CN110588841B - Plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation - Google Patents

Plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation Download PDF

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CN110588841B
CN110588841B CN201910865354.5A CN201910865354A CN110588841B CN 110588841 B CN110588841 B CN 110588841B CN 201910865354 A CN201910865354 A CN 201910865354A CN 110588841 B CN110588841 B CN 110588841B
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CN110588841A (en
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张宝迪
杨福源
胡耀东
贾姝超
张金羽
欧阳明高
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Tsinghua University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
    • G01L3/24—Devices for determining the value of power, e.g. by measuring and simultaneously multiplying the values of torque and revolutions per unit of time, by multiplying the values of tractive or propulsive force and velocity
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
    • G01L3/26—Devices for measuring efficiency, i.e. the ratio of power output to power input
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles

Abstract

The application relates to a plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation, which determines a target vehicle and establishes a target of energy-saving analysis by selecting a sample power system in a sample vehicle. Energy-saving mechanism is radically seen through observing energy flow conditions of plug-in hybrid power systems corresponding to different plug-in hybrid power system configurations. A calculation formula of the energy saving rate is deduced according to the energy conservation rule, and the limit energy saving rate is calculated by adopting the limit condition, so that the maximum energy saving potential of the plug-in hybrid power system relative to a sample power system can be preliminarily mastered, and the calculation amount is reduced remarkably. In addition, the method can be mastered by the vehicle enterprises, and the energy-saving potential of the plug-in hybrid power system configuration can be easily explored by applying the method, so that a new research and development strategy can be formulated.

Description

Plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation
Technical Field
The application relates to the technical field of plug-in hybrid electric vehicles, in particular to a plug-in hybrid electric system configuration selection method based on limit energy-saving rate evaluation.
Background
Plug-in Hybrid Electric vehicles (PHEV) can effectively reduce oil consumption and pollutant emission, and are researched and developed by various manufacturers worldwide, and the market share of the PHEV rapidly rises year by year. Research and development of the PHEV require research and development manufacturers to have a traditional internal combustion engine mechanical transmission technology and an electric transmission technology at the same time, the technical difficulty is high, and the development period is long.
The PHEV has various forms of plug-in hybrid system configurations that represent the overall technical framework of the PHEV. Parameter matching of all parts in the PHEV and formulation of a control strategy are required to be based on the configuration of the plug-in hybrid power system. The determination of the plug-in hybrid system configuration is therefore also referred to as the technical route of the PHEV. Plug-in hybrid powertrain configurations generally include three broad categories of series, parallel, and series-parallel configurations. Specifically, there are many types of configurations that can be divided according to the position of the motor, the position of the power coupling, or the form of the mechanism. Every time a set of plug-in hybrid power system is developed by an automobile manufacturer, the plug-in hybrid power system can be sequentially adapted to different automobile types. For example, Toyota adapts its power splitting system to its Puriss full family vehicle model, and the steam supply adapts series-parallel P1+ P2 power system to Ronwei e550, e950 and eRX5 vehicle models, etc. Therefore, the determination of the configuration of the plug-in hybrid system is the first step in the development process of PHEV for the vehicle enterprises, and is the most important step.
The most important development goal of PHEVs is energy conservation. In conventional approaches, the selection of a plug-in hybrid system configuration is based primarily on experience and research by high level technicians. Aiming at the research of energy saving, the traditional scheme only creates different simulation models aiming at different configurations and calculates the simulated oil consumption. The conventional solution causes a problem: there is no configuration selection based on the ultimate energy savings or maximum energy savings potential of plug-in hybrid powertrain systems over conventional powertrain systems.
When the configuration of the plug-in hybrid power system is selected in the traditional scheme, only the current oil consumption is simply compared, the maximum energy-saving potential, namely the limit energy-saving rate, of the plug-in hybrid power system corresponding to each configuration relative to a benchmarking vehicle is not considered, and therefore energy-saving analysis of the configuration of the plug-in hybrid power system is incomplete.
Disclosure of Invention
Based on the above, it is necessary to provide a plug-in hybrid system configuration selection method based on the limit energy saving rate evaluation for solving the problem that the conventional scheme does not select the configuration based on the limit energy saving rate of the plug-in hybrid system relative to the conventional power system.
The application provides a plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation, which comprises the following steps:
acquiring a vehicle type to be developed in research and development resource data as a basic target vehicle type, and selecting N plug-in hybrid power system configurations adapted to the basic target vehicle type; n is a positive integer;
selecting a plug-in hybrid power system corresponding to the plug-in hybrid power system configuration as a power system to be tested, acquiring the structural data of the power system to be tested, and analyzing the structural data of the power system to be tested to obtain the energy flow of the power system to be tested;
taking the plug-in hybrid electric vehicle constructed based on the power system to be tested as a vehicle to be tested;
selecting a sample vehicle, and analyzing the structural data of a sample power system in the sample vehicle to obtain the energy flow of the sample power system;
according to the energy conservation criterion, deriving an expression of the energy saving rate of the power system to be tested relative to the sample power system under the same whole vehicle running condition, and recording the expression as a formula 1;
Figure GDA0002628771230000021
wherein, E is the energy saving rate of the power system to be tested relative to the sample power systemf,p1The fuel energy consumed by the vehicle to be tested in a preset time period when the vehicle runs under the whole vehicle running condition Eb,p1The electric quantity consumed by the vehicle to be tested in the preset time period when the vehicle runs under the whole vehicle running condition Ef,p0The fuel energy consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the running working condition Eb,p0The electric quantity consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the whole vehicle driving condition;
further deducing the formula 1 according to the energy flow of the power system to be tested and the energy flow of the sample power system to obtain a formula 2;
in the formula 2, the energy saving rate of the power system to be tested relative to the sample power system is equal to a composite function between the average efficiency of each sample vehicle component in the sample power system, the average efficiency of each vehicle component to be tested in the power system to be tested, the driving energy output by the wheels of the sample vehicle, the braking energy output by the wheels of the sample vehicle, the driving energy output by the wheels of the vehicle to be tested and the braking energy output by the wheels of the vehicle to be tested after the power system to be tested runs under the running working condition of the whole vehicle for the preset time period;
wherein the sample vehicle components include at least an engine of the sample vehicle, a generator of the sample vehicle, a drive motor of the sample vehicle, a battery of the sample vehicle, a gearbox of the sample vehicle, and wheels of the sample vehicle; the average efficiency of the sample vehicle components includes at least an average efficiency of the sample vehicle engine, an average efficiency of the sample vehicle generator, an average drive efficiency of the sample vehicle drive motor, an average brake efficiency of the sample vehicle drive motor, an average discharge efficiency of the sample vehicle battery, an average charge efficiency of the sample vehicle battery, an average efficiency of the sample vehicle transmission in a driven state, an average efficiency of the sample vehicle transmission in a braked state, an average efficiency of the sample vehicle wheels in a driven state, and an average efficiency of the sample vehicle wheels in a braked state;
the vehicle component to be tested at least comprises an engine of the vehicle to be tested, a generator of the vehicle to be tested, a driving motor of the vehicle to be tested, a battery of the vehicle to be tested, a gearbox of the vehicle to be tested and wheels of the vehicle to be tested; the average efficiency of the vehicle component to be tested at least comprises the average efficiency of the engine of the vehicle to be tested, the average efficiency of the generator of the vehicle to be tested, the average driving efficiency of the driving motor of the vehicle to be tested, the average braking efficiency of the driving motor of the vehicle to be tested, the average discharging efficiency of the battery of the vehicle to be tested, the average charging efficiency of the battery of the vehicle to be tested, the average efficiency of the gearbox of the vehicle to be tested in a driving state, the average efficiency of the gearbox of the vehicle to be tested in a braking state, the average efficiency of the wheel of the vehicle to be tested in a driving state and the average efficiency of the wheel of the vehicle to be;
Figure GDA0002628771230000031
wherein, the energy saving rate of the power system to be tested relative to the sample power system is obtained,
Figure GDA0002628771230000032
for the driving energy output from the wheels of the sample vehicle,
Figure GDA0002628771230000033
for the sample braking energy output by the vehicle wheel,
Figure GDA0002628771230000034
the driving energy output for the wheel of the vehicle to be tested,
Figure GDA0002628771230000035
the braking energy output for the vehicle wheel to be tested;
wherein, ηe，p0Average efficiency of the sample vehicle engines, ηg，p0For the average efficiency of the sample vehicle generator,
Figure GDA0002628771230000036
for the average driving efficiency of the sample vehicle drive motor,
Figure GDA0002628771230000037
for the sample average braking efficiency of the vehicle drive motor,
Figure GDA0002628771230000038
for the average discharge efficiency of the sample vehicle battery,
Figure GDA0002628771230000039
for the average charge efficiency of the sample vehicle battery,
Figure GDA00026287712300000310
for the average efficiency of the sample vehicle transmission in the drive condition,
Figure GDA00026287712300000311
for the average efficiency of the sample vehicle transmission under braking conditions,
Figure GDA0002628771230000041
to the average efficiency of the sample vehicle wheel under driving conditions,
Figure GDA0002628771230000042
average efficiency of the sample vehicle wheel under braking;
wherein, ηe，p1For the average efficiency of the vehicle engine under test, ηg，p1Is the average efficiency of the vehicle generator under test,
Figure GDA0002628771230000043
for the average driving efficiency of the driving motor of the vehicle under test,
Figure GDA0002628771230000044
for the average braking efficiency of the vehicle drive motor under test,
Figure GDA0002628771230000045
is the average discharge efficiency of the vehicle battery under test,
Figure GDA0002628771230000046
for the average charging efficiency of the vehicle battery under test,
Figure GDA0002628771230000047
for the average efficiency of the vehicle gearbox under test in the driving state,
Figure GDA0002628771230000048
for the average efficiency of the vehicle gearbox under test in the braking state,
Figure GDA0002628771230000049
to the average efficiency of the sample vehicle wheel under driving conditions,
Figure GDA00026287712300000410
the average efficiency of the vehicle wheel to be tested in a braking state is obtained;
creating a sample vehicle simulation model based on the sample power system, inputting the running condition of the whole vehicle into the sample vehicle simulation model, starting the sample vehicle simulation model so that the sample vehicle simulation model simulates the vehicle running process of the sample vehicle in the preset time period, and outputting sample vehicle component running data;
establishing a vehicle simulation model to be tested based on the power system to be tested, inputting the running working condition of the whole vehicle into the vehicle simulation model to be tested, starting the vehicle simulation model to be tested, so that the vehicle simulation model to be tested simulates the vehicle running process of the vehicle to be tested in the preset time period, and outputting the running data of the vehicle component to be tested;
verifying the correctness of the formula 2 according to the sample vehicle component operation data and the vehicle component operation data to be detected;
if the formula 2 is correct, analyzing a limit condition corresponding to the average efficiency of the vehicle component to be tested, substituting the limit condition corresponding to the average efficiency of the vehicle component to be tested into the formula 2, keeping the other parameters unchanged, and calculating to obtain the limit energy saving rate of the power system to be tested relative to the sample power system;
the limit conditions corresponding to the average efficiency of the vehicle component under test include at least: the limit condition of the average efficiency of the vehicle engine to be tested, the limit condition of the average efficiency of the vehicle generator to be tested, the limit condition of the average driving efficiency of the vehicle driving motor to be tested, the limit condition of the average braking efficiency of the vehicle driving motor to be tested, the limit condition of the average discharging efficiency of the vehicle battery to be tested, and the limit condition of the average charging efficiency of the vehicle battery to be tested;
and repeatedly executing the second step to the eighth step to obtain the limit energy saving rates corresponding to the N plug-in hybrid power system configurations, comparing the limit energy saving rates corresponding to the N plug-in hybrid power system configurations, and selecting the plug-in hybrid power system configuration corresponding to the maximum limit energy saving rate as the plug-in hybrid power system configuration to be developed.
The application relates to a plug-in hybrid power system configuration selection method based on limit energy-saving rate evaluation, which determines a target vehicle and establishes a target of energy-saving analysis by selecting a sample power system in a sample vehicle. Energy-saving mechanism is radically seen through observing energy flow conditions of plug-in hybrid power systems corresponding to different plug-in hybrid power system configurations. A calculation formula of the energy saving rate is deduced according to the energy conservation rule, and the limit energy saving rate is calculated by adopting the limit condition, so that the maximum energy saving potential of the plug-in hybrid power system relative to a sample power system can be preliminarily mastered, and the calculation amount is reduced remarkably. In addition, the method can be mastered by the vehicle enterprises, and the energy-saving potential of the plug-in hybrid power system configuration can be easily explored by applying the method, so that a new research and development strategy can be formulated.
Drawings
FIG. 1 is a schematic flow chart diagram illustrating a method for selecting a configuration of a plug-in hybrid powertrain system based on an evaluation of limiting energy savings, according to an embodiment of the present disclosure;
FIG. 2 is a simplified schematic diagram of the structure and power flow of a plug-in hybrid powertrain in a series configuration according to an embodiment of the present disclosure;
FIG. 3 is a simplified schematic diagram of the structure and power flow of a conventional mechanical transmission powertrain according to one embodiment of the present application;
FIG. 4 is a schematic energy flow diagram of a component for imparting unidirectional energy flow as provided by an embodiment of the present application;
FIG. 5 is a schematic energy flow diagram of a component for delivering bi-directional energy flow as provided by an embodiment of the present application;
FIG. 6 is a schematic energy flow diagram of a component capable of accumulating energy according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The application provides a plug-in hybrid power system configuration selection method based on limit energy saving rate evaluation.
It should be noted that the method for selecting the configuration of the plug-in hybrid power system based on the ultimate energy saving rate provided by the application does not limit the application field and the application scenario thereof. Alternatively, the method for selecting the plug-in hybrid system configuration provided by the application is applied to the initial development stage of the plug-in hybrid vehicle of the vehicle manufacturer.
The plug-in hybrid system configuration selection method based on the ultimate energy saving rate evaluation provided by the application is not limited in the implementation subject. Alternatively, the execution subject of the plug-in hybrid system configuration selection method based on the ultimate energy saving rate evaluation may be a plug-in hybrid system configuration evaluation device. Alternatively, the executing subject of the plug-in hybrid system configuration selection method based on the ultimate energy saving rate evaluation may be a processor in a plug-in hybrid system configuration evaluation device.
As shown in fig. 1, in an embodiment of the present application, the method for selecting a plug-in hybrid power system configuration based on an ultimate energy saving rate includes the following steps S100 to S900:
and S100, acquiring the vehicle type to be developed in the research and development resource data as a basic target vehicle type. Further, N plug-in hybrid system configurations adapted to the basic target vehicle model are selected. N is a positive integer.
Specifically, the model to be developed is set by an automobile manufacturer. In the initial stage of research and development, automobile manufacturers can make research and development plans according to the current research and development technical level to generate research and development resource data. The research and development resource data comprises models of vehicles to be developed of vehicle manufacturers. The plug-in hybrid power system configuration selection method based on the limit energy saving rate evaluation aims to select the plug-in hybrid power system configuration with the lowest energy consumption so as to adapt to the vehicle type to be developed. Alternatively, all plug-in hybrid power system configurations which are matched with the basic target vehicle model on the market can be selected, and the initial configuration selection range is large enough to realize comprehensive evaluation and screening of all plug-in hybrid power system configurations.
S200, selecting a plug-in hybrid power system corresponding to the plug-in hybrid power system configuration as a power system to be tested, acquiring the structural data of the power system to be tested, and analyzing the structural data of the power system to be tested to obtain the energy flow of the power system to be tested.
And the plug-in hybrid electric vehicle constructed based on the power system to be tested is used as a vehicle to be tested.
Specifically, fig. 2 is a schematic diagram of the structure and energy flow of the plug-in hybrid system in the series configuration, and taking the plug-in hybrid system in the series configuration as an example, the energy flow of the plug-in hybrid system in the series configuration is shown by a straight line with an arrow. The energy flow shown in fig. 2 is 5, of course, fig. 2 is a simplified diagram of the energy flow, showing only the energy flow of several cores in the plug-in hybrid system in a series configuration. Taking energy flow 1 as an example, energy flow 1 represents the process of charging the battery by the engine. Chemical energy in the oil tank (chemical energy of fuel oil) is converted into mechanical energy of the engine, and the mechanical energy of the engine is converted into electric energy through the engine and stored in the battery. By acquiring the energy flow of the power system to be tested, the energy transmission state and the energy distribution mode of the power system to be tested can be known, and the formula derivation for the subsequent energy saving rate calculation is facilitated.
S300, selecting a sample vehicle, and analyzing the structural data of the sample power system in the sample vehicle to obtain the energy flow of the sample power system.
Specifically, similar to step S200, in step S300, the energy flow of the sample power system is also obtained. Fig. 3 is a schematic diagram illustrating the structure and energy flow of a conventional mechanical transmission power system, which can be understood as the energy flow of the conventional mechanical transmission power system is relatively simple. The energy flow of a sample power system in a vehicle is obtained by selecting the sample power system. In the step, the target vehicle is determined and the target of energy-saving analysis is established by selecting the sample vehicle and acquiring the energy flow of the sample power system.
S400, deriving an expression of the energy saving rate of the power system to be tested relative to the sample power system under the same whole vehicle running condition according to an energy conservation criterion, and recording the expression as a formula 1:
Figure GDA0002628771230000071
and the energy saving rate of the power system to be tested relative to the sample power system is obtained. Ef,p1And the fuel energy consumed by the vehicle to be tested in the preset time period of running of the whole vehicle under the running working condition of the whole vehicle. Eb,p1And the electric quantity consumed by the vehicle to be tested in the preset time period is consumed when the vehicle runs under the whole vehicle running condition. Ef,p0And the fuel energy consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the running working condition. Eb,p0And the electric quantity consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the driving working condition.
Specifically, according to the energy conservation criterion, the energy saving rate of the power system to be tested relative to the sample power system can be regarded as the difference value of the total energy consumption of the sample power system and the total energy consumption of the power system to be tested, and divided by the total energy consumption of the sample power system. The total energy consumption of the sample power system can be regarded as the sum of the fuel energy consumption and the electric quantity consumption of the sample power system, namely Ef,p0+Eb,p0. Similarly, the total energy consumption of the power system to be tested can be regarded as the fuel of the power system to be testedSum of oil energy consumption + electricity consumption, i.e. Ef,p1+Eb,p1. Therefore, a calculation formula of the energy saving rate of the power system to be tested relative to the sample power system, namely formula 1, can be derived.
And S500, further deducing the formula 1 according to the energy flow of the power system to be tested and the energy flow of the sample power system to obtain a formula 2.
In the formula 2, the energy saving rate of the power system to be tested relative to the sample power system is equal to a composite function between the average efficiency of each sample vehicle component in the sample power system, the average efficiency of each vehicle component to be tested in the power system to be tested, the driving energy output by the wheels of the sample vehicle, the braking energy output by the wheels of the sample vehicle, the driving energy output by the wheels of the vehicle to be tested and the braking energy output by the wheels of the vehicle to be tested after the power system to be tested runs under the running condition of the whole vehicle for the preset time period.
Wherein the sample vehicle components include at least an engine of the sample vehicle, a generator of the sample vehicle, a drive motor of the sample vehicle, a battery of the sample vehicle, a gearbox of the sample vehicle, and wheels of the sample vehicle. It is understood that the average efficiency of the sample vehicle components includes at least an average efficiency of the sample vehicle engine, an average efficiency of the sample vehicle generator, an average drive efficiency of the sample vehicle drive motor, an average brake efficiency of the sample vehicle drive motor, an average discharge efficiency of the sample vehicle battery, an average charge efficiency of the sample vehicle battery, an average efficiency of the sample vehicle transmission in a driving state, an average efficiency of the sample vehicle transmission in a braking state, an average efficiency of the sample vehicle wheels in a driving state, and an average efficiency of the sample vehicle wheels in a braking state.
The vehicle part to be tested at least comprises an engine of the vehicle to be tested, a generator of the vehicle to be tested, a driving motor of the vehicle to be tested, a battery of the vehicle to be tested, a gearbox of the vehicle to be tested and wheels of the vehicle to be tested. It can be understood that the average efficiency of the vehicle component to be tested at least includes the average efficiency of the vehicle engine to be tested, the average efficiency of the vehicle generator to be tested, the average driving efficiency of the vehicle driving motor to be tested, the average braking efficiency of the vehicle driving motor to be tested, the average discharging efficiency of the vehicle battery to be tested, the average charging efficiency of the vehicle battery to be tested, the average efficiency of the vehicle transmission to be tested in a driving state and the average efficiency of the vehicle transmission to be tested in a braking state, the average efficiency of the vehicle wheel to be tested in a driving state, and the average efficiency of the vehicle wheel to be tested in a braking state.
Figure GDA0002628771230000081
Wherein. And the energy saving rate of the power system to be tested relative to the sample power system.
Figure GDA0002628771230000082
Driving energy output for the sample vehicle wheel.
Figure GDA0002628771230000083
The braking energy output for the vehicle wheel is sampled.
Figure GDA0002628771230000084
And outputting the driving energy for the wheels of the vehicle to be tested.
Figure GDA0002628771230000085
And outputting the braking energy for the vehicle wheel to be tested.
ηe，p0η average efficiency for the sample vehicle Engineg，p0Is the average efficiency of the sample vehicle generator.
Figure GDA0002628771230000086
The average driving efficiency of the vehicle drive motor is the sample.
Figure GDA0002628771230000087
The average braking efficiency of the vehicle drive motor is the sample.
Figure GDA0002628771230000088
Is the average discharge efficiency of the sample vehicle battery.
Figure GDA0002628771230000089
The average charge efficiency of the sample vehicle battery.
Figure GDA00026287712300000810
The average efficiency of the vehicle transmission in the drive state is taken as the sample.
Figure GDA00026287712300000811
The average efficiency of the vehicle transmission in a braking state is the sample.
Figure GDA00026287712300000812
Is the average efficiency of the sample vehicle wheel under driving conditions.
Figure GDA00026287712300000813
Is the average efficiency of the sample vehicle wheel under braking conditions.
Wherein, ηe，p1η is the average efficiency of the vehicle engine under testg，p1And the average efficiency of the generator of the vehicle to be tested.
Figure GDA00026287712300000814
And the average driving efficiency of the driving motor of the vehicle to be tested is obtained.
Figure GDA00026287712300000815
And the average braking efficiency of the driving motor of the vehicle to be tested is obtained.
Figure GDA00026287712300000816
Average discharge of the battery of the vehicle to be testedElectrical efficiency.
Figure GDA00026287712300000817
And the average charging efficiency of the vehicle battery to be tested is obtained.
Figure GDA0002628771230000091
And the average efficiency of the vehicle gearbox to be tested in a driving state is obtained.
Figure GDA0002628771230000092
And the average efficiency of the vehicle gearbox to be tested in the braking state is obtained.
Figure GDA0002628771230000093
To the average efficiency of the sample vehicle wheel under driving conditions,
Figure GDA0002628771230000094
and the average efficiency of the vehicle wheel to be tested in the braking state is obtained.
Specifically, formula 1 only calculates the energy saving rate of the power system under test relative to the sample power system through port output result data of energy consumption, and if the ultimate energy saving rate of the power system under test relative to the sample power system needs to be calculated, the energy flow in the power system under test and the energy flow of the sample power system need to be further explored, and the ultimate energy saving rate is obtained from the perspective of structure and energy flow analysis.
In order to calculate the ultimate energy saving rate of the power system to be measured relative to the sample power system, firstly, an energy saving rate formula of the power system to be measured relative to the sample power system needs to be derived.
In this step, a formula 2, which is a formula for calculating the energy saving rate of the power system to be tested relative to the sample power system, can be obtained by further deriving the formula 1 according to the energy flow of the power system to be tested and the energy flow of the sample power system. According to the formula 2, it can be known that the energy saving rate of the power system to be tested relative to the sample power system is equal to a composite function between the average efficiency of each sample vehicle component in the sample power system, the average efficiency of each vehicle component to be tested in the power system to be tested, the driving energy output by the wheels of the sample vehicle, the braking energy output by the wheels of the sample vehicle, the driving energy output by the wheels of the vehicle to be tested and the braking energy output by the wheels of the vehicle to be tested after the power system to be tested runs under the running condition of the whole vehicle for the preset time period.
In addition, formula 2 has ellipses. This is because there may be multiple sample vehicle components in the sample power system. There may be a plurality of vehicle components to be tested in the power system to be tested. Therefore, the average efficiency factors of the sample vehicle components and the average efficiency factor of the vehicle component to be tested in equation 2 cannot be all listed, and are represented by ellipses.
S600, creating a sample vehicle simulation model based on the sample power system, and inputting the running condition of the whole vehicle into the sample vehicle simulation model. Further, the sample vehicle simulation model is started so that the sample vehicle simulation model simulates the vehicle running process of the sample vehicle in the preset time period, and sample vehicle component operation data are output.
Specifically, the sample vehicle simulation model is a virtual simulation model and is used for simulating the running process of the plug-in hybrid electric vehicle. And the running condition of the whole vehicle is set by research personnel. Alternatively, the whole vehicle running condition may be a chinese working condition (CLTC). And the running time of the running working condition of the whole vehicle in the sample vehicle simulation model is the preset time period. The duration of the preset time period is set by research and development personnel.
And establishing a vehicle simulation model to be tested based on the power system to be tested, and inputting the running condition of the whole vehicle into the vehicle simulation model to be tested. Further, the vehicle simulation model to be tested is started, so that the vehicle simulation model to be tested simulates the vehicle running process of the vehicle to be tested in the preset time period, and the running data of the vehicle component to be tested is output.
Specifically, the type of the vehicle simulation model to be tested is the same as the type of the sample vehicle simulation model, and is a control variable. For example, the sample vehicle simulation model is a Matlab model, and the vehicle simulation model to be tested is also a Matlab model. The sample vehicle simulation model is a Simulink model, and the vehicle simulation model to be tested is also the Simulink model. The only difference is that the sample vehicle simulation model and the vehicle simulation model under test are created based on different powertrain systems.
Similarly, the whole vehicle running condition input to the sample vehicle simulation model is the same as the whole vehicle running condition input to the vehicle simulation model to be tested, wherein the whole vehicle running condition is a control variable. The running time of the whole vehicle running condition is the same. I.e. the preset time period is also the same.
S700, verifying the correctness of the formula 2 according to the sample vehicle component operation data and the vehicle component operation data to be tested.
Specifically, based on the sample vehicle component operating data and the vehicle component operating data to be tested, it can be determined whether the derivation of equation 2 is correct.
And S800, if the formula 2 is correct, analyzing a limit condition corresponding to the average efficiency of the vehicle component to be tested, substituting the limit condition corresponding to the average efficiency of the vehicle component to be tested into the formula 2, and calculating to obtain the limit energy saving rate of the power system to be tested relative to the sample power system.
Specifically, as can be seen from the foregoing, the energy saving rate of the power system under test relative to the sample power system can be calculated based on equation 2. If the formula 2 is correct, a limit condition may be further applied to the average efficiency of the plurality of vehicle components to be tested in the formula 2, and a limit energy saving rate of the power system to be tested with respect to the sample power system may be calculated.
And S900, repeatedly executing the step S200 to the step S800 to obtain limit energy saving rates corresponding to the N plug-in hybrid power system configurations. Further, the limit energy saving rates corresponding to the N plug-in hybrid power system configurations are compared, and the plug-in hybrid power system configuration corresponding to the limit energy saving rate with the largest value is selected as the plug-in hybrid power system configuration to be developed.
Specifically, by executing the steps S200 to S800N times, the limit energy saving rates corresponding to the N plug-in hybrid system configurations can be obtained. The larger the limit energy-saving rate is, the larger the energy-saving potential representing the configuration of the plug-in hybrid power system is, and the maximum upper limit value of the energy-saving effect after the whole vehicle is constructed is. By comparing the limit energy saving rates corresponding to the N plug-in hybrid power system configurations, the plug-in hybrid power system configuration corresponding to the limit energy saving rate with the maximum value can be obtained and used as the plug-in hybrid power system configuration to be developed to perform subsequent research and development work.
In the embodiment, the target vehicle is determined by selecting the sample power system in the sample vehicle, and the target of the energy-saving analysis is determined. Energy-saving mechanism is radically seen through observing energy flow conditions of plug-in hybrid power systems corresponding to different plug-in hybrid power system configurations. A calculation formula of the energy saving rate is deduced according to the energy conservation rule, and the limit energy saving rate is calculated by adopting the limit condition, so that the maximum energy saving potential of the plug-in hybrid power system relative to a sample power system can be preliminarily mastered, and the calculation amount is reduced remarkably. In addition, the method can be mastered by automobile manufacturers, and the energy-saving potential of the plug-in hybrid power system configuration can be easily explored by applying the method, so that a new research and development strategy can be formulated.
In an embodiment of the present application, the step S700 includes the following steps S710 to S760:
s710, calculating first data, second data and third data according to the energy flow of the sample power system and the sample vehicle component operation data. The first data is the average efficiency of each sample vehicle component. The second data is the driving energy output by the vehicle wheel of the sample. The third data is the braking energy output by the vehicle wheel of the sample.
Specifically, referring to equation 2, it can be seen that the first data, the second data, and the third data are all unknowns about the sample vehicle in equation 2. Substituting the first data, the second data and the third data into formula 2 can be realized by calculating the first data, the second data and the third data, and solving the energy saving rate of the power system to be tested relative to the sample power system.
The first data includes at least an average efficiency of the sample vehicle engine, an average efficiency of the sample vehicle generator, an average drive efficiency of the sample vehicle drive motor, an average brake efficiency of the sample vehicle drive motor, an average discharge efficiency of the sample vehicle battery, an average charge efficiency of the sample vehicle battery, an average efficiency of the sample vehicle transmission in a drive state, an average efficiency of the sample vehicle transmission in a brake state, an average efficiency of the sample vehicle wheel in a drive state, and an average efficiency of the sample vehicle wheel in a brake state.
S720, calculating fourth data, fifth data and sixth data according to the energy flow of the power system to be tested and the running data of the vehicle component to be tested. The fourth data is an average efficiency of each vehicle component under test. And the fifth data is the driving energy output by the wheel of the vehicle to be detected. And the sixth data is the braking energy output by the wheel of the vehicle to be tested.
Specifically, referring to equation 2, it can be seen that the fourth data, the fifth data and the sixth data are all unknowns about the sample vehicle in equation 2. Substituting the fourth data, the fifth data and the sixth data into formula 2 can be realized by calculating the fourth data, the fifth data and the sixth data, and solving the energy saving rate of the power system to be tested relative to the sample power system.
The fourth data at least comprises the average efficiency of the vehicle engine to be tested, the average efficiency of the vehicle generator to be tested, the average driving efficiency of the vehicle driving motor to be tested, the average braking efficiency of the vehicle driving motor to be tested, the average discharging efficiency of the vehicle battery to be tested, the average charging efficiency of the vehicle battery to be tested, the average efficiency of the vehicle gearbox to be tested in a driving state and the average efficiency of the vehicle gearbox to be tested in a braking state, the average efficiency of the vehicle wheel to be tested in a driving state and the average efficiency of the vehicle wheel to be tested in a braking state.
And S730, substituting the first data to the sixth data into the formula 2, and calculating to obtain a first energy saving rate of the power system to be tested relative to the sample power system.
Specifically, since the sample vehicle component is plural, when the first data is substituted into the formula 2, the first data corresponding to each sample vehicle component is substituted into the formula 2. Similarly, the vehicle parts to be tested are multiple, and when the fourth data is substituted into the formula 2, the fourth data corresponding to each vehicle part to be tested is substituted into the formula 2. And substituting the first data to the sixth data into the formula 2 to finally calculate the energy saving rate of the power system to be tested relative to the sample power system, and recording the energy saving rate as a first energy saving rate.
S740, obtaining E output by the simulation model of the vehicle to be testedf,p1And Eb,p1And E of the output of the sample vehicle simulation modelf,p0And Eb,p0And calculating to obtain a second energy saving rate of the power system to be tested relative to the sample power system according to the formula 1.
Specifically, please refer to formula 1, wherein 4 unknowns E in formula 1f,p1、Eb,p1、Ef,p0And Eb,p0Are data on energy consumption. The energy consumption data E can be obtained by carrying out one-time simulation on the whole vehicle running condition of the vehicle simulation model to be testedf,p1And Eb,p1. Similarly, the energy consumption data E can be obtained by carrying out the simulation on the whole vehicle running condition of the sample vehicle simulation model oncef,p0And Eb,p0. Will Ef,p1、Eb,p1、Ef,p0And Eb,p0The numerical value of the energy-saving rate of the power system to be tested relative to the sample power system can be obtained by substituting the numerical value into the formula 1And is recorded as a second energy saving rate.
And S750, judging whether the numerical value of the first energy saving rate is equal to the numerical value of the second energy saving rate.
Specifically, the physical meanings given by said formula 1 and said formula 2 are identical and are named a first energy saving rate and a second energy saving rate, respectively, for the sake of distinction.
S760, if the first energy saving ratio is equal to the second energy saving ratio, it is determined that the formula 2 is correct.
Specifically, if the value of the first energy saving rate is equal to the value of the second energy saving rate, it indicates that the derivation process of formula 2 is correct, and formula 2 may be used as a transition formula for subsequently calculating the limit skill rate. If the value of the first energy saving rate is not equal to the value of the second energy saving rate, it indicates that the derivation process of formula 2 is wrong, and the step S500 is returned to derive formula 2 again.
In this embodiment, based on the energy flow of the sample power system, the sample vehicle component operation data, the energy flow of the power system to be tested, and the vehicle component operation data to be tested, all unknown data factors in the formula 2 may be calculated, and then the first energy saving rate of the power system to be tested with respect to the sample power system may be obtained. E output by the vehicle simulation model to be testedf,p1、Eb,p1、Ef,p0And Eb,p0All unknown data factors in the formula 1 can be obtained, and then a second energy saving rate of the power system to be tested relative to the sample power system can be obtained. Through comparison of the first energy saving rate and the second energy saving rate, the correctness of the formula 2 can be verified, and a data basis of quantitative calculation is provided for the subsequent calculation of the limit energy saving rate of the power system to be tested relative to the sample power system.
In an embodiment of the present application, the sample vehicle component operational data includes seventh data and eighth data.
The seventh data is the output power of each sample vehicle component at a different time node. The eighth data is the input power of each sample vehicle component at a different time node.
Specifically, the seventh data and the eighth data may be obtained by performing the step S600 once. The foregoing has explained that the unknowns about the sample vehicle in equation 2 are the first data, the second data, and the third data. From the seventh data and the eighth data, the first data, the second data and the third data may be calculated. In summary, based on the seventh data and the eighth data, all unknown data factors for the sample vehicle in equation 2 can be calculated.
In the embodiment, all unknown data factors about the sample vehicle in the formula 2 can be obtained by operating the sample vehicle simulation model once, the calculation process is simple, the calculation amount is small, and the complicated and obscure optimization method and the calculation method with high difficulty are avoided. Compared with the calculation process of carrying out combined optimization on the component parameters and the control strategy by using the optimization theory, the calculation amount can be greatly reduced, and even manual calculation is needed.
In an embodiment of the present application, the vehicle component operation data to be tested includes ninth data and tenth data.
The ninth data is the output power of each vehicle component to be tested at different time nodes. The tenth data is the input power of each vehicle component to be tested at different time nodes.
Specifically, the ninth data and the tenth data may be derived by performing the step S600 once. The foregoing has explained that the unknowns about the vehicle under test in equation 2 are the fourth data, the fifth data, and the sixth data. The fourth data, the fifth data, and the sixth data may be calculated from the ninth data and the tenth data. In summary, based on the ninth data and the tenth data, all unknown data factors about the vehicle to be tested in the formula 2 can be calculated.
In this embodiment, all unknown data factors about the vehicle to be tested in the formula 2 can be obtained by operating the vehicle simulation model to be tested once, the calculation process is simple, the calculation amount is small, and the complicated and obscure optimization method and the calculation method with high difficulty are avoided. Compared with the calculation process of carrying out combined optimization on the component parameters and the control strategy by using the optimization theory, the calculation amount can be greatly reduced, and even manual calculation is needed.
In an embodiment of the present application, the step S710 includes the following steps S711 to S715:
s711, selecting a sample vehicle component, and judging the component type of the sample vehicle component, specifically which one of a component for transmitting unidirectional energy flow, a component for transmitting bidirectional energy flow and a component capable of accumulating energy.
Specifically, the first data is an average efficiency of each sample vehicle component. As previously stated, a number of sample vehicle components may be included in the sample power system, such as an engine, generator, drive motor, battery, and transmission. When the types of the sample vehicle components are different, different calculation formulas need to be selected for calculating the first data. This is because different types of sample vehicle components have different energy flows, and therefore different calculation formulas are required to calculate the average efficiency of the sample vehicle components. The component types of the sample vehicle components may include components that transmit unidirectional energy flow, components that transmit bidirectional energy flow, and components that can accumulate energy.
S712, if the sample vehicle component is a component for transmitting unidirectional energy flow, calculating the first data according to the seventh data, the eighth data and formula 3:
Figure GDA0002628771230000141
wherein, ηi,p0First data corresponding to a sample vehicle component that delivers a unidirectional energy flow.
Figure GDA0002628771230000142
For discharging said transmitted unidirectional energy flow in the direction of energy flowEnergy values of the vehicle components are sampled.
Figure GDA0002628771230000143
Is the amount of energy flowing into the sample vehicle component that imparts unidirectional energy flow in the direction of energy flow.
Figure GDA0002628771230000144
Seventh data corresponding to the sample vehicle component that delivers unidirectional energy flow.
Figure GDA0002628771230000145
Eighth data corresponding to the sample vehicle component that delivers unidirectional energy flow. t is tcycAnd the time length of the preset time period is used.
Specifically, as shown in fig. 4, if the sample vehicle component is a component that transmits unidirectional energy flow, the direction of energy flow is unique. For example, for a sample vehicle part B, the energy flow direction is a to B to C. By executing the step S600, the sample vehicle component operation data may be acquired. The sample vehicle component operational data includes seventh data and eighth data. Taking the way of calculating the first data of the sample vehicle component B as an example, the average efficiency of the sample vehicle component B is equal to the ratio of the energy value flowing out of the sample vehicle component B to the energy value flowing into the sample vehicle component B in the energy flow direction of the sample vehicle component B. Since the energy is equal to the integral of power over time, the average efficiency of the sample vehicle component B is equal to the ratio of the integral of the output power of the sample vehicle component B at different time nodes to the operating time of the operating condition to the integral of the input power of the sample vehicle component B at different time nodes to the operating time of the operating condition. The algorithmic meaning of equation 3 is readily understood in conjunction with fig. 4.
Alternatively, the component for transferring unidirectional energy flow may be one of an engine and a generator.
And S713, if the sample vehicle component is a component for transmitting bidirectional energy flow, continuously judging whether the energy flow direction of the sample vehicle component is a driving direction or a braking direction.
Specifically, as shown in fig. 5, if the sample vehicle component is a component that transmits bi-directional energy flow, the direction of the energy flow has two directions, namely a driving direction and a braking direction. For example, for sample vehicle part B, the drive directions are a to B to C. The braking direction is C to B to A. The calculated data results are different for different energy flow directions. Therefore, it is necessary to further determine whether the energy flow direction of the sample vehicle component is the driving direction or the braking direction.
S713a, if the energy flow direction of the sample vehicle component is the driving direction, calculating the first data according to the seventh data, the eighth data, and equation 4.1.
When the energy flow direction of the sample vehicle component is a driving direction, the seventh data is the output power of the sample vehicle component in the driving direction at different time nodes. The eighth data is the input power of the sample vehicle component in the driving direction at different time nodes.
Figure GDA0002628771230000151
Wherein the content of the first and second substances,
Figure GDA0002628771230000152
the first data corresponding to the sample vehicle component of the bi-directional energy flow is transmitted when the energy flow direction is the driving direction.
Figure GDA0002628771230000153
An energy value flowing out of the sample vehicle component in the driving direction for the sample vehicle component that transfers bi-directional energy flow.
Figure GDA0002628771230000154
An energy value flowing into the sample vehicle component in a driving direction for the sample vehicle component that is transmitting the bi-directional energy flow.
Figure GDA0002628771230000155
And the seventh data corresponds to the sample vehicle component for transmitting the bidirectional energy flow when the energy flow direction is the driving direction.
Figure GDA0002628771230000156
And the eighth data corresponds to the sample vehicle part for transmitting the bidirectional energy flow when the energy flow direction is the driving direction. t is tcycAnd the time length of the preset time period is used.
Specifically, when the energy flow direction of the sample vehicle component is a driving direction, the seventh data is the output power of the sample vehicle component in the driving direction at different time nodes. The eighth data is the input power of the sample vehicle component in the driving direction at different time nodes. The first data calculated based on the seventh data and the eighth data may be regarded as an average driving efficiency of the sample vehicle component. The principle of equation 4.1 is similar to equation 3 and will not be described herein.
Further, when the energy flow direction of the sample vehicle component is a driving direction and the sample vehicle component is the sample vehicle wheel, the first data may not be directly calculated by acquiring the seventh data and the eighth data when the first data is the average efficiency of the sample vehicle wheel in a driving state. Instead, the whole vehicle running speed, the driving force of the sample vehicle wheel in the driving state, the input torque of the sample vehicle wheel in the driving state, and the rotation speed of the sample vehicle wheel in the driving state in the sample vehicle component operation data are obtained, and according to 4 data and formula 4.3, the first data corresponding to the sample vehicle wheel is calculated:
Figure GDA0002628771230000161
wherein the content of the first and second substances,
Figure GDA0002628771230000162
is the first data(average efficiency of the sample vehicle wheel in a driving state). And V is the running speed of the whole vehicle.
Figure GDA0002628771230000163
Is the driving force of the sample vehicle wheel in a driving state.
Figure GDA0002628771230000164
Is the input torque of the sample vehicle wheel in a driving state.
Figure GDA0002628771230000165
Is the speed of the vehicle wheel under drive. t is tcycAnd the time length of the preset time period is used.
S713b, if the energy flow direction of the sample vehicle component is a braking direction, calculating the first data according to the seventh data, the eighth data, and equation 4.2.
When the energy flow direction of the sample vehicle component is a braking direction, the seventh data is the output power of the sample vehicle component in the braking direction at different time nodes. The eighth data is the input power of the sample vehicle component in the braking direction at different time nodes.
Figure GDA0002628771230000166
Wherein the content of the first and second substances,
Figure GDA0002628771230000167
when the energy flow direction of the sample vehicle component is a braking direction, first data corresponding to the sample vehicle component for transmitting bidirectional energy flow are transmitted.
Figure GDA0002628771230000168
An energy value flowing out of the sample vehicle component in the braking direction for the sample vehicle component transferring the bi-directional energy flow.
Figure GDA0002628771230000169
An energy value flowing into the sample vehicle component in a braking direction for the sample vehicle component transferring the bi-directional energy flow.
Figure GDA00026287712300001610
And the seventh data corresponds to the sample vehicle component for transmitting the bidirectional energy flow when the energy flow direction of the sample vehicle component is the braking direction.
Figure GDA00026287712300001611
Eighth data, t, corresponding to a sample vehicle component for transferring a bi-directional energy flow when the energy flow direction of said sample vehicle component is the braking directioncycAnd the time length of the preset time period is used.
Specifically, when the energy flow direction of the sample vehicle component is a braking direction, the seventh data is the output power of the sample vehicle component in the driving direction at different time nodes. The eighth data is the input power of the sample vehicle component in the driving direction at different time nodes. The first data calculated based on the seventh data and the eighth data may be considered as an average braking efficiency of the sample vehicle component. The principle page of equation 4.2 is similar to equation 3 and will not be described herein.
Further, when the energy flow direction of the sample vehicle component is a braking direction and the sample vehicle component is the sample vehicle wheel, the first data may not be directly calculated by acquiring the seventh data and the eighth data when the first data is an average efficiency of the sample vehicle wheel in a braking state. Instead, the whole vehicle running speed, the braking force of the sample vehicle wheel in the braking state, the input torque of the sample vehicle wheel in the braking state and the rotating speed of the sample vehicle wheel in the braking state in the sample vehicle component operation data are obtained, and according to 4 data and a formula 4.4, first data corresponding to the sample vehicle wheel is calculated and obtained:
Figure GDA0002628771230000171
wherein the content of the first and second substances,
Figure GDA0002628771230000172
is the first data (average efficiency of the sample vehicle wheel in a braking condition). And V is the running speed of the whole vehicle.
Figure GDA0002628771230000173
Is the braking force of the sample vehicle wheel in a braking state.
Figure GDA0002628771230000174
Is the output torque of the vehicle wheel under braking condition of the sample.
Figure GDA0002628771230000175
Is the speed of the vehicle wheel under braking. t is tcycAnd the time length of the preset time period is used.
Of course, the steps S711 to S713 may be performed twice, and the average driving efficiency and the average braking efficiency of the sample vehicle components may be calculated, respectively. It can be considered that there are two of the first data. When the first data is subsequently substituted into the formula 2, two first data need to be substituted at the same time. Alternatively, the component that transfers the bi-directional energy flow may be one of a drive motor, a gearbox, a differential and a wheel.
And S714, if the sample vehicle component is a component capable of accumulating energy, continuously judging whether the energy flow direction of the sample vehicle component is a discharging direction or a charging direction.
In particular, the component that can accumulate energy may be a battery. Taking a battery as an example, the energy flow of the battery also includes two directions, a discharging direction and a charging direction. As shown in fig. 6, for example, for the sample vehicle part B, the discharge directions are D to E. The charging direction is E to D. The calculated data results are different for different energy flow directions. Therefore, it is necessary to further determine whether the energy flow direction of the sample vehicle component is specifically the discharge direction or the charge direction.
S714a, if the energy flow direction of the sample vehicle component is the discharging direction, obtaining the residual energy storage value variation of the sample vehicle component after the discharging, and calculating the first data according to the seventh data, the residual energy storage value variation of the sample vehicle component after the discharging, and the formula 5.1.
Wherein the sample vehicle component operating data includes a remaining stored energy value delta after the sample vehicle component has undergone a discharge.
Figure GDA0002628771230000181
Wherein the content of the first and second substances,
Figure GDA0002628771230000182
the first data is corresponding to a sample vehicle component that can accumulate energy when the energy flow direction is the discharging direction.
Figure GDA0002628771230000183
An energy value for flowing out of the sample vehicle component that can accumulate energy in the discharge direction.
Figure GDA0002628771230000184
The residual stored energy value change amount after the sample vehicle component capable of accumulating energy is subjected to discharge.
Figure GDA0002628771230000185
And the seventh data correspond to the sample vehicle part in which energy can be accumulated when the energy flow direction is the discharging direction. t is tcycAnd the time length of the preset time period is used.
In particular, equation 5.1, which calculates the average efficiency of the components that can accumulate energy, is slightly different from the aforementioned equation.
As shown in equation 5.1, when the energy flow direction of the sample vehicle component is the discharging direction, the variation of the remaining stored energy value after the sample vehicle component is subjected to discharging needs to be obtained, and the sample vehicle component operation data includes the variation of the remaining stored energy value after the sample vehicle component is subjected to discharging. The change amount of the remaining energy storage value of the sample vehicle component after discharging may be a change amount of an SOC (remaining charge value) of a battery in the sample power system after the sample vehicle simulation model undergoes the simulation of the preset time period after discharging.
At this time, since only energy is output and no energy is input, only the seventh data need to be acquired. At this time, the seventh data is regarded as the average output power of the battery during the discharge process, and is equal to the average output voltage multiplied by the average output current in value.
In equation 5.1, the first data can be regarded as the average discharge efficiency of the battery during the discharge process. The average discharge efficiency is numerically equal to the integrated value of the average output power of the battery during discharge and time, divided by the remaining stored energy variation of the battery.
S714b, if the energy flow direction of the sample vehicle component is the charging direction, obtaining the variation of the remaining stored energy value of the sample vehicle component after undergoing charging, and calculating the first data according to the eighth data, the variation of the remaining stored energy value of the sample vehicle component after undergoing charging, and formula 5.2.
Wherein the sample vehicle component operating data comprises a residual stored energy value delta for the sample vehicle component after undergoing charging;
Figure GDA0002628771230000191
wherein the content of the first and second substances,
Figure GDA0002628771230000192
the first data corresponds to a sample vehicle component that can accumulate energy when the energy flow direction is the charging direction.
Figure GDA0002628771230000193
For the samples accumulating energyThe amount of change in the remaining stored energy value of the vehicle component after undergoing charging.
Figure GDA0002628771230000194
Is the amount of energy flowing into the sample vehicle component that can accumulate energy in the charging direction.
Figure GDA0002628771230000195
The eighth data is the eighth data corresponding to the sample vehicle component in which energy may be accumulated when the energy flow direction is the charging direction. t is tcycAnd the time length of the preset time period is used.
Specifically, the principle of equation 5.2 is similar to equation 5.1, and is not described here again. In the sample power system, there are a plurality of battery packs, each of which may include a plurality of cells. In the whole vehicle running condition simulation process, the energy flow directions of each battery are different, and some batteries are subjected to discharging and some batteries are subjected to charging. To solve the average discharging/charging efficiency of different batteries, the steps S711 to S714 may be performed a plurality of times to calculate a plurality of average discharging/charging efficiencies, respectively. It can be considered that there are a plurality of said first data related to the battery. When the first data is subsequently substituted into the formula 2, a plurality of first data needs to be substituted at the same time.
And S715, repeatedly executing the step S711 to the step S714, and calculating first data corresponding to each sample vehicle component.
Specifically, when formula 2 is established in step S500, if there are λ sample vehicle components in formula 2, steps S711 to S714 λ need to be performed, and first data corresponding to each sample vehicle component is calculated respectively, so that λ first data can be matched with formula 2.
In this embodiment, the accuracy of the first data calculation result may be achieved by calculating the first data by applying different sample vehicle component average efficiency calculation formulas according to the difference in component types of the sample vehicle components and the difference in energy flow directions of the sample vehicle components.
In an embodiment of the present application, the step S710 further includes the following steps S716 to S717:
s716, calculating the second data according to the seventh data and formula 6. In the formula 6, the seventh data is the driving power of the sample vehicle wheel at different time nodes.
Figure GDA0002628771230000196
Wherein the content of the first and second substances,
Figure GDA0002628771230000197
is the second data.
Figure GDA0002628771230000198
Is the seventh data. t is tcycAnd the time length of the preset time period is used.
Specifically, the sample vehicle wheel includes a driving state and a braking state. Based on the seventh data, the second data may be calculated. At this time, the seventh data is defined as the driving power of the sample vehicle wheel at different time nodes.
S717, calculating the third data according to the eighth data and formula 7. In the formula 7, the eighth data is the braking power of the sample vehicle wheel at different time nodes.
Figure GDA0002628771230000201
Wherein the content of the first and second substances,
Figure GDA0002628771230000202
in order to be able to process the third data,
Figure GDA0002628771230000203
as the eighth data, tcycAnd the time length of the preset time period is used.
Specifically, the sample vehicle wheel includes a driving state and a braking state. Based on the eighth data, the third data may be calculated. At this time, the eighth data is defined as the braking power of the sample vehicle wheel at different time nodes.
In this embodiment, according to the seventh data and the eighth data, all unknown data factors related to the sample vehicle wheel in formula 2, that is, the second data and the third data, can be calculated, so that the calculation is simple and convenient, and the data reliability is high.
In an embodiment of the present application, the step S720 includes the following steps S721 to S725:
s721, selecting a vehicle component to be tested, and judging the type of the vehicle component to be tested, specifically which one of a component for transmitting unidirectional energy flow, a component for transmitting bidirectional energy flow and a component capable of accumulating energy.
S722, if the vehicle component to be tested is a component for transmitting unidirectional energy flow, calculating fourth data according to the ninth data, the tenth data and a formula 8;
Figure GDA0002628771230000204
wherein, ηi,p1Fourth data corresponding to the vehicle component to be tested for transmitting the unidirectional energy flow.
Figure GDA0002628771230000205
In the direction of the energy flow. And (4) the energy value of the vehicle component to be tested which transmits the unidirectional energy flow flows out.
Figure GDA0002628771230000206
In the direction of the energy flow. The energy value flowing into the vehicle component to be tested which transmits unidirectional energy flow.
Figure GDA0002628771230000207
Ninth data corresponding to the vehicle component to be tested transmitting the unidirectional energy flow.
Figure GDA0002628771230000208
Tenth data corresponding to the vehicle component to be tested transmitting the unidirectional energy flow. t is tcycAnd the time length of the preset time period is used.
And S723, if the vehicle component to be tested is a component for transmitting bidirectional energy flow, continuously judging whether the energy flow direction of the vehicle component to be tested is a driving direction or a braking direction.
S723a, if the energy flow direction of the vehicle component to be measured is the driving direction, calculating the fourth data according to the ninth data, the tenth data and formula 9.1.
And when the energy flow direction of the vehicle component to be tested is the driving direction, the ninth data is the output power of the vehicle component to be tested along the driving direction at different time nodes. The tenth data is the input power of the vehicle component to be tested in the driving direction at different time nodes.
Figure GDA0002628771230000211
Wherein the content of the first and second substances,
Figure GDA0002628771230000212
when the direction of the energy flow is the driving direction. And transmitting fourth data corresponding to the vehicle component to be tested of the bidirectional energy flow.
Figure GDA0002628771230000213
The vehicle component to be tested for transmitting the bidirectional energy flow is in the driving direction. And (4) flowing out the energy value of the vehicle component to be tested.
Figure GDA0002628771230000214
The vehicle component to be tested for transmitting the bidirectional energy flow is in the driving direction. An amount of energy flowing into the vehicle component under test.
Figure GDA0002628771230000215
When the direction of the energy flow is the driving direction. For transferring two-way energy flowNinth data corresponding to the vehicle component to be tested.
Figure GDA0002628771230000216
When the energy flow direction is the driving direction. Tenth data corresponding to the vehicle component under test that delivers the bi-directional energy flow. t is tcycAnd the time length of the preset time period is used.
S723b, if the energy flow direction of the vehicle component to be measured is a braking direction, calculating the fourth data according to the ninth data, the tenth data and formula 9.2.
And when the energy flow direction of the vehicle component to be tested is the braking direction, the ninth data is the output power of the vehicle component to be tested along the braking direction at different time nodes. The tenth data is the input power of the vehicle component to be tested in the braking direction at different time nodes.
Figure GDA0002628771230000217
Wherein the content of the first and second substances,
Figure GDA0002628771230000218
when the energy flow direction of the vehicle component to be tested is the braking direction. And transmitting fourth data corresponding to the vehicle component to be tested of the bidirectional energy flow.
Figure GDA0002628771230000219
The vehicle component to be tested for transmitting the bidirectional energy flow is in the braking direction. And (4) flowing out the energy value of the vehicle component to be tested.
Figure GDA00026287712300002110
The vehicle component to be tested for transmitting the bidirectional energy flow is in the braking direction. An amount of energy flowing into the vehicle component under test.
Figure GDA00026287712300002111
When the energy flow direction of the vehicle component to be tested is the driving direction. Transferring bidirectional energyNinth data corresponding to the vehicle component under test of the stream.
Figure GDA00026287712300002112
When the energy flow direction of the vehicle component to be tested is the braking direction. Tenth data corresponding to the vehicle component under test that delivers the bi-directional energy flow. t is tcycAnd the time length of the preset time period is used.
And S724, if the vehicle component to be tested is a component capable of accumulating energy, continuously judging whether the energy flow direction of the vehicle component to be tested is a discharging direction or a charging direction.
S724a, if the energy flow direction of the vehicle component to be tested is the discharging direction, acquiring the variation of the remaining energy storage value of the vehicle component to be tested after undergoing discharging, and calculating the fourth data according to the ninth data, the variation of the remaining energy storage value of the vehicle component to be tested after undergoing discharging, and the formula 10.1.
Wherein the vehicle component operation data to be tested comprises the variation of the residual storage energy value after the vehicle component to be tested is subjected to discharge.
Figure GDA0002628771230000221
Wherein the content of the first and second substances,
Figure GDA0002628771230000222
when the energy flow direction is the discharge direction. And fourth data corresponding to the vehicle component to be tested can be accumulated.
Figure GDA0002628771230000223
In the discharge direction. And (4) flowing out the energy value of the vehicle component to be tested capable of accumulating energy.
Figure GDA0002628771230000224
And the residual storage value variation after the vehicle component to be tested capable of accumulating energy is subjected to discharge.
Figure GDA0002628771230000225
When the energy flow direction is the discharge direction. Ninth data corresponding to the vehicle component under test that can accumulate energy. t is tcycAnd the time length of the preset time period is used.
S724b, if the energy flow direction of the vehicle component to be tested is the charging direction, obtaining the variation of the remaining stored energy value of the vehicle component to be tested after undergoing charging, and calculating the fourth data according to the tenth data, the variation of the remaining stored energy value of the vehicle component to be tested after undergoing charging, and the formula 10.2.
The running data of the vehicle component to be tested comprises the variation of the residual stored energy value of the vehicle component to be tested after charging.
Figure GDA0002628771230000226
Wherein the content of the first and second substances,
Figure GDA0002628771230000227
when the energy flow direction is the charging direction. And fourth data corresponding to the vehicle component to be tested can be accumulated.
Figure GDA0002628771230000228
And changing the residual stored energy value after charging for the vehicle part to be tested capable of accumulating energy.
Figure GDA0002628771230000229
In the charging direction. An amount of energy flowing into the energy accumulating vehicle component under test.
Figure GDA00026287712300002210
When the energy flow direction is the charging direction. Tenth data corresponding to a vehicle component under test that may accumulate energy. t is tcycAnd the time length of the preset time period is used.
And S725, repeatedly executing the steps from the step S721 to the step S724, and calculating fourth data corresponding to each vehicle component to be tested.
Specifically, the principle of the step S721 to the step S725 is the same as that of the step S711 to the step S725, and is not repeated here.
In this embodiment, the fourth data is calculated by applying different average efficiency calculation formulas of the vehicle components to be measured according to different component types of the vehicle components to be measured and different energy flow directions of the vehicle components to be measured, so that the accuracy of the calculation result of the fourth data can be realized.
In an embodiment of the present application, the step S720 further includes the following steps S726 to S727:
s726, calculating the fifth data according to the ninth data and formula 11; in the formula 11, the ninth data is the driving power of the wheel of the vehicle to be tested at different time nodes:
Figure GDA0002628771230000231
wherein the content of the first and second substances,
Figure GDA0002628771230000232
is the fifth data.
Figure GDA0002628771230000233
Is the ninth data. t is tcycAnd the time length of the preset time period is used.
S727, calculating the sixth data according to the tenth data and formula 12; in the formula 12, the tenth data is the braking power of the wheel of the vehicle to be tested at different time nodes:
Figure GDA0002628771230000234
wherein the content of the first and second substances,
Figure GDA0002628771230000235
is the sixth data.
Figure GDA0002628771230000236
Is the firstTen data. t is tcycAnd the time length of the preset time period is used.
Specifically, the principle of the steps S726 to S727 is the same as that of the steps S716 to S717, and the description thereof is omitted here.
In this embodiment, according to the ninth data and the tenth data, all unknown data factors related to the wheel of the vehicle to be measured in formula 2, that is, the fifth data and the sixth data, can be calculated, and the calculation is simple and convenient, and the data reliability is high.
In an embodiment of the application, the means for transferring unidirectional energy flow comprise at least an engine and a generator. The components for transmitting the bidirectional energy flow at least comprise a driving motor, a gearbox and wheels. The means for accumulating energy comprises at least a battery.
Specifically, the above-mentioned components are merely representative core components, and are not limited thereto.
In an embodiment of the present application, the step S800 includes the following steps S810 to S820:
and S810, if the formula 2 is correct, acquiring the maximum efficiency of each vehicle component to be tested based on the current research and development technical level based on the research and development resource data.
Specifically, in order to calculate the limit energy saving rate of the power system to be tested relative to the sample power system, a limit condition needs to be applied to formula 2. Optionally. And applying a limit condition to the average efficiency of each vehicle component to be tested. Specifically, the maximum efficiency of each of the vehicle components under test is obtained. For example, the maximum efficiency of the engine and the maximum efficiency of the generator are obtained.
And S820, replacing the average efficiency of each vehicle component to be tested in the formula 2 with the maximum efficiency of the vehicle component to be tested, keeping the other parameters unchanged, and calculating the limit energy saving rate of the power system to be tested relative to the sample power system according to the formula 2.
Specifically, the average efficiency of each vehicle component to be tested is replaced by the maximum efficiency of the vehicle componentAfter the efficiency, the average efficiency of each vehicle component to be tested in the formula 2 reaches the maximum value in the ideal state. At this time, the calculated energy saving rate is the limit energy saving rate. It should be noted that in equation 2
Figure GDA0002628771230000241
And
Figure GDA0002628771230000242
remain unchanged.
Alternatively, in step S810, the maximum efficiency is obtained only for one or μ vehicle component under test, of the power system under test, whose efficiency variation range is the largest. In the step S820, the obtained limit energy saving rate of the power system to be tested is more reliable relative to the sample power system.
In this embodiment, the average efficiency of each vehicle component to be tested in formula 2 is adjusted to the maximum efficiency value in an ideal state, so that the maximum energy saving rate of the power system to be tested relative to the sample power system is calculated, and further, under the condition that an automobile manufacturer obtains the configuration of the plug-in hybrid power system, the maximum energy saving rate of the power system to be tested relative to the sample power system is obtained, so that the developer grasps the maximum energy saving potential of the configuration of the plug-in hybrid power system in a short time, and the calculation amount is small, and the bottom detection is easy.
In one embodiment of the present application, the sample power system is a conventional mechanical drive power system.
Specifically, when the sample power system is a conventional mechanical transmission power system, the maximum limit energy saving rate with the maximum value obtained by performing the steps S100 to S900 can be understood as the maximum energy saving potential of the power system to be tested relative to the sample power system when the component of the vehicle to be tested reaches the maximum efficiency level through parameter matching optimization, control strategy optimization and other manners.
In this embodiment, the maximum energy saving potential of the plug-in hybrid electric vehicle relative to the vehicle with the conventional mechanical transmission power system can be calculated by comparing the vehicle with the conventional mechanical transmission power system as the target vehicle.
In an embodiment of the present application, the sample power system is a plug-in hybrid power system, and the sample power system and the power system to be tested have different structures.
Specifically, when the sample power system is a plug-in hybrid power system, the maximum limit energy saving rate with the largest value obtained by performing the steps S100 to S900 may be understood as the maximum energy saving promotion space of the vehicle to be tested relative to the sample vehicle when the component of the vehicle to be tested reaches the maximum efficiency level through the parameter matching optimization, the control strategy optimization, and the like.
In this embodiment, the maximum energy saving potential of the plug-in hybrid vehicle with respect to the plug-in hybrid vehicle having a different hybrid system structure can be calculated by comparing vehicles equipped with different plug-in hybrid systems as the target vehicles.
In an embodiment of the present application, the sample power system is a plug-in hybrid power system, and the sample power system and the power system to be tested have the same structure.
Specifically, when the sample power system is the same as the power system to be tested, the maximum limit energy saving rate with the largest numerical value is calculated by executing the steps S100 to S900, which can be understood as how much energy saving effect can be improved on the basis of the control strategy and the parameter matching level of the sample vehicle when the maximum efficiency level of the component is not improved by the modes of parameter matching optimization, control strategy optimization and the like.
In this embodiment, by comparing vehicles equipped with the same plug-in hybrid system as the target vehicles, the maximum energy saving effect of the plug-in hybrid vehicle with respect to a plug-in hybrid vehicle having the same hybrid system structure can be calculated after adjusting the control strategy and the parameter matching level.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims (13)

1. A plug-in hybrid power system configuration selection method based on extreme energy efficiency assessment is characterized by comprising the following steps:
s100, acquiring a vehicle type to be developed in research and development resource data to serve as a basic target vehicle type, and selecting N plug-in hybrid power system configurations adapted to the basic target vehicle type; n is a positive integer;
s200, selecting a plug-in hybrid power system corresponding to the plug-in hybrid power system configuration as a power system to be tested, acquiring the structural data of the power system to be tested, and analyzing the structural data of the power system to be tested to obtain the energy flow of the power system to be tested;
the plug-in hybrid electric vehicle constructed based on the power system to be tested is used as a vehicle to be tested;
s300, selecting a sample vehicle, and analyzing the structural data of a sample power system in the sample vehicle to obtain the energy flow of the sample power system;
s400, deriving an expression of the energy saving rate of the power system to be tested relative to the sample power system under the same whole vehicle running condition according to an energy conservation criterion, and recording the expression as a formula 1;
Figure FDA0002491299810000011
wherein, E is the energy saving rate of the power system to be tested relative to the sample power systemf,p1The fuel energy consumed by the vehicle to be tested in a preset time period when the vehicle runs under the whole vehicle running condition Eb,p1The electric quantity consumed by the vehicle to be tested in the preset time period when the vehicle runs under the whole vehicle running condition Ef,p0The fuel energy consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the running working condition Eb,p0The electric quantity consumed by the sample vehicle in the preset time period is used for driving the whole vehicle under the whole vehicle driving condition;
s500, further deducing the formula 1 according to the energy flow of the power system to be tested and the energy flow of the sample power system to obtain a formula 2;
in the formula 2, the energy saving rate of the power system to be tested relative to the sample power system is equal to a composite function between the average efficiency of each sample vehicle component in the sample power system, the average efficiency of each vehicle component to be tested in the power system to be tested, the driving energy output by the wheels of the sample vehicle, the braking energy output by the wheels of the sample vehicle, the driving energy output by the wheels of the vehicle to be tested and the braking energy output by the wheels of the vehicle to be tested after the power system to be tested runs under the running working condition of the whole vehicle for the preset time period;
wherein the sample vehicle components include at least an engine of the sample vehicle, a generator of the sample vehicle, a drive motor of the sample vehicle, a battery of the sample vehicle, a gearbox of the sample vehicle, and wheels of the sample vehicle; the average efficiency of the sample vehicle components includes at least an average efficiency of the sample vehicle engine, an average efficiency of the sample vehicle generator, an average drive efficiency of the sample vehicle drive motor, an average brake efficiency of the sample vehicle drive motor, an average discharge efficiency of the sample vehicle battery, an average charge efficiency of the sample vehicle battery, an average efficiency of the sample vehicle transmission in a driven state, an average efficiency of the sample vehicle transmission in a braked state, an average efficiency of the sample vehicle wheels in a driven state, and an average efficiency of the sample vehicle wheels in a braked state;
the vehicle component to be tested at least comprises an engine of the vehicle to be tested, a generator of the vehicle to be tested, a driving motor of the vehicle to be tested, a battery of the vehicle to be tested, a gearbox of the vehicle to be tested and wheels of the vehicle to be tested; the average efficiency of the vehicle component to be tested at least comprises the average efficiency of the engine of the vehicle to be tested, the average efficiency of the generator of the vehicle to be tested, the average driving efficiency of the driving motor of the vehicle to be tested, the average braking efficiency of the driving motor of the vehicle to be tested, the average discharging efficiency of the battery of the vehicle to be tested, the average charging efficiency of the battery of the vehicle to be tested, the average efficiency of the gearbox of the vehicle to be tested in a driving state, the average efficiency of the gearbox of the vehicle to be tested in a braking state, the average efficiency of the wheel of the vehicle to be tested in a driving state and the average efficiency of the wheel of the vehicle to be;
Figure FDA0002491299810000021
wherein, the energy saving rate of the power system to be tested relative to the sample power system is obtained,
Figure FDA0002491299810000022
for the driving energy output from the wheels of the sample vehicle,
Figure FDA0002491299810000023
for the sample braking energy output by the vehicle wheel,
Figure FDA0002491299810000024
the driving energy output for the wheel of the vehicle to be tested,
Figure FDA0002491299810000025
is a stand forThe braking energy output by the vehicle wheel to be tested;
wherein, ηe，p0Average efficiency of the sample vehicle engines, ηg，p0For the average efficiency of the sample vehicle generator,
Figure FDA0002491299810000026
for the average driving efficiency of the sample vehicle drive motor,
Figure FDA0002491299810000027
for the sample average braking efficiency of the vehicle drive motor,
Figure FDA0002491299810000028
for the average discharge efficiency of the sample vehicle battery,
Figure FDA0002491299810000029
for the average charge efficiency of the sample vehicle battery,
Figure FDA00024912998100000210
for the average efficiency of the sample vehicle transmission in the drive condition,
Figure FDA00024912998100000211
for the average efficiency of the sample vehicle transmission under braking conditions,
Figure FDA00024912998100000212
to the average efficiency of the sample vehicle wheel under driving conditions,
Figure FDA00024912998100000213
average efficiency of the sample vehicle wheel under braking;
wherein, ηe，p1For the average efficiency of the vehicle engine under test, ηg，p1Is the average efficiency of the vehicle generator under test,
Figure FDA00024912998100000214
for the average driving efficiency of the driving motor of the vehicle under test,
Figure FDA00024912998100000215
for the average braking efficiency of the vehicle drive motor under test,
Figure FDA00024912998100000216
is the average discharge efficiency of the vehicle battery under test,
Figure FDA00024912998100000217
for the average charging efficiency of the vehicle battery under test,
Figure FDA0002491299810000031
for the average efficiency of the vehicle gearbox under test in the driving state,
Figure FDA0002491299810000032
for the average efficiency of the vehicle gearbox under test in the braking state,
Figure FDA0002491299810000033
to the average efficiency of the sample vehicle wheel under driving conditions,
Figure FDA0002491299810000034
the average efficiency of the vehicle wheel to be tested in a braking state is obtained;
s600, creating a sample vehicle simulation model based on the sample power system, inputting the running working condition of the whole vehicle into the sample vehicle simulation model, starting the sample vehicle simulation model, so that the sample vehicle simulation model simulates the vehicle running process of the sample vehicle in the preset time period, and outputting sample vehicle component running data;
establishing a vehicle simulation model to be tested based on the power system to be tested, inputting the running working condition of the whole vehicle into the vehicle simulation model to be tested, starting the vehicle simulation model to be tested, so that the vehicle simulation model to be tested simulates the vehicle running process of the vehicle to be tested in the preset time period, and outputting the running data of the vehicle component to be tested;
s700, verifying the correctness of the formula 2 according to the sample vehicle component operation data and the vehicle component operation data to be tested;
s800, if the formula 2 is correct, analyzing a limit condition corresponding to the average efficiency of the vehicle component to be tested, substituting the limit condition corresponding to the average efficiency of the vehicle component to be tested into the formula 2, keeping the other parameters unchanged, and calculating to obtain the limit energy saving rate of the power system to be tested relative to the sample power system;
the limit conditions corresponding to the average efficiency of the vehicle component under test include at least: the limit condition of the average efficiency of the vehicle engine to be tested, the limit condition of the average efficiency of the vehicle generator to be tested, the limit condition of the average driving efficiency of the vehicle driving motor to be tested, the limit condition of the average braking efficiency of the vehicle driving motor to be tested, the limit condition of the average discharging efficiency of the vehicle battery to be tested, and the limit condition of the average charging efficiency of the vehicle battery to be tested;
and S900, repeatedly executing the steps S200 to S800 to obtain limit energy saving rates corresponding to the N plug-in hybrid power system configurations, comparing the limit energy saving rates corresponding to the N plug-in hybrid power system configurations, and selecting the plug-in hybrid power system configuration corresponding to the limit energy saving rate with the maximum value as the plug-in hybrid power system configuration to be developed.
2. The method of claim 1, wherein the step S700 comprises:
s710, calculating first data, second data and third data according to the energy flow of the sample power system and the sample vehicle component operation data;
the first data is an average efficiency of each sample vehicle component;
the second data is driving energy output by the sample vehicle wheel;
the third data is the braking energy output by the vehicle wheel of the sample;
s720, calculating fourth data, fifth data and sixth data according to the energy flow of the power system to be tested and the running data of the vehicle component to be tested;
the fourth data is the average efficiency of each vehicle component to be tested;
the fifth data is driving energy output by the wheel of the vehicle to be detected;
the sixth data is the braking energy output by the wheel of the vehicle to be tested;
s730, substituting the first data to the sixth data into the formula 2, and calculating to obtain a first energy saving rate of the power system to be tested relative to the sample power system;
s740, obtaining E output by the simulation model of the vehicle to be testedf,p1And Eb,p1And E of the output of the sample vehicle simulation modelf,p0And Eb,p0Calculating a second energy saving rate of the power system to be tested relative to the sample power system according to the formula 1;
s750, judging whether the numerical value of the first energy saving rate is equal to the numerical value of the second energy saving rate;
s760, if the first energy saving ratio is equal to the second energy saving ratio, it is determined that the formula 2 is correct.
3. The method of claim 2, wherein the sample vehicle component operating data includes seventh data and eighth data;
the seventh data is the output power of each sample vehicle component at different time nodes;
the eighth data is the input power of each sample vehicle component at a different time node.
4. The method of claim 3, wherein the vehicle component operating data under test comprises ninth data and tenth data;
the ninth data is the output power of each vehicle component to be tested at different time nodes;
the tenth data is the input power of each vehicle component to be tested at different time nodes.
5. The method for selecting a plug-in hybrid powertrain configuration based on an extreme energy savings rating of claim 4, wherein step S710 comprises:
s711, selecting a sample vehicle component, and judging the component type of the sample vehicle component, specifically which one of a component for transmitting unidirectional energy flow, a component for transmitting bidirectional energy flow and a component capable of accumulating energy;
s712, if the sample vehicle component is a component for transmitting unidirectional energy flow, calculating the first data according to the seventh data, the eighth data and formula 3;
Figure FDA0002491299810000041
wherein, ηi,p0First data corresponding to a sample vehicle component to deliver a unidirectional energy flow,
Figure FDA0002491299810000051
to flow energy values of a sample vehicle component of the transmitted unidirectional energy flow in a unidirectional energy flow transmission direction,
Figure FDA0002491299810000052
in order to be in the direction of unidirectional energy flow transfer,the amount of energy flowing into the sample vehicle component that imparts unidirectional energy flow,
Figure FDA0002491299810000053
seventh data corresponding to the sample vehicle component delivering unidirectional energy flow,
Figure FDA0002491299810000054
eighth data, t, corresponding to the sample vehicle component delivering unidirectional energy flowcycThe duration of the preset time period is the duration of the preset time period;
s713, if the sample vehicle component is a component for transmitting bidirectional energy flow, continuously judging whether the energy flow direction of the sample vehicle component is a driving direction or a braking direction;
s713a, if the energy flow direction of the sample vehicle component is the driving direction, calculating the first data according to the seventh data, the eighth data, and equation 4.1;
when the energy flow direction of the sample vehicle component is a driving direction, the seventh data is the output power of the sample vehicle component in the driving direction at different time nodes, and the eighth data is the input power of the sample vehicle component in the driving direction at different time nodes;
Figure FDA0002491299810000055
wherein the content of the first and second substances,
Figure FDA0002491299810000056
when the energy flow direction is a driving direction, first data corresponding to a sample vehicle component of the bidirectional energy flow is transmitted,
Figure FDA0002491299810000057
an energy value flowing out of the sample vehicle component in the driving direction for the sample vehicle component transferring the bi-directional energy flow,
Figure FDA0002491299810000058
a value of energy flowing into the sample vehicle component in a driving direction for the sample vehicle component delivering bi-directional energy flow,
Figure FDA0002491299810000059
transmitting seventh data corresponding to the sample vehicle component of the bi-directional energy flow when the energy flow direction is the driving direction,
Figure FDA00024912998100000510
eighth data, t, corresponding to a sample vehicle component delivering a bi-directional energy flow when said energy flow direction is a driving directioncycThe duration of the preset time period is the duration of the preset time period;
s713b, if the energy flow direction of the sample vehicle component is the braking direction, calculating the first data according to the seventh data, the eighth data, and equation 4.2;
when the energy flow direction of the sample vehicle component is a braking direction, the seventh data is the output power of the sample vehicle component in the braking direction at different time nodes, and the eighth data is the input power of the sample vehicle component in the braking direction at different time nodes;
Figure FDA00024912998100000511
wherein the content of the first and second substances,
Figure FDA00024912998100000512
first data corresponding to a sample vehicle component for delivering a bi-directional energy flow when the energy flow direction of the sample vehicle component is a braking direction,
Figure FDA0002491299810000061
for the sample vehicle part transferring the bidirectional energy flow to flow out of the sample vehicle part in the braking directionThe value of the energy of (a) is,
Figure FDA0002491299810000062
for the value of the energy flowing into the sample vehicle component of the bidirectional energy flow in the braking direction,
Figure FDA0002491299810000063
seventh data corresponding to a sample vehicle component for delivering a bi-directional energy flow when the energy flow direction of the sample vehicle component is a braking direction,
Figure FDA0002491299810000064
eighth data, t, corresponding to a sample vehicle component for transferring a bi-directional energy flow when the energy flow direction of said sample vehicle component is the braking directioncycThe duration of the preset time period is the duration of the preset time period;
s714, if the sample vehicle component is a component capable of accumulating energy, continuously judging whether the energy flow direction of the sample vehicle component is a discharging direction or a charging direction;
s714a, if the energy flow direction of the sample vehicle component is the discharging direction, obtaining the residual energy storage value variation of the sample vehicle component after discharging, and calculating the first data according to the seventh data, the residual energy storage value variation of the sample vehicle component after discharging, and formula 5.1;
wherein the sample vehicle component operating data comprises a residual stored energy value delta for the sample vehicle component after undergoing discharge;
Figure FDA0002491299810000065
wherein the content of the first and second substances,
Figure FDA0002491299810000066
first data corresponding to a sample vehicle component capable of accumulating energy when the energy flow direction is a discharge direction,
Figure FDA0002491299810000067
for the energy value flowing out of the sample vehicle component, which can accumulate energy, in the discharge direction,
Figure FDA0002491299810000068
for the change in the remaining stored energy value after the sample energy accumulatable vehicle component has undergone a discharge,
Figure FDA0002491299810000069
seventh data corresponding to a sample vehicle component that can accumulate energy when the energy flow direction is the discharging direction, tcycThe duration of the preset time period is the duration of the preset time period;
s714b, if the energy flow direction of the sample vehicle component is the charging direction, obtaining the residual energy storage value variation of the sample vehicle component after undergoing charging, and calculating the first data according to the eighth data, the residual energy storage value variation of the sample vehicle component after undergoing charging, and formula 5.2;
wherein the sample vehicle component operating data comprises a residual stored energy value delta for the sample vehicle component after undergoing charging;
Figure FDA00024912998100000610
wherein the content of the first and second substances,
Figure FDA00024912998100000611
first data corresponding to sample vehicle components that can accumulate energy when the energy flow direction is the charging direction,
Figure FDA0002491299810000071
for the sample amount of change in the remaining stored energy value after the sample vehicle component that can accumulate energy has undergone charging,
Figure FDA0002491299810000072
an amount of energy flowing into the sample vehicle component that can accumulate energy in the charging direction,
Figure FDA0002491299810000073
said eighth data, t, corresponding to sample vehicle parts that can accumulate energy when the energy flow direction is the charging directioncycThe duration of the preset time period is the duration of the preset time period;
and S715, repeatedly executing the step S711 to the step S714, and calculating first data corresponding to each sample vehicle component.
6. The method for selecting a plug-in hybrid powertrain configuration based on an extreme energy savings rating of claim 5, wherein step S710 further comprises:
s716, calculating the second data according to the seventh data and formula 6; in the formula 6, the seventh data is the driving power of the sample vehicle wheel at different time nodes;
Figure FDA0002491299810000074
wherein the content of the first and second substances,
Figure FDA0002491299810000075
in order to be able to process the second data,
Figure FDA0002491299810000076
is the seventh data, tcycThe duration of the preset time period is the duration of the preset time period;
s717, calculating the third data according to the eighth data and formula 7; in the formula 7, the eighth data is the braking power of the sample vehicle wheel at different time nodes;
Figure FDA0002491299810000077
wherein the content of the first and second substances,
Figure FDA0002491299810000078
in order to be able to process the third data,
Figure FDA0002491299810000079
as the eighth data, tcycAnd the time length of the preset time period is used.
7. The method for selecting a plug-in hybrid powertrain configuration based on an extreme energy savings rating of claim 6, wherein step S720 comprises:
s721, selecting a vehicle component to be tested, and judging the component type of the vehicle component to be tested, wherein the component type is specifically any one of a component for transmitting unidirectional energy flow, a component for transmitting bidirectional energy flow and a component capable of accumulating energy;
s722, if the vehicle component to be tested is a component for transmitting unidirectional energy flow, calculating fourth data according to the ninth data, the tenth data and a formula 8;
Figure FDA00024912998100000710
wherein, ηi,p1Fourth data corresponding to the vehicle component under test for delivering the unidirectional energy flow,
Figure FDA00024912998100000711
in order to output the energy value of the vehicle component to be tested which transmits the unidirectional energy flow in the current unidirectional energy flow direction,
Figure FDA00024912998100000712
the energy value flowing into the vehicle component to be tested transferring the unidirectional energy flow in the current unidirectional energy flow direction,
Figure FDA00024912998100000713
for imparting unidirectional energy flowNinth data corresponding to the vehicle component under test,
Figure FDA0002491299810000081
tenth data, t, corresponding to the vehicle component to be tested delivering a unidirectional energy flowcycThe duration of the preset time period is the duration of the preset time period;
s723, if the vehicle component to be tested is a component for transmitting bidirectional energy flow, continuously judging whether the energy flow direction of the vehicle component to be tested is a driving direction or a braking direction;
s723a, if the energy flow direction of the vehicle component to be measured is the driving direction, calculating the fourth data according to the ninth data, the tenth data and formula 9.1;
when the energy flow direction of the vehicle component to be tested is the driving direction, the ninth data is the output power of the vehicle component to be tested along the driving direction at different time nodes, and the tenth data is the input power of the vehicle component to be tested along the driving direction at different time nodes;
Figure FDA0002491299810000082
wherein the content of the first and second substances,
Figure FDA0002491299810000083
when the energy flow direction is the driving direction, the fourth data corresponding to the vehicle component to be tested of the bidirectional energy flow is transmitted,
Figure FDA0002491299810000084
the energy value of the vehicle component to be tested flowing out of the vehicle component to be tested in the driving direction for the vehicle component to be tested transferring the bidirectional energy flow,
Figure FDA0002491299810000085
the energy value of the vehicle component to be tested which is transferred with the bidirectional energy flow and flows into the vehicle component to be tested in the driving direction,
Figure FDA0002491299810000086
when the energy flow direction is the driving direction, ninth data corresponding to the vehicle component to be tested of the bidirectional energy flow are transmitted,
Figure FDA0002491299810000087
when the energy flow direction is the driving direction, tenth data, t, corresponding to the vehicle component to be tested for transmitting bidirectional energy flowcycThe duration of the preset time period is the duration of the preset time period;
s723b, if the energy flow direction of the vehicle component to be measured is a braking direction, calculating the fourth data according to the ninth data, the tenth data and formula 9.2;
when the energy flow direction of the vehicle component to be tested is the braking direction, the ninth data is the output power of the vehicle component to be tested along the braking direction at different time nodes, and the tenth data is the input power of the vehicle component to be tested along the braking direction at different time nodes;
Figure FDA0002491299810000088
wherein the content of the first and second substances,
Figure FDA0002491299810000089
when the energy flow direction of the vehicle component to be tested is the braking direction, transmitting fourth data corresponding to the vehicle component to be tested of bidirectional energy flow,
Figure FDA00024912998100000810
the energy value of the vehicle component to be tested flowing out of the vehicle component to be tested in the braking direction for the vehicle component to be tested transferring the bidirectional energy flow,
Figure FDA00024912998100000811
for the vehicle component to be tested, which transmits a bidirectional energy flow, to flow into the brake device in the braking directionThe energy value of the vehicle component to be tested,
Figure FDA00024912998100000812
ninth data corresponding to the vehicle component to be tested for transmitting bidirectional energy flow when the energy flow direction of the vehicle component to be tested is the braking direction,
Figure FDA0002491299810000091
when the energy flow direction of the vehicle component to be tested is the braking direction, tenth data, t, corresponding to the vehicle component to be tested for transmitting bidirectional energy flowcycThe duration of the preset time period is the duration of the preset time period;
s724, if the vehicle component to be tested is a component capable of accumulating energy, continuously judging whether the energy flow direction of the vehicle component to be tested is a discharging direction or a charging direction;
s724a, if the energy flow direction of the vehicle component to be tested is the discharging direction, obtaining the variation of the remaining energy storage value of the vehicle component to be tested after undergoing discharging, and calculating the fourth data according to the ninth data, the variation of the remaining energy storage value of the vehicle component to be tested after undergoing discharging, and the formula 10.1;
the running data of the vehicle component to be tested comprises the variable quantity of the residual storage energy value of the vehicle component to be tested after discharging;
Figure FDA0002491299810000092
wherein the content of the first and second substances,
Figure FDA0002491299810000093
fourth data corresponding to the vehicle component to be tested, which can accumulate energy when the energy flow direction is the discharging direction,
Figure FDA0002491299810000094
for the purpose of discharging the energy value of the energy-accumulating vehicle component under test in the discharge direction,
Figure FDA0002491299810000095
for the residual stored energy value variable quantity after the vehicle component to be tested capable of accumulating energy is subjected to discharge,
Figure FDA0002491299810000096
ninth data, t, corresponding to the vehicle component under test that can accumulate energy when the energy flow direction is the discharging directioncycThe duration of the preset time period is the duration of the preset time period;
s724b, if the energy flow direction of the vehicle component to be tested is the charging direction, obtaining the variation of the remaining stored energy value of the vehicle component to be tested after undergoing charging, and calculating the fourth data according to the tenth data, the variation of the remaining stored energy value of the vehicle component to be tested after undergoing charging, and the formula 10.2;
the running data of the vehicle component to be tested comprises the variable quantity of the residual stored energy value of the vehicle component to be tested after charging;
Figure FDA0002491299810000097
wherein the content of the first and second substances,
Figure FDA0002491299810000098
fourth data corresponding to the vehicle component to be tested, which can accumulate energy when the energy flow direction is the charging direction,
Figure FDA0002491299810000099
the residual stored energy value variation after the charging is carried out on the vehicle component to be tested capable of accumulating energy,
Figure FDA00024912998100000910
for the value of the energy flowing into the energy-accumulating vehicle component under test in the charging direction,
Figure FDA00024912998100000911
the tenth data, t, corresponding to the vehicle component under test that can accumulate energy when the energy flow direction is the charging directioncycThe duration of the preset time period is the duration of the preset time period;
and S725, repeatedly executing the steps from the step S721 to the step S724, and calculating fourth data corresponding to each vehicle component to be tested.
8. The method for selecting a plug-in hybrid powertrain configuration based on an extreme energy savings rating of claim 7, wherein step S720 further comprises:
s726, calculating the fifth data according to the ninth data and formula 11; in the formula 11, the ninth data is the driving power of the wheel of the vehicle to be tested at different time nodes;
Figure FDA0002491299810000101
wherein the content of the first and second substances,
Figure FDA0002491299810000102
in order to be said fifth data, the first data,
Figure FDA0002491299810000103
as the ninth data, tcycThe duration of the preset time period is the duration of the preset time period;
s727, calculating the sixth data according to the tenth data and formula 12; in the formula 12, the tenth data is the braking power of the wheel of the vehicle to be tested at different time nodes;
Figure FDA0002491299810000104
wherein the content of the first and second substances,
Figure FDA0002491299810000105
in order to be said sixth data, the first data,
Figure FDA0002491299810000106
as the tenth data, tcycAnd the time length of the preset time period is used.
9. The method of claim 8 wherein the components that transfer unidirectional energy flow include at least an engine and a generator; the components for transmitting the bidirectional energy flow at least comprise a driving motor, a gearbox and wheels; the means for accumulating energy comprises at least a battery.
10. The method for selecting a plug-in hybrid powertrain configuration based on an extreme energy savings rating of claim 9, wherein the step S800 comprises:
s810, if the formula 2 is correct, acquiring the maximum efficiency of each vehicle component to be tested based on the current research and development technology level based on the research and development resource data;
and S820, replacing the average efficiency of each vehicle component to be tested in the formula 2 with the maximum efficiency of the vehicle component to be tested, keeping the other parameters unchanged, and calculating the limit energy saving rate of the power system to be tested relative to the sample power system according to the formula 2.
11. The method of claim 10, wherein the sample powertrain is a conventional mechanical drive powertrain.
12. The method of claim 11, wherein the sample power system is a plug-in hybrid system that is structurally different from the power system under test.
13. The method of claim 12, wherein the sample power system is a plug-in hybrid system, and the sample power system is structurally identical to the power system under test.
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