Vehicle power driving performance product force test evaluation method based on actual travel working condition

Abstract

The application discloses a kind of vehicle power driving performance product force test evaluation methods based on actual travel working condition, test is carried out on clean, dry and straight test road, vehicle enters test process after preheating driving before test starts, respectively low-speed power driving performance test, medium-speed power driving performance test and high-speed power driving performance test are carried out, vehicle data is collected respectively, corresponding index is calculated: first calculate secondary index, then calculate primary index based on secondary index and weight, calculate the total score of the evaluation of vehicle power driving performance according to primary index and weight: according to the evaluation part, the vehicle power driving performance product force of vehicle is evaluated.The test and scoring method given by the application is consistent with the actual travel working condition of China, which is objective and quantifiable, and can better reflect the power driving performance of the vehicle at low speed, medium speed and high speed.

Description

Technical Field

[0001] This invention relates to the field of vehicle dynamic drivability testing technology, and in particular to a method for evaluating the dynamic drivability of a vehicle based on actual travel conditions. Background Technology

[0002] With the rapid development of the automotive industry and the rise of new energy vehicles in recent years, young consumers are placing increasing emphasis on the driving performance of automobiles. Therefore, testing the overall driving performance of a vehicle provides a crucial reference standard for consumers when purchasing a car. Currently, there are two main methods for evaluating the driving performance of a vehicle: one is the engineering evaluation conducted by professional subjective evaluators from automotive companies at the professional development level, providing reference and acceptance standards for vehicle development; the other is evaluation by third-party media and automotive industry research institutions, providing users with references for selecting and judging the quality of vehicles.

[0003] Both of the above methods have shortcomings: they are based on existing national standards, which often specify the minimum requirements for vehicle access. For example, China's national standards only include extreme conditions such as 0-100km / h and 60km / h-100km / h full-throttle acceleration, which clearly deviates from typical consumer travel characteristics and does not fully cover certain key indicators of consumer usage scenarios. Furthermore, current national standards do not provide standard limits and corresponding scores, making the reflection of vehicle power and drivability not intuitive. Therefore, it is urgent to develop innovative product performance testing and evaluation methods for vehicle power and drivability based on the actual travel conditions of Chinese consumers, providing OEMs with performance verification methods during the R&D process and offering consumers intuitive references for purchasing decisions. Summary of the Invention

[0004] The purpose of this invention is to address the technical deficiencies in the existing technology by providing a method for testing and evaluating the driving performance of a vehicle based on actual travel conditions.

[0005] The technical solution adopted to achieve the purpose of this invention is:

[0006] A method for evaluating the overall vehicle power drivability based on actual travel conditions involves conducting low-speed, medium-speed, and high-speed power drivability tests on the vehicle, collecting corresponding indicator data, and calculating the total evaluation score of the vehicle's power drivability based on the indicator data. The overall vehicle power drivability is then evaluated based on this evaluation.

[0007] The test was conducted on a clean, dry, and level test surface. The vehicle underwent a warm-up test before the test began, and the following steps were followed:

[0008] 1.1 Low-speed power driving performance test

[0009] The vehicle was accelerated from a standstill to 30 km / h with 30% throttle opening. Vehicle data was collected using a data acquisition device, and the following indicators were calculated using the collected test data:

[0010] The time required for a manual transmission vehicle to accelerate to 30 km / h from the start of movement; the time required for an automatic transmission vehicle to accelerate to 30 km / h from the moment the accelerator pedal is depressed; the time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; the maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value;

[0011] 1.2 Medium-speed power driving performance test

[0012] When the vehicle is traveling at a constant speed of not less than 50 km / h, release the accelerator pedal, coast in gear to 40±1 km / h, press the accelerator pedal to 60±1% and hold it, and the vehicle will accelerate to more than 80 km / h.

[0013] Vehicle data is collected using a data acquisition device, and the following indicators are calculated using the collected test data:

[0014] Time required to accelerate to 80 km / h from the moment the accelerator pedal is depressed; time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value;

[0015] 1.2 High-speed dynamic driving performance test

[0016] When the vehicle is traveling at a constant speed of not less than 110 km / h, release the accelerator pedal, coast in gear to 100±1 km / h, press the accelerator pedal to 100% and hold it, and the vehicle will accelerate to more than 140 km / h.

[0017] Vehicle data is collected using a data acquisition device, and the following indicators are calculated using the collected test data:

[0018] The time required to accelerate to 140 km / h from the moment the accelerator pedal is depressed; the time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; the maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value;

[0019] 1.4 Primary and secondary indicators are set; the primary indicators are low-speed power drivability, medium-speed power drivability, and high-speed power drivability; the secondary indicators are 0-30km / h acceleration time, 40-80km / h acceleration time, 100-140km / h acceleration time, accelerator pedal response time, start-up impact, and powertrain impact; the score of the primary indicator is calculated based on the scores of the secondary indicators and their weights, rounded to two decimal places, as shown in the following formula:

[0020]

[0021] In the formula, j is the index of the secondary indicator within the primary indicator, and ni is the number of secondary indicators for the i-th primary indicator; S ij b ij These are the scores and weights of the secondary indicators with index j within the primary indicator with index i.

[0022] Specifically, the weights for low-speed power drivability, medium-speed power drivability, and high-speed power drivability are 40%, 30%, and 30%, respectively. Under low-speed power drivability, the weights for 0-30km / h acceleration time, accelerator pedal response time, and start-up impact are 30%, 40%, and 30%, respectively. Under medium-speed power drivability, the weights for 40-80km / h acceleration time, accelerator pedal response time, and powertrain impact are 40%, 30%, and 30%, respectively. Under high-speed power drivability, the weights for 100-140km / h acceleration time, accelerator pedal response time, and powertrain impact are 50%, 30%, and 20%, respectively.

[0023] The scores for the secondary indicators are calculated using a linear interpolation method based on the indicator results obtained from objective experiments, using indicator limits of 60 and 100 points. The results are rounded to two decimal places, and scores greater than 100 are treated as 100. The indicator limits for the secondary indicator scores are as follows:

[0024] The corresponding indicator limits for a score of 60 are as follows:

[0025] The acceleration time from 0-30km / h is 12s, from 40-80km / h is 10s, from 100-140km / h is 15s, the accelerator pedal response time at low speed is 0.85s, at medium speed is 2s, at high speed is 2s, and the initial acceleration impact is 15m / s. 2 The impact of the power system at medium speed is 26 m / s. 2 The impact of the power system at high speed is 22 m / s. 2 ;

[0026] The indicator limits corresponding to 100 points are as follows:

[0027] The acceleration time from 0-30km / h is 5s, from 40-80km / h is 4s, and from 100-140km / h is 6s. The accelerator pedal response time at low speeds is 0.08s, at medium speeds it is 0.2s, and at high speeds it is 0.2s. The initial acceleration impact is 1m / s². 2 The impact of the power system at medium speed is 1 m / s. 2 The impact of the power system at high speed is 6.5 m / s. 2 .

[0028] 1.5 Calculate the vehicle's dynamic drivability evaluation score, and evaluate the vehicle's overall dynamic drivability product strength based on this score. The vehicle's dynamic drivability evaluation score is calculated based on the scores and weights of the primary indicators, and is rounded to one decimal place. The calculation method is as follows:

[0029]

[0030] In the formula, S is the total score for dynamic drivability evaluation, i is the first-level indicator number, and S i and a i These are the scores and weights of the first-level indicator with serial number i.

[0031] The testing and evaluation method provided in this invention is a testing and scoring method that conforms to the actual travel conditions in China. It is objective and quantifiable, and can better reflect the power and drivability of the whole vehicle at low speed, medium speed and high speed. Attached Figure Description

[0032] Figure 1 A flowchart of the vehicle dynamics and drivability product strength test and evaluation method based on actual travel conditions according to an embodiment of the present invention. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0034] See Figure 1 As shown in the figure, the vehicle power drivability product strength test and evaluation method based on actual travel conditions of this invention conducts low-speed power drivability tests, medium-speed power drivability tests, and high-speed power drivability tests on the vehicle, collects corresponding indicator data for the vehicle, and calculates the total evaluation score of the vehicle's power drivability based on the indicator data; the overall vehicle power drivability product strength is evaluated based on this evaluation part; specifically, it is achieved through the following steps:

[0035] 1. Selection of test site

[0036] 1.1 Road surface The road surface shall be a clean, dry, straight concrete or asphalt (or similar) surface with a longitudinal slope not exceeding 0.1%.

[0037] 1.2 The road surface should be laid at the same time, and the road surface should be flat, uniform in structure, and uniform in abrasion, with no loose material or foreign deposits on the surface.

[0038] 1.3 The pavement texture depth measured according to the ASTM E 965-96 sand-paving method should be 0.7mm ± 0.3mm.

[0039] 2. Selection of environmental conditions

[0040] The test should be conducted when the atmospheric temperature is between 0℃ and 40℃, and there should be no fog, rain or hail, and the wind speed should not exceed 3m / s.

[0041] 3. Test equipment

[0042] 3.1 Test Vehicle

[0043] The test vehicle should be a standard two-axle passenger car that can be fitted with the test tires, and the powertrain, drivability system, and suspension system of the test vehicle should be in normal working order.

[0044] Before the objective test begins, the test vehicle should undergo a 1000km break-in period at the selected test site. After the break-in period, the vehicle condition should be checked to ensure that there are no abnormalities in any of the vehicle's systems.

[0045] 3.1.1 Use the original tires supplied with the vehicle at the time of purchase. The tire tread should be in good condition, with a tread depth of at least 90% of the initial tread depth, no obvious uneven wear, and the inflation pressure should meet the usage requirements of this vehicle model. If the original tires are damaged, they should be replaced with tires of the same brand and model as the original tires.

[0046] 3.1.2 Use the original lubricating oil (grease) supplied with the vehicle at the time of purchase. If replacement is necessary due to unforeseen circumstances, use the same brand and model as the original lubricating oil (grease). Use fuel from the same supplier, and the fuel grade should be the lowest grade permitted for this vehicle model.

[0047] 3.1.3 For vehicles with different driving modes, the default mode should be selected for testing; if the vehicle does not have a default mode, the comfort or standard mode should be selected for testing. For vehicles equipped with automatic transmissions, the "D" gear should be used for testing first. For vehicles that allow manual selection of two-wheel drive and four-wheel drive modes, the two-wheel drive mode should be selected for testing.

[0048] 3.2 Test Instruments

[0049] 3.2.1 The testing instruments should be able to withstand environmental conditions such as dust, impact, vibration, and 100% humidity.

[0050] 3.2.2 The test vehicle shall be equipped with speed and acceleration acquisition devices that meet the test requirements. The measurement range and maximum error of the instruments and equipment shall meet the requirements in Table 1.

[0051] Table 1 Measurement range and maximum error of instruments and equipment

[0052] Measurement parameters and units Measurement range Test instrument and recording system error <![CDATA[Longitudinal acceleration / (m / s 2 )]]> -20～20 ±0.1 Longitudinal speed (km / h) 0～200 0.2

[0053] 4. Test Procedure

[0054] 4.1 The vehicle should undergo a warm-up run before the test begins. All types of vehicles should be driven for at least 5 km at 80% of the manufacturer's estimated maximum speed for 30 minutes. For pure electric vehicles, the battery SOC should be above 80%. For hybrid electric vehicles, the battery SOC should be displayed as fully charged on the instrument panel, and the warm-up run should be conducted in hybrid mode.

[0055] 4.1.1 Low-speed power drivability test

[0056] The vehicle accelerates from a standstill to 30 km / h with 30% throttle opening.

[0057] In the manual transmission vehicle test, the vehicle is stationary, the transmission is in first gear, and the accelerator pedal is quickly depressed to 30±1% and held, while simultaneously releasing the clutch. Clutch operation should maximize acceleration performance, and the vehicle accelerates to over 30 km / h. The recording device is triggered when the vehicle moves, and recording stops when the vehicle speed exceeds 30 km / h. In the automatic transmission and single-stage reducer vehicle test, the vehicle is stationary, the transmission is in "D" gear, and the engine is idling. Immediately after releasing the brake, the accelerator pedal is depressed to 30±1% and held (the accelerator pedal release time should not exceed 0.2 seconds), and the vehicle accelerates to over 30 km / h. The recording device is triggered when the accelerator pedal is depressed, and recording stops when the vehicle speed exceeds 30 km / h. For gasoline vehicles, the test should be conducted in both directions, at least three times in each direction; for pure electric vehicles and hybrid vehicles, the test should be conducted in both directions, at least once in each direction.

[0058] The following indicators were calculated using the collected experimental data:

[0059] The time required for a manual transmission vehicle to accelerate to 30 km / h from the start of movement; the time required for an automatic transmission vehicle to accelerate to 30 km / h from the moment the accelerator pedal is depressed. The time required for longitudinal acceleration (3Hz low-pass filter) to reach 50% of its peak value from the moment the accelerator pedal is depressed. The maximum slope of longitudinal acceleration (10Hz low-pass filter) during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value. The arithmetic mean of the results of all valid indicators. The final result of this indicator.

[0060] 4.1.2 Medium-speed power driving performance test

[0061] When the vehicle is traveling at a constant speed of not less than 50 km / h, release the accelerator pedal and coast in gear to 40±1 km / h. Immediately press the accelerator pedal to 60±1% and hold it (the accelerator pedal release time should not exceed 0.2s). The vehicle will then accelerate to over 80 km / h.

[0062] During the manual transmission vehicle test, the transmission is in 3rd gear. The recording device is triggered when the accelerator pedal is depressed, and recording stops when the vehicle speed exceeds 80 km / h. During the automatic transmission and single-stage reducer vehicle test, the transmission is in "D" gear. The recording device is triggered when the accelerator pedal is depressed, and recording stops when the vehicle speed exceeds 80 km / h. For gasoline-powered vehicles, the test should be conducted in both directions, at least three times in each direction; for pure electric vehicles and hybrid vehicles, the test should be conducted in both directions, at least once in each direction.

[0063] The following indicators were calculated using the collected experimental data:

[0064] The time required to accelerate to 80 km / h from the moment the accelerator pedal is depressed. The time required for the longitudinal acceleration to reach 50% of its peak value (3Hz low-pass filter) from the moment the accelerator pedal is depressed. The maximum slope of the longitudinal acceleration (10Hz low-pass filter) during the process from the moment the accelerator pedal is depressed to the moment the longitudinal acceleration reaches its peak value. The arithmetic mean of the results of each valid indicator. The final result of this indicator.

[0065] 4.1.3 High-speed driving performance test

[0066] When the vehicle is traveling at a constant speed of not less than 110 km / h, release the accelerator pedal, coast in gear to 100±1 km / h, immediately press the accelerator pedal to 100% opening and hold it (the accelerator pedal release time is not greater than 0.2s), and the vehicle accelerates to more than 140 km / h.

[0067] During the manual transmission vehicle test, the transmission is in 4th gear. The recording device is triggered when the accelerator pedal is depressed, and recording stops when the vehicle speed exceeds 140 km / h. During the automatic transmission and single-stage reducer vehicle test, the transmission is in "D" gear. The recording device is triggered when the accelerator pedal is depressed, and recording stops when the vehicle speed exceeds 140 km / h. For gasoline-powered vehicles, the test should be conducted in both directions, at least three times in each direction. For pure electric vehicles and hybrid vehicles, the test should be conducted in both directions, at least once in each direction.

[0068] The following indicators were calculated using the collected experimental data:

[0069] The time required to accelerate to 140 km / h from the moment the accelerator pedal is depressed. The time required for longitudinal acceleration (3Hz low-pass filter) to reach 50% of its peak value from the moment the accelerator pedal is depressed. The maximum slope of longitudinal acceleration (10Hz low-pass filter) during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value. The arithmetic mean of the results of each valid indicator. The final result of this indicator.

[0070] 4.2 Calculation method for dynamic drivability evaluation score

[0071] The scores of the secondary indicators are calculated based on the objective test results, using the results obtained from the experiment and the indicator limits corresponding to 60 and 100 points in Table 2, through linear interpolation. The scores are rounded to two decimal places, and if the calculated score is greater than 100 points, it is calculated as 100 points.

[0072] Table 2 Score Limits for Secondary Indicators

[0073]

[0074] The score of the primary indicator is calculated based on the score and weight of the secondary indicator, and is rounded to two decimal places. The calculation method is shown in Equation 1.

[0075]

[0076] In the formula, j is the sequence number of the secondary indicator within the primary indicator, and ni is the number of secondary indicators of the i-th primary indicator. ij b ij These are the scores and weights of the secondary indicators (numbered j) within the primary indicator (numbered i). See Table 3 for the numbers and weights.

[0077] Table 3 Weights of Primary and Secondary Indicators

[0078]

[0079] The overall score for dynamic drivability is calculated based on the scores and weights of the primary indicators, and is rounded to one decimal place. The calculation method is shown in Equation 2.

[0080]

[0081] In the formula, S is the total score for dynamic drivability evaluation, i is the first-level indicator number, and S i and a i These are the scores and weights of the first-level indicator with serial number i.

[0082] During the development of new models, OEMs can use the testing conditions mentioned in this application to calibrate and verify the vehicle dynamics and drivability strategies of engineering prototypes in the development or verification stage, so as to achieve the positioning of the vehicle development goals.

[0083] The testing method of this invention is a systematic, reasonable, and novel product capability testing and evaluation method for vehicle power drivability based on actual travel conditions (such as actual travel conditions in China). It solves the problem that the test content in the national standard for vehicle power drivability does not match the actual travel conditions of Chinese consumers. The testing and scoring method given in this invention is consistent with the actual travel conditions in China, is objective and quantifiable, and can better reflect the power drivability of the whole vehicle at low speed, medium speed, and high speed.

[0084] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. It will be apparent to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention.

[0085] Therefore, the embodiments should be regarded as exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of the equivalents of the claims be included within the invention.

[0086] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for evaluating the overall vehicle power drivability based on actual travel conditions, characterized in that: low-speed power drivability test, medium-speed power drivability test and high-speed power drivability test are conducted on the vehicle respectively, corresponding index data of the vehicle are collected, and the total evaluation score of the vehicle's power drivability is calculated based on the index data; the overall vehicle power drivability is evaluated based on the total evaluation score. The test was conducted on a clean, dry, and level test surface. The vehicle underwent a warm-up test before the test began, and the following steps were followed: 1.1 Low-speed power driving performance test The vehicle was accelerated from a standstill to 30 km / h with 30% throttle opening. Vehicle data was collected using a data acquisition device, and the following indicators were calculated using the collected test data: The time required for a manual transmission vehicle to accelerate to 30 km / h from the start of movement; the time required for an automatic transmission vehicle to accelerate to 30 km / h from the moment the accelerator pedal is depressed; the time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; the maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value; 1.2 Medium-speed power driving performance test When the vehicle is traveling at a constant speed of not less than 50 km / h, release the accelerator pedal and coast in gear to 40±1 km / h. Then, press the accelerator pedal to 60±1% and hold it. The vehicle will accelerate to more than 80 km / h. Vehicle data is collected using a data acquisition device, and the following indicators are calculated using the collected test data: The time required to accelerate to 80 km / h from the moment the accelerator pedal is depressed; the time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; the maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value; 1.3 High-speed driving performance test When the vehicle is traveling at a constant speed of not less than 110 km / h, release the accelerator pedal, coast in gear to 100±1 km / h, press the accelerator pedal to 100% and hold it, and the vehicle will accelerate to more than 140 km / h. Vehicle data is collected using a data acquisition device, and the following indicators are calculated using the collected test data: The time required to accelerate to 140 km / h from the moment the accelerator pedal is depressed; the time required for longitudinal acceleration to reach 50% of its peak value from the moment the accelerator pedal is depressed; the maximum slope of longitudinal acceleration during the process from the moment the accelerator pedal is depressed to the moment longitudinal acceleration reaches its peak value; 1.4 Set primary and secondary indicators; the primary indicators are low-speed power drivability, medium-speed power drivability and high-speed power drivability; the secondary indicators are 0-30km / h acceleration time, 40-80km / h acceleration time, 100-140km / h acceleration time, accelerator pedal response time, start-up impact and power system impact. The score for the primary indicator is calculated based on the scores and weights of the secondary indicators, rounded to two decimal places. The calculation method is shown in the following formula: ； In the formula, This refers to the sequence number of the secondary indicator within the primary indicator. For the first The number of secondary indicators for each primary indicator; , The serial numbers are respectively The first-level indicator is numbered as follows The scores of the secondary indicators and the weights of the corresponding secondary indicators; Specifically, the weights for low-speed power drivability, medium-speed power drivability, and high-speed power drivability are 40%, 30%, and 30%, respectively. Under low-speed power drivability, the weights for 0-30km / h acceleration time, accelerator pedal response time, and start-up impact are 30%, 40%, and 30%, respectively. Under medium-speed power drivability, the weights for 40-80km / h acceleration time, accelerator pedal response time, and powertrain impact are 40%, 30%, and 30%, respectively. Under high-speed power drivability, the weights for 100-140km / h acceleration time, accelerator pedal response time, and powertrain impact are 50%, 30%, and 20%, respectively. The scores for the secondary indicators are calculated using a linear interpolation method based on the indicator results obtained from objective experiments, using indicator limits of 60 and 100 points. The results are rounded to two decimal places, and scores greater than 100 are treated as 100. The indicator limits for the secondary indicator scores are as follows: The corresponding indicator limits for a score of 60 are as follows: The acceleration time from 0-30km / h is 12s, from 40-80km / h is 10s, from 100-140km / h is 15s, the accelerator pedal response time at low speed is 0.85s, at medium speed is 2s, at high speed is 2s, and the initial acceleration impact is 15m / s. 3 The impact of the power system at medium speed is 26 m / s. 3 The impact of the power system at high speed is 22 m / s. 3 ; The indicator limits corresponding to 100 points are as follows: The acceleration time from 0-30km / h is 5s, from 40-80km / h is 4s, and from 100-140km / h is 6s. The accelerator pedal response time at low speeds is 0.08s, at medium speeds it is 0.2s, and at high speeds it is 0.2s. The initial acceleration impact is 1m / s². 3 The impact of the power system at medium speed is 1 m / s². 3 The impact of the power system at high speed is 6.5 m / s. 3 ; 1.5 Calculate the vehicle's dynamic drivability evaluation score, and evaluate the vehicle's overall dynamic drivability product strength based on this score. The vehicle's dynamic drivability evaluation score is calculated based on the scores and weights of the primary indicators, and is rounded to one decimal place. The calculation method is as follows: ； In the formula, The total score is for evaluating driving performance. This is the sequence number of the primary indicator. and The serial numbers are respectively The scores and weights of the primary indicators.

2. The method for testing and evaluating the drivability of a vehicle based on actual travel conditions as described in claim 1, characterized in that, The longitudinal slope of the test road surface is less than or equal to 0.1%, and the test road surface is either concrete or asphalt.

3. The method for testing and evaluating the drivability of a vehicle based on actual travel conditions as described in claim 1, characterized in that, During warm-up, all types of vehicles should travel at 80% of the manufacturer's maximum speed for 30 minutes or more for more than 5 km; for pure electric vehicles, the SOC of the driving battery should be above 80%; for hybrid vehicles, the SOC value of the driving battery should be displayed as fully charged on the instrument panel, and the warm-up driving process should be carried out in hybrid mode.

4. The method for testing and evaluating the drivability of a vehicle based on actual travel conditions as described in claim 2, characterized in that, The arithmetic mean of the results of each effective index obtained in the low-speed power driving test, medium-speed power driving test and high-speed power driving test is the final result of the index; the acceleration pedal take-off time is no more than 0.2s.

5. The method for testing and evaluating the drivability of a vehicle based on actual travel conditions according to claim 1, characterized in that, The test was conducted at an atmospheric temperature of 0℃-40℃, in non-foggy, non-rainy, or non-hailing weather conditions, with a wind speed not exceeding 3m / s.

Images