CN212300859U - Electric vehicle power assembly driving range testing device - Google Patents
Electric vehicle power assembly driving range testing device Download PDFInfo
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- CN212300859U CN212300859U CN202020866532.4U CN202020866532U CN212300859U CN 212300859 U CN212300859 U CN 212300859U CN 202020866532 U CN202020866532 U CN 202020866532U CN 212300859 U CN212300859 U CN 212300859U
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Abstract
The utility model discloses a driving range testing device of an electric vehicle power assembly, which is matched with a test bed of an electric vehicle for use, and comprises an electric vehicle drive axle which is detachably arranged on the test bed, wherein the electric vehicle drive axle is connected with a drive motor in a transmission way, the drive motor is electrically connected with a motor controller, the motor controller is electrically connected to a battery device, and a drive motor operation parameter monitoring device is arranged corresponding to the drive motor; two ends of the electric vehicle drive axle are respectively connected with a dynamometer motor in a transmission way, and the two dynamometer motors are respectively connected to a mileage test control device; only the power assembly of the electric vehicle, namely the electric vehicle drive axle, the drive motor, the motor controller, the battery pack, the battery power distribution unit and the like is used, so that the problem of difficult operation such as fault detection, parameter measurement detection, part replacement and the like is avoided, the whole vehicle development process is more standardized and accurate, the working efficiency is greatly improved, and the development and production period is shortened.
Description
Technical Field
The utility model relates to an electric vehicle power test technical field especially relates to an electric vehicle power assembly continuation of journey mileage testing arrangement.
Background
In recent years, under the strong promotion of national policies and market demands, the electric vehicle industry develops at a high speed, and driving range is taken as basic parameter information of the electric vehicle and is always an important basis for wide users to selectively purchase the electric vehicle. In order to ensure the accuracy of the driving range of the electric vehicle, after the electric vehicle is assembled, a special driving range test is required. At present, the driving range testing method of the electric vehicle specified by the national standard is executed based on a whole vehicle chassis dynamometer.
However, when the driving range is tested on the completely assembled whole vehicle, if a fault or insufficient driving range occurs in the testing process, the operation such as fault detection and part replacement is difficult due to the limitation of factors such as the whole vehicle space, and the like, the workload is large, and the testing period is long. In addition, no sensor is arranged between each transmission part on the whole vehicle, so that the measurement of parameters such as output power and efficiency of the transmission parts is difficult.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that an electric vehicle power assembly who avoids trouble shooting difficulty, improvement detection efficiency in the test continues to go mileage testing arrangement is provided.
In order to solve the technical problem, the technical scheme of the utility model is that: the driving range testing device of the electric vehicle power assembly is matched with a test bench of an electric vehicle for use, and comprises an electric vehicle drive axle which is detachably arranged on the test bench, wherein the electric vehicle drive axle is in transmission connection with a drive motor, the drive motor is electrically connected with a motor controller, the motor controller is electrically connected to a battery device, and a drive motor operation parameter monitoring device is arranged corresponding to the drive motor; two ends of the electric vehicle drive axle are respectively connected with a dynamometer motor in a transmission mode, and the two dynamometer motors are respectively connected to the mileage test control device.
As a preferred technical scheme, a motor controller is arranged on the driving motor, and the driving motor operation parameter monitoring device comprises a power analyzer connected in parallel at two ends of the motor controller and a driving motor torque and rotating speed sensor arranged at a power output end of the driving motor.
As a preferred technical scheme, the mileage test control device comprises a dynamometer motor torque sensor and an encoder which are installed on a dynamometer motor, the dynamometer motor torque sensor and the encoder are respectively in signal connection with a mileage test upper computer, the mileage test upper computer is connected with a mobile power supply trolley, the mobile power supply trolley is connected to a CAN bus, and the CAN bus is connected to the motor controller.
According to the preferable technical scheme, the mobile power supply trolley comprises a mobile trolley body, a power supply module and a CAN communication module are arranged in the mobile trolley body, one end of the CAN communication module is connected to the mileage testing upper computer through signals, and the other end of the CAN communication module is connected to the CAN bus through signals.
As a preferred technical solution, the battery device includes a battery pack electrically connected to a battery power distribution unit.
Since the technical scheme is used, the utility model discloses following beneficial effect has: during testing, only the power assembly of the electric vehicle, namely the drive axle, the drive motor, the motor controller, the battery pack, the battery power distribution unit and the like of the electric vehicle is used, so that the problem of difficult operation such as fault detection, parameter measurement detection, part replacement and the like during testing by using the whole vehicle is effectively solved; and simultaneously, the utility model discloses in the mileage test method of driving continuously, driving motor loading strategy imitates real car loading strategy, and the emulation is more accurate, makes electric vehicle mileage of driving continuously can survey at power assembly parameter matching stage, makes whole car development flow more standardization, accurate, has greatly improved work efficiency, has shortened development and production cycle.
Drawings
The drawings are only intended to illustrate and explain the present invention and do not limit the scope of the invention. Wherein:
fig. 1 is a block diagram of an embodiment of the present invention;
fig. 2 is a test flow diagram of an embodiment of the present invention;
FIG. 3 shows a step S of the embodiment of the present invention6The test flow chart of (1);
in the figure: 1-an electric vehicle drive shaft; 2-driving the motor; 3-a battery pack; 4-a battery power distribution unit; 5-a motor controller; 6-power analyzer; 7-drive motor torque speed sensor; 8-mileage test upper computer; 9-a mobile power supply trolley; 10-CAN bus; 11-electric vehicle drive axle; 12-a dynamoelectric machine; 13-dynamometer motor torque sensor; 14-coder.
Detailed Description
The invention is further explained below with reference to the drawings and examples. In the following detailed description, certain exemplary embodiments of the present invention have been described by way of illustration only. Needless to say, a person skilled in the art will recognize that the described embodiments can be modified in various different ways without departing from the spirit and scope of the invention. Accordingly, the drawings and description are illustrative in nature and not intended to limit the scope of the claims.
As shown in fig. 1, the driving range testing device for the electric vehicle powertrain includes an electric vehicle drive axle 11, the electric vehicle drive axle 11 is connected to a driving motor 2 in a transmission manner, specifically, the electric vehicle drive axle 11 is connected to the driving motor 2 in a transmission manner through the electric vehicle drive shaft 1, and in this embodiment, the mode of providing the electric vehicle drive shaft 1 is adopted to realize power transmission between the two.
The driving motor 2 is electrically connected with a motor controller 5, the motor controller 5 is electrically connected with a battery device, the battery device comprises a battery pack 3, and the battery pack 3 is electrically connected with a battery power distribution unit 4, namely the driving range of the power assembly of the electric vehicle is tested under the electric energy capacity of the battery pack 3.
In this embodiment, a driving motor operation parameter monitoring device is provided corresponding to the driving motor 2. Specifically, the driving motor operation parameter monitoring device comprises a power analyzer 6 connected in parallel at two ends of the motor controller 5, and a driving motor torque and rotating speed sensor 7 arranged at a power output end of the driving motor 2. And the power analyzer 6 is used for acquiring and monitoring the voltage and the current at two ends of the motor controller 5 in real time. The driving motor torque and rotating speed sensor 7 is used for collecting the rotating speed and the torque of the output shaft of the driving motor 2.
Two ends of the electric vehicle drive axle 11 are respectively connected with a dynamometer motor 12 in a transmission mode, and the two dynamometer motors 12 are respectively connected to a mileage test control device. Mileage test controlling means including install in dynamometer motor torque sensor 13 and encoder 14 on dynamometer motor 12, dynamometer motor torque sensor 13 with encoder 14 is signal connection to mileage test host computer 8 respectively, mileage test host computer 8 is connected with portable power source dolly 9, portable power source dolly 9 is connected to CAN bus 10, CAN bus 10 is connected to machine controller 5 with battery package 3, through CAN bus 10, mileage test host computer 8 CAN acquire in real time the electric quantity information of battery package 3. The dynamometer motor 12 is used for target working condition simulation, and the encoder 14 is used for collecting the rotating speed of the dynamometer motor 12, is matched with the dynamometer motor torque sensor 13 to control the rotating speed of a wheel end, and finally realizes accurate closed-loop control of the rotating speed of the dynamometer motor 12 to enable the rotating speed to correspond to the vehicle speed of the target working condition to the maximum extent.
The mobile power supply trolley 9 comprises a mobile trolley body, a power supply module and a CAN communication module are arranged in the mobile trolley body, one end of the CAN communication module is connected to the mileage test upper computer 8 through signals, and the other end of the CAN communication module is connected to the CAN bus 10 through signals. The mileage test upper computer 8 is used for sending command signals and receiving information of the test bed and the motor controller 5. And the CAN communication module in the mobile power supply trolley 9 is used for receiving the instruction of the mileage testing upper computer 8 and transmitting the instruction to the motor controller 5.
As shown in fig. 2 and 3, the testing method of the present embodiment, used in conjunction with the test rig, includes the steps of,
ST1and installing the test sample
Will electric vehicle transmission shaft 1 transmission is connected driving motor 2's power take off end to it is fixed to install between the two driving motor moment of torsion speed sensor 7, driving motor moment of torsion speed sensor 7 is used for acquireing driving motor 2's moment of torsion and rotational speed driving motor 2's input electricity in proper order connects motor controller 5 with the battery pack will power analysis appearance 6 is connected motor controller 5's both ends. The end portion of the electric vehicle transmission shaft 1 is connected and installed with the electric vehicle drive axle, two ends of the electric vehicle drive axle 11 are respectively connected with the dynamometer motors 12, the dynamometer motors 12 and the encoders 14 are respectively arranged between the dynamometer motors 11, and the dynamometer motor torque sensors 13 and the encoders 14 are in signal connection with the mileage test upper computer 8. And the mileage testing upper computer 8 is in signal connection with the mobile power supply trolley 9, and the CAN bus 10 is used for connecting the mobile power supply trolley 9, the motor controller 5 and the battery pack 3. Through this step, the connection of the electric vehicle powertrain to the test component is achieved.
ST2Compiling communication protocol
And compiling a DBC file according to the communication protocol of the motor controller 5. The mileage testing upper computer 8 and the dynamometer motor 12 can communicate through a TCP network. The target working condition of the driving range is set through the range testing upper computer 8, the target working condition data are sent to the dynamometer motor 12, and the dynamometer motor 12 is matched with the encoder 14 in a closed loop mode through an internal variable frequency control system to achieve accurate control of the speed of the vehicle.
ST3Communication arrangement
And importing the compiled DBC file into the mileage testing upper computer 8 and configuring a CAN channel, so that the signal connection between the motor controller 5 and the mileage testing upper computer 8 is realized, and the mileage testing upper computer 8 is in communication connection with the dynamometer motor 12. Specifically, the mileage test upper computer 8 communicates with the motor controller 5 through a CAN network. The communication between the mileage testing upper computer 8 and the motor controller 5 needs to compile a DBC file according to a finished automobile CAN communication protocol, and the DBC file contains control signals such as the required torque of the driving motor 2, the required rotating speed of the driving motor 2, the enabling of the motor controller 5, the motor control mode, the cycle counter, the fault code, the rotating direction and the like, which are well known by persons skilled in the art and are not described in detail herein. The mileage test upper computer 8 sends a torque instruction, and the instruction is sent to the motor controller 5 through the CAN communication module in the mobile power supply trolley 9 and is used for controlling the driving motor 2 to output torque.
ST4Setting vehicle parameters
Inquiring the design information of the tested electric vehicle, and acquiring the whole vehicle parameter test mass m, the gravity acceleration g, the tire radius R, the rolling resistance coefficient f and the air resistance coefficient C of the tested electric vehicleDThe method comprises the following steps of A windward area, conversion coefficient of rotating mass, speed ratio i of a drive axle, and limit value S0C of electric quantity of braking energy recovery battery packRecoveringSpeed limit V of braking energy recovery vehicleRecoveringAnd cutoff test battery pack power limit S0CCut-offAnd inputting the parameters into the mileage testing upper computer 8 to complete parameter setting. This part is a generation parameter and can be directly acquired by referring to a generation manual or the like.
ST5Setting testing condition parameters
ST5-1Setting the target working conditions of the driving range of the tested electric vehicle, determining the corresponding target working condition vehicle speed of each driving range target working condition, and inputting the corresponding data into the range testing upper computer 8.
ST5-2Inputting a whole vehicle total braking parameter chart formulated by the tested electric vehicle in a bench test stage into the mileage test upper computer 8, wherein an X axis in the whole vehicle total braking parameter chart is total braking torque, and a Y axis is brake pedal opening; the braking energy recovery torque parameter chart formulated by the tested electric vehicle in the bench test stage is input to the mileage testing upper computer 8, the X axis in the braking energy recovery torque parameter chart is the vehicle speed, the Y axis is the opening degree of a brake pedal, and the Z axis is the braking torque.
ST6Start the test
ST6-1Setting a test gradient theta through the mileage test upper computer, acquiring a real-time electric quantity value S0C of the battery pack 3 in real time by the mileage test upper computer 8 in the test process, acquiring a target working condition vehicle speed according to a set driving range target working condition by the mileage test upper computer 8, communicating with the dynamometer motor 12, and conveying the set driving range target working condition to the dynamometer motor12, the dynamometer motor 12 controls the wheel end rotating speed thereof through a self-contained variable frequency control system, and the wheel end rotating speed calculation formula of the dynamometer motor 12 is as follows:
in the formula, omega is the rotating speed of the wheel end, and the unit is r/min;
v is the target working condition vehicle speed, and the unit is km/h;
r is the tire radius of the test electric vehicle in m.
ST6-2Calculating the required torque of the driving motor 2 according to the set driving range target working condition through the range testing upper computer 8, and acquiring the simulated driving resistance, wherein the specific calculation formula is as follows:
wherein M is a required torque of the drive motor 2 in the unit of N · M;
Ftin order to simulate the running resistance, the unit is N;
r is the tire radius of the test electric vehicle, and the unit is m;
mgsin θ is ramp resistance in N, where m is the mass of the electric vehicle under test in kg, g is the acceleration of gravity in m/s2Theta is the test gradient and is in degrees;
mgfcos θ is frictional resistance in units of N, where m is the mass of the tested electric vehicle in units of kg, g is the acceleration of gravity in units of m/s2F is the rolling resistance coefficient of the wheel, theta is the test gradient and the unit is degree;
ST6-3And selecting a specific numerical value to be sent to the motor controller 5 according to the calculated value of the required torque of the drive motor 2.
When M is larger than or equal to 0, the actual calculated value of the required torque of the driving motor 2 is the simulated resistance torque, the mileage testing upper computer 8 sends the actual calculated value of the required torque of the driving motor 2 to the motor controller 5, and drives the driving motor 2 to output the corresponding resistance torque, so that road simulation is realized, and the electric quantity in the battery pack 3 is consumed.
When M is less than 0, the real-time electric quantity value S0C of the battery pack 3 is more than the electric quantity limit value S0C of the braking energy recovery battery packRecoveringOr the target working condition vehicle speed V is less than the braking energy recovery vehicle speed limit value VRecoveringIn the meantime, the mileage testing upper computer 8 sets the required torque of the driving motor 2 to 0, and sends it to the motor controller 5.
When M is less than 0, the real-time electric quantity value S0C of the battery pack 3 is less than or equal to the limit value S0C of the electric quantity of the braking energy recovery battery packRecoveringAnd the target working condition vehicle speed V is more than or equal to the braking energy recovery vehicle speed limit value VRecoveringAnd then, the mileage testing upper computer 8 judges the current speed of the vehicle according to the calculated value, inquires the total braking parameter chart of the whole vehicle to obtain the current opening degree of a brake pedal, inquires the braking energy recovery torque parameter chart according to the current speed of the vehicle and the current opening degree of the brake pedal, obtains a braking torque value Z, sends the braking torque value Z to the motor controller 5, and controls the driving motor 2 to output resistance torque.
Acquiring the actual speed of each driving range target working condition test at the corresponding initial moment, and storing the actual speed to the range test upper computer 8, namely respectively recording the test moment t in the range test upper computer 81、t2、……tnAnd recording the actual train degree V corresponding to the test time1、V2……VnMeanwhile, the mileage test upper computer 8 calculates and obtains the test time period delta t corresponding to each test stage1、Δt2、……Δtn；
ST7And the test is finished
When the mileage test upper computer 8 judges the real-time electric quantity value S0C of the battery pack 3 to be the cut-off test battery pack electric quantity limit value S0CCut-offWhen so, the test ends.
ST8Mileage calculation
The calculation formula of the driving range is as follows:
S＝S1+S2+……+Sn＝V1Δt1+V2Δt2+……+VnΔtn
wherein S is the driving range; s1、S2……SnThe actual driving range within the time delta t of the driving range target working condition test stage is obtained; v1、V2……VnAnd the actual vehicle speed corresponding to the target working condition test stage t moment of the driving range. In this embodiment, the test time period Δ t1、Δt2……ΔtnEach set to 0.05s, although the test time may be adjusted as appropriate depending on the particular test. In this step, the mileage is calculated by integral calculation in the mileage testing upper computer 8, and certainly, the mileage testing upper computer 8 can transmit a signal to a remote computing device to complete the calculation.
When the utility model is used for testing, only the power assembly of the electric vehicle, namely the transmission shaft 1 of the electric vehicle, the driving motor 2, the drive axle 11 of the electric vehicle, the motor controller 5, the battery pack 3 and the battery power distribution unit 4 are used, thereby effectively avoiding the problem of difficult operation such as fault detection, parameter measurement detection, component replacement and the like when the whole vehicle is used for testing; and simultaneously, the utility model discloses in the mileage test method of driving continuously, driving motor 2 loading tactics imitate real car loading tactics, and the emulation is more accurate, makes electric vehicle mileage of driving continuously can survey at power assembly parameter matching stage, makes whole car development flow more standardization, accurate, has greatly improved work efficiency, has shortened development and production cycle.
The basic principles, main features and advantages of the present invention have been shown and described above. It will be understood by those skilled in the art that the present invention is not limited to the above embodiments, and that the foregoing embodiments and descriptions are provided only to illustrate the principles of the present invention without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (5)
1. Electric vehicle power assembly continuation of the journey mileage testing arrangement uses with electric vehicle's test bench cooperation, its characterized in that: the device comprises an electric vehicle drive axle which is detachably arranged on the test bed, wherein the electric vehicle drive axle is in transmission connection with a drive motor, the drive motor is electrically connected with a motor controller, the motor controller is electrically connected to a battery device, and a drive motor operation parameter monitoring device is arranged corresponding to the drive motor; two ends of the electric vehicle drive axle are respectively connected with a dynamometer motor in a transmission mode, and the two dynamometer motors are respectively connected to the mileage test control device.
2. The electric vehicle powertrain range testing arrangement of claim 1, wherein: the driving motor operation parameter monitoring device comprises power analyzers connected to two ends of the motor controller in parallel and a driving motor torque and rotating speed sensor arranged at a power output end of the driving motor.
3. The electric vehicle powertrain range testing apparatus of claim 2, wherein: the mileage test control device comprises a dynamometer motor torque sensor and an encoder which are installed on the dynamometer motor, the dynamometer motor torque sensor and the encoder are respectively in signal connection with a mileage test upper computer, the mileage test upper computer is connected with a mobile power supply trolley, the mobile power supply trolley is connected to a CAN bus, and the CAN bus is connected to the motor controller.
4. The electric vehicle powertrain range testing apparatus of claim 3, wherein: the mobile power supply trolley comprises a mobile trolley body, wherein a power module and a CAN communication module are arranged in the mobile trolley body, one end of the CAN communication module is connected to the mileage test upper computer through signals, and the other end of the CAN communication module is connected to the CAN bus through signals.
5. The electric vehicle powertrain range testing apparatus of claim 3, wherein: the battery device includes a battery pack electrically connected to a battery power distribution unit.
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| CN202020866532.4U CN212300859U (en) | 2020-05-21 | 2020-05-21 | Electric vehicle power assembly driving range testing device |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111521412A (en) * | 2020-05-21 | 2020-08-11 | 浙江飞碟汽车制造有限公司 | Electric vehicle powertrain driving range test device and test method |
| CN113518015A (en) * | 2021-04-08 | 2021-10-19 | 重庆长安汽车股份有限公司 | Automatic realization method based on vehicle machine CAN network signal test |
| WO2024174556A1 (en) * | 2023-02-22 | 2024-08-29 | 上汽通用五菱汽车股份有限公司 | Vehicle endurance mileage test method and system |
-
2020
- 2020-05-21 CN CN202020866532.4U patent/CN212300859U/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111521412A (en) * | 2020-05-21 | 2020-08-11 | 浙江飞碟汽车制造有限公司 | Electric vehicle powertrain driving range test device and test method |
| CN113518015A (en) * | 2021-04-08 | 2021-10-19 | 重庆长安汽车股份有限公司 | Automatic realization method based on vehicle machine CAN network signal test |
| CN113518015B (en) * | 2021-04-08 | 2023-03-14 | 重庆长安汽车股份有限公司 | Automatic realization method based on vehicle machine CAN network signal test |
| WO2024174556A1 (en) * | 2023-02-22 | 2024-08-29 | 上汽通用五菱汽车股份有限公司 | Vehicle endurance mileage test method and system |
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