tran_out For the output of the rotational inertia of the reducer, J tran_in For input of moment of inertia to the reducer, J axis_in For the moment of inertia of the input shaft of the reducer, J axis_out To the moment of inertia of the reducer output shaft, i g Is the gear speed ratio of the speed reducer.
According to an embodiment of the invention, the simulation method of the electric automobile speed reducer further comprises the following steps: acquiring output torque of a motor, angular speed of a clutch in a clutch connection state, a damping ratio of a clutch input shaft, a damping ratio of a clutch output shaft, input rotary inertia and output rotary inertia; and generating a friction torque threshold value according to the output torque of the motor, the angular speed of the clutch in the engagement state, the damping ratio of the input shaft of the clutch, the damping ratio of the output value of the clutch, the input rotary inertia and the output rotary inertia.
According to one embodiment of the invention, the friction torque threshold is generated according to the following formula:
T fneed ＝(T motor -ω·b e -ω·b v )×I v /(I e +I v )+b v
wherein, T fneed As friction torque threshold, T motor For motor output torque, ω is angular velocity in the engaged state of the clutch, b e Damping ratio of clutch input shaft, b v To the damping ratio of the clutch output shaft, I e For input of moment of inertia of clutch, I v Outputting rotational inertia for the clutch.
According to one embodiment of the invention, the simulation method of the electric automobile speed reducer further comprises the steps of judging whether the friction torque of the clutch is larger than or equal to a friction torque threshold value; if the friction torque of the clutch is larger than or equal to the friction torque threshold value, determining that the clutch is in an engaged state; if the friction torque of the clutch is less than the friction torque threshold, the clutch is determined to be in the disengaged state.
According to the simulation method of the electric automobile speed reducer, the output signal of the speed reducer in the state in practical application is generated in a simulation mode according to the acquired input signal, and the simulation of the speed reducer is facilitated, so that the steps of trial production of speed reducer samples and test verification of the samples are avoided, the development cost of the speed reducer is reduced, and the development time of the speed reducer is shortened.
In a second aspect, there is provided a simulation apparatus for a reducer of an electric vehicle, including: the acquisition module is used for acquiring the output torque of a motor of the electric automobile, the rotational inertia of an input shaft of the speed reducer and the input rotating speed of the speed reducer; the first generation module is used for generating input torque of the speed reducer according to the output torque of the motor, the rotational inertia of an input shaft of the speed reducer and the input rotating speed of the speed reducer; the second generation module is used for generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer; and the third generation module is used for generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed.
In addition, the simulation testing device for the electric automobile speed reducer according to the embodiment can also have the following additional technical characteristics:
according to an embodiment of the present invention, the obtaining module is further configured to: acquiring rotational inertia of a reducer input shaft and rotational inertia of a reducer output shaft of the reducer, and acquiring input rotational inertia of the reducer;
according to an embodiment of the present invention, the simulation apparatus for an electric vehicle speed reducer further includes a fourth generating module, and the fourth generating module is specifically configured to: and generating the output rotary inertia of the speed reducer according to the input rotary inertia of the speed reducer, the rotary inertia of the input shaft of the speed reducer and the rotary inertia of the output shaft of the speed reducer.
According to an embodiment of the present invention, the second generating module is specifically configured to: generating the output speed of the speed reducer according to the following formula:
wherein, ω is tran_out For the output of speed, omega, of the speed reducer tran_in For input of speed, i, to the reducer g Is the gear speed ratio of the speed reducer.
According to an embodiment of the present invention, the third generating module is specifically configured to: generating the retarder output torque according to the following equation:
wherein, T tran_out For the output torque of the speed reducer, T tran_in For input torque of speed reducer, η tran For the transmission effect of speed reducersRate, J axis_out Is the rotational inertia of the output shaft of the reducer, i g Gear ratio of the speed reducer, omega tran_out The rotating speed is output for the speed reducer.
According to an embodiment of the present invention, the fourth generating module is specifically configured to: generating the output moment of inertia of the speed reducer according to the following formula:
wherein, J tran_out For the output of the rotational inertia of the reducer, J tran_in For input of moment of inertia to the reducer, J axis_in For the moment of inertia of the input shaft of the reducer, J axis_out To the moment of inertia of the reducer output shaft, i g Is the gear speed ratio of the speed reducer.
According to an embodiment of the present invention, the obtaining module is further configured to: and acquiring the output torque of the motor, the angular speed of the clutch in a clutch connection state, the damping ratio of the clutch input shaft, the damping ratio of the clutch output shaft, the input rotary inertia and the output rotary inertia.
According to an embodiment of the present invention, the simulation apparatus for an electric vehicle speed reducer further includes a fifth generating module, where the fifth generating module is specifically configured to: and generating a friction torque threshold value according to the output torque of the motor, the angular speed of the clutch in the engagement state, the damping ratio of the input shaft of the clutch, the damping ratio of the output value of the clutch, the input rotary inertia and the output rotary inertia.
According to an embodiment of the present invention, the fifth generating module is specifically configured to: generating the friction torque threshold according to the following equation:
T fneed ＝(T motor -ω·b e -ω·b v )×I v /(I e +I v )+b v
wherein, T fneed As friction torque threshold, T motor For motor output torque, ω is angular velocity in the engaged state of the clutch, b e Damping ratio of clutch input shaft, b v To the clutch outputShaft damping ratio, I e For input of moment of inertia of clutch, I v And outputting the rotational inertia for the clutch.
According to an embodiment of the present invention, the fifth generating module is further configured to: judging whether the friction torque of the clutch is greater than or equal to a friction torque threshold value or not; controlling the clutch to maintain the engaged state if the friction torque of the clutch is greater than or equal to the friction torque threshold; and controlling the clutch to maintain the engaged state if the friction torque of the clutch is less than the friction torque threshold value.
According to the simulation device of the electric automobile speed reducer, the output signal of the speed reducer in the state in practical application is generated in a simulation mode according to the acquired input signal, so that the simulation of the speed reducer is realized, the steps of trial production of a speed reducer sample and test verification of the sample are avoided, the development cost of the speed reducer is reduced, and the development time of the speed reducer is shortened.
In a third aspect, a simulation model of an electric vehicle retarder is provided, the model comprising: the device comprises a first signal input end, a reducer input shaft rotating inertia input end, a second signal input end, a third signal input end, a first differential processor, a first multiplier, a reducer input torque arithmetic unit, a friction disc type clutch model, a reducer transmission efficiency input end, a reducer output shaft rotating inertia input end, a second multiplier, a reducer output rotating speed arithmetic unit, a second differential processor, a fourth multiplier, a reducer output torque arithmetic unit, a first change-over switch, a second change-over switch, a first signal output end and a second signal output end;
the first signal input end is connected with the first end of the speed reducer input torque arithmetic unit;
the input end of the rotational inertia of the input shaft of the speed reducer is connected with the first end of the first multiplier;
the second signal input end is connected with the first end of the first differential processor and the first end of the speed reducer output rotating speed arithmetic unit;
the third signal input end is connected with the first end of the friction disc type clutch model, the second input end of the first change-over switch and the second input end of the second change-over switch;
the second end of the first differential processor is connected with the first end of the first multiplier;
the second end of the first multiplier is connected with the first end of the input torque arithmetic unit of the speed reducer;
the second end of the speed reducer input torque arithmetic unit is connected with the first end of the second multiplier;
a second end of the friction disc clutch model is connected with a first end of the second multiplier and a first end of the reducer output rotating speed arithmetic unit,
the transmission efficiency input end of the speed reducer is connected with the first end of the second multiplier;
the rotational inertia input end of the output shaft of the speed reducer is connected with the first end of the fourth multiplier;
the second end of the second multiplier is connected with the first end of the output torque arithmetic unit of the speed reducer;
the second end of the speed reducer output rotating speed arithmetic unit is connected with the first end of the second differential processor and the first input end of the first change-over switch;
a second terminal of the second differential processor is connected to a first terminal of the fourth multiplier;
the second end of the fourth multiplier is connected with the first end of the reducer output torque arithmetic unit;
the second end of the speed reducer output torque arithmetic unit is connected with the first input end of the second change-over switch;
the output end of the first change-over switch is connected with the first signal output end;
and the output end of the second change-over switch is connected with the second signal output end.
In a fourth aspect, an electronic device is provided that includes a memory, a processor; the processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to realize the simulation method of the electric automobile speed reducer.
In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program, and the program is executed by a processor to implement the simulation method of the electric vehicle speed reducer.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a schematic structural diagram of a simulation model of an electric vehicle speed reducer according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a simulation method for a reducer of an electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart illustrating a simulation method of a specific electric vehicle speed reducer according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a simulation apparatus of an electric vehicle speed reducer according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a simulation device of a specific electric vehicle speed reducer according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of an electronic device 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 simulation method, a simulation device and simulation equipment of an electric automobile speed reducer according to an embodiment of the invention with reference to the attached drawings.
According to the simulation method of the electric automobile speed reducer, provided by the embodiment of the invention, the corresponding simulation model of the electric automobile speed reducer can be generated in simulation application, and after the test signal is input into the simulation model of the electric automobile speed reducer, the output signal corresponding to the electric automobile speed reducer in the actual application under the state of acquiring the input test signal can be simulated.
Fig. 1 is a schematic structural diagram of a simulation model of an electric vehicle speed reducer generated by a simulation method of the electric vehicle speed reducer according to an embodiment of the invention. As shown in fig. 1, the simulation model of the electric vehicle retarder includes a first signal input terminal (Tmotor _ out), a retarder input shaft rotational inertia input terminal (Jaxis _ in), a second signal input terminal (Wtran _ in), a third signal input terminal (Transmission Position), a first differential processor (Derivative 1), a first multiplier (Product 1), a retarder input torque operator (Ttran _ in), a friction disc clutch model (Transmission ig), a retarder Transmission efficiency input terminal (Transmission efficiency), a retarder output shaft rotational inertia input terminal (Jaxis _ out), a second multiplier (Product 2), a retarder output rotational speed operator (Wtran _ out 1), a second differential processor (Derivative 2), a fourth multiplier (Product 4), a retarder output torque operator (Transmission _ out 1), a first signal output terminal (Wtran _ out), a second signal output terminal (Switch _ out), and a first transfer Switch (Switch 1), a second Switch (Switch 2).
Further, in an embodiment of the present invention, when the simulation model of the electric vehicle retarder is used to generate the retarder output rotational inertia signal in a simulation mode, and the output signal of the change-over switch is determined according to the retarder gear signal, the method further includes: a fourth signal input terminal (Jtran _ in), a fifth signal input terminal (V), an adder (Add), a third multiplier (Product 3), a reducer output moment of inertia operator (Jtran _ out 1), a third change-over Switch (Switch 3), a third signal output terminal (Jtran _ out), and a first converter 10, a second converter 20, a wheel radius input terminal (R _ wheel), a third converter 30, a main reducer gear ratio input terminal (i 0_ main), and a main reducer rotational speed operator (Wmain _ in).
The first signal input end (Tmotor _ out) is connected with the first end of the reducer input torque arithmetic unit (Ttran _ in) and is used for receiving an externally input motor output torque signal. The reducer input shaft rotational inertia input end (Jaxis _ in) is connected with a first end of the first multiplier (Product 1) and a first end of the adder (Add). The second signal input end (Wtran _ in) is connected with the first end of the first differential processor (Derivative 1) and the first end of the reducer output rotating speed arithmetic unit (Wtran _ out 1) and used for receiving the reducer input rotating speed signal. The third signal input (Transmission Position) is connected to the first end of the friction disc clutch model (Transmission ig), the second input of the first changeover Switch (Switch 1), the second input of the second changeover Switch (Switch 2) and the second input of the third changeover Switch (Switch 3) for receiving a retarder gear signal. And a fourth signal input end (Jtran _ in) is connected with the first end of the adder (Add) and is used for receiving the rotational inertia signal of the input shaft of the speed reducer. A fifth signal input terminal (V) is connected to the first terminal of the first converter 10 for receiving a vehicle speed signal, the second terminal of the first converter 10 is connected to the first terminal of the second converter 20, the wheel radius input terminal (R _ wheel) is connected to the first terminal of the third converter 30, and the second terminal of the second converter 20, the second terminal of the third converter 30 and the final drive gear ratio input terminal (i 0_ final) are connected to the first terminal of the final drive rotational speed calculator (wmanger _ in). The second end of the first differential processor (Derivative 1) is connected with the first end of the first multiplier (Product 1), the second end of the first multiplier (Product 1) is connected with the first end of the reducer input torque arithmetic unit (Ttran _ in), and the second end of the reducer input torque arithmetic unit (Ttran _ in) is connected with the first end of the second multiplier (Product 2). A second end of the friction disc clutch model (Transmission ig) is connected with a first end of the second multiplier (Product 2), a first end of the reducer output speed calculator (Wtran _ out 1) and a first end of the third multiplier (Product 3), a Transmission efficiency input end (Transmission efficiency) is connected with a first end of the second multiplier (Product 2), a reducer output shaft rotational inertia input end (Jaxis _ out) is connected with a first end of the fourth multiplier (Product 4), a first end of the reducer output shaft rotational inertia calculator (Jtran _ out 1) and a third input end of the third change-over Switch (Switch 3), a second end of the adder (Add) is connected with a first end of the third multiplier (Product 3), a second end of the second multiplier (Product 2) is connected with a first end of the reducer output torque calculator (Trans _ 1), a second end of the second multiplier (Product 3) is connected with a second end of the second multiplier (Product 2) and a second end of the reducer output torque calculator (Product) is connected with a first end of the reducer output torque calculator (Trans _ out 1), a second end of the third multiplier (Product) is connected with a second end of the reducer output torque calculator (Product _ out 3) and a second end of the reducer output torque calculator (Product) are connected with a second multiplier (Derive _ out 1), a second end of the second multiplier (Product output speed calculator (Product _ out 2) is connected with a first end of the second multiplier (Product) and a second multiplier (Product) 4), a second multiplier (Product output torque calculator (Product) is connected with a second end of the first end of the second multiplier (Product output torque calculator (Product) and a second end of the reducer output torque calculator (Product output end of the multiplier (Product) 4), and the rotational inertia arithmetic unit (Jtran _ out 1) of the output shaft of the speed reducer is connected with the first input end of the third change-over Switch (Switch 3). The first signal output end (Wtran _ out) is connected with the output end of the first change-over Switch (Switch 1) and used for outputting a speed reducer output rotating speed signal, the second signal output end (Ttran _ out) is connected with the output end of the second change-over Switch (Switch 2) and used for outputting a speed reducer output torque signal, and the third signal output end (Jtran _ out) is connected with the output end of the third change-over Switch (Switch 3) and used for outputting speed reducer output rotating inertia.
First, a detailed description is given to a simulation method of an electric vehicle retarder according to an embodiment of the present invention, so as to explain an operation principle of a simulation model of the electric vehicle retarder.
Fig. 2 is a schematic flow chart of a simulation method for an electric vehicle speed reducer according to an embodiment of the present invention.
The speed reducer is used for changing the torque and the rotating speed output by the driving motor so as to enlarge the transformation range of the torque and the rotating speed of the driving wheel, so that the simulation method of the electric automobile speed reducer provided by the embodiment of the invention is used for simulating and generating output parameters such as the output torque and the output rotating speed of the electric automobile speed reducer under different input parameters.
Specifically, as shown in fig. 2, the simulation method for the electric vehicle speed reducer comprises the following steps:
step 101, obtaining the output torque of a motor of the electric automobile, the rotational inertia of an input shaft of a speed reducer and the input rotating speed of the speed reducer.
The simulation method of the electric automobile speed reducer provided by the embodiment of the invention needs to obtain the input torque and the input rotating speed of the electric automobile speed reducer, so that the parameters of the electric automobile speed reducer, such as the output torque and the output rotating speed, under the input torque and the input rotating speed can be conveniently generated subsequently. The input torque of the reducer of the electric automobile can be obtained by the calculation method of the input torque of the reducer, which is provided by the embodiment of the invention, and the input torque of the reducer is calculated according to the output torque of the motor of the electric automobile, the rotational inertia of the input shaft of the reducer and the input rotating speed of the reducer.
During specific implementation, the output torque of the motor of the electric automobile, the rotational inertia of the input shaft of the speed reducer and the input rotating speed of the speed reducer can be obtained in different modes. For example, test data input by a user may be received to screen out a motor output torque, a rotational inertia of an input shaft of a speed reducer, and an input rotation speed of the speed reducer of the electric vehicle set by the user from the received data, or historical data previously stored and obtained through a vehicle test or a bench test may be read to determine the input parameters.
And 102, generating a reducer input torque according to the motor output torque, the rotational inertia of the reducer input shaft and the reducer input rotating speed.
Specifically, after the output torque of the motor, the rotational inertia of the input shaft of the speed reducer and the input rotating speed of the speed reducer are obtained, as a possible implementation manner, the input torque of the speed reducer can be calculated through the following formula:
wherein, T tran_in For the input of speed reducerMoment, T mot_out For motor output torque, J axis_in Is the rotational inertia of the input shaft of the speed reducer, omega tran_in The rotational speed is input to the speed reducer. Therefore, the input torque of the speed reducer under the input parameters is calculated through the speed reducer input torque calculation formula provided by the embodiment of the invention.
And 103, generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer.
The speed reducer gear speed ratio is the transmission ratio of the speed reducer with a multi-stage structure at different gears, and because the transmission ratios of the multi-stage speed reducer at different gears are different, under the condition that input parameters such as the input speed of the speed reducer are the same, the output parameters such as the output speed of the speed reducer output by the speed reducer at different gears are different, therefore, the speed reducer output speed of the speed reducer is generated according to the acquired input speed of the speed reducer and the gear speed ratio of the speed reducer.
Specifically, in an embodiment of the present invention, a gear shift may be performed through a preset friction disc clutch, and a current gear of the speed reducer is determined, so as to determine a speed ratio of the speed reducer in the current gear. This friction disc clutch is in the disengagement state when shifting to can break off the moment of torsion transmission of reduction gear, make the reduction gear no longer carry out power transmission when shifting, avoid when shifting because the transient change of moment of torsion transmission causes vehicle vibration and noise emission, reduce the travelling comfort that the user drove and took advantage of the vehicle. Therefore, after the power transmission terminal is in a gear shifting state, the output torque and the transmission ratio of the speed reducer are zero, the output rotational inertia of the speed reducer is the rotational inertia of the output shaft of the speed reducer, and the output rotating speed of the speed reducer is the product of the input rotating speed of the speed reducer minus the acceleration of the whole vehicle and the gear shifting time.
Further, after gear shifting is finished, the friction disc type clutch is in an engagement state, and the gear speed ratio of the speed reducer is changed into a transmission ratio corresponding to the shifted gear.
In specific implementation, as a possible implementation manner, the state of the friction disc clutch can be determined by judging whether the current friction torque of the friction disc clutch is greater than or equal to the friction torque threshold, and then whether the speed reducer shifts is determined. When calculating the friction torque threshold, firstly obtaining the output torque of the motor, the angular speed when the clutch is in a joint state, the damping ratio of the input shaft of the clutch, the damping ratio of the output shaft of the clutch, the input rotary inertia of the clutch and the output rotary inertia of the clutch, and then substituting the output torque of the motor, the angular speed when the clutch is in a joint state, the damping ratio of the input shaft of the clutch, the damping ratio of the output value of the clutch, the input rotary inertia of the clutch and the friction torque threshold generated by the output rotary inertia of the clutch into a formula to calculate the friction torque threshold of the friction disc clutch:
T fneed ＝(T motor -ω·b e -ω·b v )×I v /(I e +I v )+b v
wherein, T fneed As friction torque threshold, T motor For the motor output torque, ω is the angular velocity of the clutch in the engaged state, b e Damping ratio of clutch input shaft, b v To the damping ratio of the clutch output shaft, I e For input of moment of inertia of clutch, I v Outputting rotational inertia for the clutch.
Therefore, after the current friction torque of the friction disc clutch is obtained by measuring the current friction torque of the friction disc clutch through the torque sensor and the like, the current friction torque is compared with the calculated friction torque threshold, if the friction torque of the clutch is judged to be greater than or equal to the friction torque threshold, the clutch is determined to be in an engaged state, and if the friction torque of the clutch is judged to be smaller than the friction torque threshold, the clutch is determined to be in a disengaged state. Further, when it is determined that the state of the clutch has changed, for example, after the clutch is changed from the engaged state to the disengaged state, it is determined that the speed reducer has shifted. And then after gear shifting is finished and the current gear of the speed reducer is determined, determining the gear speed ratio of the speed reducer under the current gear according to the preset mapping relation between the gear and the speed ratio of the speed reducer.
Further, after the input speed and the gear speed ratio of the speed reducer are determined, the output speed of the speed reducer can be calculated by the following formula:
wherein, ω is tran_out For the output of speed, omega, of the speed reducer tran_in For input of speed, i, to the speed reducer g Is the gear speed ratio of the speed reducer.
And 104, generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed.
Specifically, after the input torque of the speed reducer, the gear speed ratio of the speed reducer and the output rotating speed of the speed reducer are obtained through calculation, the transmission efficiency of the speed reducer of the vehicle and the transmission inertia of the output shaft of the speed reducer in practical application can be combined to generate the output torque of the speed reducer.
The transmission efficiency and the transmission inertia of the output shaft of the speed reducer are constants under the common condition, so that as a possible implementation mode, after the transmission efficiency and the transmission inertia of the output shaft of the speed reducer which are preset as fixed values are obtained, the output torque of the speed reducer can be calculated through the following formula:
wherein, T tran_out For the output torque of the speed reducer, T tran_in For input torque of speed reducer, η tran For the transmission efficiency of the speed reducer, J axis_out Is the rotational inertia of the output shaft of the speed reducer.
Therefore, according to the simulation method of the electric automobile speed reducer, the speed reducer output rotating speed and the speed reducer output torque of the speed reducer in the state are generated in a simulation mode according to the acquired input parameters of the motor output torque, the rotating inertia of the input shaft of the speed reducer, the input rotating speed of the speed reducer and the like of the electric automobile, and the simulation of the output parameters of the speed reducer in different input states is achieved.
The simulation method of the electric automobile speed reducer according to the embodiment of the invention can also generate other output parameters of the electric automobile speed reducer under different input parameters in a simulation manner.
For example, the rotational inertia of the output shaft of the speed reducer can be generated in a simulation mode according to a specific simulation method of the speed reducer of the electric vehicle provided by the embodiment of the invention.
Specifically, fig. 3 is a schematic flow chart of a simulation method of a specific electric vehicle speed reducer according to an embodiment of the present invention, and as shown in fig. 3, the method includes the following steps:
step 201, obtaining the rotational inertia of the input shaft of the speed reducer and the rotational inertia of the output shaft of the speed reducer.
And 202, acquiring the input rotary inertia of the speed reducer.
Specifically, the specific method for obtaining the rotational inertia of the input shaft of the speed reducer, the rotational inertia of the output shaft of the speed reducer, and the rotational inertia of the input shaft of the speed reducer may refer to the description of the above example, and will not be described herein again.
And step 203, generating the output rotary inertia of the speed reducer according to the input rotary inertia of the speed reducer, the rotary inertia of the input shaft of the speed reducer and the rotary inertia of the output shaft of the speed reducer.
Specifically, as a possible implementation manner, the output inertia moment of the speed reducer may be calculated by the following formula:
wherein, J tran_out For the output of the rotational inertia of the reducer, J tran_in For input of moment of inertia to the reducer, J axis_in The rotational inertia of the input shaft of the speed reducer.
The fourth signal input end and the third signal output end are used for generating an output signal of the speed reducer of the electric automobile in the state in practical application in a simulation mode according to the acquired input signal, wherein the output signal generated in the simulation mode is correspondingly changed when the input signal is changed, so that a parameter curve of the output signal can be generated according to the output signal in different input states, a user can conveniently and visually check the output of the simulation model of the speed reducer in different states, the simulation model of the speed reducer can be corrected according to the output result, and the times of verifying the simulator in the process of developing the speed reducer are reduced.
In summary, in the simulation method of the electric vehicle speed reducer according to the embodiment of the present invention, first, the motor output torque of the electric vehicle, the rotational inertia of the input shaft of the speed reducer, and the input rotation speed of the speed reducer are obtained, then, the input torque of the speed reducer is generated according to the motor output torque, the rotational inertia of the input shaft of the speed reducer, and the input rotation speed of the speed reducer, then, the output rotation speed of the speed reducer is generated according to the input rotation speed of the speed reducer and the gear speed ratio of the speed reducer, and finally, the output torque of the speed reducer is generated according to the input torque of the speed reducer, the gear speed ratio of the speed reducer, and the output rotation speed of the speed reducer. Therefore, the method simulates and generates the output signal of the speed reducer in the state in practical application according to the acquired input signal, and is beneficial to realizing simulation of the speed reducer, thereby avoiding the steps of trial production of the speed reducer sample and test verification of the sample, reducing the development cost of the speed reducer and shortening the development time of the speed reducer.
Based on the above embodiment, in the simulation software (for example, matlab), the corresponding component models may be selected according to the simulation method of the electric vehicle retarder, and connected according to the operation sequence in the simulation method of the electric vehicle retarder, so as to generate the simulation model of the electric vehicle retarder as shown in fig. 1, where the structure of the simulation model of the electric vehicle retarder and the connection relationship between the components in the simulation model are as described in the above embodiment, and are not described herein again.
The friction disc type clutch model (Transmission ig) is used for switching gears of the speed reducer, so that the simulation model of the speed reducer of the electric automobile can simulate the output of the multi-stage speed reducer under different gears. The first change-over Switch (Switch 1), the second change-over Switch (Switch 2) and the third change-over Switch (Switch 3) are provided with three input ends and one output end, and when the change-over Switch is used specifically, the change-over Switch can judge a signal output by the output end according to a speed reducer gear signal in the second input end, the output signal is a signal of the first input end when the speed reducer is determined to be in a gear state, and the output signal is a signal of the third input end when the speed reducer is determined to be in a gear shifting state.
Specifically, in a gear shifting state, a vehicle speed signal at a fifth signal input end (V) is subjected to unit conversion through a first converter 10 and a second converter 20, a wheel radius signal output by a wheel radius input end (R _ wheel) is converted through a third converter 30 to obtain a wheel circumference signal, and the two signals and a main reducer gear speed ratio signal input by a main reducer gear speed ratio input end (i 0_ main) and the main reducer gear speed ratio signal enter a main reducer rotation speed arithmetic unit (wmanger _ in) for arithmetic operation to obtain a main reducer rotation speed signal during gear shifting, so that the signal output by a first change-over Switch (Switch 1) is the main reducer rotation speed signal at the third input end; the signal output by the second change-over Switch (Switch 2) is zero; the signal output by the third change-over Switch (Switch 3) is the rotational inertia signal of the output shaft of the speed reducer output shaft output by the rotational inertia input end (Jaxis _ out) of the speed reducer output shaft.
Further, when the speed reducer is in a gear state, the working process of the simulation model of the speed reducer of the electric automobile is as follows:
when the first signal input end obtains an externally input motor output torque signal, and the second signal input end obtains an externally input speed signal input by a speed reducer, the externally input speed signal input by the speed reducer can be regarded as a constant under normal conditions, and the speed signal input by the second signal input end and a speed reducer input shaft rotational inertia signal preset as a fixed value enter a first multiplier Product1 to be subjected to multiplication operation after being subjected to derivation operation by a first differential processor Derivative1, then enter a speed reducer input torque arithmetic unit (Ttran _ in) together with the motor output torque signal, and an input torque signal of the speed reducer is obtained through corresponding operation.
Furthermore, after the third signal input end acquires a gear signal of the speed reducer input from the outside, the friction disc clutch model determines a corresponding gear speed ratio of the speed reducer according to the gear signal of the speed reducer, and then the input speed signal of the speed reducer and the gear speed ratio signal of the speed reducer enter a speed reducer output speed arithmetic unit (Wtran _ out 1) for operation, and a speed reducer output speed signal is obtained after corresponding operation, and can be output through the first signal output end after passing through the first change-over switch.
Furthermore, after the speed reducer output rotation speed signal enters a second differential processor (Derivative 2) for derivation operation, the speed reducer output rotation speed signal and the speed reducer output shaft rotation inertia signal output by a speed reducer output shaft rotation inertia input end (Jaxis _ out) enter a fourth multiplier (Product 4) for multiplication operation, then the speed reducer output rotation speed signal and the speed reducer input torque signal input by the speed reducer gear speed ratio signal and the speed reducer Transmission efficiency signal input by the speed reducer Transmission efficiency input end (Transmission efficiency) enter a second multiplier (Product 2) for multiplication operation, the speed reducer output torque signal and the speed reducer output torque signal enter a speed reducer output torque arithmetic unit (Trans _ out 1) together, the speed reducer output torque signal of the speed reducer is obtained after corresponding operation, and the speed reducer output torque signal can be output through a second signal output end after passing through a second change-over switch.
The simulation model of the electric automobile reducer can also generate the rotational inertia of the output shaft of the electric automobile reducer in a simulation manner.
Specifically, after the fourth signal input end receives a rotational inertia signal input by the speed reducer, the rotational inertia signal input by the speed reducer and a rotational inertia signal input by the speed reducer enter an adder (Add) to perform summation operation, the calculated signal and two identical speed ratio signals of the speed reducer enter a third multiplier (Product 3) to perform multiplication operation, the signal and the two identical speed ratio signals enter a rotational inertia arithmetic unit (Jtran _ out 1) of an output shaft of the speed reducer, the rotational inertia signal of the output shaft of the speed reducer is obtained through corresponding addition operation, and the rotational inertia signal of the output shaft of the speed reducer passes through a third transfer switch and then can be output through a third signal output end.
Therefore, according to the simulation model of the electric automobile speed reducer, the output signal of the speed reducer in the actual application state is generated through the operation simulation of each element model according to the external input signal acquired by the signal input end and is output through the signal output end, so that the simulation of the speed reducer is realized, the steps of trial production of the speed reducer sample and test verification of the sample are avoided, the development cost of the speed reducer is reduced, and the development time of the speed reducer is shortened.
In order to realize the embodiment, the embodiment of the invention also provides a simulation device of the electric automobile speed reducer. Fig. 4 is a schematic structural diagram of a simulation apparatus for an electric vehicle speed reducer according to an embodiment of the present invention.
As shown in fig. 4, the simulation apparatus for a decelerator of an electric vehicle includes: an acquisition module 100, a first generation module 200, a second generation module 300, and a third generation module 400.
The obtaining module 100 is configured to obtain a motor output torque, a rotational inertia of an input shaft of a speed reducer, and an input rotation speed of the speed reducer of the electric vehicle.
The first generating module 200 is configured to generate a reducer input torque according to the motor output torque, the reducer input shaft rotational inertia, and the reducer input rotation speed.
And the second generation module 300 is used for generating the reducer output rotating speed of the reducer according to the reducer input rotating speed and the reducer gear speed ratio.
The third generating module 400 is configured to generate a reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio, and the reducer output rotation speed.
In a possible implementation manner of the embodiment of the present application, the obtaining module 100 is further configured to obtain rotational inertia of a reducer input shaft of the reducer, rotational inertia of a reducer output shaft of the reducer, obtain input rotational inertia of the reducer, and obtain output torque of the motor, an angular velocity in a clutch engagement state, a damping ratio of the clutch input shaft, a damping ratio of the clutch output shaft, and input rotational inertia and output rotational inertia.
Further, in a possible implementation manner of the embodiment of the present application, as shown in fig. 5, the simulation apparatus of the electric vehicle speed reducer further includes a fourth generating module 500 and a fifth generating module 600.
The fourth generating module 500 is specifically configured to generate a rotational inertia of the output of the speed reducer according to a rotational inertia of the input of the speed reducer, a rotational inertia of the input shaft of the speed reducer, and a rotational inertia of the output shaft of the speed reducer.
Specifically, the fourth generating module 500 is specifically configured to generate the output inertia moment of the speed reducer according to the following formula:
wherein, J tran_out For the output of the rotational inertia of the reducer, J tran_in For input of moment of inertia to the reducer, J axis_in The rotational inertia of the input shaft of the speed reducer.
In a possible implementation manner of the embodiment of the present application, the fifth generating module 600 is specifically configured to generate the friction torque threshold according to the output torque of the motor, the angular velocity in the engaged state of the clutch, the damping ratio of the input shaft of the clutch, the damping ratio of the output value of the clutch, and the input rotational inertia and the output rotational inertia.
Specifically, the fifth generating module 600 is specifically configured to generate the friction torque threshold according to the following formula:
T fneed ＝(T motor -ω·b e -ω·b v )×I v /(I e +I v )+b v
wherein, T fneed As friction torque threshold, T motor For motor output torque, ω is angular velocity in the engaged state of the clutch, b e Damping ratio of clutch input shaft, b v To the damping ratio of the clutch output shaft, I e To input moment of inertia, I v To output the moment of inertia.
Further, the fifth generating module 600 is further configured to determine whether the friction torque of the clutch is greater than or equal to a friction torque threshold; controlling the clutch to maintain the engaged state if the friction torque of the clutch is greater than or equal to the friction torque threshold; the clutch is controlled to remain engaged if the friction torque of the clutch is less than the friction torque threshold.
In a possible implementation manner of the embodiment of the present application, the second generating module 300 is specifically configured to generate the output rotation speed of the speed reducer according to the following formula:
wherein, ω is tran_out For the speed reducer output speed, omega tran_in For input of speed, i, to the speed reducer g Is the gear speed ratio of the speed reducer.
In one possible implementation of the embodiment of the present application, the third generating module 400 is specifically configured to generate the reducer output torque according to the following formula:
wherein, T tran_out For the output torque of the speed reducer, T tran_in For the input torque of the speed reducer, eta tran For the transmission efficiency of the reducer, J axis_out Is the rotational inertia of the output shaft of the speed reducer.
It should be noted that the explanation of the embodiment of the simulation method for the electric vehicle speed reducer is also applicable to the simulation device for the electric vehicle speed reducer of the embodiment, and therefore, the explanation is not repeated herein.
According to the simulation device of the electric automobile speed reducer, the output signal of the speed reducer in the state in practical application is generated in a simulation mode according to the acquired input signal, so that the simulation of the speed reducer is realized, the steps of trial production of a speed reducer sample and test verification of the sample are avoided, the development cost of the speed reducer is reduced, and the development time of the speed reducer is shortened.
In order to implement the above embodiments, the present invention further provides an electronic device.
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in fig. 6, the electronic device 120 includes: a processor 121 and a memory 122; the memory 122 is used to store executable program code; the processor 121 executes a program corresponding to the executable program code by reading the executable program code stored in the memory 122, for implementing the simulation method of the electric vehicle retarder as described in the above embodiments.
In order to implement the above embodiments, the present application further proposes a computer-readable storage medium, on which a computer program is stored, and the computer program is executed by a processor to implement the simulation method of the electric vehicle speed reducer according to the above embodiments.
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, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be construed as limiting 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 to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified 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 interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. 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 expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the second feature or the first and second features may be indirectly contacting each other through intervening media. 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 of the specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means 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 will be understood that the above embodiments are exemplary and not to be construed as limiting the present invention, and that changes, 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 (12)
1. A simulation method of an electric automobile speed reducer is characterized by comprising the following steps:
acquiring motor output torque, rotational inertia of an input shaft of a speed reducer and input rotating speed of the speed reducer of the electric automobile;
generating a reducer input torque according to the motor output torque, the rotational inertia of the reducer input shaft and the reducer input rotating speed;
generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer; and
and generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed.
2. The simulation method of an electric vehicle retarder of claim 1, further comprising:
acquiring rotational inertia of a speed reducer input shaft and rotational inertia of a speed reducer output shaft of the speed reducer;
acquiring the input rotary inertia of a speed reducer of the speed reducer; and
and generating the output rotary inertia of the speed reducer according to the input rotary inertia of the speed reducer, the rotary inertia of the input shaft of the speed reducer and the rotary inertia of the output shaft of the speed reducer.
3. The simulation method of an electric vehicle retarder of claim 1, wherein the retarder output speed is generated according to the following formula:
wherein, ω is tran_out For the output of speed, omega, of the speed reducer tran_in For input of speed, i, to the speed reducer g Is the gear speed ratio of the speed reducer.
4. The simulation method of an electric vehicle retarder of claim 1, wherein the retarder output torque is generated according to the following formula:
wherein, T tran_out For the output torque of the speed reducer, T tran_in For input torque of speed reducer, η tran For the transmission efficiency of the reducer, J axis_out Is the rotational inertia of the output shaft of the reducer, i g Gear ratio of the speed reducer, omega tran_out Outputting the rotating speed for the speed reducer.
5. The simulation method of an electric vehicle retarder of claim 2, wherein the retarder output moment of inertia is generated according to the following formula:
wherein, J tran_out For the output of the rotational inertia of the reducer, J tran_in For input of moment of inertia to the reducer, J axis_in For the moment of inertia of the input shaft of the reducer, J axis_out Is the rotational inertia of the output shaft of the reducer, i g Is the gear speed ratio of the speed reducer.
6. The simulation method of an electric vehicle retarder of claim 1, further comprising:
acquiring output torque of a motor, angular speed of a clutch in a clutch connection state, a damping ratio of a clutch input shaft, a damping ratio of a clutch output shaft, input rotational inertia of the clutch and output rotational inertia of the clutch;
and generating a friction torque threshold value according to the motor output torque, the angular speed in the clutch connection state, the damping ratio of the clutch input shaft and the damping ratio of the clutch output shaft, the clutch input rotary inertia and the clutch output rotary inertia.
7. The simulation method of an electric vehicle retarder of claim 6, wherein the friction torque threshold is generated according to the following formula:
T fneed ＝(T motor -ω·b e -ω·b v )×I v /(I e +I v )+b v
wherein, T fneed As friction torque threshold, T motor For motor output torque, ω is angular velocity in the engaged state of the clutch, b e Damping ratio of clutch input shaft, b v To the damping ratio of the clutch output shaft, I e For input of moment of inertia of clutch, I v And outputting the rotational inertia for the clutch.
8. The simulation method of an electric vehicle speed reducer according to claim 7, further comprising:
judging whether the friction torque of the clutch is greater than or equal to a friction torque threshold value or not;
determining that the clutch is in an engaged state if the friction torque of the clutch is greater than or equal to the friction torque threshold;
if the friction torque of the clutch is less than the friction torque threshold, the clutch is determined to be in a disengaged state.
9. The simulation device of the electric automobile speed reducer is characterized by comprising:
the acquisition module is used for acquiring the output torque of a motor of the electric automobile, the rotational inertia of an input shaft of the speed reducer and the input rotating speed of the speed reducer;
the first generation module is used for generating the input torque of the speed reducer according to the output torque of the motor, the rotational inertia of the input shaft of the speed reducer and the input rotating speed of the speed reducer;
the second generation module is used for generating the output rotating speed of the speed reducer according to the input rotating speed of the speed reducer and the gear speed ratio of the speed reducer;
and the third generation module is used for generating the reducer output torque of the reducer according to the reducer input torque, the reducer gear speed ratio and the reducer output rotating speed.
10. A simulation circuit of an electric vehicle retarder, characterized in that the circuit is used for realizing the simulation method of the electric vehicle retarder according to any one of claims 1-8, and comprises the following steps: the device comprises a first signal input end, a reducer input shaft rotating inertia input end, a second signal input end, a third signal input end, a first differential processor, a first multiplier, a reducer input torque arithmetic unit, a friction disc type clutch model, a reducer transmission efficiency input end, a reducer output shaft rotating inertia input end, a second multiplier, a reducer output rotating speed arithmetic unit, a second differential processor, a fourth multiplier, a reducer output torque arithmetic unit, a first change-over switch, a second change-over switch, a first signal output end and a second signal output end;
the first signal input end is used for receiving an externally input motor output torque signal; the second signal input end is used for receiving a speed reducer input rotating speed signal; the third signal input end is used for receiving a gear signal of the speed reducer; the first signal output end is used for outputting a speed signal output by the speed reducer; the second signal output end is used for outputting a torque signal output by the speed reducer; the first signal input end is connected with the first end of the speed reducer input torque arithmetic unit;
the input end of the rotational inertia of the input shaft of the speed reducer is connected with the first end of the first multiplier;
the second signal input end is connected with the first end of the first differential processor and the first end of the speed reducer output rotating speed arithmetic unit;
the third signal input end is connected with the first end of the friction disc type clutch model, the first change-over switch and the second change-over switch;
a second terminal of the first differential processor is connected to a first terminal of the first multiplier;
the second end of the first multiplier is connected with the first end of the input torque arithmetic unit of the speed reducer;
the second end of the speed reducer input torque arithmetic unit is connected with the first end of the second multiplier;
a second end of the friction disc clutch model is connected with a first end of the second multiplier and a first end of the reducer output rotating speed arithmetic unit,
the transmission efficiency input end of the speed reducer is connected with the first end of the second multiplier;
the rotational inertia input end of the output shaft of the speed reducer is connected with the first end of the fourth multiplier;
the second end of the second multiplier is connected with the first end of the output torque arithmetic unit of the speed reducer;
the second end of the speed reducer output rotating speed arithmetic unit is connected with the first end of the second differential processor and the first change-over switch;
a second terminal of the second differential processor is connected to a first terminal of the fourth multiplier;
the second end of the fourth multiplier is connected with the first end of the reducer output torque arithmetic unit;
the second end of the speed reducer output torque arithmetic unit is connected with the second change-over switch;
the first change-over switch is connected with the first signal output end;
the second change-over switch is connected with the second signal output end.
11. An electronic device comprising a memory, a processor;
wherein the processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory for implementing the simulation method of the electric vehicle speed reducer according to any one of claims 1 to 8.
12. A computer-readable storage medium storing a computer program, wherein the program is executed by a processor to implement the simulation method of the electric vehicle retarder according to any one of claims 1 to 8.
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| CN101739024A (en) * | 2009-11-27 | 2010-06-16 | 上海汽车集团股份有限公司 | System for integrating half-physical simulation test platform for complete vehicle electronic control device |
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| CN109435705A (en) * | 2018-10-29 | 2019-03-08 | 北京新能源汽车股份有限公司 | Electric car and its damping control method, device, equipment and medium |
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| CN101739024A (en) * | 2009-11-27 | 2010-06-16 | 上海汽车集团股份有限公司 | System for integrating half-physical simulation test platform for complete vehicle electronic control device |
| CN207215470U (en) * | 2017-08-11 | 2018-04-10 | 安徽理工大学 | A kind of automotive electronics brakes simulation system |
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