CN110597237A - Simulation method of RCP (remote control protocol) system of whole vehicle controller of extended range electric vehicle - Google Patents
Simulation method of RCP (remote control protocol) system of whole vehicle controller of extended range electric vehicle Download PDFInfo
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- CN110597237A CN110597237A CN201910968359.0A CN201910968359A CN110597237A CN 110597237 A CN110597237 A CN 110597237A CN 201910968359 A CN201910968359 A CN 201910968359A CN 110597237 A CN110597237 A CN 110597237A
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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
- 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
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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
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/24—Pc safety
- G05B2219/24065—Real time diagnostics
Abstract
The invention belongs to the technical field of electric automobiles, and particularly relates to a method for simulating an RCP (remote control protocol) system of a whole vehicle controller of an extended-range electric automobile, which is characterized by comprising the following steps of: (1) an RCP system is formulated based on a target, and an RCP system hardware platform based on an embedded processor is constructed; (2) building a vehicle control module model in a computer system, improving energy management steps, and then introducing an execution instruction generated by the vehicle control module into a program memory of the computer system; (3) burning an execution instruction in a program memory of a computer system into a hardware platform; generating a target-based RCP system; (4) testing and verifying the target RCP-based system generated in the step (3) by using an HIL system; wherein the hardware platform is a development board. The invention has clear line, strong variability according to the topological structure, easy change of the RCP system and strong adaptability, and overcomes the defect of the existing closed control.
Description
Technical Field
The invention belongs to the technical field of electric automobiles, and particularly relates to a simulation method of an RCP system of a whole vehicle controller of an extended range electric automobile.
Background
The range extending device is added on the basis of pure electric operation of the range extending electric automobile, and the range extending device is organically combined with an electric control system of the electric automobile, so that the driving range of the novel electric automobile is prolonged. The extended range electric automobile can meet most of traveling requirements of users, achieves the purposes of energy conservation and environmental protection by using a pure electric mode, can use fewer batteries, and reduces cost and total mass. The energy of the extended range electric automobile is transmitted by using electric energy, so that the complex mechanical structure and mechanical energy loss of the parallel and series-parallel electric automobile are avoided, the cost is reduced, and the efficiency is improved.
The vehicle controller is a control center for normal running of a vehicle, is a core component of a vehicle control system, and is a main control component with functions of normal running of a pure electric vehicle, braking energy recovery, fault diagnosis processing, vehicle state monitoring, range extender control, accessory control, power on and power off management, vehicle torque demand, vehicle running mode management and the like. The whole vehicle controller and the controllers of other parts of the system carry out data transmission through the CAN bus, and the whole vehicle controller is in management coordination type control relative to the dynamic control of the controllers of other parts.
The Rapid Control Prototype (RCP) technology is a simulation technology developed in recent years. The Rapid control Prototyping technology is derived from Rapid Prototyping (RP technology) in the manufacturing industry. The Rapid Control Prototype (RCP) technology is improved after the RP technology is introduced into the design of an electronic control system and the real-time test of a control algorithm. In the early stage of system development, a controller model is quickly established, and the whole system is tested off-line and on-line for multiple times to verify the feasibility of a control scheme, and the process is called a quick control prototype.
The Hardware-in-the-Loop simulation test system HIL (Hardware-in-the-Loop) simulates the running state of a controlled object by running a simulation model through a real-time processor, is connected with the tested ECU through an I/O interface, and performs comprehensive and systematic test on the tested ECU.
Disclosure of Invention
In order to solve the technical problems, the invention provides the simulation method of the RCP system of the extended range type electric vehicle controller, which has the advantages of clear circuit, strong variability according to a topological structure, easy change of the RCP system, strong adaptability and capability of overcoming the defects of the existing closed control.
The technical scheme of the invention is as follows:
a simulation method of an RCP system of a vehicle control unit of an extended range electric vehicle is characterized by comprising the following steps:
(1) an RCP system is formulated based on a target, and an RCP system hardware platform based on an embedded processor is constructed;
(2) building a vehicle control module model in a computer system, improving energy management steps, and then introducing an execution instruction generated by the vehicle control module into a program memory of the computer system;
(3) burning an execution instruction in a program memory of a computer system into a hardware platform; generating a target-based RCP system;
(4) testing and verifying the target RCP-based system generated in the step (3) by using an HIL system;
wherein the hardware platform is a development board.
Further, a vehicle control unit model is built and comprises a logic module, a torque analysis module, a central state machine and a communication module;
the central state machine judges and switches the running state of the whole vehicle according to the input value and the set control logic, and finishes control through outputting an instruction and an instruction parameter corresponding to a control object;
the logic module is responsible for converting input signals into numerical parameters which can be understood by a program and outputting the numerical parameters to the central state machine and the torque analysis module;
the torque analysis module is responsible for inputting a pedal signal and a vehicle state signal according to the vehicle running state given by the central state machine and outputting a motor target torque, a braking force and a range extender target power;
and the communication module is responsible for the external communication of the vehicle controller module.
Further, the improving energy management step is performed in the following order:
step S1, using the WLTC working condition as the target working condition, firstly, operating the thermostat control step and the energy following control step;
step S2, operating an optimization control strategy combining a thermostat with power as a switching mode reference and energy follow control, and calibrating the optimization control strategy;
step S3: and determining an optimized control strategy based on the fuel consumption target.
Further, the basis objectives are for the overall controller topology, functionality.
Further, the central state machine comprises a parking submodule, an upper electric signal submodule, a whole vehicle detection submodule, a charging upper electronic module, a non-charging upper electronic module, a driving submodule, an emergency fault submodule, a conventional lower electronic module, an emergency lower electronic module and a complete lower electronic module.
The system comprises an upper electric signal electronic module, a complete lower electronic module, a parking sub-module, an emergency lower electronic module and a conventional lower electronic module, wherein the parking sub-module is respectively connected with the emergency lower electronic module and the conventional lower electronic module, the conventional lower electronic module is respectively connected with the emergency lower electronic module, a traveling sub-module and a whole vehicle detection sub-module, a charging upper electronic module and a non-charging upper electronic module, an emergency fault sub-module is respectively connected with the emergency lower electronic module, the traveling sub-module, the charging upper electronic module and the non-charging upper electronic module, and the upper electric signal electronic module is respectively connected with the whole vehicle detection sub-.
Furthermore, the development board comprises a power supply unit, a power supply interface, a main control unit, a JTAG interface, an emulator, an AD sampling unit, a CAN communication unit, a DI unit, a DO unit and an expansion port unit; the power supply unit is a programmable direct-current stabilized power supply, an alternating-current power supply is input through a power interface, the power supply unit is capable of outputting a direct-current power supply, and the power supply unit is respectively connected with the JTAG interface, the main control unit, the DI unit, the DO unit, the AD sampling unit and the CAN communication unit; the simulator is connected with the main control unit through a JTAG interface, and the main control unit is respectively connected with the AD sampling unit, the CAN communication unit, the DI unit and the DO unit; the AD sampling unit, the CAN communication unit, the DI unit and the DO unit are connected and respectively connected with the expansion port unit.
Further, the initial SOC in the thermostat control step is 40%, and the SOC of the battery after running is 40.1% -44.9%; the initial SOC in the energy following control step is 40%, and the SOC of the battery after running is 40.1% -44.9%.
Further, the initial SOC in the thermostat control step is 40%, and the SOC of the battery after running is 40.63% -44.5%; the initial SOC in the energy following control step is 40%, and the SOC of the battery after the running working condition is 40.63% -44.5%.
Furthermore, the expansion port unit is a 40-pin expansion port, and the 40-pin expansion port realizes communication interaction with the HIL system; the main control unit is a TMS320F28335 chip; and the AD sampling unit realizes the sampling of signals of an accelerator pedal and a brake pedal.
Definition of
Optimizing a control strategy: the original control strategy is improved to achieve a trend toward target-based or performance improvement.
Oil consumption target: tending to improve oil consumption based on goals or performance. For example, a (theoretical or actual or simulated) minimum amount of fuel consumption.
The invention has the beneficial effects that:
compared with the existing closed simulation control method, the invention provides the electric vehicle controller built based on the rapid control prototype for testing, and the electric vehicle controller and the HIL test system form a closed loop system for joint debugging, so that the functions of high-voltage power-on management, high-voltage normal power-off management, abnormal power-off, vehicle state management, charging control, gear control, accelerator pedal signal effectiveness, braking energy recovery and the like are tested, the target RCP-based system is easy to change, the adaptability is strong, and the existing closed control steps are optimized. The invention has simple structure, clear line and strong variability according to the topological structure.
Drawings
Fig. 1 is a topology structure of a vehicle control unit referred to in the present invention.
Fig. 2 is an overall structural view of the development board.
Fig. 3 is an overall architecture diagram of the central state machine.
FIG. 4 is a thermostat policy simulation model.
FIG. 5 is a simulation result of the relationship between the speed of the WLTC working condition and the power required by the whole vehicle along with time.
FIG. 6 is a simulation of thermostat control strategy power and battery SOC conditions.
FIG. 7 is an energy-following control strategy simulation model.
Fig. 8 is a simulation result of power and battery SOC conditions.
Fig. 9 shows the fuel consumption minimum control strategy power and battery SOC.
FIG. 10 is a flow chart of the operational steps of the present invention.
Detailed Description
The invention is further explained with reference to the drawings.
A simulation method of an RCP system of a vehicle control unit of an extended range electric vehicle comprises the following steps:
(1) an RCP system is formulated based on a target, and an RCP system hardware platform based on an embedded processor is constructed;
(2) building a vehicle control module model in a computer system, improving energy management steps, and then introducing an execution instruction generated by the vehicle control module into a program memory of the computer system;
(3) burning an execution instruction in a program memory of a computer system into a hardware platform; generating a target-based RCP system;
(4) testing and verifying the target RCP-based system generated in the step (3) by using an HIL system;
wherein, the hardware platform is a development board; the development board comprises a power supply unit, a power supply interface, a main control unit, a JTAG interface, an emulator, an AD sampling unit, a CAN communication unit, a DI unit, a DO unit and an expansion port unit; the power supply unit is a programmable direct-current stabilized power supply, an alternating-current power supply is input through a power interface, the power supply unit is capable of outputting a direct-current power supply, and the power supply unit is respectively connected with the JTAG interface, the main control unit, the DI unit, the DO unit, the AD sampling unit and the CAN communication unit; the simulator is connected with the main control unit through a JTAG interface, and the main control unit is respectively connected with the AD sampling unit, the CAN communication unit, the DI unit and the DO unit; the AD sampling unit, the CAN communication unit, the DI unit and the DO unit are connected and respectively connected with the expansion port unit; the expansion port unit is a 40-pin expansion port, and the 40-pin expansion port realizes communication interaction with the HIL system; the main control unit is a TMS320F28335 chip; and the AD sampling unit realizes the sampling of signals of an accelerator pedal and a brake pedal.
Aiming at the topological structure and the functions of the whole vehicle controller based on the target in the step (1); before step (1) is carried out, as required: according to the structure and the index of the power assembly of the range-extended electric automobile, matching the power assembly parameters of the range-extended electric automobile, wherein the power assembly parameters are one or more of drive motor parameters, power battery parameters and range extender parameters.
1. Power supply unit
The power supply unit adopts a programmable high-power direct-current stabilized power supply to meet the power supply requirement of the system. The alternating current power supply inputs, the direct current power supply outputs and the output current can meet the requirement of carrying all loads and can simulate the attribute of the vehicle-mounted power supply.
2. Master control chip
The chip adopts a 32-bit CPU, a Flash memory with 512KB and a RAM memory space with 68KB, 3 32-bit timers, 88 independently programmable multiplexing general purpose input/output (GPIO) pins, 2 paths of CAN channels, 12 PWM output ports and 12-bit AD converters with pipelines. F28335 can carry out complicated floating point operation, can save code execution time and storage space, has the precision height, and is with low costs, and the consumption is little, and peripheral hardware integrated level is high, and data and program storage volume are big and AD conversion advantage such as accurate fast.
JTAG interface
The JTAG interface is used for downloading the compiled program into the main control chip. The inside of the chip is provided with the FLASH which can be erased and programmed repeatedly, so that the program downloaded through the JTAG port can not be lost after power failure, and the program does not need to be downloaded again after power on.
AD sampling unit
The analog signals are collected and converted into digital signals to be input into a chip, and signals of an accelerator pedal and a brake pedal are sampled through an AD module. And voltage division and filter circuits are arranged at each sampling port, so that the sampling precision can be improved.
CAN communication unit
And the CAN communication unit is used for communicating with other devices on the bus, such as a whole vehicle controller, a battery management system and the like. The CAN module of the main control chip is completely compatible with the CAN2.0B standard and supports the data rate of up to 1 Mbp. Using 32 fully configurable mailboxes and real-time mailing functionality provides a stable and flexible serial communication interface. The main control chip is provided with two CAN channels, the rapid control prototype system uses 1 CAN channel, the slave motor controller MCU receives motor state information, the slave battery management system BMS receives battery state information, target torque and motor running mode control signals are sent to the MCU, and signals such as vehicle state and braking condition are sent to the vehicle model.
6. User interface unit
The user interface unit (not shown in fig. 2) provides the user with an interactive part for interfacing external signals to the development board or for outputting signals within the development board to other systems. The unit allows two paths of voltage signals of CANH and CANL to be connected to a CAN bus to carry out CAN communication.
7.40 needle expansion port
The 40-pin expansion port provides an interactive interface for inputting and outputting signals between the HIL system. And the power supply unit is connected with a direct current power supply to supply +12V and +5V power to the development board. The AD connector for current collection is connected with a voltage division filter circuit of an AD sampling unit, an accelerator pedal and a brake pedal can be connected in signals, GPIO 20-GPIO 25 correspond to a key signal, a gear signal and an accelerator pedal brake pedal switch signal respectively, and four interfaces of GPIO35, GPIO37, GPIO40 and GPIO41 are inverted and used for supplying power to a pedal sensor, a gear sensor and a key sensor at + 12V.
8. Emulator
And the simulator records the executable file generated by model compiling into the main control chip through JTAG interface connection. After the burning is finished, the simulator is pulled out, the controller can still normally operate, and the burning needs to be carried out again after the model is modified.
Due to the special topological structure of the vehicle control unit, software system development needs to be initiated by a vehicle control unit enterprise, the function requirements and the communication protocols of all controllers are preset, and the development is difficult to consider all functions of other controllers, so that the rationality and the expansibility of the framework construction are emphasized, and all basic functions of the vehicle control unit are completed. And synchronously developing a whole vehicle model for HIL test, and verifying whether the whole vehicle controller can be put into practical use.
Building a vehicle control unit model, which comprises a logic module, a torque analysis module, a central state machine and a communication module;
the central state machine judges and switches the running state of the whole vehicle according to the input value and the set control logic, and finishes control through outputting an instruction and an instruction parameter corresponding to a control object;
the logic module is responsible for converting input signals into numerical parameters which can be understood by a program and outputting the numerical parameters to the central state machine and the torque analysis module;
the torque analysis module is responsible for inputting a pedal signal and a vehicle state signal according to the vehicle running state given by the central state machine and outputting a motor target torque, a braking force and a range extender target power;
and the communication module is responsible for the external communication of the vehicle controller module.
The central state machine is the core of the whole vehicle controller, each state of the whole vehicle controller CAN give a corresponding state VState in the state machine, the VState is a number of 0-999, and the current state of the whole vehicle is reported to all controllers at any time through CAN communication. The central state machine comprises a parking sub-module (Off), an on-power signal sub-module (OnSgnl), a whole vehicle detection sub-module (Test), a charging on-power sub-module (Chrg HV on), a non-charging on-power sub-module (Dischrg HV on), a driving sub-module (Travel), an emergency fault sub-module (EMR), a conventional Off electronic module (HV Off), an emergency Off electronic module (EMR Off) and a complete Off electronic module (ECUs Off);
the connection condition of each module is shown in the figure, an Off parking receives a key \ charging \ APP signal, a Test detection mode is entered, the Chrg \ Dischrg HVon charging \ non-charging power-on mode is entered after the detection is successful, an EMR emergency fault mode is entered after the detection is failed, the EMR Off emergency power-Off and ECUs Off complete power-Off are caused after the EMR Off emergency power-Off is entered in the emergency fault mode, the Chrg \ DischrgHV on charging \ non-charging power-on mode is entered, the high-voltage power-on of the battery is completed, the Dischrg HV on non-charging mode can enter a Travel mode after the high-voltage power-on is successful, and the whole vehicle can move. In Test detection, a Chrg \ Dischrg HV On charging \ non-charging power-On mode and a Travel mode, the vehicle enters an HV Off high-voltage power-down mode after losing the On signal, and then ECUs Off is completely powered down. The central state machine includes Off and On sgnl modes (Off and On wake-up modules), Test mode (detection module), Chrg HV On mode (charging power-up module), DisChrg HV On module (discharging power-up module), Travel mode (Travel mode), HVOff and EMR Off modes (high voltage power-down and fault power-down modes), and ecusof mode (controller Off mode).
The logic module is responsible for converting the input signal into numerical parameters that can be understood by the program. The torque analysis module is responsible for inputting pedal signals, vehicle state signals and the like and outputting motor target torque, braking force and range extender target power. The communication module is responsible for the external communication of the vehicle control unit.
The step of improving energy management is performed in the following order:
step S1, using the WLTC working condition as the target working condition, firstly, operating the thermostat control step and the energy following control step;
step S2, operating an optimization control strategy combining a thermostat with power as a switching mode reference and energy follow control, and calibrating the optimization control strategy;
step S3: and determining an optimized control strategy based on the fuel consumption target.
According to the step S1, the thermostat control step means that the range extender is enabled to work only at the maximum thermal efficiency point, and the range extender is controlled to be opened and closed by calibrating the upper limit and the lower limit of the SOC. Calibrating a target: the SOC of the battery is 40.63% -44.5% when the running is finished. The thermostat strategy simulation model is shown in fig. 4, the simulation result of the relationship between the WLTC working condition vehicle speed and the power required by the whole vehicle along with time is shown in fig. 5, and the simulation result of the thermostat control strategy power and the battery SOC condition is shown in fig. 6. And (5) obtaining a conclusion according to a simulation result: the thermostat method has simple control logic, the fuel oil thermal efficiency is always in the highest state and is easy to realize, and the generator and the inverter are also easy to select and match for optimizing the efficiency. But this control strategy results in large battery charge-discharge losses: the WLTC equivalent loss power consumption is 1.298 kW/hundred kilometers, the charging and discharging loss of the battery can be reduced through partial energy following, but the engine deviates from the optimal thermal efficiency point to cause energy loss, so a user needs to find a balance point between the loss deviating from the maximum thermal efficiency point and the charging and discharging loss by utilizing simulation to minimize the loss sum.
According to the step S1, the energy following control step means that the range extender is enabled to provide energy in the working range completely according to the power requirement of the whole vehicle, and the ultra-low power section (<7.5kW) and the ultra-high power section (>45kW) are operated according to 7.5kW and 45 kW. The WLTC working condition has more emergency braking condition from emergency acceleration, and the braking energy recovery electric quantity is more, so that the condition of battery charging after the working condition is finished can be caused. The energy following control strategy simulation model is shown in fig. 7, and the power and battery SOC condition simulation result is shown in fig. 8. According to the simulation result, the pure energy following control strategy can reduce the charge and discharge loss to the minimum. The energy following control strategy simulation model is used by a user to determine the energy following range according to simulation results under different working conditions, so that the engine works in a certain range near the optimal efficiency point, the loss is reduced, and the fuel consumption of hundreds of kilometers is reduced.
Target calibrated according to step S2: firstly, the whole working condition is run out, the SOC is 40.63% -44.5%, and the optimization effect of energy management is conveniently determined by 'hundred kilometer fuel consumption', 'the sum of deviation loss and charge-discharge loss'; and secondly, the sum of the charging and discharging loss and the deviation loss is reduced to the minimum (the minimum value in the calibration process is found) by adjusting the power range of the energy following and the thermostat opening. The values to be calibrated are: thermostat on power, energy following minimum power, energy following maximum power.
The procedure is calibrated according to step S2: firstly, an energy following minimum power (a point is selected at a fuel consumption rate which is superior to 231g/kWh (because the optimal fuel consumption rate of the engine selected for the simulation is 210g/kWh, a coefficient is multiplied by 1.1 to determine the recommended range of the working economy of the engine), the lowest value allowed by a range extender is 7.5kW in the calibration, the calibration is carried out aiming at the energy following maximum power, the 21.7kW corresponding to the fuel consumption rate of 231g/kWh is selected at the time, the value is gradually reduced (the value is reduced by 0.7kW for the first time) at intervals of 1kW, the starting power of a thermostat for each simulation is used for adjusting the final charging amount SOC, the SOC is enabled to be between 40.63 and 44.5 percent, and the sum of ' hundred kilometers fuel consumption rate ', ' deviation loss ', and charging and discharging loss ' is used as a judgment parameter. Each pair of energy is determined along with the highest power and the lowest power, a corresponding thermostat starting power is generated, and 2 'judgment parameters' can be analyzed or simulated, so that the judgment parameters are reduced and then increased along with the reduction of the energy along with the highest power from 21.7kW, and thus 2 optimal integers of the energy along with the maximum power can be obtained. And then, calibrating at intervals of 0.1kW to obtain the optimal energy following maximum power. And next, the determined optimal energy is used for following the maximum power, and the optimal energy following minimum power is calibrated in the same way.
Finally, the optimal energy control strategy of the working condition can be determined, and the oil saving effect is obvious.
And testing and verifying a system hardware platform by using the HIL system.
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 (10)
1. A simulation method of an RCP system of a vehicle control unit of an extended range electric vehicle is characterized by comprising the following steps:
(1) an RCP system is formulated based on a target, and an RCP system hardware platform based on an embedded processor is constructed;
(2) building a vehicle control module model in a computer system, improving energy management steps, and then introducing an execution instruction generated by the vehicle control module into a program memory of the computer system;
(3) burning an execution instruction in a program memory of a computer system into a hardware platform; generating a target-based RCP system;
(4) testing and verifying the target RCP-based system generated in the step (3) by using an HIL system;
wherein the hardware platform is a development board.
2. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises: building a vehicle control unit model, which comprises a logic module, a torque analysis module, a central state machine and a communication module;
the central state machine judges and switches the running state of the whole vehicle according to the input value and the set control logic, and finishes control through outputting an instruction and an instruction parameter corresponding to a control object;
the logic module is responsible for converting input signals into numerical parameters which can be understood by a program and outputting the numerical parameters to the central state machine and the torque analysis module;
the torque analysis module is responsible for inputting a pedal signal and a vehicle state signal according to the vehicle running state given by the central state machine and outputting a motor target torque, a braking force and a range extender target power;
and the communication module is responsible for the external communication of the vehicle controller module.
3. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises:
the step of improving energy management is performed in the following order:
step S1, using the WLTC working condition as the target working condition, firstly, operating the thermostat control step and the energy following control step;
step S2, operating an optimization control strategy combining a thermostat with power as a switching mode reference and energy follow control, and calibrating the optimization control strategy;
step S3: and determining an optimized control strategy based on the fuel consumption target.
4. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises: the target is for the overall controller topology, function.
5. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 2, wherein the RCP system comprises: the central state machine comprises a parking submodule, an upper electric signal submodule, a whole vehicle detection submodule, a charging upper electronic submodule, a non-charging upper electronic submodule, a driving submodule, an emergency fault submodule, a conventional lower electronic module, an emergency lower electronic module and a complete lower electronic module.
6. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises: the development board comprises a power supply unit, a power supply interface, a main control unit, a JTAG interface, an emulator, an AD sampling unit, a CAN communication unit, a DI unit, a DO unit and an expansion port unit; the power supply unit is a programmable direct-current stabilized power supply, an alternating-current power supply is input through a power interface, the power supply unit is capable of outputting a direct-current power supply, and the power supply unit is respectively connected with the JTAG interface, the main control unit, the DI unit, the DO unit, the AD sampling unit and the CAN communication unit; the simulator is connected with the main control unit through a JTAG interface, and the main control unit is respectively connected with the AD sampling unit, the CAN communication unit, the DI unit and the DO unit; the AD sampling unit, the CAN communication unit, the DI unit and the DO unit are connected and respectively connected with the expansion port unit.
7. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 5, wherein the RCP system comprises: the system comprises an upper electric signal electronic module, a complete lower electronic module, a parking sub-module, an emergency lower electronic module and a conventional lower electronic module, wherein the parking sub-module is respectively connected with the emergency lower electronic module and the conventional lower electronic module, the conventional lower electronic module is respectively connected with the emergency lower electronic module, a traveling sub-module and a whole vehicle detection sub-module, a charging upper electronic module and a non-charging upper electronic module, an emergency fault sub-module is respectively connected with the emergency lower electronic module, the traveling sub-module, the charging upper electronic module and the non-charging upper electronic module, and the upper electric signal electronic module is respectively connected with the whole vehicle detection sub-.
8. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises: the initial SOC in the thermostat control step is 40%, and the SOC of the battery after running is 40.1% -44.9%; the initial SOC in the energy following control step is 40%, and the SOC of the battery after running is 40.1% -44.9%.
9. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 1, wherein the RCP system comprises: the initial SOC in the thermostat control step is 40%, and the SOC of the battery after running is 40.63% -44.5%; the initial SOC in the energy following control step is 40%, and the SOC of the battery after the running working condition is 40.63% -44.5%.
10. The simulation method of the RCP system of the extended range electric vehicle controller according to claim 6, wherein the RCP system comprises: the expansion port unit is a 40-pin expansion port, and the 40-pin expansion port realizes communication interaction with the HIL system; the main control unit is a TMS320F28335 chip; and the AD sampling unit realizes the sampling of signals of an accelerator pedal and a brake pedal.
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