CN110597236A - Finished automobile model system of finished automobile controller of new energy automobile - Google Patents

Finished automobile model system of finished automobile controller of new energy automobile Download PDF

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Publication number
CN110597236A
CN110597236A CN201910967941.5A CN201910967941A CN110597236A CN 110597236 A CN110597236 A CN 110597236A CN 201910967941 A CN201910967941 A CN 201910967941A CN 110597236 A CN110597236 A CN 110597236A
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module
battery
vehicle
output end
motor
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Inventor
闫志峰
刘孝艳
姜伟
刘宇
李潇
米燕平
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Beijing North Hua Deniao Pulan Passenger Vehicle Co Ltd By Shares
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Beijing North Hua Deniao Pulan Passenger Vehicle Co Ltd By Shares
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B23/00—Testing or monitoring of control systems or parts thereof
    • G05B23/02—Electric testing or monitoring
    • G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
    • G05B23/0218—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults
    • G05B23/0243—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults model based detection method, e.g. first-principles knowledge model

Abstract

The invention belongs to the field of electric automobiles, and particularly relates to a finished automobile model system of a finished automobile controller of a new energy automobile, which is characterized in that: the system comprises a driver module, a vehicle control unit module, a motor module, a transmission module, a main reducer module, a wheel module, a vehicle speed module and a battery module; the driver module is connected with the input end of the vehicle control unit module, the output end of the vehicle control unit module is connected with the input end of the motor module, the output end of the motor module is respectively connected with the input end of the transmission module and the input end of the battery module, the output end of the transmission module is connected with the input end of the main speed reducer module, the output end of the main speed reducer is connected with the input end of the wheel module, and the output end of the wheel module is connected with. The invention reduces the number of real vehicle tests, improves the test safety, increases the test repeatability and shortens the development cycle of the whole vehicle.

Description

Finished automobile model system of finished automobile controller of new energy automobile
Technical Field
The invention belongs to the field of electric automobiles, and particularly relates to an entire automobile model system of an entire automobile controller of a new energy automobile.
Background
The new energy automobile has the remarkable advantages of low noise, zero emission, high efficiency, energy conservation, energy diversification and the like. In the technical development of new energy automobiles, the research of each controller has very important strategic significance.
In the process of implementing the invention, the inventor finds that at least the following defects and shortcomings exist in the existing development research:
in the process of the invention, if a real controller and an external environment are adopted for development and test, a large amount of manpower, material resources and financial resources are consumed, and the method has the characteristics of long development period, poor repeatability, more limitation on test conditions and the like.
In order to solve the problems, if a full-digital off-line simulation method is adopted, a model simulation system of the whole vehicle controller of the energy electric vehicle simulates the physical process of each controller system by establishing a mathematical model of each module and then calculating the numerical value. The digital simulation has the advantages of high safety, strong universality and good economy, and the model and the parameters can be modified at any time. However, the digital simulation is limited by the modeling technology, the simulation process is affected by the complexity of the model and the accuracy of the parameters, and the accuracy and reliability of the simulation result cannot be guaranteed to a certain extent. In addition, the full-digital off-line simulation can not evaluate real-time parameters such as model parameters, interfaces, communication and the like, can not be used for checking errors of real-time software of the controller, has poor simulation rapidity and real-time performance, and can not truly reflect the real-time characteristics of the system.
Disclosure of Invention
In order to solve the technical problems, the invention provides a complete vehicle model system of a complete vehicle controller of a new energy vehicle and a control method thereof, wherein the complete vehicle model system has strong repeatability, reduces the number of real vehicle tests, improves the test safety, and is reliable and efficient.
The technical scheme of the invention is as follows:
a finished automobile model system of a finished automobile controller of a new energy automobile comprises a driver module, a finished automobile controller module, a motor module, a transmission module, a main reducer module, a wheel module, an automobile speed module and a battery module; the output end of the driver module is connected with the input end of the vehicle control unit module, the output end of the vehicle control unit module is connected with the input end of the motor module, the output end of the motor module is respectively connected with the input end of the speed changer module and the input end of the battery module, the output end of the speed changer module is connected with the input end of the main speed reducer module, the output end of the main speed reducer is connected with the input end of the wheel module, and the output end of the;
the driver module can realize the switching of two modes of manual driving and automatic driving along with the cycle working condition;
the vehicle controller module is used for completing vehicle running mode selection, vehicle torque mode selection and motor mode selection;
the motor module calculates the input power of the motor according to the input torque and the rotating speed under the influence of temperature, and then calculates the actually output torque and the rotating speed, and the output power of the motor is 0 during gear shifting;
the gearbox module is used for transmitting the rotating speed and the driving torque of an engine or a motor according to different transmission ratios so as to realize speed reduction and torque increase;
the main speed reducer module plays a role in reducing speed and increasing torque on a power transmission line;
the wheel module outputs traction force for driving the whole vehicle and the slip rate of wheels according to the rotating speed, the torque and the road adhesion coefficient transmitted by the main speed reducer;
the speed module calculates the speed which can be reached by the automobile according to the driving force and the resistance generated when the automobile runs;
the battery module comprises a battery RC module, a battery parameter setting module, a battery aging module, a battery thermal module and a battery current shunting module,
the battery RC module is used for simulating the external characteristic response condition of the battery under different excitations; the battery parameter setting module is used for setting various parameters of the battery basic module; the battery aging module is used for simulating the aging degree of the battery under different working conditions and calculating the self heat generation of the battery; the battery thermal module is used for calculating the temperature rise of the battery in the working process to obtain the current working temperature of the battery; the battery current shunting module judges the output power of the battery, if the power is positive, the current is discharged, the current is negative during internal calculation, if the power is negative, the battery is charged, and the current is negative during internal calculation.
Further, the output end of the battery thermal module is connected with the input end of the battery parameter setting module, the output end of the battery parameter setting module is respectively connected with the battery RC module and the battery aging module, the output end of the battery current shunting module is respectively connected with the battery aging module and the battery RC module, the output end of the battery RC module is connected with the battery aging module, and the battery aging module is connected with the battery thermal module.
Further, the whole vehicle running mode is selected according to the following steps,
step one, electrifying, and starting to execute a task;
step two, judging whether the ON gear signal is effective, if so, performing step three, and if not, performing step one;
step three, initializing a vehicle control unit module (VCU), and entering a step four when a Battery Module (BMS) is powered down;
step four, judging whether a Battery Module (BMS) is in a discharging mode and a charging signal is invalid, if so, entering step five, otherwise, entering step eight;
step five, the whole vehicle enters a discharging mode and enters a step six;
step six, judging whether the system fault is in a set level, if not, entering step five, and if so, entering step seven;
step seven, an emergency power-off mode is performed, and the step is cut off;
step eight, judging whether a Battery Module (BMS) is in a charging mode and a charging signal is effective, if not, entering the step eleven, and if so, entering the step nine;
step nine, the whole vehicle enters a charging mode and enters step ten;
step ten, judging whether the system fault is in a set level, if not, entering the step nine, and if so, entering the step seven;
step eleven, judging whether a Battery Module (BMS) is in a fault mode, and entering step twelve if the BMS is in the fault mode;
step twelve, low voltage is generated under a Battery Module (BMS), and the step thirteen is performed;
step thirteen, judging whether the ON gear signal is effective, if so, performing step fourteen, and if not, entering step twelve;
and step fourteen, finishing the power-off of a vehicle control unit module (VCU).
Further, the set grade is divided into 4 grades according to the fault grade of the whole vehicle.
The invention has the beneficial effects that:
the invention adopts a hardware-in-the-loop semi-physical simulation system to overcome the defect of off-line simulation. The hardware-in-loop simulation simulates the running state of a controlled object by running a simulation model through a real-time processor, is connected with a tested controller through an I/O interface, carries out real-time and comprehensive test on the tested controller, and has the advantages of reducing the number of real vehicle tests, improving the test safety, increasing the test repeatability, shortening the development cycle of the whole vehicle, improving the design quality of software of the motor controller and reducing the development cost of a system of the whole vehicle controller.
Drawings
FIG. 1 is a schematic diagram of a driver module;
FIG. 2 is a flow chart of vehicle operation mode selection;
FIG. 3 is a schematic structural diagram of a motor module;
FIG. 4 is a schematic structural diagram of a transmission module;
FIG. 5 is a schematic view of a final drive configuration;
FIG. 6 is a schematic view of a wheel module;
FIG. 7 is a schematic view of a vehicle speed module;
FIG. 8 is a schematic view of a battery module configuration;
FIG. 9 is a schematic diagram of the connection of modules of the present invention;
Detailed Description
The invention is further explained with reference to the drawings.
The driver model shown in fig. 1 mainly includes a cyclic condition module and an automatic/manual driving module. The module can output a target vehicle speed according to the selected cycle condition; converting the percentage signal of the accelerator/brake pedal into a corresponding voltage signal through a one-dimensional table look-up; in the automatic driving mode, the actual vehicle speed can be made to follow the target vehicle speed through the PI control module.
Fig. 2 shows a logic flow chart of the vehicle operation mode switching, and the main control logic of the logic flow chart includes functions such as signal enabling, high-voltage power on/off, emergency power off determination, and the like.
As shown in fig. 3, the motor model in the vehicle control unit includes a motor body model and a motor temperature calculation model, and the input power of the motor is calculated according to the input torque and the rotation speed under the influence of temperature, which is limited by the output capacity of the battery. And then calculating the actually output torque and rotating speed, and of course, limiting the output capacity of the motor. It is worth mentioning that the output power of the motor is 0 at the time of gear shifting. The heat loss of the input power of the motor thermal model is calculated by the difference value of the input power of the motor and the output power of the motor.
Wherein the left module in fig. 3 is the motor body module. The motor body module integrates the following functions. Calculating acceleration inertia torque as the product of the rotational inertia of the current gear of the transmission and the rotational angular acceleration of the current gear of the transmission; according to the rotation speed of the motor, under the condition that the torque generated by the motor and the absorption torque are the same, the maximum electric torque and the power generation torque of the motor are calculated through a lookup table (under the specific motor rotation speed, the output torque of the motor is not higher than the maximum electric torque, and the power generation torque is not lower than the maximum power generation torque), the motor module carries out derating output torque when the temperature of the motor rises to be higher than 80 ℃ according to logic judgment, and the derating output torque of the motor returns to be normal when the temperature of the motor falls to be lower than 55 ℃; after the theoretical peak rotating speed of the motor is reached, reducing the output torque of the motor to 0; the mechanical efficiency of the motor is obtained by looking up a table in the module; the input power of the motor is limited.
The right module in fig. 3 is a motor temperature calculation module, which calculates the motor temperature by an empirical formula.
The function of the transmission shown in fig. 4 is to transmit the rotation speed and the driving torque of the engine or the motor according to different transmission ratios so as to realize speed reduction and torque increase, the speed ratio of the transmission is selected by performing two-dimensional table lookup on the pedal position and the vehicle speed, and factors influencing the transmission torque of the transmission comprise the transmission ratio, the inertia of components, the gear transmission friction loss and the like. The friction torque loss is generally considered to be a constant value fd _ loss, but is specified to be 0 when the gear is not rotating.
fd_trq_out_a＝(fd_trq_in_a-T_loss-T_inertia)*fd_ratio
Fd _ ratio-final reduction ratio;
t _ loss-frictional torque loss (N m);
t _ inertia-main reducer moment of inertia (Kg. m)2)；
fd _ trq _ in _ a — actual torque at input of final drive (N · m);
fd _ trq _ out _ a — actual torque at the final drive output (N m).
fd_spd_out_a＝fd_spd_in_a/fd_ratio
Wherein fd _ spd _ out _ a is the actual rotation speed (rad/s) of the output end of the main reducer;
fd _ spd _ in _ a-actual rotational speed (rad/s) at the input of the final drive.
The acceleration inertia torque is calculated as the product of the rotational inertia of the current gear of the transmission and the rotational angular acceleration of the current gear of the transmission.
The function of the transmission shown in fig. 5 is to transmit the rotation speed and the driving torque of the engine or the motor according to different transmission ratios so as to realize speed reduction and torque increase, the speed ratio of the transmission is selected by performing two-dimensional table lookup on the pedal position and the vehicle speed, and factors influencing the transmission torque of the transmission comprise the transmission ratio, the inertia of components, the gear transmission friction loss and the like. The method comprises the following steps:
(1) setting gear number, current gear and transmission ratio of each gear, giving a maximum two-gear transmission due to the modeling of a pure electric vehicle, and selecting the current transmission ratio according to the parameters;
(2) simulating the transmission process of the torque and the rotating speed of the transmission under different gear signals according to the current transmission ratio, the moment of inertia, the input torque and the input rotating speed;
(3) according to the torque proportionality coefficient, the rotating speed proportionality coefficient, the motor input torque, the motor input rotating speed and the current gear signal, the transmission efficiency of the transmission is obtained by looking up a table through a loss module according to the current gear, the motor input torque, the torque proportionality coefficient and the rotating speed proportionality coefficient, and the friction loss torque is calculated by adopting different formulas according to different working states of the transmission;
drive state (T _ out > ═ 0)
T_loss_at_input＝[(T_out_abs/gear_ratio)/(tx_eff)]*(1-tx_eff)
Wherein T _ loss _ at _ input is input, input shaft friction loss torque (N/m);
t _ out _ abs-Transmission output Torque Absolute (N/m);
tx _ eff — transmission efficiency.
Braking state (T _ out <0)
T_loss_at_input＝(T_out_abs/gear_ratio)*(1-tx_eff)
It is to be noted that the friction loss torque T _ loss is 0 when the transmission is not operating.
(4) And performing two-position table lookup by inputting the current gear and the opening of an accelerator pedal to obtain V _ down and V _ up under the current working condition, and upshifting when the vehicle speed is higher than V _ up and downshifting when the vehicle speed is lower than V _ down.
The wheel model shown in fig. 6 is used to obtain the rotation speed and torque transmitted by the final drive, and output the traction force for driving the entire vehicle and the slip ratio of the wheels according to the road surface adhesion coefficient.
The driving force moment is calculated by the difference between the torque transmitted by the main speed reducer and the inertia moment and the dragging moment, and the calculation formula is as follows:
TF＝Ta-Ti-Td
in the formula TF-driving force torque (Nm);
Ta-the moment transmitted by the final drive (Nm);
Ti-moment of inertia (Nm);
Td-drag torque (Nm).
The driving force is obtained by the ratio of the driving force moment to the wheel radius, and the calculation formula is as follows:
wherein F is the driving force (N);
TF-driving force torque (Nm);
r-wheel radius (m).
The mechanical braking force is multiplied by a braking coefficient by a braking force, and the calculation formula is as follows:
Fb＝Fbrake·f
in the formula Fb-a mechanical braking force (N);
Fbrake-the braking force (N) is linear with the brake pedal depth;
f-braking force distribution coefficient.
The traction force is the difference between the driving force and the braking force, as shown in the formula
Ft＝F-Fb
In the formula Ft-a traction force (N);
f-driving force (N);
Fb-a braking force (N).
The maximum adhesion force that can be achieved between the wheel and the ground is calculated according to the following formula:
in the formula Fmax-maximum adhesion (N);
w is axle load (N);
-road adhesion coefficient.
The force actually transmitted to the whole vehicle by the wheels is calculated according to the following formula:
Ftrac＝min{Ft,Fmax}
in the formula Ftrac-the force (N) actually transmitted by the wheels to the vehicle;
Ft-a traction force (N);
Fmax-road adhesion coefficient.
Slip ratio is a function of the ratio of tractive effort to axle load and is calculated as follows:
wherein s is slip ratio;
f-resultant traction (N);
w is axle load (N).
The vehicle speed model shown in fig. 7 calculates the vehicle speed that the vehicle can achieve from the driving force and the resistance generated when the vehicle is running. Considering the influence of air density and gravity acceleration at the current height, the calculation formula is as follows:
calculating the current height:
h＝h0+sinα×∫vdt
where h is the current height (m);
H0-an initial height (m);
α -slope angle (°);
v-vehicle speed (m/s).
Gravity acceleration calculation at the current altitude:
where g-current gravitational acceleration (m/s 2);
G0-initial gravitational acceleration (m/s2), taking 9.8;
r is the earth radius (m), 6.731 x 106;
h-Current height (m).
Air density calculation at the current altitude:
ρ＝k·ρ0
p-Current air Density (Ns2 m-4);
P0-initial air density (Ns2 m-4);
k is the proportionality coefficient, obtained by looking up the table.
The acceleration of the whole vehicle is calculated according to the formula:
where a-acceleration (m/s 2);
ft-tractive effort (N);
m-total mass (kg);
f 1-first drag coefficient;
f 2-second drag coefficient;
v-vehicle speed (m/s);
alpha-slope angle;
g-acceleration of gravity (m/s 2);
p-air density (Ns2 m-4);
CD-coefficient of air resistance (Ns2 m-4);
a-area facing the wind (m 2).
And (3) vehicle speed calculation:
v＝∫adt
where a-acceleration (m/s 2).
The battery model shown in fig. 8 mainly includes 5 basic modules, a battery RC module, a battery parameter setting module, a battery aging module, a battery thermal module, and a battery current shunting module, as well as a battery charging module and a battery discharging power limit module.
A battery RC module: the module is mainly used for simulating the external characteristic response condition of the battery under different excitations and is based on a second-order RC power battery model.
The mathematical formula is as follows:
VOCV＝f(SoC,T)
in-type SoCinital-initial SOC (%);
Ccap-battery capacity (Ah);
eta, coulombic efficiency, generally eta < 1.
The battery parameter setting module: the module is mainly used for calibrating various parameters (Battery rated capacity Ccap, Battery polarization capacitance C1, C2, Battery polarization resistance R1, R2, Battery ohmic resistance R and Battery current temperature Battery _ T) of a Battery basic module, wherein the values of various Battery parameters at 20 ℃ are basically calibrated:
C1＝27418F；R1＝0.00078875Ω；C2＝8677F；R2＝0.000561375Ω；RΩ＝0.00325Ω
and the actual capacity Ccap of the INR18650-33G lithium battery at 20 ℃ is 10314 As.
Because the temperature of the battery rises during operation, for an EV (pure electric vehicle), the battery operating environment is about-10 to 60 ℃, so that various parameters of the battery at 20 ℃ cannot be considered, it is found after referring to various documents that the influence of the temperature on the internal resistance of the battery is approximately R ═ R0+ α T (temperature coefficient of α T resistance) and the influence of the temperature on the capacitance is relatively small, and it is found that the change of the capacitance between 0 to 20 ℃ is about 1% by referring to related data, so that various basic parameters of the battery can be obtained by a one-dimensional Table look-up (1D-Lookup Table) of the current actual operating temperature of the battery. The Battery current temperature Battery _ T needs to be calculated by the Battery temperature module.
The battery aging module: the module is mainly used for simulating the aging degree of the battery under different working conditions and calculating the self heat generation (P) of the batteryheat＝I2(R1+R2+RΩ))。
The degree of battery aging is mainly influenced by conditions such as the number of charge-discharge cycles, temperature, and DoD (depth of discharge), and it is found from the relevant literature that the above 3 battery models of the present subject matter only consider the charge-discharge capacity (Q) of the batteryCharging and discharging＝|∫Ichargedt|+|∫Idischargedt |) and the battery temperature.
A battery thermal module: the module mainly realizes the calculation of the temperature rise of the battery in the working process, and the obtained current working temperature of the battery is used for other sub-modules. The battery cooling mode has a parallel air flow cooling method (heat convection), the battery heating mode adopts thermal resistance heating (heat conduction), and the mathematical model is as follows:
battery surface thermal power (surface heat dissipation):
Qess_case＝(Tess-Tair)/Reff
in the formula Qess_case-surface heat dissipation power (W);
Tessbattery operating temperature (c) (i.e., the current operating temperature of the battery);
Tair-air temperature (deg.c);
Reffcell equivalent thermal resistance (J/K) (from experimental data).
In the formula Ttmp-ambient temperature (. degree. C.) or Tinitial；
MairAir flow Rate (kg/s), mair＝vWind speed.pAir (a).sCell surface area；
Cp_airAir thermal resistance (k/kJ.kg), obtained by temperature lookup.
In the formula QessThe battery self-heating I2R (J) and cell heating part PheatSumming;
messquality of the celless＝0.07kg)；
Cp_ess-cell heat capacity (take C)p_ess＝14.17kw/k*kg)。
Battery current shunting module: the module has the main function of dividing the current input into the battery model into charging current and discharging current by judging the output power of the battery (if the power is positive, the current is discharged, the current is negative during internal calculation, if the power is negative, the battery is charged, and the current is negative during internal calculation).
As shown in fig. 9, the connection relationship between the modules of the battery is shown.
In conclusion, in the finished automobile model simulation system for the finished automobile controller of the new energy automobile, the defect of off-line simulation can be overcome by adopting a hardware-in-loop semi-physical simulation system. The running state of a controlled object is simulated by running the simulation model through the real-time processor, and the I/O interface is connected with the tested controller, so that the tested controller is tested in real time and comprehensively, the number of real-time tests is reduced, the test safety is improved, the test repeatability is increased, the development cycle of the whole vehicle is shortened, the design quality of software of the motor controller is improved, and the development cost of a control system of the whole vehicle is reduced.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (4)

1. The utility model provides a whole car model system of new energy automobile vehicle control unit which characterized in that: the system comprises a driver module, a vehicle control unit module, a motor module, a transmission module, a main reducer module, a wheel module, a vehicle speed module and a battery module; the output end of the driver module is connected with the input end of the vehicle control unit module, the output end of the vehicle control unit module is connected with the input end of the motor module, the output end of the motor module is respectively connected with the input end of the speed changer module and the input end of the battery module, the output end of the speed changer module is connected with the input end of the main speed reducer module, the output end of the main speed reducer is connected with the input end of the wheel module, and the output end of the;
the driver module can realize the switching of two modes of manual driving and automatic driving along with the cycle working condition;
the vehicle controller module is used for completing vehicle running mode selection, vehicle torque mode selection and motor mode selection;
the motor module calculates the input power of the motor according to the input torque and the rotating speed under the influence of temperature, and then calculates the actually output torque and the rotating speed, and the output power of the motor is 0 during gear shifting;
the gearbox module is used for transmitting the rotating speed and the driving torque of an engine or a motor according to different transmission ratios so as to realize speed reduction and torque increase;
the main speed reducer module plays a role in reducing speed and increasing torque on a power transmission line;
the wheel module outputs traction force for driving the whole vehicle and the slip rate of wheels according to the rotating speed, the torque and the road adhesion coefficient transmitted by the main speed reducer;
the speed module calculates the speed which can be reached by the automobile according to the driving force and the resistance generated when the automobile runs;
the battery module comprises a battery RC module, a battery parameter setting module, a battery aging module, a battery thermal module and a battery current shunting module,
the battery RC module is used for simulating the external characteristic response condition of the battery under different excitations; the battery parameter setting module is used for setting various parameters of the battery basic module; the battery aging module is used for simulating the aging degree of the battery under different working conditions and calculating the self heat generation of the battery; the battery thermal module is used for calculating the temperature rise of the battery during working to obtain the current working temperature of the battery. The battery current shunting module judges the output power of the battery, if the power is positive, the current is discharged, the current is negative during internal calculation, if the power is negative, the battery is charged, and the current is negative during internal calculation.
2. The finished automobile model system of the finished automobile controller of the new energy automobile, according to claim 1, is characterized in that: the battery thermal module output end is connected with the battery parameter setting module input end, the battery parameter setting module output end is respectively connected with the battery RC module and the battery aging module, the battery current shunting module output end is respectively connected with the battery aging module and the battery RC module, the battery RC module output end is connected with the battery aging module, and the battery aging module is connected with the battery thermal module.
3. The finished automobile model system of the finished automobile controller of the new energy automobile, according to claim 1, is characterized in that: the whole vehicle running mode is selected according to the following steps,
step one, electrifying, and starting to execute a task;
step two, judging whether the ON gear signal is effective, if so, performing step three, and if not, performing step one;
step three, initializing a vehicle controller module, and entering step four when the voltage on a battery module is low;
step four, judging whether the battery module is in a discharging mode or not and the charging signal is invalid, if so, entering step five, and if not, entering step eight;
step five, the whole vehicle enters a discharging mode and enters a step six;
step six, judging whether the system fault is in a set level, if not, entering step five, and if so, entering step seven;
step seven, an emergency power-off mode is performed, and the step is cut off;
step eight, judging whether the battery module is in a charging mode and the charging signal is effective, if not, entering the step eleven, and if so, entering the step nine;
step nine, the whole vehicle enters a charging mode and enters step ten;
step ten, judging whether the system fault is in a set level, if not, entering the step nine, and if so, entering the step seven;
step eleven, judging whether the battery module is in a fault mode, and entering step twelve if the battery module is in the fault mode;
step twelve, performing low-voltage power supply on the battery module, and entering step thirteen;
step thirteen, judging whether the ON gear signal is effective, if so, performing step fourteen, and if not, entering step twelve;
and step fourteen, completing the power-off of the vehicle controller module.
4. The vehicle model system of the new energy vehicle controller according to claim 3, characterized in that: the level is set to 4.
CN201910967941.5A 2019-10-12 2019-10-12 Finished automobile model system of finished automobile controller of new energy automobile Pending CN110597236A (en)

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Application publication date: 20191220