CN114113822A - Electric automobile whole vehicle control strategy joint debugging comprehensive test device and test method thereof - Google Patents
Electric automobile whole vehicle control strategy joint debugging comprehensive test device and test method thereof Download PDFInfo
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Abstract
The invention discloses a comprehensive test device for the whole vehicle control strategy joint debugging of an electric vehicle, which comprises a counter-dragging rack system, a battery management system, a power distribution system, an alternating current and direct current charging system for charging a power battery pack, a whole vehicle control system and a water cooling circulation system for radiating the test device, wherein the battery management system is connected with the power distribution system through a water cooling circulation system; corresponding test methods are also disclosed; the system can simulate various actual operating conditions by adopting physical control, the system is closer to the actual state, and the deviation between the debugged control strategy and the actual operation is smaller and is an important reference before the on-board test of the whole vehicle control strategy; the test safety factor is high, the disassembly and the assembly are convenient, the test equipment can be conveniently added at any time, developers can conveniently concentrate on the development and the optimization of the control strategy, the comprehensive utilization rate of the test system is improved, the verification time of the whole vehicle electric control unit is shortened, and the period of the whole vehicle development is reduced.
Description
Technical Field
The invention relates to the field of automobile tests of ferrule joints, in particular to a comprehensive test device and a test method for whole automobile control strategy joint debugging of an electric automobile.
Background
With the more and more outstanding energy and environmental problems, new energy automobiles are also gradually valued by more and more countries and people. The control strategy of the vehicle control unit serving as a key part of the new energy vehicle is particularly important, and the advantages and disadvantages of the control strategy are related to aspects of safety, energy conservation, comfort and the like of the vehicle. Therefore, in the development process of the whole vehicle control strategy, in order to reduce the frequency of problems and correction in a sample vehicle as much as possible and shorten the development cycle of the whole vehicle control, before the sample vehicle test, whether the whole vehicle control strategy meets the design requirements or not needs to be verified in advance by testing on a test platform basically consistent with the sample vehicle.
In the prior art, after each part completes the corresponding functional performance test, the traditional scheme of the whole vehicle control strategy is to perform the test loading of a sample vehicle in the sample vehicle to verify the actual control effect after the hardware is in a ring test system.
The verification of the whole vehicle control strategy on the sample vehicle has the following problems:
1. the road test is carried out on the sample car before the system is not stable, so that the danger in the aspect of safety is easy to appear;
2. the trial production of the whole vehicle sample is influenced by various factors such as installation layout, installation space, vibration, reliability and the like, the trial assembly period is long, and the difficulty in replacing experimental accessories is high, so that the system is not optimized and adapted quickly;
3. the development and debugging environment is complex, and the development work of a developer for concentrating on a control strategy and the like is not facilitated due to the limitation of the tested equipment and the test environment.
Disclosure of Invention
The invention aims to solve the problems that in the prior art, the verification of the whole vehicle control strategy on a sample vehicle is unsafe, the trial assembly period is long, the difficulty in replacing experimental accessories is high, the system optimization and adaptation are not facilitated to be rapidly carried out, and the control strategy is not facilitated to be absorbed by developers.
The technical scheme adopted by the invention is as follows: a comprehensive test device for the whole vehicle control strategy joint debugging of an electric vehicle comprises a pair-dragging rack system, a battery management system, a power distribution system, an alternating current and direct current charging system for charging a power battery pack, a whole vehicle control system and a water cooling circulation system for radiating the test device;
the counter-dragging rack system comprises a four-quadrant driver, an electric dynamometer, a torque/rotating speed sensor, a gearbox, a motor controller and a supporting platform, wherein the four-quadrant driver is connected with the electric dynamometer through a first power line and an encoder signal line; the supporting platform is used for supporting the electric dynamometer, the torque/rotating speed sensor, the gearbox and the tested motor;
A. the four-quadrant driver is powered by a power grid and used for driving the electric dynamometer to work, the rotating speed and the torque of the electric dynamometer can be controlled during electric operation, and electric energy generated by the electric dynamometer is fed back to the power grid during feeding;
B. the electric dynamometer is mechanically connected with a torque rotating speed sensor and an output shaft of a motor (+ gearbox) through a transmission shaft;
C. the torque and rotating speed sensor measures the current torque and rotating speed;
D. the gearbox converts the high rotating speed and low torque of the driving motor into low rotating speed and high torque, and simulates the actual working condition that the vehicle-mounted driving motor is provided with the gearbox;
E. the motor controller drives the motor to operate, and the input and output voltage, the input and output current, the motor rotating speed and the steering, the motor torque, the motor and the controller temperature parameters of the motor controller are transmitted to the whole vehicle control system through CAN communication.
The battery management system comprises a power battery pack and a BMS (battery management system), wherein the power battery pack is connected with a high-voltage power distribution unit of the power distribution system through a fifth power line, and the BMS is connected with the high-voltage power distribution unit through a CAN1 communication line;
the power battery pack is an energy source of a motor controller and a storage battery, is a power source for simulating an electric automobile and consists of a plurality of battery monomers.
Since the battery cells have variability, the BMS is required for management. The BMS collects the voltage and the temperature of each electric core of each battery monomer, and simultaneously collects the output current of the power battery pack, so that the charging and discharging and active balance control of the power battery pack are realized. The BMS transmits a total output (or input) current of the power battery pack, a voltage of each battery cell, a temperature, and a remaining capacity SOC signal, a charge (or discharge) ready (or completion) signal of the battery pack to the vehicle control system through CAN communication.
The power distribution system comprises a high-voltage power distribution unit, a DC/DC converter and a storage battery, wherein the high-voltage power distribution unit is connected with the DC/DC converter through a third power line and a CAN2 communication line, the DC/DC converter is connected with the storage battery through a power line, and the high-voltage power distribution unit is also connected with the motor controller through a fourth power line and a CAN3 communication line;
the high-voltage distribution unit mainly comprises various relays, and the whole vehicle control system controls the on and off of the relays through I/O signals, so that the charging and discharging of a battery and the electrifying operation of a motor controller and a DC/DC converter are realized.
The DC/DC converter is a device for converting high-voltage electricity into 12-14V, and is mainly used for providing power for low-voltage signals of a whole vehicle control system, a battery management system, a towing rack system and an alternating current/direct current charging system besides charging a storage battery, so that the isolation from the high-voltage electricity is realized, the safety of equipment and personnel is guaranteed, and the reliability of the system is improved. The DC/DC converter transmits output voltage and converter temperature signals to a whole vehicle control system through CAN communication.
The voltage of the storage battery is generally 12-14V, and the storage battery is used for providing power for the whole vehicle controller when the whole test device is stopped and restarted, so that the normal operation of the whole vehicle control system is guaranteed.
The alternating current-direct current charging system comprises a direct current charging pile, an alternating current charging pile and a vehicle-mounted charger, wherein the direct current charging pile is connected with the high-voltage power distribution unit through a national standard direct current charging interface, the alternating current charging pile is connected with the vehicle-mounted charger through a national standard alternating current charging interface, and the vehicle-mounted charger is connected with the high-voltage power distribution unit through a six-number power line and a CAN communication line;
the direct current fills electric pile and provides 100 ~ 300A's charging current, belongs to and fills the device soon. The power battery pack is rapidly charged according to GBT27930-2015 communication protocol between the electric vehicle non-vehicle-mounted conductive charger and the battery management system, and the communication protocol with the BMS charging system is according to GBT27930-2015 communication protocol between the electric vehicle non-vehicle-mounted conductive charger and the battery management system. Charging principle: after the charging interface is successfully handshake, the direct current charging pile (or the vehicle-mounted charger) exchanges information with the BMS through CAN communication, the BMS informs the whole vehicle controller of the readiness of charging through CAN communication, the whole vehicle controller controls a relevant relay to be closed through an I/O signal to start charging, and the charging current is controlled by the BMS; and after the charging is finished, the BMS informs the vehicle control unit that the charging is finished through CAN communication, the vehicle control unit controls the relevant relay to be disconnected through an I/O signal, and the charging is finished.
The alternating-current charging stake generally can provide 20 ~ 50A's charging current, belongs to and fills the device concrete standard slowly and see GB/T20243.2-2015 connecting device for electric automobile conduction charging part 2: and (4) an alternating current charging interface. .
The vehicle-mounted charger is used for converting an alternating current signal input by the alternating current charging pile into a direct current signal to charge the power battery pack.
The whole vehicle control system comprises a whole vehicle controller, an accelerator pedal, a brake pedal, an instrument, a gear device and a one-key start-stop device, wherein the whole vehicle controller is connected with the high-voltage power distribution unit through an I/C signal interface and a CAN1/CAN2 communication line; the whole vehicle controller is connected with an accelerator pedal, a brake pedal, an instrument, a gear device and a one-key start-stop device through signal wires;
the CAN bus of the joint debugging comprehensive test device is composed of three sub-networks, a topological diagram is shown in fig. 4, a battery management system and a vehicle-mounted charger are connected to the CAN1 in a hanging mode, a DC/DC converter and an instrument are connected to the CAN2 in a hanging mode, a motor controller is connected to the CAN3 in a hanging mode, and the transmission rate is 250 kbps.
The supporting platform comprises a cast iron platform, a first supporting seat, a second supporting seat and a third supporting seat, wherein the first supporting seat, the second supporting seat and the third supporting seat are fixedly arranged on the upper end face of the cast iron platform, and the upper ends of the first supporting seat, the second supporting seat and the third supporting seat respectively support an electric dynamometer, a torque/rotating speed sensor and a tested motor.
The water cooling circulation system comprises a water tank, a circulating water pipe connected with the water tank and a water cooling and heat dissipation pipeline arranged on a motor controller, a DC/DC converter and a vehicle-mounted charger, wherein a stop valve, a water pump, a pressure sensor, a temperature sensor, a flow sensor and a heat dissipation unit are arranged on the circulating water pipe.
The whole water circulation route is as follows: water tank-stop valve-water pump-flow sensor-motor controller-DC/DC converter-vehicle charger-motor-heat dissipation unit-water tank.
The test method of the electric vehicle control strategy joint debugging comprehensive test device comprises a vehicle control function test, a motor control performance test, a battery performance test, a charging function test and a water cooling function test.
Further, the whole vehicle control function test comprises the following steps:
step S1: pressing a key to start and stop, observing an instrument interface, testing whether functions of a system self-check, fault detection, system starting, high-voltage power on and off, total battery voltage/current detection, single voltage, single temperature, motor state and the like are normal or not;
step S2: operating the gear engaging devices to be respectively in R/N/D, observing gear state display of the instrument, motor driving preparation and the like;
step S3: operating the gear engaging device to be in a D gear, rotating the accelerator pedal to simulate a knob to test the no-load acceleration condition of the motor, and rotating the brake pedal to simulate a button to test the deceleration condition of the motor;
step S4: inserting a national standard direct current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like;
step S5: and inserting a national standard alternating current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like.
Further, the motor control performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the motor is tested in a no-load mode, the dynamometer is disconnected from the coupling of the tested motor, the mode selection switch is rotated to enable the controller to be in a rotating speed mode, the accelerator pedal is rotated to simulate the knob to set a lower no-load rotating speed, visual inspection and hearing are carried out, and the motor is flexibly and uniformly rotated without any noise;
step S3: testing the highest rotating speed of the motor, connecting a power analyzer testing device, rotating a driving mode selection switch to enable a controller to be in a rotating speed mode, rotating an accelerator pedal simulation knob and setting the maximum rotating speed, reading the no-load rotating speed of the motor, the no-load bus current and the motor winding temperature by the power analyzer, and observing that the temperature does not have abnormal rapid rise;
step S4: operating the gear engaging device to be in the R gear, reversely rotating the controller, and repeating the step 3 to record test data;
step S5: and (4) performing overspeed test, wherein after the motor runs at a low speed for a period of time to ensure that the motor bearing is lubricated uniformly, the motor to be tested is controlled to run stably to 1.2 times of the highest working speed, and no-load running is not less than 2min at the rotating speed point. Observing whether the noise and the temperature rise exist;
step S6: working voltage range testing, namely testing the maximum working torque recording stable rotating speed and torque numerical values under different working voltages at the positions where the direct current bus voltage is set to be the maximum working voltage and the minimum working voltage respectively, and drawing a rotating speed-torque characteristic curve;
step S7: testing torque-rotating speed-efficiency characteristics, namely setting direct current bus voltage as rated voltage, using a dynamometer as a load, respectively setting a plurality of rotating speed points of the rotating speed of a motor from the lowest rotating speed to the highest rotating speed, setting a plurality of torque points on each rotating speed point, testing direct current bus current, alternating current voltage, alternating current and power factor parameters, and drawing a motor rotating speed-torque-efficiency MAP;
step S8: and (3) testing locked rotor torque, setting the voltage of a direct current bus as rated voltage, blocking a motor rotor, rotating an accelerator pedal simulation knob to set locked rotor torque, and recording the locked rotor torque and locked rotor time.
Further, the battery performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the rotation driving mode selection switch enables the controller to be in a rotation speed mode driving state, and the dynamometer is set to work under the conditions of different load powers;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and rotating the brake pedal simulation knob to enable the tested motor to work in energy recovery states with different torques/powers;
step S4: and repeating the steps S2 and S3, observing the voltage, the temperature and the equilibrium state of the single battery, and testing the charging/discharging capacity, the temperature rise, the estimation accuracy of the SOC of the battery and the effectiveness of the equilibrium algorithm of the battery management system.
Further, the charging function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the method comprises the following steps of (1) testing a national standard direct current quick charging function, inserting a direct current national standard charging gun, observing charging confirmation detection display, a charging handshake protocol communication state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing a charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions;
step S3: and testing the national standard alternating current slow charging function, inserting an alternating current charging gun, observing charging confirmation detection display, a charging handshake state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing the charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions.
Further, the water cooling function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and an accelerator pedal simulation knob to rotate so that the tested motor works in a driving state with different torques/powers to continuously work;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and a brake pedal simulation knob to rotate so that the tested motor works in energy recovery states with different torques/powers to continuously work;
step S4: setting different water pump flow and cooling fan duty ratio adjusting curves;
step S5: repeating the steps S2-S4, and observing the system temperature rise and the cooling liquid temperature rise under various working conditions; and obtaining a proper calibration quantity of the control parameters of the cooling circuit through testing.
In general, compared with the prior art, the above technical solution contemplated by the present invention can achieve the following beneficial effects:
(1) the integrated test device for the whole vehicle control strategy joint debugging of the electric vehicle adopts the mutual cooperation of hardware object and software control, highly simulates the actual working condition of the whole vehicle, compared with a hardware-in-loop simulation system at an earlier stage, the whole system can simulate various actual operating working conditions by adopting object control, the system is closer to the actual state, the deviation between the debugged control strategy and the actual operating condition is smaller, and the integrated test device is an important reference before the vehicle-on test of the whole vehicle control strategy.
(2) Compared with the test on a sample car, the electric automobile vehicle control strategy joint debugging comprehensive test device has the advantages of high test safety coefficient, convenience in disassembly and assembly, convenience in increasing test equipment at any time, and convenience for developers to concentrate on development and optimization of control strategies.
(3) The invention discloses a comprehensive test device for the whole vehicle control strategy joint debugging of an electric vehicle, which integrates a counter-towing rack system, a battery management system, a power distribution system, an alternating current and direct current charging system and a whole vehicle control system. The method can be used for verifying the functionality and the reliability of the control strategy of the whole vehicle controller, can also verify the control precision and the performance of the motor controller, the charge-discharge characteristics of the battery and other contents, is practical and feasible, is convenient to use and complete in function, improves the comprehensive utilization rate of a test system, shortens the verification time of the electric control unit of the whole vehicle, and reduces the development period of the whole vehicle.
Drawings
FIG. 1 is a diagram of an integral platform frame according to a preferred embodiment of the present invention;
FIG. 2 is an exploded pictorial illustration of FIG. 1;
FIG. 3 is a block diagram of a water cooling cycle system according to a preferred embodiment of the present invention;
FIG. 4 is a CAN communication topology diagram of a detachable locking structure according to a preferred embodiment of the present invention;
in the figure, 1-a pair of towing platform systems, 11-a four-quadrant driver, 12-an electric dynamometer, 13-a torque/rotating speed sensor, 14-a gearbox, 15-a motor controller, 16-a supporting platform, 16 a-a cast iron platform, 16 b-a first supporting seat, 16 c-a second supporting seat, 16 d-a third supporting seat, 2-a battery management system, 21-a power battery pack, 22-a BMS, 3-a power distribution system, 31-a high-voltage power distribution unit, 32-a DC/DC converter, 33-a storage battery, 4-an AC/DC charging system, 41-a DC charging pile, 42-an AC charging pile, 43-a vehicle-mounted charger, 5-a vehicle control system, 51-a vehicle controller, 52-an accelerator pedal and 53-a brake pedal, 54-meter, 55-gear shift and 56-one-key start-stop device.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
Referring to fig. 1-2, the present invention provides a comprehensive test device for vehicle control strategy joint debugging of an electric vehicle, which is characterized in that: the system comprises a counter-dragging rack system 1, a battery management system 2, a power distribution system 3, an alternating current and direct current charging system 4 for charging a power battery pack, a whole vehicle control system 5 and a water cooling circulation system for radiating a test device;
the counter-dragging rack system 1 comprises a four-quadrant driver 11, an electric dynamometer 12, a torque/rotating speed sensor 13, a gearbox 14, a motor controller 15 and a supporting platform 16, wherein the four-quadrant driver 11 is connected with the electric dynamometer 12 through a first power line and an encoder signal line, the electric dynamometer 12 is connected with the torque/rotating speed sensor 13 through a first transmission shaft, the torque/rotating speed sensor 13 is connected with the gearbox 14 through a second transmission shaft, the gearbox 14 is installed on a tested motor 6, and the tested motor 6 is connected with the motor controller 15 through a second power line and an encoder signal line; the supporting platform 16 is used for supporting the electric dynamometer 12, the torque/rotating speed sensor 13, the gearbox 14 and the tested motor 6;
A. the four-quadrant driver is powered by a power grid and used for driving the electric dynamometer to work, the rotating speed and the torque of the electric dynamometer can be controlled during electric operation, and electric energy generated by the electric dynamometer is fed back to the power grid during feeding;
B. the electric dynamometer is mechanically connected with the torque rotating speed sensor, the motor and the output shaft of the gearbox through a transmission shaft;
C. the torque and rotating speed sensor measures the current torque and rotating speed;
D. the gearbox converts the high rotating speed and low torque of the driving motor into low rotating speed and high torque, and simulates the actual working condition that the vehicle-mounted driving motor is provided with the gearbox;
E. the motor controller drives the motor to operate, and the input and output voltage, the input and output current, the motor rotating speed and the steering, the motor torque, the motor and the controller temperature parameters of the motor controller are transmitted to the whole vehicle control system through CAN communication.
The battery management system 2 comprises a power battery pack 21 and a BMS (battery management system) 22, wherein the power battery pack 21 is connected with a high-voltage power distribution unit 31 of the power distribution system through a No. five power line, and the BMS22 is connected with the high-voltage power distribution unit 31 through a CAN1 communication line;
the power battery pack is an energy source of a motor controller and a storage battery, is a power source for simulating an electric automobile and consists of a plurality of battery monomers.
Since the battery cells have variability, the BMS is required for management. The BMS collects the voltage and the temperature of each electric core of each battery monomer, and simultaneously collects the output current of the power battery pack, so that the charging and discharging and active balance control of the power battery pack are realized. The BMS transmits a total output (or input) current of the power battery pack, a voltage of each battery cell, a temperature, and a remaining capacity SOC signal, a charge (or discharge) ready (or completion) signal of the battery pack to the vehicle control system through CAN communication.
The power distribution system 3 comprises a high-voltage power distribution unit 31, a DC/DC converter 32 and a storage battery 33, wherein the high-voltage power distribution unit 31 is connected with the DC/DC converter 32 through a third power line and a CAN2 communication line, the DC/DC converter 32 is connected with the storage battery 33 through a power line, and the high-voltage power distribution unit 31 is also connected with the motor controller 15 through a fourth power line and a CAN3 communication line;
the high-voltage distribution unit mainly comprises various relays, and the whole vehicle control system controls the on and off of the relays through I/O signals, so that the charging and discharging of a battery and the electrifying operation of a motor controller and a DC/DC converter are realized.
The DC/DC converter is a device for converting high-voltage electricity into 12-14V, and is mainly used for providing power for low-voltage signals of a whole vehicle control system, a battery management system, a towing rack system and an alternating current/direct current charging system besides charging a storage battery, so that the isolation from the high-voltage electricity is realized, the safety of equipment and personnel is guaranteed, and the reliability of the system is improved. The DC/DC converter transmits output voltage and converter temperature signals to a whole vehicle control system through CAN communication.
The voltage of the storage battery is generally 12-14V, and the storage battery is used for providing power for the whole vehicle controller when the whole test device is stopped and restarted, so that the normal operation of the whole vehicle control system is guaranteed.
The alternating current-direct current charging system 4 comprises a direct current charging pile 41, an alternating current charging pile 42 and a vehicle-mounted charger 43, the direct current charging pile 41 is connected with the high-voltage power distribution unit 31 through a national standard direct current charging interface, the alternating current charging pile 42 is connected with the vehicle-mounted charger 43 through a national standard alternating current charging interface, and the vehicle-mounted charger 43 is connected with the high-voltage power distribution unit 31 through a sixth power line and a CAN1 communication line;
the direct current fills electric pile and provides 100 ~ 300A's charging current, belongs to and fills the device soon. The power battery pack is rapidly charged according to GBT27930-2015 communication protocol between the electric vehicle non-vehicle-mounted conductive charger and the battery management system, and the communication protocol with the BMS charging system is according to GBT27930-2015 communication protocol between the electric vehicle non-vehicle-mounted conductive charger and the battery management system. Charging principle: after the charging interface is successfully handshake, the direct current charging pile (or the vehicle-mounted charger) exchanges information with the BMS through CAN communication, the BMS informs the whole vehicle controller of the readiness of charging through CAN communication, the whole vehicle controller controls a relevant relay to be closed through an I/O signal to start charging, and the charging current is controlled by the BMS; and after the charging is finished, the BMS informs the vehicle control unit that the charging is finished through CAN communication, the vehicle control unit controls the relevant relay to be disconnected through an I/O signal, and the charging is finished.
The alternating-current charging stake generally can provide 20 ~ 50A's charging current, belongs to and fills the device concrete standard slowly and see GB/T20243.2-2015 connecting device for electric automobile conduction charging part 2: and (4) an alternating current charging interface.
The vehicle-mounted charger is used for converting an alternating current signal input by the alternating current charging pile into a direct current signal to charge the power battery pack.
The vehicle control system 5 comprises a vehicle controller 51, an accelerator pedal 52, a brake pedal 53, an instrument 54, a gear 55 and a one-key start-stop device 56, wherein the vehicle controller 51 is connected with the high-voltage power distribution unit 31 through an I/C signal interface and a CAN1/CAN2 communication line; the whole vehicle controller is connected with an accelerator pedal 52, a brake pedal 53, an instrument 54, a gear 55 and a one-key start-stop device 56 through signal lines;
the CAN bus of the joint debugging comprehensive test device is composed of three sub-networks, a topological diagram is shown in fig. 4, a battery management system and a vehicle-mounted charger are connected to the CAN1 in a hanging mode, a DC/DC converter and an instrument are connected to the CAN2 in a hanging mode, a motor controller is connected to the CAN3 in a hanging mode, and the transmission rate is 250 kbps.
Specifically, the vehicle control unit is connected with an accelerator pedal 52 and a brake pedal 53 respectively through an I/O signal line and an analog signal line; the instrument is connected with the vehicle controller through a CAN2 communication line; the vehicle control unit is connected with a gear unit I/O signal line; the whole vehicle controller is connected with a one-key start-stop I/O signal line;
the vehicle control unit is a brain of a whole vehicle, collects parameters transmitted by each system, and performs the current optimal action through the conversion of a control strategy.
The accelerator pedal, the brake pedal, the gear device, the one-key start-stop instrument and the instrument are used for simulating driving intention information of a driver, and the whole vehicle controller collects the driving intention information of the driver and drives the whole test platform to operate.
The supporting platform 16 comprises a cast iron platform 16a, a first supporting seat 16b, a second supporting seat 16c and a third supporting seat 16d, the first supporting seat 16b, the second supporting seat 16c and the third supporting seat 16d are all fixedly arranged on the upper end face of the cast iron platform 16a, and the upper ends of the first supporting seat 16b, the second supporting seat 16c and the third supporting seat 16d respectively support the electric dynamometer 12, the torque/rotation speed sensor 13 and the measured motor 6.
The water cooling circulation system comprises a water tank, a circulating water pipe connected with the water tank and a water cooling and heat dissipation pipeline arranged on a motor controller, a DC/DC converter and a vehicle-mounted charger, wherein a stop valve, a water pump, a pressure sensor, a temperature sensor, a flow sensor and a heat dissipation unit are arranged on the circulating water pipe.
The whole water circulation route is as follows: water tank-stop valve-water pump-flow sensor-motor controller-DC/DC converter-vehicle charger-motor-heat dissipation unit-water tank.
The test method of the electric vehicle control strategy joint debugging comprehensive test device comprises a vehicle control function test, a motor control performance test, a battery performance test, a charging function test and a water cooling function test.
The whole vehicle control function test comprises the following steps:
step S1: pressing a key to start and stop, observing an instrument interface, testing whether functions of a system self-check, fault detection, system starting, high-voltage power on and off, total battery voltage/current detection, single voltage, single temperature, motor state and the like are normal or not;
step S2: operating the gear engaging devices to be respectively in R/N/D, observing gear state display of the instrument, motor driving preparation and the like;
step S3: operating the gear engaging device to be in a D gear, rotating the accelerator pedal to simulate a knob to test the no-load acceleration condition of the motor, and rotating the brake pedal to simulate a button to test the deceleration condition of the motor;
step S4: inserting a national standard direct current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like;
step S5: and inserting a national standard alternating current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like.
The motor control performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the motor is tested in a no-load mode, the dynamometer is disconnected from the coupling of the tested motor, the mode selection switch is rotated to enable the controller to be in a rotating speed mode, the accelerator pedal is rotated to simulate the knob to set a lower no-load rotating speed, visual inspection and hearing are carried out, and the motor is flexibly and uniformly rotated without any noise;
step S3: testing the highest rotating speed of the motor, connecting a power analyzer testing device, rotating a driving mode selection switch to enable a controller to be in a rotating speed mode, rotating an accelerator pedal simulation knob and setting the maximum rotating speed, reading the no-load rotating speed of the motor, the no-load bus current and the motor winding temperature by the power analyzer, and observing that the temperature does not have abnormal rapid rise;
step S4: operating the gear engaging device to be in the R gear, reversely rotating the controller, and repeating the step 3 to record test data;
step S5: and (4) performing overspeed test, wherein after the motor runs at a low speed for a period of time to ensure that the motor bearing is lubricated uniformly, the motor to be tested is controlled to run stably to 1.2 times of the highest working speed, and no-load running is not less than 2min at the rotating speed point. Observing whether the noise and the temperature rise exist;
step S6: working voltage range testing, namely testing the maximum working torque recording stable rotating speed and torque numerical values under different working voltages at the positions where the direct current bus voltage is set to be the maximum working voltage and the minimum working voltage respectively, and drawing a rotating speed-torque characteristic curve;
step S7: testing torque-rotating speed-efficiency characteristics, namely setting direct current bus voltage as rated voltage, using a dynamometer as a load, respectively setting a plurality of rotating speed points of the rotating speed of a motor from the lowest rotating speed to the highest rotating speed, setting a plurality of torque points on each rotating speed point, testing direct current bus current, alternating current voltage, alternating current and power factor parameters, and drawing a motor rotating speed-torque-efficiency MAP;
step S8: and (3) testing locked rotor torque, setting the voltage of a direct current bus as rated voltage, blocking a motor rotor, rotating an accelerator pedal simulation knob to set locked rotor torque, and recording the locked rotor torque and locked rotor time.
The battery performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the rotation driving mode selection switch enables the controller to be in a rotation speed mode driving state, and the dynamometer is set to work under the conditions of different load powers;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and rotating the brake pedal simulation knob to enable the tested motor to work in energy recovery states with different torques/powers;
step S4: and repeating the steps S2 and S3, observing the voltage, the temperature and the equilibrium state of the single battery, and testing the charging/discharging capacity, the temperature rise, the estimation accuracy of the SOC of the battery and the effectiveness of the equilibrium algorithm of the battery management system.
The charging function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the method comprises the following steps of (1) testing a national standard direct current quick charging function, inserting a direct current national standard charging gun, observing charging confirmation detection display, a charging handshake protocol communication state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing a charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions;
step S3: and testing the national standard alternating current slow charging function, inserting an alternating current charging gun, observing charging confirmation detection display, a charging handshake state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing the charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions.
The water cooling function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and an accelerator pedal simulation knob to rotate so that the tested motor works in a driving state with different torques/powers to continuously work;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and a brake pedal simulation knob to rotate so that the tested motor works in energy recovery states with different torques/powers to continuously work;
step S4: setting different water pump flow and cooling fan duty ratio adjusting curves;
step S5: repeating the steps S2-S4, and observing the system temperature rise and the cooling liquid temperature rise under various working conditions; and obtaining a proper calibration quantity of the control parameters of the cooling circuit through testing.
In the embodiment, the vehicle control system mainly simulates a driver driving intention signal and verifies the processing of the vehicle control system on a driving intention control strategy.
In the embodiment, the trawling rack system is mainly used for simulating the condition of the electric vehicle in the driving process and verifying the processing of the control strategy of the vehicle controller on the electric vehicle in two states of power supply and power feed.
In the embodiment, the battery management system is mainly used for simulating the electric vehicle to verify the information exchange between the vehicle controller and the battery management system under the condition that the electric power is provided by the battery, and the processing of the control strategy under the condition that the battery is abnormal and the like.
In the embodiment, the power distribution system mainly provides power sources for the vehicle-mounted devices, and the part verifies the processing of the vehicle control unit on the control strategy distributed by the power sources of the vehicle-mounted devices.
In this embodiment, the ac/dc charging system mainly simulates the situation of the electric vehicle during parking and charging, and verifies the processing of the vehicle control unit on the charging intention control strategy.
6 in this embodiment, the CAN bus is composed of two sub-networks, and the transmission rate is 250kbps, so the CAN management is better, and the communication rate is faster and more reliable.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. The utility model provides an electric automobile puts in order car control strategy joint debugging combined test device which characterized in that: the system comprises a counter-dragging rack system (1), a battery management system (2), a power distribution system (3), an alternating current and direct current charging system (4) for charging a power battery pack, a whole vehicle control system (5) and a water cooling circulation system for cooling a test device;
the counter-dragging rack system (1) comprises a four-quadrant driver (11), an electric dynamometer (12), a torque/rotating speed sensor (13), a gearbox (14), a motor controller (15) and a supporting platform (16), wherein the four-quadrant driver (11) is connected with the electric dynamometer (12) through a first power line and an encoder signal line, the electric dynamometer (12) is connected with the torque/rotating speed sensor (13) through a first transmission shaft, the torque/rotating speed sensor (13) is connected with the gearbox (14) through a second transmission shaft, the gearbox (14) is installed on a tested motor (6), and the tested motor (6) is connected with the motor controller (15) through a second power line and an encoder signal line; the supporting platform (16) is used for supporting the electric dynamometer (12), the torque/rotating speed sensor (13), the gearbox (14) and the tested motor (6);
the battery management system (2) comprises a power battery pack (21) and a BMS (22), wherein the power battery pack (21) is connected with a high-voltage power distribution unit (31) of the power distribution system through a fifth power line, and the BMS (22) is connected with the high-voltage power distribution unit (31) through a CAN1 communication line;
the power distribution system (3) comprises a high-voltage power distribution unit (31), a DC/DC converter (32) and a storage battery (33), wherein the high-voltage power distribution unit (31) is connected with the DC/DC converter (32) through a third power line and a CAN2 communication line, the DC/DC converter (32) is connected with the storage battery (33) through a power line, and the high-voltage power distribution unit (31) is also connected with the motor controller (15) through a fourth power line and a CAN3 communication line;
the alternating current and direct current charging system (4) comprises a direct current charging pile (41), an alternating current charging pile (42) and a vehicle-mounted charger (43), the direct current charging pile (41) is connected with the high-voltage distribution unit (31) through a national standard direct current charging interface, the alternating current charging pile (42) is connected with the vehicle-mounted charger (43) through the national standard alternating current charging interface, and the vehicle-mounted charger (43) is connected with the high-voltage distribution unit (31) through a six-number power line and a CAN1 communication line;
the whole vehicle control system (5) comprises a whole vehicle controller (51), an accelerator pedal (52), a brake pedal (53), an instrument (54), a gear shifter (55) and a one-key start-stop device (56), wherein the whole vehicle controller (51) is connected with the high-voltage power distribution unit (31) through an I/C signal interface and a CAN1/CAN2 communication line; the whole vehicle controller is connected with an accelerator pedal (52), a brake pedal (53), an instrument (54), a gear (55) and a one-key start-stop device (56) through signal wires;
the CAN bus of the joint debugging comprehensive test device is composed of three sub-networks, a battery management system and a vehicle-mounted charger are connected to the CAN1 in a hanging mode, a DC/DC converter and an instrument are connected to the CAN2 in a hanging mode, and a motor controller is connected to the CAN3 in a hanging mode.
2. The electric vehicle control strategy joint debugging comprehensive test device according to claim 1, wherein the supporting platform (16) comprises a cast iron platform (16a), a first supporting seat (16b), a second supporting seat (16c) and a third supporting seat (16d), the first supporting seat (16b), the second supporting seat (16c) and the third supporting seat (16d) are fixedly arranged on the upper end surface of the cast iron platform (16a), and the upper ends of the first supporting seat (16b), the second supporting seat (16c) and the third supporting seat (16d) respectively support the electric dynamometer (12), the torque/rotation speed sensor (13) and the measured motor (6).
3. The electric vehicle control strategy joint debugging comprehensive test device according to claim 2, wherein the water cooling circulation system comprises a water tank, a circulation water pipe connected with the water tank, and a water cooling and heat dissipation pipeline arranged on the motor controller, the DC/DC converter and the vehicle-mounted charger, wherein a stop valve, a water pump, a pressure sensor, a temperature sensor, a flow sensor and a heat dissipation unit are arranged on the circulation water pipe;
the whole water circulation route is as follows: water tank-stop valve-water pump-flow sensor-motor controller-DC/DC converter-vehicle charger-motor-heat dissipation unit-water tank.
4. A test method of the whole vehicle control strategy joint debugging comprehensive test device of the electric vehicle as claimed in any one of claims 1 to 3, which is characterized by comprising a whole vehicle control function test, a motor control performance test, a battery performance test, a charging function test and a water cooling function test.
5. The electric vehicle control strategy joint debugging comprehensive test device of claim 3, wherein the vehicle control function test comprises the following steps:
step S1: pressing a key to start and stop, observing an instrument interface, testing whether functions of a system self-check, fault detection, system starting, high-voltage power on and off, total battery voltage/current detection, single voltage, single temperature, motor state and the like are normal or not;
step S2: operating the gear engaging devices to be respectively in R/N/D, observing gear state display of the instrument, motor driving preparation and the like;
step S3: operating the gear engaging device to be in a D gear, rotating the accelerator pedal to simulate a knob to test the no-load acceleration condition of the motor, and rotating the brake pedal to simulate a button to test the deceleration condition of the motor;
step S4: inserting a national standard direct current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like;
step S5: and inserting a national standard alternating current charging gun, testing charging confirmation detection conditions, motor preparation state changes and the like.
6. The electric vehicle control strategy joint debugging comprehensive test device of claim 1, wherein the motor control performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the motor is tested in a no-load mode, the dynamometer is disconnected from the coupling of the tested motor, the mode selection switch is rotated to enable the controller to be in a rotating speed mode, the accelerator pedal is rotated to simulate the knob to set a lower no-load rotating speed, visual inspection and hearing are carried out, and the motor is flexibly and uniformly rotated without any noise;
step S3: testing the highest rotating speed of the motor, connecting a power analyzer testing device, rotating a driving mode selection switch to enable a controller to be in a rotating speed mode, rotating an accelerator pedal simulation knob and setting the maximum rotating speed, reading the no-load rotating speed of the motor, the no-load bus current and the motor winding temperature by the power analyzer, and observing that the temperature does not have abnormal rapid rise;
step S4: operating the gear engaging device to be in the R gear, reversely rotating the controller, and repeating the step 3 to record test data;
step S5: performing overspeed test, namely controlling the tested motor to stably run to 1.2 times of the highest working rotating speed after the motor runs at a low speed for a period of time to ensure that the motor bearing is lubricated uniformly, and running at the rotating speed for not less than 2min in no-load mode, and observing whether noise exists or not and temperature rise conditions;
step S6: working voltage range testing, namely testing the maximum working torque recording stable rotating speed and torque numerical values under different working voltages at the positions where the direct current bus voltage is set to be the maximum working voltage and the minimum working voltage respectively, and drawing a rotating speed-torque characteristic curve;
step S7: testing torque-rotating speed-efficiency characteristics, namely setting direct current bus voltage as rated voltage, using a dynamometer as a load, respectively setting a plurality of rotating speed points of the rotating speed of a motor from the lowest rotating speed to the highest rotating speed, setting a plurality of torque points on each rotating speed point, testing direct current bus current, alternating current voltage, alternating current and power factor parameters, and drawing a motor rotating speed-torque-efficiency MAP;
step S8: and (3) testing locked rotor torque, setting the voltage of a direct current bus as rated voltage, blocking a motor rotor, rotating an accelerator pedal simulation knob to set locked rotor torque, and recording the locked rotor torque and locked rotor time.
7. The electric vehicle control strategy joint debugging comprehensive test device of claim 1, wherein the battery performance test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the rotation driving mode selection switch enables the controller to be in a rotation speed mode driving state, and the dynamometer is set to work under the conditions of different load powers;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and rotating the brake pedal simulation knob to enable the tested motor to work in energy recovery states with different torques/powers;
step S4: and repeating the steps S2 and S3, observing the voltage, the temperature and the equilibrium state of the single battery, and testing the charging/discharging capacity, the temperature rise, the estimation accuracy of the SOC of the battery and the effectiveness of the equilibrium algorithm of the battery management system.
8. The electric vehicle control strategy joint debugging comprehensive test device of claim 1, wherein the charging function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: the method comprises the following steps of (1) testing a national standard direct current quick charging function, inserting a direct current national standard charging gun, observing charging confirmation detection display, a charging handshake protocol communication state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing a charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions;
step S3: and testing the national standard alternating current slow charging function, inserting an alternating current charging gun, observing charging confirmation detection display, a charging handshake state, charging current, direct current bus voltage, battery monomer voltage, monomer temperature and a balance state, and testing the charging current control effect, monomer balance degree, SOC estimation accuracy and charging alarm and protection functions.
9. The electric vehicle control strategy joint debugging comprehensive test device of claim 1, wherein the water cooling function test comprises the following steps:
step S1: pressing a key to start and stop, and starting a system;
step S2: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and an accelerator pedal simulation knob to rotate so that the tested motor works in a driving state with different torques/powers to continuously work;
step S3: setting the dynamometer to work in a constant rotating speed mode, and enabling the gear shifter to be hung to a D gear and a brake pedal simulation knob to rotate so that the tested motor works in energy recovery states with different torques/powers to continuously work;
step S4: setting different water pump flow and cooling fan duty ratio adjusting curves;
step S5: repeating the steps S2-S4, and observing the system temperature rise and the cooling liquid temperature rise under various working conditions; and obtaining a proper calibration quantity of the control parameters of the cooling circuit through testing.
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