CN111539125A - Integrated framework building and braking energy recovery system for combined simulation modeling electric automobile - Google Patents
Integrated framework building and braking energy recovery system for combined simulation modeling electric automobile Download PDFInfo
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Abstract
The invention discloses a combined simulation modeling electric automobile integral frame building and braking energy recovery system, which comprises a driving simulation module, a vehicle module, a battery module, a control module and a motor module, wherein the driving simulation module, the vehicle module, the battery module, the control module and the motor module are built on a bottom die. The intelligent braking system adopts a simulink braking energy recovery strategy, and the control strategy is mainly determined according to the opening degree of a braking force pedal, the SOC value of a battery, the speed of a vehicle and the rotating speed of wheels. The integrated framework building and braking energy recovery system for the combined simulation modeling electric automobile has the advantages of being simple to build, easy to debug, suitable for software beginners and the like.
Description
Technical Field
The invention relates to the technical field of software model building, in particular to a system for building an integral framework and recovering braking energy of an electric automobile through combined simulation modeling.
Background
At present, electric vehicles increasingly become the focus of research in the automotive field, and braking systems are the most important factor influencing the energy utilization rate of electric vehicles. On one hand, the continuous increase of the automobile holding capacity aggravates energy consumption and environmental pollution, and on the other hand, the electric automobile is gradually replacing the traditional fuel type automobile due to the advantages of environmental protection, no pollution, high energy utilization rate and the like. Therefore, the use of simulation software for electric vehicles is becoming more and more important. The amesim is software based on physical model modeling, a large number of professional library files are provided, and the use of the amesim software has the greatest advantage that the vehicles can be physically modeled from the bottom layer without refining a mathematical model, so that the working efficiency can be greatly improved. Simulink is a visual simulation tool in MATLAB, and can provide an integrated environment for dynamic system modeling, simulation and comprehensive analysis. The existing modeling system does not fully utilize the prior art, and the modeling method generally has the defects of complex construction, difficult debugging and the like.
Disclosure of Invention
The invention aims to solve the defects in the prior art, and provides a combined simulation modeling electric vehicle overall framework building and braking energy recovery system.
In order to achieve the purpose, the invention adopts the following technical scheme: the system for building the integral framework of the combined simulation modeling electric automobile and recovering the braking energy comprises a driving simulation module, a vehicle module, a battery module, a control module and a motor module which are built on a bottom die.
The driving simulation module is provided with a driving simulation module port 1, a driving simulation module port 2 and a driving simulation module port 3.
The driving simulation module port 1 is used for acceleration control, namely acc, wherein 0 is no acceleration, and 1 is maximum acceleration;
the driving simulation module port 2 is used for brake control, namely br, wherein 0 is no brake, and 1 is maximum brake;
and the driving simulation module port 3 is used for controlling the vehicle speed.
The vehicle module is provided with a vehicle module port 1, a vehicle module port 2, a vehicle module port 3, a vehicle module port 4, a vehicle module port 5, a vehicle module port 6, a vehicle module port 7.
The vehicle module port 1 is configured to receive rear brake control signals, the vehicle module port 3 is configured to receive front brake control signals, and the brake torque of each axle is determined by the input signals, the global maximum brake torque, and the brake distribution between the front and rear axles.
The vehicle module port 2 and the vehicle module port 4 are rotary mechanical ports for receiving drive torque, i.e., Nm, and returning rotational speed data for each axle, i.e., rev/min.
The vehicle module port 5 is a translational mechanical port that receives an external force applied to the vehicle, i.e., N, a linear displacement back to the vehicle, i.e., m, a velocity, i.e., m/s, and an acceleration, i.e., m/s 2. from the perspective of the vehicle, the input force to the vehicle module port 5 corresponds to a resistive force in the positive direction and a driving force in the negative direction.
The vehicle module port 6 and the vehicle module port 7 are signal ports, the vehicle module port 6 is used for receiving wind speed, i.e. m/s, and the vehicle module port 7 is used for receiving road gradient, i.e.%.
The battery module is provided with a battery module port 1, a battery module port 2, a battery module port 3, and a battery module port 4.
The battery module port 1 and the battery module port 2 are used for receiving a battery-end current return terminal voltage; the battery module port 3 is used for receiving and outputting open-circuit voltage of a battery; the battery module port 4 is used to receive the output battery charge status.
The control module is used to receive information from the driver of acceleration and braking commands, motor and generator speeds, battery state of charge and voltage, and vehicle speed. The control module analyzes the data to minimize battery drain. When the driver brakes, the electric motor may act as a generator to charge the battery. If the battery power requirement is important, the engine starts and the generator reaches its optimum speed to minimize its consumption. The control module provides information to the motor and generator, the vehicle braking system, and the engine.
The control module is provided with a control module port 1, a control module port 2, a control module port 3, a control module port 4, a control module port 5, a control module port 6, a control module port 7, a control module port 8, a control module port 9, a control module port 10, a control module port 11, a control module port 12, a control module port 13 and a control module port 14.
The functions of the modules are as follows:
the port 1 of the control module outputs a generator torque instruction;
the control module port 2 outputs a braking instruction;
the control module port 3 outputs a motor torque instruction;
the control module port 4 outputs engine load, combustion mode, overheating combustion coefficient and idle speed control;
the control module port 5 outputs the engine state;
the control module port 6 inputs an acceleration command sent by a driver;
the port 7 of the control module inputs the rotation speed of the motor;
the control module port 8 inputs a braking instruction sent by a driver;
the control module port 9 inputs the battery charge state (%);
the control module port 10 inputs the vehicle speed;
the control module port 11 inputs the engine rotational speed;
the control module port 12 inputs the cooling temperature;
both control module port 13 and control module port 14 receive terminal voltage output terminal currents.
The motor module is a motor model with a frequency converter. The output torque and the power loss can be determined by characteristic parameters. The model is bidirectional, is both a motor and a generator, and is independent of the technology of the motor and its converter.
The motor module is provided with a motor module port 1, a motor module port 2, a motor module port 3, a motor module port 4 and a motor module port 5.
The motor module port 1 is used for inputting motor temperature and outputting power loss, the motor module port 2 is used for inputting motor rotating speed and outputting motor torque, the motor module port 3 is used for inputting torque instructions, the motor module port 4 is used for inputting terminal voltage, and the motor module port 5 is used for outputting current.
The braking energy recovery strategy of the Simulink is adopted, and the specific method is as follows:
the logic threshold control method is a control method which is wide in application and mature in algorithm, does not need to establish a specific system mathematical model while considering factors such as precision, stability and robustness, and is effective in nonlinear control of the system, so that the logic threshold control method is adopted in the text.
The whole braking process is divided into three modes, namely pure electric braking, pure hydraulic braking and hybrid electric hydraulic braking. In AMESim, interactive simulation is carried out through an interface and an s-function in Simulink, the mode of braking is judged according to the input speed, deceleration, battery SOC and the like in a Simulink model, and electric braking force and hydraulic braking force are distributed, so that braking energy recovery is completed.
The speed, the deceleration and the battery SOC of variables input by AMESim are transmitted into an s-function interface of Simulink, the braking intensity is calculated according to the deceleration of the whole vehicle, the current braking mode is judged according to the braking intensity, the set braking modes are judged by a selection switch module, and finally the motor braking force required by braking and the hydraulic braking force distributed to the front wheel and the rear wheel are output.
The control strategy developed herein is illustrated in block diagram form in fig. 1. The control strategy is mainly determined according to the opening degree of a brake pedal, the SOC value of a battery, the vehicle speed and the wheel rotating speed. Where v is vehicle speed, vthControlling the speed threshold for braking, SOC being the state of charge of the battery, SOCthIs a battery state of charge threshold, TeFor motor braking torque, ThFor hydraulic braking torque, TreqThe braking torque is currently required feedback.
(1) When the vehicle speed v is judged to be higher than the brake control vehicle speed threshold vthWhen the brake is used, the brake process is only provided by hydraulic brake force;
(2) when the vehicle speed v is judged to be lower than the brake control vehicle speed threshold vthThen, it is determined whether the battery SOC is lower than the threshold SOCthWhen, if SOC > SOCthThe braking process is only provided by the hydraulic braking force, if SOC < SOCthJudging the braking mode according to the braking intensity;
(3) when the braking mode is determined, if the braking intensity is low, the braking process is provided by the electric braking force only, and if the braking intensity is high, Te＝0，ThThe hydraulic braking force is distributed;
when the braking mode is judged to be the middle braking strength, whether the front wheels and the rear wheels are locked or not is judged, if the front wheels and the rear wheels are locked, the T is enabled to be in a stable braking system statee＝0，ThThe hydraulic braking force is distributed, if the locking is not achieved, in order to maximize the working efficiency of the braking energy recovery system, a certain braking force is provided by the motor, and then the current T ishUnder hydraulic braking force distribution, Te＝Treq-Th。
The integrated framework building and braking energy recovery system for the combined simulation modeling electric automobile has the advantages of being simple to build, easy to debug, suitable for software beginners and the like.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention
FIG. 2 is a control strategy schematic of the present invention
FIG. 3 is a data diagram of a simulation using the control strategy of the present patent
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the system for building and recovering braking energy of the integrated framework of the combined simulation modeling electric vehicle comprises a driving simulation module B, a vehicle module C, a battery module D, a control module E and a motor module F, which are built on a bottom die a.
The driving simulation module B is provided with a driving simulation module port 1B1, a driving simulation module port 2B2 and a driving simulation module port 3B 3.
The driver simulator module port 1B1 is used for acceleration control, namely acc, where 0 is no acceleration and 1 is maximum acceleration;
the driver simulator module port 2B2 is used for brake control, namely br, where 0 is no brake and 1 is maximum brake;
the simulated driving module port 3B3 is used to control vehicle speed.
The vehicle module C is provided with a vehicle module port 1C1, a vehicle module port 2C2, a vehicle module port 3C3, a vehicle module port 4C4, a vehicle module port 5C5, a vehicle module port 6C6, a vehicle module port 7C 7.
The vehicle module port 1C1 is for receiving rear brake control signals and the vehicle module port 3C3 is for receiving front brake control signals, the braking torque of each axle being determined by the input signal, the global maximum braking torque, and the braking profile between the front and rear axles.
The vehicle module port 2C2 and vehicle module port 4C4 are rotary mechanical ports for receiving drive torque, i.e., Nm, and returning rotational speed data for each axle, i.e., rev/min.
The vehicle module port 5C5 is a translational mechanical port that receives an external force, i.e., N, applied to the vehicle, a linear displacement, i.e., m, velocity, i.e., m/s, back into the vehicle, and an acceleration, i.e., m/s2, from the perspective of the vehicle, the input force of the vehicle module port 5C5 corresponds to a resistive force in the positive direction and a driving force in the negative direction.
The vehicle module port 6C6 and vehicle module port 7C7 are signal ports, vehicle module port 6C6 for receiving wind speed, i.e., m/s, and vehicle module port 7C7 for receiving road grade, i.e., percent.
The battery module D is provided with a battery module port 1D1, a battery module port 2D2, a battery module port 3D3, and a battery module port 4D 4.
The battery module port 1D1 and battery module port 2D2 are used for receiving battery terminal current return terminal voltage; the battery module port 3D3 is for receiving an output battery open circuit voltage; the battery module port 4D4 is for receiving an output battery state of charge.
The control module E is used to receive information from the driver on acceleration and braking commands, motor and generator speeds, battery state of charge and voltage, and vehicle speed. The control module analyzes the data to minimize battery drain. When the driver brakes, the electric motor may act as a generator to charge the battery. If the battery power requirement is important, the engine starts and the generator reaches its optimum speed to minimize its consumption. The control module provides information to the motor and generator, the vehicle braking system, and the engine.
The control module is provided with a control module port 1E1, a control module port 2E2, a control module port 3E3, a control module port 4E4, a control module port 5E5, a control module port 6E6, a control module port 7E7, a control module port 8E8, a control module port 9E9, a control module port 10E10, a control module port 11E11, a control module port 12E12, a control module port 13E13, and a control module port 14E 14.
The functions of the modules are as follows:
control module port 1E1 outputs a generator torque command;
control module port 2E2 outputs a braking command;
control module port 3E3 outputs a motor torque command;
control module port 4E4 outputs engine load, combustion mode, superheat combustion coefficient, idle control;
control module port 5E5 outputs engine status;
the control module port 6E6 inputs an acceleration command issued by the driver;
the control module port 7E7 inputs the motor rotational speed;
the control module port 8E8 inputs a braking instruction sent by a driver;
control module port 9E9 inputs battery state of charge (%);
control module port 10E10 inputs vehicle speed;
the control module port 11E11 inputs engine rotational speed;
control module port 12E12 inputs the cooling temperature;
control module port 13E13, control module port 14E14 each receive terminal voltage output terminal current.
The motor module F is a motor model with a frequency converter. The output torque and the power loss can be determined by characteristic parameters. The model is bidirectional, is both a motor and a generator, and is independent of the technology of the motor and its converter.
The motor module F is provided with a motor module port 1F1, a motor module port 2F2, a motor module port 3F3, a motor module port 4F4, and a motor module port 5F 5.
The motor module port 1F1 is used for inputting motor temperature and outputting power loss, the motor module port 2F2 is used for inputting motor speed and outputting motor torque, the motor module port 3F3 is used for inputting torque commands, the motor module port 4F4 is used for inputting terminal voltage, and the motor module port 5F5 is used for outputting current.
The braking energy recovery strategy of the Simulink is adopted, and the specific method is as follows:
the logic threshold control method is a control method which is wide in application and mature in algorithm, does not need to establish a specific system mathematical model while considering factors such as precision, stability and robustness, and is effective in nonlinear control of the system, so that the logic threshold control method is adopted in the text.
The whole braking process is divided into three modes, namely pure electric braking, pure hydraulic braking and hybrid electric hydraulic braking. In AMESim, interactive simulation is carried out through an interface and an s-function in Simulink, the mode of braking is judged according to the input speed, deceleration, battery SOC and the like in a Simulink model, and electric braking force and hydraulic braking force are distributed, so that braking energy recovery is completed.
The speed, the deceleration and the battery SOC of variables input by AMESim are transmitted into an s-function interface of Simulink, the braking intensity is calculated according to the deceleration of the whole vehicle, the current braking mode is judged according to the braking intensity, the set braking modes are judged by a selection switch module, and finally the motor braking force required by braking and the hydraulic braking force distributed to the front wheel and the rear wheel are output.
The control strategy developed herein is illustrated in block diagram form in fig. 2. The control strategy is mainly based on the opening degree of a brake pedal, the SOC value of a battery, the vehicle speed and the wheel rotationThe speed is determined. Where v is vehicle speed, vthControlling the speed threshold for braking, SOC being the state of charge of the battery, SOCthIs a battery state of charge threshold, TeFor motor braking torque, ThFor hydraulic braking torque, TreqThe braking torque is currently required feedback.
(1) When the vehicle speed v is judged to be higher than the brake control vehicle speed threshold vthWhen the brake is used, the brake process is only provided by hydraulic brake force;
(2) when the vehicle speed v is judged to be lower than the brake control vehicle speed threshold vthThen, it is determined whether the battery SOC is lower than the threshold SOCthWhen, if SOC > SOCthThe braking process is only provided by the hydraulic braking force, if SOC < SOCthJudging the braking mode according to the braking intensity;
(3) when the braking mode is determined, if the braking intensity is low, the braking process is provided by the electric braking force only, and if the braking intensity is high, Te＝0，ThThe hydraulic braking force is distributed;
when the braking mode is judged to be the middle braking strength, whether the front wheels and the rear wheels are locked or not is judged, if the front wheels and the rear wheels are locked, the T is enabled to be in a stable braking system statee＝0，ThThe hydraulic braking force is distributed, if the locking is not achieved, in order to maximize the working efficiency of the braking energy recovery system, a certain braking force is provided by the motor, and then the current T ishUnder hydraulic braking force distribution, Te＝Treq-Th。
As shown in FIG. 3, the new European standard driving cycle NEDC working condition is selected as the road cycle working condition, the initial vehicle speed is selected to be 30km/h, 60km/h and 90km/h, and the table shown in FIG. 3 is obtained through simulation according to the control strategy.
The experiment takes the electric formula car as a research object, the operation and the braking process of the electric formula car are physically analyzed, a control curve when the formula car is braked is obtained, parameters of key elements such as a hydraulic braking system, a storage battery and a driving motor are designed, and an electric formula car model with a braking energy recovery system is built. Considering the complexity of the equation car in the running process, a more classical logic threshold control strategy model is built, the AMESim-Simulink joint simulation is realized, and the simulation results in the five aspects of the speed, the acceleration, the displacement, the battery SOC and the electromagnetic torque of the equation car can be obtained: (1) when the braking strength is low, the proportion of motor braking can be properly increased to realize larger energy recovery rate. (2) When the braking strength is higher, the braking proportion of the motor can be properly reduced, and the braking safety of the racing car is improved on the premise of not damaging the motor and recovering energy. (3) The braking energy recovery system has guiding significance for designing and researching the braking energy recovery system of the electric formula racing car in the future.
The integrated framework building and braking energy recovery system for the combined simulation modeling electric automobile has the advantages of being simple to build, easy to debug, suitable for software beginners and the like.
Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments or portions thereof without departing from the spirit and scope of the invention.
Claims (6)
1. The system for building the integral framework and recovering the braking energy of the combined simulation modeling electric automobile is characterized by comprising a driving simulation module, a vehicle module, a battery module, a control module and a motor module which are built on a bottom die.
2. The system for building and recovering braking energy of the integrated framework of the combined simulation modeling electric automobile according to claim 1, wherein the simulation driving module is provided with a simulation driving module port 1, a simulation driving module port 2 and a simulation driving module port 3;
the driving simulation module port 1 is used for acceleration control, namely acc, wherein 0 is no acceleration, and 1 is maximum acceleration;
the driving simulation module port 2 is used for brake control, namely br, wherein 0 is no brake, and 1 is maximum brake;
and the driving simulation module port 3 is used for controlling the vehicle speed.
3. The system for building and recovering braking energy of the integrated framework of the combined simulation modeling electric automobile according to claim 1, wherein the vehicle module is provided with a vehicle module port 1, a vehicle module port 2, a vehicle module port 3, a vehicle module port 4, a vehicle module port 5, a vehicle module port 6 and a vehicle module port 7;
the vehicle module port 1 is used for receiving a rear brake control signal, the vehicle module port 3 is used for receiving a front brake control signal, and the brake torque of each axle is determined by an input signal, the global maximum brake torque and the brake distribution among the front axle and the rear axle;
the vehicle module port 2 and the vehicle module port 4 are rotary mechanical ports for receiving drive torque, i.e., Nm, and returning rotational speed data for each axle, i.e., rev/min;
the vehicle module port 5 is a translational mechanical port, receives an external force applied to the vehicle, namely N, returns to the linear displacement of the vehicle, namely m, speed, namely m/s, and acceleration, namely m/s2, and from the perspective of the vehicle, the input force of the vehicle module port 5 corresponds to a resistance force in the positive direction and a driving force in the negative direction;
the vehicle module port 6 and the vehicle module port 7 are signal ports, the vehicle module port 6 is used for receiving wind speed, i.e. m/s, and the vehicle module port 7 is used for receiving road gradient, i.e.%.
4. The system for building and recovering braking energy of the integrated framework of the combined simulation modeling electric automobile according to claim 1, wherein the battery module is provided with a battery module port 1, a battery module port 2, a battery module port 3 and a battery module port 4;
the battery module port 1 and the battery module port 2 are used for receiving a battery-end current return terminal voltage; the battery module port 3 is used for receiving and outputting open-circuit voltage of a battery; the battery module port 4 is used to receive the output battery charge status.
5. The system for building and recovering braking energy of an electric vehicle integrated framework by joint simulation modeling according to claim 1, wherein the control module is configured to receive information of acceleration and braking instructions from a driver, motor and generator speeds, battery state of charge and voltage, and vehicle speed; the control module analyzes the data to minimize battery consumption; when the driver brakes, the electric motor may act as a generator to charge the battery; if the power requirement of the battery is important, the engine is started and the generator is driven to reach the optimal rotating speed so as to reduce the consumption of the engine as much as possible; the control module provides information to the motor and generator, the vehicle braking system, and the engine;
the control module is provided with a control module port 1, a control module port 2, a control module port 3, a control module port 4, a control module port 5, a control module port 6, a control module port 7, a control module port 8, a control module port 9, a control module port 10, a control module port 11, a control module port 12, a control module port 13 and a control module port 14;
the functions of the modules are as follows:
the port 1 of the control module outputs a generator torque instruction;
the control module port 2 outputs a braking instruction;
the control module port 3 outputs a motor torque instruction;
the control module port 4 outputs engine load, combustion mode, overheating combustion coefficient and idle speed control;
the control module port 5 outputs the engine state;
the control module port 6 inputs an acceleration command sent by a driver;
the port 7 of the control module inputs the rotation speed of the motor;
the control module port 8 inputs a braking instruction sent by a driver;
the control module port 9 inputs the battery charge state (%);
the control module port 10 inputs the vehicle speed;
the control module port 11 inputs the engine rotational speed;
the control module port 12 inputs the cooling temperature;
both control module port 13 and control module port 14 receive terminal voltage output terminal currents.
6. The system for building and recovering braking energy of the integrated framework of the combined simulation modeling electric automobile according to claim 1, wherein the motor module is a motor model with a frequency converter; the output torque and power loss can be determined by characteristic parameters; the model is bidirectional, is a motor and a generator, and is independent of the technology of the motor and a converter thereof;
the motor module is provided with a motor module port 1, a motor module port 2, a motor module port 3, a motor module port 4 and a motor module port 5;
the motor module port 1 is used for inputting motor temperature and outputting power loss, the motor module port 2 is used for inputting motor rotating speed and outputting motor torque, the motor module port 3 is used for inputting torque instructions, the motor module port 4 is used for inputting terminal voltage, and the motor module port 5 is used for outputting current.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112231945A (en) * | 2020-09-15 | 2021-01-15 | 中国汽车技术研究中心有限公司 | Power battery system thermal diffusion joint simulation method based on star CCM + and Amesim |
| CN112329143A (en) * | 2020-11-04 | 2021-02-05 | 浙江天行健智能科技有限公司 | Brake energy recovery research and development system and control method thereof |
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