CN112461551A - Method, device and system for testing internal resistance of whole vehicle and measuring resistance of whole vehicle - Google Patents
Method, device and system for testing internal resistance of whole vehicle and measuring resistance of whole vehicle Download PDFInfo
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Abstract
The application relates to a method, a device and a system for testing internal resistance of a whole vehicle and measuring resistance of the whole vehicle. The method for testing the internal resistance of the whole vehicle comprises the following steps: acquiring resistance of a first caliper; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle to be measured is disassembled through tires and calipers; acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from the tire and the driving shaft; the dragging force of the bearing is measured after the whole vehicle to be measured is disassembled by a tire, a driving shaft and calipers; determining an average value of the first caliper resistance and the second caliper resistance as a caliper drag force; and determining the whole internal resistance of the vehicle to be tested according to the calipers dragging force, the bearing dragging force and the driving system dragging force. The method and the device can meet the requirement of testing precision.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a method, a device and a system for testing the internal resistance of a whole automobile and measuring the resistance of the whole automobile.
Background
The whole vehicle resistance is one of the main factors influencing the energy consumption of the electric vehicle, so that the reduction of the whole vehicle resistance is one of the effective methods for reducing the energy consumption of the electric vehicle. The whole vehicle resistance mainly comprises wind resistance, tire rolling resistance and whole vehicle internal resistance.
The whole vehicle resistance can be generally measured by a road sliding test or a wind tunnel method, and in the implementation process, the inventor finds that at least the following problems exist in the traditional technology: the traditional test method is poor in consistency and cannot meet the requirement of the resistance precision of the whole vehicle.
Disclosure of Invention
Therefore, in order to solve the above technical problems, it is necessary to provide a method, a device and a system for measuring the vehicle internal resistance and the vehicle resistance, which can improve the measurement accuracy.
In order to achieve the above object, in one aspect, an embodiment of the present invention provides a method for testing internal resistance of a whole vehicle, including:
acquiring resistance of a first caliper; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle to be measured is disassembled through tires and calipers;
acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from the tire and the driving shaft; the dragging force of the bearing is measured after the whole vehicle to be measured is disassembled by a tire, a driving shaft and calipers;
determining an average value of the first caliper resistance and the second caliper resistance as a caliper drag force;
acquiring dragging force of a driving system; and determining the whole internal resistance of the vehicle to be tested according to the calipers dragging force, the bearing dragging force and the driving system dragging force.
In one embodiment, the step of deriving the drive system drag force comprises:
acquiring a sum of a bearing dragging force and a caliper dragging force, and determining a difference value of the initial internal resistance and the sum as a first driving system resistance;
determining the difference value between the initial internal resistance and the dragging force of the two calipers as the resistance of the second driving system;
an average of the first and second driveline resistances is determined as a driveline drag force.
In one embodiment, the method further comprises the following steps:
confirming whether the vehicle to be tested meets the test conditions; the test conditions comprise that the SOC of the vehicle to be tested is more than 70%, and the vehicle to be tested is currently in a neutral position.
In one of the embodiments, the first and second electrodes are,
under the condition that the initial internal resistance, the first motor end torque, the second motor end torque and the bearing dragging force are removed from the whole vehicle to be tested, the average value of the measured values is obtained at each test point by adopting a preset measuring time length;
the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
A whole vehicle resistance measurement method based on the whole vehicle internal resistance test method comprises the following steps:
acquiring theoretical wind resistance by adopting a wind tunnel test;
obtaining theoretical rolling resistance by adopting a rack rolling resistance test;
and determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be tested.
The utility model provides a whole car internal resistance testing arrangement, includes:
the data acquisition module is used for acquiring the resistance of the first caliper; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle to be measured is disassembled through tires and calipers; acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from the tire and the driving shaft; the dragging force of the bearing is measured after the whole vehicle to be measured is disassembled by a tire, a driving shaft and calipers; determining an average value of the first caliper resistance and the second caliper resistance as a caliper drag force; acquiring dragging force of a driving system;
and the internal resistance confirmation module is used for determining the whole internal resistance of the vehicle to be detected according to the caliper dragging force, the bearing dragging force and the driving system dragging force.
A whole car resistance measuring device includes:
the theoretical data acquisition module is used for acquiring theoretical wind resistance by adopting wind tunnel test; obtaining theoretical rolling resistance by adopting a rack rolling resistance test;
and the resistance confirmation module is used for determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be detected.
A whole vehicle internal resistance test system comprises a motor rack for mounting a vehicle to be tested and a torque sensor connected with the motor rack;
the motor rack comprises a processor connected with the torque sensor and a plurality of motors which are connected with the processor; the output shaft of the motor is connected with the driving shaft of the vehicle to be tested so as to provide power; the torque sensor is arranged at the end of the motor shaft and used for measuring the torque of the motor shaft;
the processor is used for executing the steps of the whole vehicle internal resistance testing method.
In one embodiment, the motor stand is an AVL motor stand; the torque sensor is a flange torque sensor.
A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the above-mentioned method.
One of the above technical solutions has the following advantages and beneficial effects:
the method includes the steps that the internal resistance of the whole vehicle is measured through a motor rack, the internal resistance of the whole vehicle can be decomposed into driving system drag force, caliper drag force and bearing drag force, and then a corresponding disassembling and data processing method is provided for measuring the internal resistance of the whole vehicle; specifically, the driving system dragging force, the caliper dragging force and the bearing dragging force contained in the whole vehicle internal resistance can be obtained by sequentially dismantling the whole vehicle tire (eliminating rolling resistance influence), the driving shaft, the calipers and other parts. The caliper resistance is measured in two ways, and the obtained caliper resistance is averaged, so that accurate and reliable caliper drag force is obtained. The application provides reference for optimizing the internal resistance of the whole automobile, and meanwhile, reasonable driving systems, calipers and bearing drag force target values can be set, so that the internal resistance of the whole automobile is better controlled.
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In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is an application environment diagram of a method for testing internal resistance of a vehicle in an embodiment;
FIG. 2 is a schematic flow chart illustrating a method for testing the internal resistance of the whole vehicle according to an embodiment;
FIG. 3 is a schematic flow chart illustrating the steps of the caliper drag force test according to an embodiment;
FIG. 4 is a flow chart illustrating the steps of the drag force test of the drive system according to an embodiment;
FIG. 5 is a disassembled view of the overall internal resistance of the vehicle according to an embodiment;
FIG. 6 is a schematic diagram illustrating drag forces of left and right rear wheels of a vehicle under test according to an embodiment of the disclosure;
FIG. 7 is a schematic flow chart of a vehicle resistance measurement method in one embodiment;
FIG. 8 is a schematic diagram illustrating a comparison of a road sliding resistance of the entire vehicle and a calculated resistance curve of the entire vehicle in one embodiment;
fig. 9 is a block diagram of a whole vehicle internal resistance testing device according to an embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.
Spatial relational terms, such as "under," "below," "under," "over," and the like may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "under" and "under" can encompass both an orientation of above and below. In addition, the device may also include additional orientations (e.g., rotated 90 degrees or other orientations) and the spatial descriptors used herein interpreted accordingly.
It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element or be connected to the other element through intervening elements. Further, "connection" in the following embodiments is understood to mean "electrical connection", "communication connection", or the like, if there is a transfer of electrical signals or data between the connected objects.
As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.
In the whole vehicle development process, the whole vehicle resistance can be measured through a road sliding test or a wind tunnel method, but the whole vehicle internal resistance is always a black box in the whole vehicle development process, and the whole vehicle internal resistance cannot be disassembled through an effective method. In the traditional method, when the resistance of the whole vehicle is tested through road sliding, the method is poor in consistency because the road sliding is greatly influenced by environmental factors. The method can solve the problem of consistency by measuring the resistance of the whole vehicle by a wind tunnel method, but the requirement of the resistance precision of the whole vehicle cannot be met due to poor precision of a chassis dynamometer and high wind tunnel test cost.
The application provides and measures through motor rack and torque sensor, can decompose whole car internal resistance and draw the drag force to calliper, wheel hub bearing and draw drag force and actuating system resistance, rethread theoretical calculation whole car windage and tire roll and hinder to obtain whole car resistance, provide direction and reference for whole car resistance optimization. This application is through optimizing whole car resistance, and then optimizes whole car power consumption, effectively solves the painful point that electric motor car continuation of the journey mileage is short partially. Specifically, the driving system dragging force, the caliper dragging force and the bearing dragging force contained in the internal resistance of the whole vehicle can be obtained through a high-precision motor rack and a torque sensor and through a series of disassembling and data processing methods. The reference is provided for optimizing the internal resistance of the whole automobile, and meanwhile, reasonable driving system, calipers and bearing drag force target values can be set, so that the internal resistance of the whole automobile is better controlled.
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application 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 present application and are not intended to limit the present application.
The method for testing the internal resistance of the whole automobile can be applied to the application environment shown in fig. 1. After the four tires are removed, the vehicle to be tested is installed on the motor rack, the two ends of a driving shaft of the vehicle to be tested are ensured to be stably and reliably connected with motors of the racks respectively, and then the whole vehicle is simulated to run on the motor rack. In one example, the vehicle under test may be an electric vehicle. In another example, the motor stand herein may include a processor and a plurality of motors (i.e., stand motors) each coupled to the processor, and the torque sensor may be provided at a motor shaft end (not shown in fig. 1) for measuring a motor shaft end torque.
Furthermore, before the internal resistance test of the whole vehicle is started, the state of the vehicle to be tested needs to be determined, for example, whether the engine oil of the vehicle needs to be replaced or not needs to be ensured before the test, the vehicle needs to be subjected to drum running-in for 3000km and the like, four tires are removed after the state is determined, then the vehicle is installed on a motor rack, the driving shaft of the vehicle is ensured to be stably and reliably connected with an output shaft of a rack motor, and the rack motor provides power in the test.
It should be noted that, in the testing process, the rack motor is used as a power source, and the torque sensor is installed at the shaft end of the motor to output the torque of the motor end after the corresponding component is removed, so that the resistance of each component of the transmission system can be obtained.
In one embodiment, as shown in fig. 2, a method for testing internal resistance of a whole vehicle is provided, which is described by taking a processor applied in a motor rack in fig. 1 as an example, and includes the following steps:
step 202, acquiring a first caliper resistance; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle to be measured is disassembled through tires and calipers.
The initial internal resistance is measured after the whole vehicle to be tested is disassembled from the tires, and in one example, the initial internal resistance can be the whole vehicle internal resistance measured after the whole vehicle to be tested is disassembled from the tires; for example, the internal resistance F of the whole vehicle can be obtained according to the motor end torque output by the torque sensor by directly measuring on a motor rack through removing the tireInternal resistance of whole vehicleI.e. the initial internal resistance.
In a specific embodiment, taking the application scenario and the testing environment shown in fig. 1 as an example, the initial internal resistance may be an average value of measured values obtained at each testing point by using a preset measuring time length when the whole vehicle to be tested is disassembled from a corresponding component (i.e., a tire); and the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
Specifically, as shown in fig. 3, after the state of the vehicle to be tested is determined, the four tires are removed, and the vehicle is mounted on the motor rack, so that stable and reliable connection of the four wheels and the four motors is ensured. The vehicle is heated to enable the oil temperature to reach the corresponding temperature (for example, 90 ℃) in the state of the whole vehicle so as to ensure that the vehicle is in the optimal state, the vehicle speed is measured from a high speed value (for example, 120km/h) to a low speed value (for example, 1km/h), the measurement is carried out once based on a preset speed interval (for example, every 10km/h) and by adopting a preset measurement time length (for example, 10s is measured at each speed point), and the average value is taken as the internal resistance value of the whole vehicle at the vehicle speed.
Further, the torque of the first motor end can be obtained by measuring the whole vehicle to be measured after the tire and the caliper are disassembled; namely, after the tires of the whole vehicle are confirmed to be removed, the torque of the motor end can be measured again by removing the four tire calipers, and the measured torque is the internal resistance of the whole vehicle except the calipers, namely the torque F of the first motor end is obtainedDrive train + bearing；
In a specific embodiment, the first motor end torque may be an average value of measured values obtained at each test point by using a preset measurement time length under the condition that a whole vehicle to be tested is disassembled from corresponding components (namely, a tire and a caliper); the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
Specifically, as shown in fig. 3, after the state of the vehicle to be tested is determined, the four tires are removed, the vehicle is mounted on a motor rack to ensure stable and reliable connection of four wheels and four motors, and then four calipers of the front wheel and the rear wheel are removed. Heating the vehicle in a full vehicle state to bring the oil temperature to a corresponding temperature (e.g., 90 ℃) to ensure that the vehicle is in an optimal state, measuring the vehicle speed from a high speed value (e.g., 120km/h) to a low speed value (e.g., 1km/h), employing preset measurements based on a preset speed interval (e.g., every 10km/h)Measuring the duration (for example, measuring 10s at each speed point) once, taking an average value, namely the internal resistance of the whole vehicle except for the calipers, and determining the internal resistance of the whole vehicle except for the calipers as the torque F of the first motor endDrive train + bearing。
Meanwhile, aiming at the torque measurement at the motor end, the torque sensor which can adopt high precision and small measuring range is provided by the application, so that the corresponding drag force can be measured more accurately. In one example, the torque sensor may be a flange torque sensor, such as a KISTER4550A type high precision torque sensor.
In addition, the application provides that the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; also, the present application proposes that the following formula can be used: fCaliper 1＝FInternal resistance of whole vehicle-FDrive train + bearingObtaining a first caliper resistance FCaliper 1. It should be noted that the two test data at the same vehicle speed may be subtracted (F)Internal resistance of whole vehicle-FDrive train + bearing) To obtain the first caliper resistance FCaliper 1。
Step 204, acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from the tire and the driving shaft; the dragging force of the bearing is measured after the whole vehicle to be measured is disassembled by a tire, a driving shaft and calipers;
specifically, the torque of the second motor end can be obtained by measuring the whole vehicle to be measured after the tires and the driving shaft of the vehicle are disassembled; this application is confirming that whole car demolishs the tire after, through demolising the drive shaft to measure second motor end moment of torsion at the motor end, calliper + bearing drag force F promptlyCaliper and bearing。
In a specific embodiment, the second motor end torque may be an average value of measured values obtained at each test point by using a preset measurement time length under the condition that the whole vehicle to be tested is disassembled from corresponding components (namely, tires and a driving shaft); the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
Specifically, as shown in fig. 3, after the state of the vehicle to be tested is determined, the four tires are removed, the vehicle is mounted on the motor stand to ensure stable and reliable connection of the four wheels and the four motors, and then the drive shaft is removed. Heating the vehicle to make the oil temperature reach the corresponding temperature (for example, 90 ℃) under the state of the whole vehicle so as to ensure that the vehicle is in the optimal state, measuring the vehicle speed from a high-speed value (for example, 120km/h) to a low-speed value (for example, 1km/h), carrying out measurement once by adopting a preset measurement time (for example, measuring 10s at each speed point) based on a preset speed interval (for example, every 10km/h), taking an average value, namely a caliper and a bearing dragging force, and determining the caliper and the bearing dragging force as the second motor end torque FCaliper and bearing。
And thirdly, the dragging force of the bearing can be obtained by measuring the whole vehicle to be measured after the tire, the driving shaft and the calipers are disassembled. I.e. the drag force of the hub bearing is the result of a direct measurement after the calipers and the drive shaft are removed, e.g. by removing the tire, the drive shaft and the four calipers and by a direct measurement at the motor end, i.e. the drag force F of the bearingBearing assembly. For another example, after confirming that the tire and the driving shaft are removed from the whole vehicle, the application measures the dragging force of the hub bearing, namely the bearing dragging force F by removing the caliperBearing assembly。
In a specific embodiment, the bearing dragging force can be an average value of measured values obtained by adopting a preset measuring time length at each test point under the condition that the whole vehicle of the vehicle to be tested is disassembled from corresponding components (namely tires, a driving shaft and calipers); the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
Specifically, as shown in fig. 3, after the state of the vehicle to be tested is determined, the four tires are removed, the vehicle is mounted on the motor rack to ensure stable and reliable connection of the four wheels and the four motors, and then the driving shaft and the calipers are removed. Heating the vehicle in a full vehicle state to bring the oil temperature to a corresponding temperature (e.g., 90 ℃) to ensure that the vehicle is in an optimum state, measuring the vehicle speed from a high speed value (e.g., 120km/h) to a low speed value (e.g., 1km/h), taking a preset measurement duration (e.g., every 10km/h) based on a preset speed interval (e.g., every 10km/h)Point measurement for 10s) and averaging to obtain the drag force F of the bearingBearing assembly。
In addition, this application provides the torque sensor that can adopt high accuracy motor rack and high accuracy small-scale range to accomplish data measurement, and then can be more accurate measure calliper and bearing drag force.
It should be noted that, the application has no limitation on the dismantling sequence of the corresponding components in the whole vehicle of the vehicle to be measured and the measurement sequence of the torque at the motor end; for example, after removing the four calipers of the tire and front and rear wheels, the first motor end torque may be measured as described above, then the four calipers are attached, the drive shaft is removed, and the second motor end torque may be measured as described above. Then the calipers are removed, the measured value is the dragging force of the bearing,
further, in the present application, the resistance of the second caliper may be a difference between a torque at the second motor end and a drag force of the bearing; that is, the present application can be represented by the following formula FCaliper 2＝FCaliper and bearing-FBearing assemblyCalculating the second caliper resistance FCaliper 2. It should be noted that the two test data at the same vehicle speed may be subtracted (F)Caliper and bearing-FBearing assembly) To obtain the resistance F of the second caliperCaliper 2。
An average of the first caliper resistance and the second caliper resistance is determined as a caliper drag force, step 206.
Specifically, the first caliper resistance F is measuredCaliper 1And a second caliper resistance FCaliper 2Then, the average value of the two measurement results is the final caliper dragging force FCaliper＝(FCaliper 1+FCaliper 2)/2. The caliper dragging force measuring method has the advantages that the caliper dragging force is measured through two methods when the caliper dragging force is measured, and then the caliper dragging force obtained through the two methods is averaged, so that the caliper dragging force which is accurate and reliable is obtained.
For the dragging force of the calipers, the application provides two methods, the dragging force of the calipers is measured in two ways through different disassembling sequences, and then an average value is calculated; in view of calliper drag power is less, based on this application can be accurate measure calliper drag power, improve the measurement accuracy of whole car internal resistance.
Step 208, acquiring the dragging force of the driving system; and determining the whole internal resistance of the vehicle to be tested according to the calipers dragging force, the bearing dragging force and the driving system dragging force.
Specifically, the driving system dragging force can be obtained by disassembling corresponding components; for example, firstly measuring the internal resistance of the whole vehicle by removing a tire, then continuously measuring according to the method by removing a driving shaft, measuring the drag force of a caliper and a hub bearing, and subtracting the two measurement results to obtain the drag force of a driving system; for another example, the internal resistance of the whole vehicle is measured by removing the tire, and then the difference between the internal resistance of the whole vehicle and the dragging force of the calipers and the dragging force of the bearing is determined as the dragging force of the driving system according to the obtained dragging force of the calipers and the measured dragging force of the bearing.
In a specific embodiment, as shown in fig. 4, the step of obtaining the drag force of the drive system may include:
step S402, acquiring a sum of a bearing dragging force and a caliper dragging force, and determining a difference value of an initial internal resistance and the sum as a first driving system resistance;
step S404, determining the difference value between the initial internal resistance and the dragging force of the two calipers as the resistance of a second driving system;
in step S406, an average value of the first drive-train resistance and the second drive-train resistance is determined as the drive-train drag force.
Specifically, for obtaining the dragging force of the driving system, the driving system resistance can be obtained by the following two ways through the whole vehicle internal resistance, caliper and bearing dragging force measured in the front, which are respectively as follows:
Fdrive train 1＝FInternal resistance of whole vehicle-FBearing assembly-FCaliper
FDrive train 2＝FInternal resistance of whole vehicle-FCaliper and bearing
Then, the drag force F of the driving system is obtained by averaging the resistance of the driving system obtained by the two modesDrive theIs a system＝(FDrive train 1+FDrive train 2)/2. Wherein, FDrive train 1Representing a first driveline resistance; fDrive train 2Representing the second driveline resistance.
Furthermore, the resistance of the driving system can be measured by firstly removing the tire to measure the internal resistance of the whole vehicle, then measuring by removing the driving shaft and continuing to measure according to the method, and the measured drag force F is the drag force F of the caliper and the hub bearingCaliper and bearingThe subtraction of the two measurements is the second driveline resistance, i.e., using equation FDrive train 2＝FInternal resistance of whole vehicle-FCaliper and bearingCalculating, at the moment, removing the calipers, and measuring only the drag force of the bearing, so that the drag force can be obtained through a formula FDrive train 1＝FInternal resistance of whole vehicle-FBearing assembly-FCaliperA first driveline resistance is calculated.
The drive train resistances obtained by the two methods are averaged, FDrive train＝(FDrive train 1+FDrive train 2) The final drive train resistance (drive train drag force F) isDrive train). The driving system dragging force is also an average value obtained by two methods, and then more accurate driving system dragging force is output.
In a specific embodiment, the method may further include the steps of:
confirming whether the vehicle to be tested meets the test conditions; the test conditions comprise that the SOC of the vehicle to be tested is more than 70%, and the vehicle to be tested is currently in a neutral position.
Specifically, each measurement requires a vehicle speed from high to low, the vehicle speed can be from 120km/h to 10km/h, and each vehicle speed measurement time is 10 s; meanwhile, the SOC (State of charge) of the vehicle is required to be larger than 70% in the testing process, and the vehicle is in the N gear position in the testing process.
Finally, the measured caliper dragging force, the measured bearing dragging force and the measured driving system dragging force are determined as the whole internal resistance of the vehicle to be measured. The internal resistance of the whole vehicle is decomposed into caliper dragging force, hub bearing dragging force and driving system dragging force.
Specifically, the whole internal resistance is an important component of the whole vehicle resistance, the application provides an effective method for measuring the whole vehicle internal resistance, the whole vehicle internal resistance can be decomposed into three parts, namely driving system resistance, caliper resistance and bearing resistance, and the specific disassembly result can refer to fig. 5;
according to the method, the high-precision motor rack is adopted, and a series of disassembling and data processing methods are adopted, so that the driving system resistance, the caliper dragging force and the bearing dragging force contained in the internal resistance of the whole vehicle can be obtained. The reference is provided for optimizing the internal resistance of the whole automobile, and meanwhile, reasonable driving system, calipers and bearing drag force target values can be set, so that the internal resistance of the whole automobile is better controlled.
Further, as shown in fig. 6, the dragging resistance trends of the left and right rear wheels of the vehicle are consistent, and the dragging difference of the left and right rear wheels is very small, so that the method has high precision and reliability.
In the method, the internal resistance of the whole vehicle is measured by the motor rack, so that the internal resistance of the whole vehicle can be decomposed into the drag force of a driving system, the drag force of calipers and the drag force of a bearing, and further, a corresponding disassembling and data processing method is provided for the measurement of the internal resistance of the whole vehicle; specifically, the driving system dragging force, the caliper dragging force and the bearing dragging force contained in the whole vehicle internal resistance can be obtained by sequentially dismantling the whole vehicle tire (eliminating rolling resistance influence), the driving shaft, the calipers and other parts. The caliper resistance is measured in two ways, and the obtained caliper resistance is averaged, so that accurate and reliable caliper drag force is obtained. The application provides reference for optimizing the internal resistance of the whole automobile, and meanwhile, reasonable driving systems, calipers and bearing drag force target values can be set, so that the internal resistance of the whole automobile is better controlled.
In an embodiment, as shown in fig. 7, a method for measuring the vehicle resistance is provided, which is described by taking the method applied to the vehicle internal resistance test method as an example, and includes the following steps:
step 702, acquiring theoretical wind resistance by adopting a wind tunnel test;
step 704, obtaining theoretical rolling resistance by adopting a bench rolling resistance test;
and step 706, determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be tested.
Specifically, the theoretical wind resistance can be measured by a wind tunnel test, and the theoretical rolling resistance can be obtained by measuring the rack rolling resistance. The caliper resistance (i.e., the caliper drag force), the bearing resistance (i.e., the bearing drag force), and the drive train resistance (i.e., the drive system drag force) can be measured by the embodiments of the vehicle internal resistance test method.
Furthermore, the whole vehicle resistance is the theoretical wind resistance, the theoretical rolling resistance, the caliper resistance, the hub bearing resistance and the drive system resistance.
As shown in the following table-table 1, the vehicle resistance obtained by the present application is very close to the vehicle road sliding resistance, which indicates that the vehicle internal resistance measured by the vehicle resistance measurement method of the present application has higher reliability and operability, and the vehicle road sliding resistance shown in fig. 8 is compared with a calculated resistance curve (i.e., a vehicle calculated resistance curve).
TABLE 1
It should be noted that the calculated resistance of the whole vehicle is the measured resistance of the whole vehicle by the method of the present application, that is, the calculated resistance of the whole vehicle is the theoretical wind resistance, the theoretical rolling resistance, the caliper resistance, the hub bearing resistance and the drive train resistance.
In the method, the internal resistance of the whole vehicle is measured through the motor rack, the internal resistance of the whole vehicle is further decomposed into the dragging force of calipers, the dragging force of hub bearings and the resistance of a driving system, and the wind resistance and the rolling resistance of the whole vehicle are calculated through theory, so that the resistance of the whole vehicle is obtained, and the direction and the reference are provided for the optimization of the resistance of the whole vehicle. This application is through optimizing whole car resistance, and then optimizes whole car power consumption, effectively solves the painful point that electric motor car continuation of the journey mileage is short partially.
It should be understood that although the various steps in the flowcharts of fig. 2-4, 7 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 2-4, 7 may include multiple sub-steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, which are not necessarily performed in sequence, but may be performed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.
In one embodiment, as shown in fig. 9, there is provided a device for testing internal resistance of a whole vehicle, which is described by taking the device as an example for being applied to a motor rack in fig. 1, and includes:
a data acquisition module 910 for acquiring a first caliper resistance; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle to be measured is disassembled through tires and calipers; acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from the tire and the driving shaft; the dragging force of the bearing is measured after the whole vehicle to be measured is disassembled by a tire, a driving shaft and calipers; determining an average value of the first caliper resistance and the second caliper resistance as a caliper drag force; acquiring dragging force of a driving system;
and the internal resistance confirming module 920 is used for determining the whole internal resistance of the vehicle to be detected according to the caliper dragging force, the bearing dragging force and the driving system dragging force.
For specific definition of the whole vehicle internal resistance testing device, reference may be made to the definition of the whole vehicle internal resistance testing method above, and details are not described here. All or part of each module in the whole vehicle internal resistance testing device can be realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules. It should be noted that, in the embodiment of the present application, the division of the module is schematic, and is only one logic function division, and there may be another division manner in actual implementation.
In one embodiment, a finished vehicle resistance measurement device is provided, including:
the theoretical data acquisition module is used for acquiring theoretical wind resistance by adopting wind tunnel test; obtaining theoretical rolling resistance by adopting a rack rolling resistance test;
and the resistance confirmation module is used for determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be detected.
For specific limitations of the vehicle resistance measuring device, reference may be made to the above limitations of the vehicle resistance measuring method, and details are not repeated here. All or part of each module in the whole vehicle resistance measuring device can be realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules. It should be noted that, in the embodiment of the present application, the division of the module is schematic, and is only one logic function division, and there may be another division manner in actual implementation.
In one embodiment, as shown in fig. 1, a whole vehicle internal resistance testing system is provided, which is described by taking an example of application of the system to whole vehicle internal resistance testing of an electric vehicle, and may include a motor rack for mounting a vehicle to be tested, and a torque sensor connected to the motor rack; the motor gantry may include a processor coupled to the torque sensor, and a plurality of motors each coupled to the processor; the output shaft of the motor is connected with the driving shaft of the vehicle to be tested so as to provide power; the torque sensor is arranged at the end of the motor shaft and used for measuring the torque of the motor shaft;
the processor is used for executing the steps of the whole vehicle internal resistance testing method.
In one particular embodiment, the motor mount may be an AVL motor mount; the torque sensor may be a flange torque sensor.
Specifically, taking an electric vehicle as an example, the overall internal resistance of the electric vehicle may include a driving system drag force, a caliper drag force, and a bearing drag force. This application measures whole car internal resistance through high accuracy motor rack, through demolising parts such as whole car tire (eliminating the rolling resistance influence), drive shaft and calliper in proper order, from obtaining whole car actuating system resistance, four wheel callipers drag power and four wheel hub bearing drag power.
The method can accurately measure the smaller dragging force of the caliper, and can adopt two methods as described above, the order of disassembly is different, so that the dragging force of the caliper is measured through two modes, then the average value is calculated, specifically, the drag force of the caliper can be measured according to the method for measuring the dragging force of the caliper, and the resistance of a drive system can also adopt the average value obtained by the two methods.
Simultaneously, this application can satisfy calliper drag force and the less accurate measurement demand of wheel hub bearing drag force, and whole car internal resistance test system adopts the motor rack of high accuracy and the torque sensor of high accuracy small-scale range, and then can be more accurate measure calliper and bearing drag force. The high-precision motor rack can be realized by adopting an AVL five-motor high-precision rack, and the high-precision small-range torque sensor can be realized by adopting a KISTER4550A type high-precision torque sensor. Furthermore, the caliper dragging force can be measured by two methods when the caliper dragging force is measured, and the caliper dragging force obtained by the two methods is averaged, so that the caliper dragging force is accurate and reliable. The specific test flow is as follows:
caliper drag force measurement
Measuring F directly on the motor stand by removing the tyreInternal resistance of whole vehicleAnd then measuring the motor end torque again by removing the four tire calipers, thereby obtaining FDrive train + bearingBy the formula, FCaliper 1＝FInternal resistance of whole vehicle-FDrive train + bearingThus obtaining the caliper drag force tested by the method.
By removing the drive shaft, F is measured at the motor endCaliper and bearingThen, the caliper is removed, and the motor end is measured to obtain FBearing assemblyBy the formula, FCaliper 2＝FCaliper and bearing-FBearing assemblyThus obtaining a caliper drag force that was tested in another way.
Finally, the caliper drag forces measured by the two methods are averaged, FCaliper＝(FCaliper 1+FCaliper 2)/2。
(II) measurement of bearing drag force
The resistance is the drag force F of the bearing by removing the tire, the driving shaft and the four calipers and directly measuring through a motor endBearing assembly。
(III) measurement of drag force of driving system
Through the measured integral internal resistance, calipers and bearing drag force, the drive system resistance is obtained in two ways, which are respectively as follows:
Fdrive train 1＝FInternal resistance of whole vehicle-FBearing assembly-FCaliper
FDrive train 2＝FInternal resistance of whole vehicle-FCaliper and bearing
The drive train resistances obtained by the two methods are averaged, FDrive train＝(FDrive train 1+FDrive train 2)/2。
According to the method, a series of disassembling and data processing methods are adopted through the high-precision motor rack, so that the driving system resistance, the caliper dragging force and the bearing dragging force contained in the internal resistance of the whole automobile can be obtained. The reference is provided for optimizing the internal resistance of the whole automobile, and meanwhile, reasonable driving system, calipers and bearing drag force target values can be set, so that the internal resistance of the whole automobile is better controlled.
To further illustrate the workflow of the present application, the following is described with reference to a specific test case:
before the test starts, the state of the vehicle can be determined, (whether the engine oil of the vehicle is changed or not needs to be ensured before the test, and the vehicle needs to be subjected to drum running-in for 3000km), then the four tires are dismantled, and the vehicle is installed on a motor rack, so that the four wheels are stably and reliably connected with the four motors.
Heating the vehicle to enable the oil temperature to reach 90 ℃ in the state of the whole vehicle so as to ensure that the vehicle is in the optimal state, measuring the vehicle speed from 120km/h to 1km/h, measuring every 10km/h for 10s, and taking the average value as the internal resistance value of the whole vehicle at the vehicle speed.
And then, removing the four calipers of the front wheel and the rear wheel, and repeating the above activities to measure the internal resistance (namely the initial internal resistance) of the whole vehicle except the calipers.
Subtracting the test data at the same speed twice to obtain the dragging force of the caliper, and obtaining the dragging force of the caliper by a formula FCaliper 1＝FInternal resistance of whole vehicle-FDrive train + bearingCalculating the dragging force of the calipers;
next, four calipers are assembled, the driving shaft is disassembled, the drag force of the calipers and the bearing is measured according to the test method, then the calipers are disassembled, the drag force of the bearing is measured, and the drag force can be obtained through a formula FCaliper 2＝FCaliper and bearing-FBearing assemblyCalculating the dragging force of the calipers;
averaging the two measurements to obtain the final caliper drag force FCaliper＝(FCaliper 1+FCaliper 2)/2。
Further, the hub bearing drag force is a direct measurement of the caliper and drive shaft removed.
The resistance of the drive system can be measured by firstly removing the tire to measure the internal resistance of the whole vehicle, then measuring the internal resistance of the whole vehicle by removing the drive shaft and continuously measuring according to the method, measuring the drag force of the caliper and the hub bearing, subtracting the two measurement results to obtain the resistance of the drive system, namely, obtaining the resistance of the drive system by the formula FDrive train 2＝FInternal resistance of whole vehicle-FCaliper and bearingCalculating, at the moment, removing the calipers, and measuring only the drag force of the bearing according to a formula FDrive train 1＝FInternal resistance of whole vehicle-FBearing assembly-FCaliperThe drive train resistance is calculated.
Drive train resistance leveling obtained by two waysMean value, FDrive train＝(FDrive train 1+FDrive train 2) And/2 is the final drive train resistance.
The speed of the vehicle is required to be from high to low in each measurement, the speed of the vehicle is 120km/h to 10km/h, the time of each vehicle speed measurement is 10s, the SOC of the vehicle is required to be greater than 70% in each test, and the vehicle is in the N gear position in the whole test process.
The motor rack is used for measuring the internal resistance of the whole vehicle, the internal resistance of the whole vehicle is further decomposed into the caliper drag force, the hub bearing drag force and the drive system resistance, and the wind resistance and the tire rolling resistance of the whole vehicle are calculated through theory, so that the whole vehicle resistance is obtained, and the direction and the reference are provided for the whole vehicle resistance optimization. The application can optimize the whole vehicle resistance, further optimize the whole vehicle power consumption, and effectively solve the pain point of short endurance mileage of the electric vehicle.
Those skilled in the art will appreciate that the configuration shown in fig. 1 is a block diagram of only a portion of the configuration associated with the present application and does not constitute a limitation on the components and devices to which the present application may be applied, and that a particular device may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
In an embodiment, a computer-readable storage medium is provided, on which a computer program is stored, which computer program, when being executed by a processor, carries out the steps of the above-mentioned method.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database or other medium used in the embodiments provided herein can include at least one of non-volatile and volatile memory. Non-volatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical storage, or the like. Volatile Memory can include Random Access Memory (RAM) or external cache Memory. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM), among others.
In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method for testing the internal resistance of a whole vehicle is characterized by comprising the following steps:
acquiring resistance of a first caliper; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle of the vehicle to be measured is disassembled through tires and calipers;
acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from tires and a driving shaft; the bearing dragging force is obtained by measuring the whole vehicle to be measured after the tire, the driving shaft and the calipers are disassembled;
determining an average of the first caliper resistance and the second caliper resistance as a caliper drag force;
acquiring dragging force of a driving system; and determining the whole internal resistance of the vehicle to be tested according to the caliper dragging force, the bearing dragging force and the driving system dragging force.
2. The method for testing the internal resistance of the whole automobile according to claim 1, wherein the step of obtaining the dragging force of the driving system comprises the following steps:
acquiring a sum of the bearing drag force and the caliper drag force, and determining a difference value between the initial internal resistance and the sum as a first drive train resistance;
determining the difference value between the initial internal resistance and the dragging force of the two calipers as second driving system resistance;
determining an average of the first and second driveline resistances as the driveline drag force.
3. The method for testing the internal resistance of the whole automobile according to claim 1 or 2, characterized by further comprising the steps of:
confirming whether the vehicle to be tested meets the test conditions; the test conditions comprise that the SOC of the vehicle to be tested is more than 70%, and the vehicle to be tested is currently in a neutral position.
4. The method for testing the internal resistance of the whole vehicle according to claim 3,
the initial internal resistance, the first motor end torque, the second motor end torque and the bearing dragging force are average values of measured values obtained by adopting preset measuring time at each test point under the condition that the whole vehicle of the vehicle to be tested is disassembled from corresponding components;
the test points are data measurement points obtained based on preset speed intervals in the process that the speed of the vehicle to be tested is changed from a high speed value to a low speed value.
5. A whole vehicle resistance measurement method based on the whole vehicle internal resistance test method of any one of claims 1 to 4, characterized by comprising:
acquiring theoretical wind resistance by adopting a wind tunnel test;
obtaining theoretical rolling resistance by adopting a rack rolling resistance test;
and determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be tested.
6. The utility model provides a whole car internal resistance testing arrangement which characterized in that includes:
the data acquisition module is used for acquiring the resistance of the first caliper; the resistance of the first caliper is the difference value of the initial internal resistance and the torque of the first motor end; the initial internal resistance is obtained by measuring the whole vehicle to be measured after the tires are removed; the torque of the first motor end is measured after the whole vehicle of the vehicle to be measured is disassembled through tires and calipers; acquiring resistance of a second caliper; the resistance of the second caliper is the difference between the torque of the second motor end and the drag force of the bearing; the torque of the second motor end is measured after the whole vehicle to be measured is disassembled from tires and a driving shaft; the bearing dragging force is obtained by measuring the whole vehicle to be measured after the tire, the driving shaft and the calipers are disassembled; determining an average of the first caliper resistance and the second caliper resistance as a caliper drag force; acquiring dragging force of a driving system;
and the internal resistance confirmation module is used for determining the whole internal resistance of the vehicle to be detected according to the caliper dragging force, the bearing dragging force and the driving system dragging force.
7. The utility model provides a whole car resistance measuring device which characterized in that includes:
the theoretical data acquisition module is used for acquiring theoretical wind resistance by adopting wind tunnel test; obtaining theoretical rolling resistance by adopting a rack rolling resistance test;
and the resistance confirmation module is used for determining the sum of the theoretical wind resistance, the theoretical rolling resistance and the whole vehicle internal resistance as the whole vehicle resistance of the vehicle to be detected.
8. The whole vehicle internal resistance test system is characterized by comprising a motor rack for mounting a vehicle to be tested and a torque sensor connected with the motor rack;
the motor rack comprises a processor connected with the torque sensor and a plurality of motors which are connected with the processor; an output shaft of the motor is connected with a driving shaft of the vehicle to be tested so as to provide power; the torque sensor is arranged at the end of the motor shaft and used for measuring the torque of the motor shaft;
the processor is configured to perform the steps of the method of any one of claims 1 to 4.
9. The vehicle internal resistance testing system according to claim 8, wherein the motor rack is an AVL motor rack; the torque sensor is a flange torque sensor.
10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 5.
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