CN113587991A - Pure electric passenger car energy flow testing system and testing method under complex environment - Google Patents
Pure electric passenger car energy flow testing system and testing method under complex environment Download PDFInfo
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Abstract
The invention discloses an energy flow testing system of a pure electric passenger vehicle in a complex environment, which belongs to the technical field of pure electric passenger vehicles and comprises an integrated data acquisition and processing system, a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN (controller area network) sensor; the integrated data acquisition and processing system is used for acquiring and processing signals of the sensors; the integrated data acquisition and processing system is connected with an external upper computer through the Ethernet. According to the invention, through establishing the energy flow model and experimental verification, the working efficiency of the components is improved, the energy consumption is reduced, and the cruising level of the high-purity electric passenger car in a complex environment is further improved.
Description
Technical Field
The invention belongs to the technical field of pure electric passenger cars, and particularly relates to a system and a method for testing energy flow of a pure electric passenger car in a complex environment.
Background
Due to the deterioration of the international climate environment, 9 and 22 days in 2020, the Chinese government proposed 75 joint congress and carbon dioxide peaked 2030 years ago in an attempt to achieve carbon neutralization 2060. As the proportion of the pure electric passenger vehicle in the whole automobile industry increases year by year, the cruising ability of the pure electric automobile becomes the core of the attention in the industry. In order to achieve the purpose of improving endurance, most enterprises at present adopt energy flow testing to analyze the efficiency and energy consumption level of core parts, find out an optimization scheme and optimize the optimization scheme. But the problems of single test environment condition, non-systematic test equipment dispersion, incomplete test content and the like exist at present.
Disclosure of Invention
In order to solve the problems, the invention provides an energy flow testing system and a testing method for a pure electric passenger car in a complex environment.
The invention is realized by the following technical scheme:
a pure electric passenger car energy flow test system under a complex environment comprises an integrated data acquisition and processing system, a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN sensor; the integrated data acquisition and processing system is used for acquiring and processing signals of the sensors; the integrated data acquisition and processing system is connected with an external upper computer through the Ethernet.
Furthermore, the integrated data acquisition processing system comprises a signal acquisition module, a signal processing module and a signal display module, wherein the signal acquisition module transmits acquired signals to the signal processing module for processing, and then the acquired signals are displayed through the signal display module; the signal acquisition module comprises a current acquisition module, a voltage acquisition module, a temperature acquisition module, a flow acquisition module, a pressure acquisition module and a CAN acquisition module.
Further, the CAN sensor is used for collecting CAN signals of a vehicle end, and the CAN signals comprise comfortable CAN, EV CAN and PT CAN signals.
Furthermore, the measuring range of the current sensor is 0-20A, 0-500A, and the measuring precision is +/-0.3% rdg +/-0.01%; the output signal is 0-5V or 4-20 mA; the device is used for collecting power battery current, motor controller current, motor current, PTC current, compressor output current and DC-DC output current.
Furthermore, the measuring range of the voltage sensor is 0-20V, 0-500V, and the measuring precision is +/-0.01V; the output signal is 0-5V or 4-20 mA; the device is used for collecting the voltage of the power battery and the voltage of the radiator fan.
Further, the measurement range of the temperature sensor is-40-200 ℃, and the measurement precision is +/-0.1 ℃; the temperature acquisition device is used for acquiring the temperature of an air outlet of an air conditioner, the temperature of a head part in a vehicle, the temperature of a foot part in the vehicle, the temperature of water inlet and outlet of a battery, the temperature of water inlet and outlet of a motor radiator, the temperature of water inlet and outlet of a PTC (positive temperature coefficient) and the temperature of water inlet and outlet of a Chiller.
Furthermore, the measuring range of the flow sensor is 0-25L/min, the measuring precision is +/-0.5% FS, and an output signal is 0-5V or 4-20 mA; the device is used for collecting the water inlet flow of the power battery and the PTC water inlet flow.
The invention also aims to provide a method for testing energy flow of a pure electric passenger vehicle in a complex environment, which specifically comprises the following steps:
the method comprises the following steps: the integrated data acquisition and processing system is connected with a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN sensor and is connected with an external upper computer through an Ethernet;
step two: establishing a whole vehicle energy flow model;
step three: under various complex environments, loading a road sliding curve by using a chassis dynamometer, selecting a specific working condition curve, and carrying out an energy flow test;
step four: and (5) carrying out a test according to a preset working condition, synchronously acquiring test signals, and analyzing and processing the efficiency and the energy consumption of each part based on the whole vehicle energy flow model in the step two.
Furthermore, the whole vehicle energy flow model in the second step comprises a power battery energy flow model, a motor energy flow model, a PTC energy flow model, a compressor energy flow model, a battery heat exchange quantity energy flow model and a vehicle heat exchange quantity energy flow model.
Further, the power battery energy flow model is as follows:
definition of Power Battery EbatterThe unit of the net output energy of the power battery is Kwh, Ebatter-outIs the output energy of the power battery and has the unit of Kwh, Ebatter-inThe unit of the recovered energy of the power battery is Kwh, then the net output energy of the power battery is:
Ebatter＝Ebatter-out+Ebatter-in
output energy E of power batterybatter-outIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
recovered energy E of power batterybatter-inIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
the motor energy flow model is as follows:
defining the motor Emoto as the net output energy of the motor, the unit is Kwh, Emoto-out is the output energy of the motor, the unit is Kwh, Emotor-in is the recovered energy of the motor, the unit is Kwh, then the net output energy of the motor is:
Emoto＝Emoto-out+Emoto-in
the output energy Emoto-out of the motor can be calculated by the following formula:
in the formula, t0 is the initial test time and has the unit of s, t is a certain time in the test, the unit of motor voltage Umoto is V, and the unit of motor current Imoto is A; defining the current output direction as positive;
the recovered energy Emoto-in of the motor is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of motor voltage Umoto is V, the unit of motor current Imoto is A, and the current output direction is defined as positive;
the PTC energy flow model is as follows:
defining EPTC as PTC net output energy with the unit of Kwh; the output energy EPTC of the PTC is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of the motor voltage UPTC is V, the unit of the motor current IPTC is A, and the current output direction is defined as positive;
the energy flow model of the electric compressor is as follows:
defining Ecom as net output energy of the electric compressor, and the unit is Kwh; the output energy Ecom of the electric compressor is calculated by the following formula:
in the formula, t0 is the initial test time with the unit of s, t is a certain time in the test, the unit of motor voltage Ucom is V, and the unit of motor current Icom is A; the current output direction is defined as positive.
Further, the complex environments respectively mean a high temperature of 30-40 ℃ and an illumination intensity of more than or equal to 700W/m 2; 20-26 ℃ at normal temperature; the low temperature is-4 to-10 ℃; the ultra-low temperature is-20 to-30 ℃.
Compared with the prior art, the invention has the following advantages:
1. the test environment realizes the full coverage of high temperature, normal temperature, low temperature and ultralow temperature, and the evaluation is more comprehensive;
2. the test method realizes the electric energy test, the air side heat exchange quantity test and the liquid side heat exchange quantity test, and is more beneficial to problem analysis;
3. the CAN signal, the electric energy signal, the temperature, the pressure and other signals are measured in the same time domain. And the evaluation of the test result is realized by combining a database.
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In order to more clearly illustrate the detailed description of the invention or the technical solutions in the prior art, the drawings that are needed in the detailed description of the invention or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
Fig. 1 is a block diagram of a structure of a pure electric vehicle energy flow testing system according to an embodiment of the present invention.
Fig. 2 is a model diagram of energy flow of a pure electric vehicle according to an embodiment of the present invention.
Detailed Description
For clearly and completely describing the technical scheme and the specific working process thereof, the specific implementation mode of the invention is as follows by combining the attached drawings of the specification:
in the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Example 1
As shown in fig. 1, the embodiment provides an energy flow testing system of a pure electric passenger car in a complex environment, which includes an integrated data acquisition and processing system, a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN sensor; the integrated data acquisition and processing system is used for acquiring and processing signals of the sensors; the integrated data acquisition and processing system is connected with an external upper computer through the Ethernet.
The integrated data acquisition processing system comprises a signal acquisition module, a signal processing module and a signal display module, wherein the signal acquisition module transmits acquired signals to the signal processing module for processing, and then the acquired signals are displayed through the signal display module; the signal acquisition module comprises a current acquisition module, a voltage acquisition module, a temperature acquisition module, a flow acquisition module, a pressure acquisition module and a CAN acquisition module.
The integrated data acquisition and processing system has the working temperature of-30-40 ℃ and the protection level IP 65; the system has 4 paths of CAN signal channels and 1Mb/s 100% bandwidth, and supports OBD II communication; the method comprises the following steps of: the device is used for measuring frequency signals, the sampling rate is not lower than 100 Hz/s/channel, the frequency measurement range is not less than 100kHZ, and the full range of frequency precision is +/-0.05%; the device is provided with a 12-channel analog quantity module: the device is used for measuring voltage and current signals, the sampling rate is not lower than 100 Hz/s/channel, the A/D conversion is not lower than 24 bits, the maximum range of the voltage channel is not lower than 10V, the full range of the voltage precision is +/-0.1%, the maximum range of the current channel is not lower than 25mA, and the full range of the current precision is +/-0.1%; the device is provided with a 40-channel temperature module: the temperature sensor is used for measuring temperature, the sampling rate is not lower than 100 Hz/s/channel, the A/D conversion is not lower than 24 bits, the type of a thermocouple K is met, the temperature to be measured is within 500 ℃, and the precision is +/-0.5 ℃; the temperature to be measured is more than 500 ℃, and the full range of precision is +/-0.1%; the method has the advantages of 1 set of data processing software, capability of simultaneously recording different types of input data, synchronous acquisition and analysis processing, data mathematical operation, programmable formation of an energy flow working model and capability of exporting an E multiplied by CEL type file.
The CAN sensor is used for collecting CAN signals of a vehicle end, and the CAN signals comprise comfortable CAN, EV CAN and PT CAN signals.
The measuring range of the current sensor is 0-20A, 0-500A, and the measuring precision is +/-0.3% rdg +/-0.01%; the output signal is 0-5V or 4-20 mA; the device is used for collecting power battery current, motor controller current, motor current, PTC current, compressor output current and DC-DC output current.
The voltage sensor has the measuring range of 0-20V and 0-500V, and the measuring precision is +/-0.01V. The output signal is 0-5V or 4-20 mA; the device is used for collecting the voltage of the power battery and the voltage of the radiator fan.
The measurement range of the temperature sensor is-40-200 ℃, and the measurement precision is +/-0.1 ℃; the temperature acquisition device is used for acquiring the temperature of an air outlet of an air conditioner, the temperature of a head part in a vehicle, the temperature of a foot part in the vehicle, the temperature of water inlet and outlet of a battery, the temperature of water inlet and outlet of a motor radiator, the temperature of water inlet and outlet of a PTC (positive temperature coefficient) and the temperature of water inlet and outlet of a Chiller.
The measuring range of the flow sensor is 0-25L/min, the measuring precision is +/-0.5% FS, and an output signal is 0-5V or 4-20 mA; the device is used for collecting the water inlet flow of the power battery and the PTC water inlet flow.
Example 2
The embodiment provides a method for testing energy flow of a pure electric passenger vehicle in a complex environment, which specifically comprises the following steps:
s1: preparing a test, namely metering and calibrating a CAN signal (acquiring a DBC file), a voltage, a current, a temperature, a flow and a pressure sensor before the test according to the requirements of the figure 1;
s2: according to a specified test scheme, CAN signal, voltage, current, temperature, flow and pressure sensors are installed on a test sample car.
S3: according to a specified test scheme, sensors such as CAN signals, voltage, current, temperature, flow and the like are connected with an integrated data acquisition and processing system, named and set parameters.
S4: the method comprises the steps of installing a test vehicle on a four-wheel drive chassis dynamometer, loading a road sliding curve, setting an ambient temperature and carrying out test pretreatment.
S5: and (4) acquiring test data, carrying out a test according to a preset working condition, and synchronously acquiring test signals.
S6: establishing a whole vehicle energy flow model; the whole vehicle energy flow model comprises a power battery energy flow model, a motor energy flow model, a PTC (positive temperature coefficient) energy flow model, a compressor energy flow model, a battery heat exchange quantity energy flow model and an in-vehicle heat exchange quantity energy flow model;
s7: and (4) analyzing data, analyzing the efficiency and the energy consumption of each part based on the energy flow model of the step S6, and proposing an improvement scheme.
S8: and (4) carrying out test re-verification, and carrying out test verification again based on the improved scheme until the improved scheme achieves the working target.
Example 3
The embodiment provides a method for testing energy flow of a pure electric passenger vehicle in a complex environment, which specifically comprises the following steps:
the method comprises the following steps: the integrated data acquisition and processing system is connected with a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN sensor and is connected with an external upper computer through an Ethernet;
step two: establishing a whole vehicle energy flow model; the whole vehicle energy flow model comprises a power battery energy flow model, a motor energy flow model, a PTC (positive temperature coefficient) energy flow model, a compressor energy flow model, a battery heat exchange quantity energy flow model and an in-vehicle heat exchange quantity energy flow model;
step three: under various complex environments, loading a road sliding curve by using a chassis dynamometer, selecting a specific working condition curve, and carrying out an energy flow test; the complex environment temperature comprises 30-40 ℃ of high temperature, and the illumination intensity is more than or equal to 700W/m 2; 20-26 ℃ at normal temperature; the low temperature is-4 to-10 ℃; ultralow temperature of-20 to-30 ℃; adopting an indoor standard environment for testing, wherein resistance for testing adopts road sliding resistance;
step four: and (5) carrying out a test according to a preset working condition, synchronously acquiring test signals, and analyzing and processing the efficiency and the energy consumption of each part based on the whole vehicle energy flow model in the step two.
The power battery energy flow model is as follows:
definition of Power Battery EbatterThe unit of the net output energy of the power battery is Kwh, Ebatter-outIs the output energy of the power battery and has the unit of Kwh, Ebatter-inThe unit of the recovered energy of the power battery is Kwh, then the net output energy of the power battery is:
Ebatter＝Ebatter-out+Ebatter-in
output energy E of power batterybatter-outIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
recovered energy E of power batterybatter-inIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
the motor energy flow model is as follows:
defining the motor Emoto as the net output energy of the motor, the unit is Kwh, Emoto-out is the output energy of the motor, the unit is Kwh, Emotor-in is the recovered energy of the motor, the unit is Kwh, then the net output energy of the motor is:
Emoto＝Emoto-out+Emoto-in
the output energy Emoto-out of the motor can be calculated by the following formula:
in the formula, t0 is the initial test time and has the unit of s, t is a certain time in the test, the unit of motor voltage Umoto is V, and the unit of motor current Imoto is A; defining the current output direction as positive;
the recovered energy Emoto-in of the motor is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of motor voltage Umoto is V, the unit of motor current Imoto is A, and the current output direction is defined as positive;
the PTC energy flow model is as follows:
defining EPTC as PTC net output energy with the unit of Kwh; the output energy EPTC of the PTC is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of the motor voltage UPTC is V, the unit of the motor current IPTC is A, and the current output direction is defined as positive;
the energy flow model of the electric compressor is as follows:
defining Ecom as net output energy of the electric compressor, and the unit is Kwh; the output energy Ecom of the electric compressor is calculated by the following formula:
in the formula, t0 is the initial test time with the unit of s, t is a certain time in the test, the unit of motor voltage Ucom is V, and the unit of motor current Icom is A; the current output direction is defined as positive.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and the invention is not described in any way for the possible combinations in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (10)
1. The energy flow testing system of the pure electric passenger car in the complex environment is characterized by comprising an integrated data acquisition and processing system, a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN (controller area network) sensor; the integrated data acquisition and processing system is used for acquiring and processing signals of the sensors; the integrated data acquisition and processing system is connected with an external upper computer through the Ethernet.
2. The energy flow testing system for the pure electric passenger vehicle in the complex environment according to claim 1, wherein the integrated data acquisition and processing system comprises a signal acquisition module, a signal processing module and a signal display module, wherein the signal acquisition module transmits acquired signals to the signal processing module for processing and then displays the acquired signals through the signal display module; the signal acquisition module comprises a current acquisition module, a voltage acquisition module, a temperature acquisition module, a flow acquisition module, a pressure acquisition module and a CAN acquisition module.
3. The energy flow testing system for the pure electric passenger vehicle in the complex environment as claimed in claim 1, wherein the CAN sensor is used for acquiring CAN signals at a vehicle end, and the CAN signals comprise comfort CAN, EV CAN and PT CAN signals.
4. The energy flow testing system for the pure electric passenger car under the complex environment as claimed in claim 1, wherein the measuring range of the current sensor is 0-20A, 0-500A, and the measuring precision is +/-0.3% rdg +/-0.01%; the output signal is 0-5V or 4-20 mA; the device is used for collecting power battery current, motor controller current, motor current, PTC current, compressor output current and DC-DC output current.
5. The energy flow testing system for the pure electric passenger car under the complex environment as claimed in claim 1, wherein the measuring range of the voltage sensor is 0-20V, 0-500V, and the measuring precision is +/-0.01V; the output signal is 0-5V or 4-20 mA; the device is used for collecting the voltage of the power battery and the voltage of the radiator fan.
6. The energy flow testing system for the pure electric passenger car in the complex environment as claimed in claim 1, wherein the measuring range of the temperature sensor is-40-200 ℃, and the measuring precision is ± 0.1 ℃; the temperature acquisition device is used for acquiring the temperature of an air outlet of an air conditioner, the temperature of a head part in a vehicle, the temperature of a foot part in the vehicle, the temperature of water inlet and outlet of a battery, the temperature of water inlet and outlet of a motor radiator, the temperature of water inlet and outlet of a PTC (positive temperature coefficient) and the temperature of water inlet and outlet of a Chiller.
7. The energy flow testing system for the pure electric passenger car under the complex environment as claimed in claim 1, wherein the flow sensor has a measuring range of 0-25L/min, a measuring precision of ± 0.5% FS, and an output signal of 0-5V or 4-20 mA; the device is used for collecting the water inlet flow of the power battery and the PTC water inlet flow.
8. A method for testing energy flow of a pure electric passenger vehicle in a complex environment is characterized by comprising the following steps:
the method comprises the following steps: the integrated data acquisition and processing system is connected with a current sensor, a voltage sensor, a temperature sensor, a flow sensor, a pressure sensor and a CAN sensor and is connected with an external upper computer through an Ethernet;
step two: establishing a whole vehicle energy flow model;
step three: under various complex environments, loading a road sliding curve by using a chassis dynamometer, selecting a specific working condition curve, and carrying out an energy flow test;
step four: and (5) carrying out a test according to a preset working condition, synchronously acquiring test signals, and analyzing and processing the efficiency and the energy consumption of each part based on the whole vehicle energy flow model in the step two.
9. The pure electric passenger vehicle energy flow testing method in the complex environment according to claim 8, wherein the whole vehicle energy flow model in the second step includes a power battery energy flow model, a motor energy flow model, a PTC energy flow model, a compressor energy flow model, a battery heat exchange capacity energy flow model and an in-vehicle heat exchange capacity energy flow model.
10. The pure electric passenger vehicle energy flow testing method in the complex environment according to claim 8, wherein the power battery energy flow model is as follows:
definition of Power Battery EbatterThe unit of the net output energy of the power battery is Kwh, Ebatter-outIs the output energy of the power battery and has the unit of Kwh, Ebatter-inThe unit of the recovered energy of the power battery is Kwh, then the net output energy of the power battery is:
Ebatter＝Ebatter-out+Ebatter-in
output energy E of power batterybatter-outIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
recovered energy E of power batterybatter-inIt can be calculated by the following formula:
in the formula t0The unit is s for the initial time of the test, t is a certain time in the test, and the voltage U of the power batterybatter,The unit is V; current of power battery IbatterThe unit is A, and the current output direction is defined as positive;
the motor energy flow model is as follows:
defining the motor Emoto as the net output energy of the motor, the unit is Kwh, Emoto-out is the output energy of the motor, the unit is Kwh, Emotor-in is the recovered energy of the motor, the unit is Kwh, then the net output energy of the motor is:
Emoto＝Emoto-out+Emoto-in
the output energy Emoto-out of the motor can be calculated by the following formula:
in the formula, t0 is the initial test time and has the unit of s, t is a certain time in the test, the unit of motor voltage Umoto is V, and the unit of motor current Imoto is A; defining the current output direction as positive;
the recovered energy Emoto-in of the motor is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of motor voltage Umoto is V, the unit of motor current Imoto is A, and the current output direction is defined as positive;
the PTC energy flow model is as follows:
defining EPTC as PTC net output energy with the unit of Kwh; the output energy EPTC of the PTC is calculated by the following formula:
in the formula, t0 is the initial test time, the unit is s, t is a certain time in the test, the unit of the motor voltage UPTC is V, the unit of the motor current IPTC is A, and the current output direction is defined as positive;
the energy flow model of the electric compressor is as follows:
defining Ecom as net output energy of the electric compressor, and the unit is Kwh; the output energy Ecom of the electric compressor is calculated by the following formula:
in the formula, t0 is the initial test time with the unit of s, t is a certain time in the test, the unit of motor voltage Ucom is V, and the unit of motor current Icom is A; the current output direction is defined as positive.
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