CN113984319A - Power battery multi-axis vibration universal test spectrum generation method - Google Patents
Power battery multi-axis vibration universal test spectrum generation method Download PDFInfo
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Abstract
The invention provides a method for generating a multi-axis vibration universal test spectrum of a power battery, which comprises four steps of road spectrum acquisition, road spectrum analysis and processing, road spectrum formulation and road spectrum use.
Description
Technical Field
The invention relates to the technical field of power battery performance testing, in particular to a multi-axis vibration universal test spectrum generation method for a power battery.
Background
In order to verify the durability of automobiles and parts thereof, road tests are often adopted to test the automobile and parts thereof. However, the road test has less resources, higher cost and larger influence by weather factors, and causes certain obstruction to the development of automobiles. Therefore, as a key part of an electric automobile, many automobile manufacturing enterprises currently use a multi-axis simulation vibration table capable of simulating real-automobile road surface excitation to perform durability test on the electric automobile. The multi-axis simulation vibration test of the power battery generally needs to acquire a real vehicle road spectrum according to the installation point of the power battery of a certain vehicle type, and iterates a test system based on the real vehicle road spectrum, so that the excitation of the power battery in the driving process of the electric vehicle can be reproduced. The advantage of adopting the multi-axis simulation shaking table to test the power battery is many, such as: the method has the advantages that the climate problem does not need to be considered, the day and night problem does not need to be considered, the invalid road spectrum of the transition road section can be cut off, and the like, so that the development time and the cost can be saved.
However, the current multi-axis vibration test method still has the following disadvantages:
(1) in order to simulate the vibration excitation of the real vehicle, the test system needs to be operated iteratively, so that the response generated by the excitation of the tested stand of the test sample tends to be consistent with the response generated by the excitation of the road surface during the running process of the real vehicle, the operation complexity is large, and professional staff is required to operate the operation.
(2) The current testing process is specific to the power battery of a single vehicle type, namely, the processes of real vehicle road spectrum acquisition, standardization processing, iteration and the like of the power battery are required to be completed independently in each test, so that the development period is very long.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the existing multi-shaft vibration test of the power battery, the method comprises the following steps: the invention provides a multi-axis vibration universal test spectrum generation method for a power battery, and solves the two problems of complex iterative operation, low efficiency and poor test spectrum universality.
The design idea of the invention is as follows: the power electric car is single in installation position and installation mode, concentrates on the lower portion of the car body, is connected with the car body through bolts, and has the condition of formulating unified power battery multi-axis test specifications. The principle is as follows: the power battery is connected with the vehicle body through multiple points, the road excitation is transmitted to the power battery through the connection point of the power battery and the vehicle body, the frequency of the road excitation is generally below 20Hz, and the frequency of the first-order bending vibration which has large influence on the dynamic performance of the vehicle body is close to 40Hz, so that the vehicle body can be defaulted to be close to the rigidity, and as the response acceleration acquired by sensors at different positions of the power battery has certain coupling, the closer the mounting point of a sample piece is to the rigid body, the response of each point position can be converged quickly and consistently during iteration. Because the power battery is directly connected with the bottom of the vehicle body, the influence of local vibration is hardly caused, and the fixture is reasonably designed to realize the universality of road spectrums among different vehicle types.
The technical scheme adopted for solving the technical problems is as follows: a multi-axis vibration universal test spectrum generation method for a power battery comprises the following steps:
step 1: road spectrum collection
Selecting an electric automobile of a certain automobile type, installing at least three-way acceleration sensors at different positions of an electric automobile battery pack, recording the corresponding relation between each three-way acceleration sensor and an automobile coordinate system, and then carrying out real-automobile strengthening bad road spectrum collection on the electric automobile to obtain initial road spectrums under different road conditions, wherein the initial road spectrums are acceleration-time spectrums; the three-way acceleration sensors can determine one surface and serve as a main measuring sensor, and the fourth and above three-way acceleration sensors serve as over-constraint sensors, so that the measuring accuracy is improved.
Step 2: road spectrum analysis and processing
Firstly, removing zero drift and burrs in an initial road spectrum, and filtering out interference signals above 200 Hz; then, cutting off the transition section involved in the initial road spectrum from the road spectrum; then, calculating a pseudo damage value of the initial road spectrum, and based on the pseudo damage value of the initial road spectrum, removing a part with a lower damage contribution value from the initial road spectrum, namely removing a part with a acceleration amplitude value less than or equal to 2% of a peak value in the initial road spectrum, thereby obtaining a target road spectrum;
and step 3: bench road spectrum making
Mounting a battery pack with the same type as the battery pack of the real vehicle in the step 1 on a clamp, wherein the fixing mode of the battery pack and the clamp is completely consistent with the fixing mode of the battery pack and the vehicle body, and then fixing the clamp on a six-degree-of-freedom vibration table to enable the distance between the center of the battery pack and the table top of the six-degree-of-freedom vibration table to be 20-35 cm; three-way acceleration sensors are arranged at least three positions of the table top of the six-degree-of-freedom vibration table, and the three positions are not on the same straight line; the three-way acceleration sensors can determine one surface, and the fourth and above three-way acceleration sensors are used as over-constraint, so that the measurement accuracy is improved.
Loading a driving normal to a six-degree-of-freedom vibration table, acquiring a response spectrum of the six-degree-of-freedom vibration table by adopting a three-way acceleration sensor, comparing the acquired response spectrum with a target road spectrum, adjusting the driving normal to make the response spectrum of the six-degree-of-freedom vibration table tend to the target road spectrum until the difference between the response spectrum of the six-degree-of-freedom vibration table and the RMS (Root Mean Square, effective value) value of the target road spectrum is within 5% -10%, recording the driving normal of the six-degree-of-freedom vibration table at the moment, and storing the driving normal on the six-degree-of-freedom vibration table as a final driving spectrum of the six-degree-of-freedom vibration table;
and 4, step 4: road spectrum use
When the battery pack of the vehicle type in the step 1 needs to be tested, the battery pack is installed on a six-degree-of-freedom vibration table according to the test requirement of the vehicle type, then the corresponding drive spectrum in the final drive spectrum is directly selected and loaded on the six-degree-of-freedom vibration table, and the six-degree-of-freedom vibration table plays the drive spectrum to simulate the road spectrum of different road conditions to test the battery pack.
In order to improve the accuracy of the final driving popularization, the method further comprises the following steps:
the method comprises the steps of 1-3, acquiring initial road spectrums by adopting other vehicle types, calculating a target road spectrum corresponding to each vehicle type, installing a battery pack of each vehicle type on a six-degree-of-freedom vibration table, obtaining a final driving standard when the six-degree-of-freedom vibration table is used for testing, and storing the final driving standard obtained by the different vehicle types on the six-degree-of-freedom vibration table, thereby forming a driving standard library. When the battery pack of a certain vehicle type needs to be tested, only the drive common in the drive common database needs to be called.
Further, the method also comprises a process of grading the driving general library, and the grading method comprises the following steps:
the RMS values of the response spectra corresponding to the final drive spectra are calculated and then ranked according to the RMS values, wherein,
RMS values in X, Y and Z directions are respectively more than 1.2 times of 0.64g, 0.45g and 0.5g and are A grade;
RMS values in X, Y and Z directions are respectively 0.8-1.2 times of 0.64g, 0.45g and 0.5g and are B grade;
RMS values in X, Y and Z directions are respectively 0.64g, 0.45g and 0.5g, and are respectively below 0.8 times of C grade;
when the battery pack is tested, the corresponding level is selected first, and then the corresponding drive standard under the level is selected, so that the testing efficiency is improved.
Specifically, in the step 1, four three-way acceleration sensors are mounted on a battery pack of the electric vehicle and are respectively located at 4 mounting points of the battery pack, namely the front left mounting point, the front right mounting point, the rear left mounting point and the rear right mounting point.
Specifically, four three-way acceleration sensors are mounted on the table top of the six-degree-of-freedom vibration table in the step 3 and are respectively positioned at the front left corner, the front right corner, the rear left corner and the rear right corner of the table top, and the distances from the three-way acceleration sensors to the center of the table top are the same.
Further, in step 3, an iterative method is adopted when the response spectrum of the six-degree-of-freedom vibration table tends to the target road spectrum, and the method specifically comprises the following steps:
step 3.1: preliminarily determining a road spectrum channel contained in a target road spectrum according to the target road spectrum, wherein the target road spectrum comprises a plurality of road spectrum channels, and setting parameters of the road spectrum channel needing iteration through a self-contained module Setup Pro of RPC software, wherein the parameters include but are not limited to channel names, signal types, signal units and signal ranges;
step 3.2: editing a target road spectrum through an Analyze Pro module of RPC software, wherein the method comprises the steps of increasing and decreasing the number of road spectrum channels in the step 1 by using a Channel extract tool, and filtering the road spectrum by using a Filter tool to enable the road spectrum to be in the working range of a six-degree-of-freedom vibration table;
step 3.3: performing system identification through a Model Pro of an RPC software self-contained module, and constructing a transfer function of a test system, wherein the test system comprises a battery pack, a clamp and a six-degree-of-freedom vibration table;
step 3.4: iteration of a target road spectrum is carried out through an RPC software self-contained module Simulane Pro:
(1) the Simulant Pro module gives an initial drive spectrum of the six-degree-of-freedom vibration table according to a transfer function constructed by the module Model Pro;
(2) obtaining an initial response spectrum of the six-degree-of-freedom vibration table by playing an initial drive spectrum;
(3) analyzing the difference between the initial response spectrum and the target road spectrum, and then adjusting the gain value of the interface of the Simulane Pro module to correct the transfer function to obtain a new drive spectrum, wherein the gain value is the gain value of the transfer function;
(4) playing a new drive spectrum again and obtaining a new response spectrum;
(5) and (4) repeatedly adjusting the gain value and playing the drive spectrum until the difference between the response spectrum of the six-freedom-degree vibration table and the RMS value of the target road spectrum is within 5-10%, and then obtaining the required final drive spectrum.
The invention has the beneficial effects that: the method comprises the steps of establishing a unified complete flow of the multi-axis test specification of the power battery, and developing and obtaining a unified rack drive spectrum through the method to avoid complex road spectrum development and iteration work. The invention not only successfully solves the problem of complicated six-axis vibration testing process of the power battery, but also solves the problem of universality of a six-axis testing spectrum of the power battery, realizes that the power battery enters a research, development and verification stage in advance, reduces the testing difficulty, improves the testing efficiency and reduces the research and development period.
Drawings
The invention is further illustrated by the following figures and examples.
FIG. 1 is a flow chart diagram of a multi-axis vibration universal test spectrum generation method for a power battery.
Fig. 2 is a schematic general plan view of a road of a salt city automobile test field in a middle steam center.
In the figure: t1-connecting path, T2-linear performance path, T3-external noise path, T4-linear braking path, T5-dynamic square, T6-comfortable path, T7-high speed loop, T8-strengthened durability path, T9-ramp and T10-dry control path.
Fig. 3 is a plan view of the reinforced durable road T8.
In the figure: 1.2-concrete patch road, 1.3-arched lane, 3.5-uniform wave road, 4.1-vibration road I, 4.2-concrete slab impact road, 4.3-fish scale pit road, 4.4-inclined lane, 6.1-Belgium road, 6.3-vibration road II, 6.4-long wave road 7.2-well cover road, 7.3-sawtooth road, 7.4-sine slope road, 7.5-cobblestone road, 9.1-irregular concrete road, 9.3-splashing road and 10.1-forest road.
FIG. 4 is a plan view of ramp T9.
Fig. 5 is a schematic diagram of the mileage and acceleration/deceleration driving program (clockwise driving) in each cycle of the first 9 cycles.
Detailed Description
The present invention will now be described in detail with reference to the accompanying drawings. This figure is a simplified schematic diagram, and merely illustrates the basic structure of the present invention in a schematic manner, and therefore it shows only the constitution related to the present invention.
As shown in fig. 1, the method for generating a multi-axis vibration universal test spectrum of a power battery of the invention comprises the following steps:
step 1: road spectrum collection
1. The method comprises the steps of selecting an electric automobile of a certain automobile type, installing at least three-way acceleration sensors at different positions of an electric automobile battery pack, installing four three-way acceleration sensors on the electric automobile battery pack in the embodiment, respectively locating 4 installation points of the battery pack in the front left, the front right, the back left and the back right, and recording the corresponding relation between each three-way acceleration sensor and an automobile coordinate system.
2. After the sensor is installed, acquiring a real-vehicle strengthened bad road spectrum of the electric vehicle to obtain an initial road spectrum under different road conditions, wherein the initial road spectrum is an acceleration-time spectrum.
The road conditions of the strengthened bad roads in different test sites are different, in this embodiment, the strengthened bad road spectrum is collected according to the test procedure of vehicle test site in salt city of central automobile and reliability driving test of electric vehicle (test), and each road is collected for 3 circles, so as to improve the accuracy of the collected road spectrum.
The contents of the "automobile test yard in salt city of China Central office and the reliable running test regulations of electric automobiles" (test) are as follows:
1. range of
The specification specifies the procedure for carrying out the reliability running test on the electric automobile product in the salt city automobile test field in the center of the middle steam.
The standard is suitable for various electric automobiles with the total mass not more than 5 tons.
2. Reference standard
GB/T5910-1998 automobile mass distribution
GB/T12678-1990 automobile reliability running test method
GB/T18384-2015 electric vehicle safety requirement
GB/T18385-2005 electric automobile power performance test method
GB/T18386-2005 electric automobile energy consumption rate and driving range test method
GB/T18388-2005 electric automobile shaping test rule
GB/T19750-2005 hybrid electric vehicle shaping test protocol
Technical conditions of GB/T28382-2012 pure electric passenger car
3. Test conditions
3.1 test road facility
The detail of the test road facilities is shown in a general plane schematic diagram of a test field road of a salt city automobile in the center of China Central China (Central China) shown in figure 2.
3.2 test sample car
The test sample vehicle is complete in equipment.
The test sample vehicle has good technical condition and meets the requirements of vehicle technical conditions.
3.3 test person
The test personnel should consist of test responsible, technical, motorist and repairman. The experimenter should correctly understand and master the protocol and perform the experiment operation according to the regulations. Training should be accepted for first-time departure personnel.
4. Experimental methods
4.1 vehicle classification:
the M1 electric vehicles with seats of 5 seats or below are A electric vehicles;
the electric vehicles of M1, M2 and N1 with seats larger than 5 and the electric vehicles of N2 with the total mass not exceeding 5 tons are B-type electric vehicles.
4.2 test conditions
a. Strengthening the endurance working condition: and forming a reinforced endurance condition test cycle according to the sequence of two circles of the high-speed loop → one large circle of the reinforced bad road → two circles of the standard ramp, wherein each test cycle is about 53 km. The various roads are circulated in the reinforced endurance condition test as shown in fig. 3, and the mileage distribution of the various roads is shown in table 1.
TABLE 1 Enhance durable working condition odometer for various roads
Strengthening the driving sequence of the large circle on the bad road:
the reinforced bad road 1 big circle comprises 5 times of I-type circulation and 1 time of II-type circulation, and the total is about 36km, wherein the bad road comprises 19km, and the common road surface is 17 km.
Type I circulation:
the road enters a 10# forest road (2100m) (25-40km/h) from a starting point (the entrance of the north rotary island) along the counterclockwise direction, and the road runs for a circle in the counterclockwise direction to enter a 1# road through the north rotary island. The concrete patch road (200m) (5-10km/h) and the arched vehicle road (90m) (30-35km/h) sequentially enter the southern roundabout.
And the soil enters a 9# road along the south rotary island in a counterclockwise direction, passes through an irregular concrete road (400m) (30-35km/h) and enters the north rotary island.
And the anti-clockwise direction enters a 3# path along the north rotary island, and enters the south rotary island through a uniform wave path (315m) (20-25 km/h).
And the river enters a 7# road along the south rotary island in a counterclockwise direction, and enters an entrance of the north rotary island through a well cover road (135m) (25-30km/h), a sawtooth road (140m) (25-30km/h), and a cobblestone road (240m) (15-20 km/h).
In the 5 th cycle of the type I, the mixture was passed through a No. 9 splash channel (50m) at a speed of 30 km/h.
Type II circulation:
the road enters a No. 4 road along the anticlockwise direction from a starting point (an inlet of a north rotary island), sequentially passes through a vibration road I (240m) (20-25km/h), a concrete slab impact road (180m) (40-45km/h), a fish scale pit road (100m) (35-40km/h) and an inclined lane (130m) (40-45km/h), and enters a south rotary island.
The anti-clockwise direction enters the No. 6 path along the south rotary island, and then enters the entrance of the north rotary island through a Belgium path (210m) (20-25km/h), a vibration path II (150m) (25-30km/h) and a long wave path (156m) (45-50km/h) in sequence.
The ramp driving sequence:
as shown in FIG. 4, after entering the ramp road gate, the left turn runs clockwise along the edge of the road, runs upwards along a 10% slope winding road, runs downwards from a 20% slope, and performs parking braking once in the process of going downwards. Then go up the slope from 15% slope, go to the central position to brake and stop, take off the slope to the top of the slope after 2s, then go down the slope from 18% slope. After completion, the user turns right and repeats the ramp test.
b. The working condition of the flat road is as follows: the method is carried out on a high-speed loop, and the high-speed loop runs at the speed of 60-80 km/h, and is accelerated and decelerated normally in the running process.
c. The speed change working condition is as follows:
the endurance condition test is carried out on a high-speed loop, and the driving mileage meets the following driving specification, as shown in FIG. 5;
the test specification consists of 11 cycles, and the driving mileage of each cycle is 7.85 km;
in the first 9 cycles, the vehicle was stopped 4 times midway through each cycle, idling for 15s each;
normal acceleration and deceleration;
in the middle of each cycle, 5 times of speed reduction is carried out, the speed of the vehicle is reduced to 30km/h from the maximum speed of the cycle, and then the vehicle is gradually accelerated to the maximum speed of the cycle;
the 10 th cycle, the vehicle accelerates from the 0km/7.85km point to 90km/h with maximum acceleration, then keeps running at equal speed at 90km/h (if the highest vehicle speed is less than 90km/h, then runs at the highest vehicle speed), and normally uses the brake before 0km/7.85km until the vehicle stops at 0km/7.85 km;
the 11 th cycle, the vehicle accelerates from the 0km/7.85km point to the maximum speed of the cycle with the maximum acceleration (if the maximum speed is greater than 120km/h, then runs at 120 km/h), and when the cycle is half the mileage, the brake is normally used until the vehicle stops, then the vehicle is idled for 15s, then the vehicle accelerates to the maximum speed of the cycle for the second time (if the maximum speed is greater than 120km/h, then runs at 120 km/h), and the brake is normally used before 0km/7.85km until the vehicle stops at 0km/7.85 km;
the specification is then restarted and the maximum vehicle speed for each cycle is shown in table 2.
TABLE 2 maximum vehicle speed per cycle
| Circulation of | Circulating maximum vehicle speed km/h | Circulation of | Circulating maximum vehicle speed km/h |
| 1 | 65 | 7 | 55 |
| 2 | 50 | 8 | 70 |
| 3 | 65 | 9 | 55 |
| 4 | 65 | 10 | 90/ |
| 5 | 55 | 11 | Maximum vehicle speed/120 |
| 6 | 50 |
4.3 test mileage
The total mileage of a 4.3.1A-type electric vehicle and a modified vehicle in a reliability test is 15000km, wherein the total mileage is 2000km for a reinforced bad road, 8000km for a flat road and a high road and 5000km for a durable working condition. The total mileage of a B-type electric vehicle reliability test is 15000km, wherein a reinforced bad road is 5250km, and an open road and a highway are 9750 km.
4.3.2B type electric vehicles are modified on the basis of the existing electric vehicles, the main assemblies (a battery system, a motor and a control system thereof, a vehicle-mounted charging system and the like) of the vehicles are not replaced more than two, the total mileage of a reliability test is 5000km, wherein a strengthened bad road is 1750km, and a flat road and a high road are 3250 km; and if the number of the replacement is more than two, the total mileage of the reliability test is 15000km, wherein a damaged road is strengthened by 5250km, and an open road and a high road are strengthened by 9750 km.
4.4 test procedure
The 4.4.1A-type electric vehicle reliability test consists of three parts, namely a strengthened endurance working condition test, a flat road working condition test and a speed change working condition test. Firstly, carrying out about 105 cycles of the strengthened endurance condition test (about 2000km bad road and 3600km flat road), carrying out about 4300km flat road condition test on the high-speed loop after all the strengthened endurance condition tests are finished, and finally carrying out 5000km variable speed condition test on the high-speed loop according to appendix B.
4.4.2 the class B electric vehicle, subjected to the 15000km reliability test, travels for about 275 cycles of enhanced endurance conditions (about 5250km bad road and 9750km flat road); the B-type electric vehicle subjected to the 5000km reliability test runs for about 92 cycles of enhanced endurance conditions (about 1750km of bad road and 3250km of flat road).
5. Load(s)
5.1 vehicle model with total mileage over 5000 kilometers
Front 1/2 enhanced endurance conditions are according to half load loading;
rear 1/2 enhanced endurance operating conditions according to full load;
loading the road under the open road condition according to no load;
the speed change operating condition is according to no-load loading.
5.2 vehicle model with total mileage less than or equal to 5000 kilometers
All according to full load.
6 others
In the whole reliability test process, testers should strictly comply with the requirements of driving and safety regulations of salt city test yards to perform tests.
7 evaluation of reliability
7.1 failure statistical analysis;
7.2 average first failure Mileage (MTTFF)
7.3 mean time between failure Mileage (MTBF)
7.4 mean time to failure Maintenance (MTTR)
7.5 validation (A).
Step 2: road spectrum analysis and processing
1. For the acquired acceleration-time spectrum, firstly, zero drift in the acquired initial road spectrum is removed by a Remove offset tool in RPC (remote parameter control) software, burrs in the initial road spectrum are removed by a Filter tool, and interference signals above 200Hz are filtered.
2. The transition sections involved in the initial road spectrum are truncated from the road spectrum by the Cut tool in the RPC software.
3. Calculating a pseudo Damage value of the initial road spectrum by a Damage Time History tool in RPC software, and based on the pseudo Damage value of the initial road spectrum, removing a part of the road spectrum with lower Damage contribution from the initial road spectrum by using a Cut tool in the RPC software, namely removing a part of the initial road spectrum with the acceleration amplitude less than or equal to 2% of the peak value, thereby obtaining a target road spectrum.
And step 3: bench road spectrum making
1. And (2) mounting the battery pack with the same type as the battery pack of the actual vehicle in the step (1) on a clamp (the first-order resonance frequency of the clamp is required to be higher than 40Hz), fixing the battery pack and the clamp in a manner completely consistent with that of the battery pack and the vehicle body, fixing the clamp on a six-freedom-degree vibration table, and designing the clamp to enable the distance between the center of the battery pack and the table top of the six-freedom-degree vibration table to be 20-35 cm. The structure of the clamp capable of achieving the distance is not limited to a certain structure, and any clamp structure may be used as long as the rigid connection and the distance requirement are met, and therefore, the structure of the clamp is not particularly limited herein.
2. Three-way acceleration sensors are arranged at least three positions of the table top of the six-degree-of-freedom vibration table, and the three positions are not on the same straight line; the three-way acceleration sensors can determine one surface, and the fourth and above three-way acceleration sensors are used as over-constraint, so that the measurement accuracy is improved.
Preferably, four three-way acceleration sensors are mounted on the table top of the six-degree-of-freedom vibration table and located at the front left corner, the front right corner, the rear left corner and the rear right corner of the table top respectively, the three-way acceleration sensors are the same in distance from the center of the table top, the three-way acceleration sensors are distributed as far as possible, in the embodiment, the size of the table top of the six-degree-of-freedom vibration table is 2m × 2m, and the three-way acceleration sensors are located at positions close to 1m in the length and width directions from the center respectively.
3. Obtaining gantry drive Pups by iteration
Step 3.1: preliminarily determining a road spectrum channel contained in a target road spectrum according to the target road spectrum, wherein the target road spectrum comprises a plurality of road spectrum channels, and setting parameters of the road spectrum channel needing iteration through a self-contained module Setup Pro of RPC software, wherein the parameters include but are not limited to channel names, signal types, signal units and signal ranges;
step 3.2: editing a target road spectrum through an Analyze Pro module of RPC software, wherein the method comprises the steps of increasing and decreasing the number of road spectrum channels in the step 1 by using a Channel extract tool, and filtering the road spectrum by using a Filter tool to enable the road spectrum to be in the working range of a six-degree-of-freedom vibration table;
step 3.3: performing system identification through a Model Pro of an RPC software self-contained module, and constructing a transfer function of a test system, wherein the test system comprises a battery pack, a clamp and a six-degree-of-freedom vibration table;
step 3.4: iteration of a target road spectrum is carried out through an RPC software self-contained module Simulane Pro:
(1) the Simulant Pro module gives an initial drive spectrum of the six-degree-of-freedom vibration table according to a transfer function constructed by the module Model Pro;
(2) obtaining an initial response spectrum of the six-degree-of-freedom vibration table by playing an initial drive spectrum;
(3) analyzing the difference between the initial response spectrum and the target road spectrum, and then adjusting the gain value of the interface of the Simulane Pro module to correct the transfer function to obtain a new drive spectrum, wherein the gain value is the gain value of the transfer function;
(4) playing a new drive spectrum again and obtaining a new response spectrum;
(5) and (4) repeatedly adjusting the gain value and playing the drive spectrum until the difference between the response spectrum of the six-freedom-degree vibration table and the RMS value of the target road spectrum is within 5-10%, and then obtaining the required final drive spectrum. Because the vibration requirements of the battery packs of different vehicle types are different, the maximum allowable difference between the RMS values of the response spectrum and the target road spectrum is different, and the maximum allowable difference according to the test experience is generally in the range of 5% -10%, so that the test requirements can be met as long as the difference between the RMS values of the response spectrum and the target road spectrum of the vehicle type is within the allowable maximum difference value, for example: the maximum difference value between the RMS of the response spectrum allowed by a certain vehicle type and the target road spectrum is 7%, so long as the difference between the RMS of the response spectrum of the six-degree-of-freedom vibration table and the RMS of the target road spectrum is less than or equal to 7%.
4. Get drive general library
The method comprises the steps of 1-3, acquiring initial road spectrums by adopting other vehicle types, calculating a target road spectrum corresponding to each vehicle type, installing a battery pack of each vehicle type on a six-degree-of-freedom vibration table, obtaining a final driving standard when the six-degree-of-freedom vibration table is used for testing, and storing the final driving standard obtained by the different vehicle types on the six-degree-of-freedom vibration table, thereby forming a driving standard library.
5. Driving the general library hierarchy
Sequentially playing the driving pugs in the driving pug library, measuring a response spectrum corresponding to each driving pug by four three-way acceleration sensors on a six-degree-of-freedom vibration table, and then grading the response spectrum, wherein the grading method comprises the following steps:
the RMS values of the response spectra corresponding to the final drive spectra are calculated and then ranked according to the RMS values, wherein,
RMS values in X, Y and Z directions are respectively more than 1.2 times of 0.64g, 0.45g and 0.5g and are A grade;
RMS values in X, Y and Z directions are respectively 0.8-1.2 times of 0.64g, 0.45g and 0.5g and are B grade;
RMS values in X, Y and Z directions are respectively 0.64g, 0.45g and 0.5g, and are respectively below 0.8 times of C grade;
when the battery pack is tested, the corresponding level is selected first, and then the corresponding drive standard under the level is selected, so that the testing efficiency is improved.
And 4, step 4: road spectrum use
When a battery pack of a certain vehicle type needs to be tested, the battery pack is installed on a six-degree-of-freedom vibration table according to the testing requirement of the vehicle type, then the corresponding grade of the battery pack of the vehicle type is determined, a drive spectrum is selected from the corresponding grade and loaded on the six-degree-of-freedom vibration table, and the six-degree-of-freedom vibration table plays the drive spectrum to simulate the road spectrum of different road conditions to test the battery pack.
The method can be used for six-axis vibration research, development and verification tests of the power battery in the development stage, and can test the key part of the battery without sample vehicle molding because a standard test flow can be formed, thereby greatly shortening the development period and reducing the admission threshold of six-axis verification of the battery.
In light of the foregoing description of preferred embodiments in accordance with the invention, it is to be understood that numerous changes and modifications may be made by those skilled in the art without departing from the scope of the invention. The technical scope of the present invention is not limited to the contents of the specification, and must be determined according to the scope of the claims.
Claims (6)
1. A power battery multi-axis vibration universal test spectrum generation method is characterized by comprising the following steps: the method comprises the following steps:
step 1: road spectrum collection
Selecting an electric automobile of a certain automobile type, installing at least three-way acceleration sensors at different positions of an electric automobile battery pack, recording the corresponding relation between each three-way acceleration sensor and an automobile coordinate system, and then carrying out real-automobile strengthening bad road spectrum collection on the electric automobile to obtain initial road spectrums under different road conditions, wherein the initial road spectrums are acceleration-time spectrums;
step 2: road spectrum analysis and processing
Firstly, removing zero drift and burrs in an initial road spectrum, and filtering out interference signals above 200 Hz; then, cutting off the transition section involved in the initial road spectrum from the road spectrum; then, calculating a pseudo damage value of the initial road spectrum, and based on the pseudo damage value of the initial road spectrum, removing a part with a lower damage contribution value from the initial road spectrum, namely removing a part with a acceleration amplitude value less than or equal to 2% of a peak value in the initial road spectrum, thereby obtaining a target road spectrum;
and step 3: bench road spectrum making
Mounting a battery pack with the same type as the battery pack of the real vehicle in the step 1 on a clamp, wherein the fixing mode of the battery pack and the clamp is completely consistent with the fixing mode of the battery pack and the vehicle body, and then fixing the clamp on a six-degree-of-freedom vibration table to enable the distance between the center of the battery pack and the table top of the six-degree-of-freedom vibration table to be 20-35 cm; three-way acceleration sensors are arranged at least three positions of the table top of the six-degree-of-freedom vibration table, and the three positions are not on the same straight line;
loading a drive spectrum on a six-degree-of-freedom vibration table, acquiring a response spectrum of the six-degree-of-freedom vibration table by adopting a three-way acceleration sensor, comparing the acquired response spectrum with a target road spectrum, adjusting the drive spectrum to make the response spectrum of the six-degree-of-freedom vibration table tend to the target road spectrum until the difference between the response spectrum of the six-degree-of-freedom vibration table and the RMS value of the target road spectrum is within 5% -10%, recording the drive spectrum of the six-degree-of-freedom vibration table at the moment, and storing the drive spectrum as a final drive spectrum of the six-degree-of-freedom vibration table on the six-degree-of-freedom vibration table;
and 4, step 4: road spectrum use
When the battery pack of the vehicle type in the step 1 needs to be tested, the battery pack is installed on a six-degree-of-freedom vibration table according to the test requirement of the vehicle type, then the corresponding drive spectrum in the final drive spectrum is directly selected and loaded on the six-degree-of-freedom vibration table, and the six-degree-of-freedom vibration table plays the drive spectrum to simulate the road spectrum of different road conditions to test the battery pack.
2. The power battery multi-axis vibration universal test spectrum generation method as claimed in claim 1, wherein: in order to improve the accuracy of the final driving popularization, the method further comprises the following steps:
the method comprises the steps of 1-3, acquiring initial road spectrums by adopting other vehicle types, calculating a target road spectrum corresponding to each vehicle type, installing a battery pack of each vehicle type on a six-degree-of-freedom vibration table, obtaining a final driving standard when the six-degree-of-freedom vibration table is used for testing, and storing the final driving standard obtained by the different vehicle types on the six-degree-of-freedom vibration table, thereby forming a driving standard library.
3. The power battery multi-axis vibration universal test spectrum generation method as claimed in claim 2, wherein: the method also comprises a process of grading the driving general library, and the grading method comprises the following steps:
the RMS values of the response spectra corresponding to the final drive spectra are calculated and then ranked according to the RMS values, wherein,
RMS values in X, Y and Z directions are respectively more than 1.2 times of 0.64g, 0.45g and 0.5g and are A grade;
RMS values in X, Y and Z directions are respectively 0.8-1.2 times of 0.64g, 0.45g and 0.5g and are B grade;
RMS values in X, Y and Z directions are respectively 0.64g, 0.45g and 0.5g, and are respectively below 0.8 times of C grade;
when the battery pack test is carried out, the corresponding level is selected, and then the corresponding drive standard under the level is selected.
4. The power battery multi-axis vibration universal test spectrum generation method as claimed in claim 1, wherein: in the step 1, four three-way acceleration sensors are installed on a battery pack of the electric automobile and are respectively positioned at 4 installation points of the battery pack, namely the left front installation point, the right front installation point, the left rear installation point and the right rear installation point.
5. The power battery multi-axis vibration universal test spectrum generation method as claimed in claim 1, wherein: and 3, mounting four three-way acceleration sensors on the table top of the six-degree-of-freedom vibration table, wherein the four three-way acceleration sensors are respectively positioned at the front left corner, the front right corner, the rear left corner and the rear right corner of the table top, and the distances from the three-way acceleration sensors to the center of the table top are the same.
6. The power battery multi-axis vibration universal test spectrum generation method as claimed in claim 1, wherein: in step 3, an iteration method is adopted when the response spectrum of the six-degree-of-freedom vibration table tends to a target road spectrum, and the method specifically comprises the following steps:
step 3.1: preliminarily determining a road spectrum channel contained in a target road spectrum according to the target road spectrum, and setting parameters of the road spectrum channel needing iteration through a self-contained module Setup Pro of RPC software, wherein the parameters comprise a channel name, a signal type, a signal unit and a signal range;
step 3.2: editing a target road spectrum through an Analyze Pro module of RPC software, wherein the method comprises the steps of increasing and decreasing the number of road spectrum channels in the step 1 by using a Channel extract tool, and filtering the road spectrum by using a Filter tool to enable the road spectrum to be in the working range of a six-degree-of-freedom vibration table;
step 3.3: performing system identification through a Model Pro of an RPC software self-contained module, and constructing a transfer function of a test system, wherein the test system comprises a battery pack, a clamp and a six-degree-of-freedom vibration table;
step 3.4: iteration of a target road spectrum is carried out through an RPC software self-contained module Simulane Pro:
(1) the Simulant Pro module gives an initial drive spectrum of the six-degree-of-freedom vibration table according to a transfer function constructed by the module Model Pro;
(2) obtaining an initial response spectrum of the six-degree-of-freedom vibration table by playing an initial drive spectrum;
(3) analyzing the difference between the initial response spectrum and the target road spectrum, and then adjusting the gain value of the interface of the Simulane Pro module to correct the transfer function to obtain a new drive spectrum, wherein the gain value is the gain value of the transfer function;
(4) playing a new drive spectrum again and obtaining a new response spectrum;
(5) and (4) repeatedly adjusting the gain value and playing the drive spectrum until the difference between the response spectrum of the six-freedom-degree vibration table and the RMS value of the target road spectrum is within 5-10%, and then obtaining the required final drive spectrum.
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