Method for testing power performance of extended-range electric vehicle

Abstract

The application relates to a method for testing the power performance of a range-extended electric vehicle, and belongs to the field of vehicle testing. The method comprises: high-temperature power performance testing of a vehicle when a battery is in a preset extremely low power state and low-temperature power performance testing of the vehicle when the battery cannot be discharged. The high-temperature power performance testing comprises: placing a test vehicle meeting high-temperature testing requirements into a high-temperature test environment; waiting until the state of the test vehicle is consistent with the high-temperature test environment; performing driving pretreatment on the test vehicle; operating the pretreated test vehicle in a maximum power mode to carry out a preset high-temperature working condition; when the state of charge of the battery is stable and does not decrease for a first preset time, recording the speed of the vehicle after the state of charge is stable; and repeating all the steps from the beginning of the waiting until all the preset high-temperature working conditions are completed. The method can provide a data basis for judging whether the vehicle meets the design requirements, and improves the quality of the product on the market and the user experience after the product is put on the market.

Description

TECHNICAL FIELD

[0001] The application relates to the field of whole vehicle testing, in particular to a whole vehicle power performance testing method for a range-extended electric vehicle, which comprises whole vehicle high-temperature power performance testing when a battery is in a preset extremely low power state and whole vehicle low-temperature power performance testing when a power battery cannot be discharged. BACKGROUND

[0002] The range-extended electric vehicle (REEV) is a vehicle type that can charge the on-board battery of the vehicle through an engine. Because of the existence of the fuel tank, the vehicle does not have the range anxiety.

[0003] The REEV vehicle will encounter two special states in daily use. The first one is that the power battery has very low power, and the vehicle enters the extremely low power driving mode. The other one is that the power battery cannot be normally discharged at low temperature, and needs to rely on the pulse heating function to heat the power battery cell before supplying power to the drive motor.

[0004] The REEV vehicle has the power battery power reduced to the limit value of the drive motor output torque due to some reasons. At this time, the power is the extremely low power of the vehicle type.

[0005] Because of the existence of the fuel tank, the capacity of the power battery is limited, so the pure electric cruising range of the REEV vehicle is much smaller than that of the pure electric vehicle. Therefore, the user will often encounter the situation that the power battery power is very low in daily use. At this time, the engine needs to provide the power required for power and charge the power battery. The power performance under this state needs to meet the user's demand for high speed and climbing road conditions.

[0006] When the vehicle is at low temperature, the temperature is close to-30℃, the discharge power of the power battery is 0, and the power battery needs to be assisted by the functions such as heat pump or pulse heating to heat up. When the temperature of the power battery rises to the temperature value marked by the host manufacturer, the power can be output to the drive motor. The power performance under this state also needs to meet the user's demand.

[0007] The existing whole vehicle performance verification cannot verify the whole vehicle high-temperature power performance when the vehicle is in an extremely low power state, and cannot verify the whole vehicle low-temperature power performance when the power battery cannot be discharged. The performance of the vehicle cannot meet the user's demand. SUMMARY

[0008] One of the purposes of the present application is to provide a range-extended electric vehicle whole vehicle power performance test method, which can verify the high-temperature power performance of the vehicle at extremely low battery capacity and the low-temperature power performance of the vehicle when the power battery cannot be discharged during the product development stage, provide data basis for judging whether the vehicle meets the design requirements, and improve the quality of the product on the market and the user experience after the product is on the market.

[0009] In order to achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows:

[0010] A range-extended electric vehicle whole vehicle power performance test method, the method comprising: carrying out high-temperature power performance test of the whole vehicle under the condition that the battery is in a preset extremely low capacity state and low-temperature power performance test of the whole vehicle under the condition that the power battery cannot be discharged;

[0011] The high-temperature power performance test of the whole vehicle under the condition that the battery is in a preset extremely low capacity state comprises:

[0012] S101: placing a test sample vehicle meeting the high-temperature test requirements into a high-temperature test environment;

[0013] S102: standing still and waiting for the state of the test sample vehicle to be consistent with the high-temperature test environment;

[0014] S103: performing driving pretreatment on the test sample vehicle;

[0015] S104: operating the test sample vehicle after pretreatment to carry out the current preset high-temperature working condition using the maximum power mode;

[0016] S105: when the state of charge of the power battery is stable and does not decrease for a first preset time, recording the speed of the vehicle after the state of charge is stable;

[0017] S106: repeating S102-S105 until all preset high-temperature working conditions are completed;

[0018] The low-temperature power performance test of the whole vehicle under the condition that the power battery cannot be discharged comprises:

[0019] S201: placing a test sample vehicle meeting the low-temperature test requirements into a low-temperature test environment;

[0020] S202: standing still and waiting for the state of the test sample vehicle to be consistent with the low-temperature test environment;

[0021] S203: operating the test sample vehicle to successively carry out different preset low-temperature working conditions in sequence;

[0022] S204: recording the vehicle driving speed and power battery cell temperature under different preset low-temperature working conditions.

[0023] According to the above technical means, during the high-temperature power performance test of the vehicle when the battery is in the preset extremely low power state, the test sample vehicle is processed for driving, so that the vehicle state of the test sample vehicle during the preset high-temperature working condition is consistent with the vehicle state during actual use, and the recorded test data can better verify whether the vehicle meets the design requirements. The state of charge of the battery reflects the remaining capacity of the battery, and the vehicle speed recorded after the state of charge of the battery is stably maintained for a certain period of time can better reflect the power performance of the vehicle in a high-temperature environment, thereby avoiding errors caused by fluctuation of the recorded data.

[0024] When the power battery cannot be discharged during the low-temperature power performance test of the vehicle, the test sample vehicle is successively processed for different preset low-temperature working conditions, on the one hand, the actual use state of the vehicle in a low-temperature environment can be simulated, and on the other hand, the recorded temperature of the power battery cell can correctly reflect the working condition of the auxiliary power battery heating function such as a heat pump or pulse heating, so that whether the auxiliary power battery heating function design meets the requirements can be accurately verified according to the recorded data.

[0025] In the embodiment of the present application, the high-temperature test requirement includes that the power battery of the test sample vehicle is in a preset extremely low power state; and the low-temperature test requirement includes that the power battery of the test sample vehicle is in a preset high power state.

[0026] When the power battery of the vehicle is in an extremely low power state, the vehicle power battery has begun to limit the output torque of the driving motor, and in this state, the power of the vehicle can only be provided by the engine. The power required by the engine is consistent with the extremely low power state of the power battery, and the high power state of the battery can be set to test the auxiliary power battery heating function at the same time.

[0027] In the embodiment of the present application, the high-temperature test environment is set according to the high-temperature environment experienced by the vehicle in use; and the low-temperature test environment is set according to the low-temperature environment experienced by the vehicle in use. The high-temperature environment and the low-temperature environment are set according to the use of the vehicle, different test environments are set for vehicle models with different standard use environments, and different vehicle models can be applied.

[0028] In the embodiment of the present application, the high-temperature test environment is: the temperature is 35℃-45℃, and the humidity is 45%RH-55%RH.

[0029] The low-temperature test environment is: the temperature is -30℃-25℃.

[0030] According to the above technical means, the conventional test environment parameters of the existing vehicle model are provided, which provides a reference scheme for vehicle testing.

[0031] In the embodiment of the present application, the driving pre-processing of the test vehicle includes:

[0032] The test vehicle was operated in maximum charging mode at a speed of 75km / h-85km / h for 20-30 minutes. The above pre-treatment simulates the normal driving conditions of the vehicle, making the state of the test vehicle during testing closer to actual use conditions.

[0033] In the embodiment of the present application, the preset high temperature working condition includes:

[0034] The first high temperature condition at the highest speed;

[0035] The chassis dynamometer is set to the first slope and the second high-temperature condition at the highest speed;

[0036] The chassis dynamometer is set to the second slope and the third high temperature condition at the highest speed;

[0037] The chassis dynamometer is set to the third slope and the fourth high temperature condition of driving at the highest speed.

[0038] The above-mentioned technical means can be used to obtain the power data of the test vehicle when it is driving horizontally at high speed in an extremely low power state and when it is driving at high speed on different slopes, providing a data basis for accurately judging whether the power performance has achieved the design goals.

[0039] In this embodiment of the present application, the first slope ranges from 2.5% to 3.5%, the second slope ranges from 5.5% to 6.5%, and the third slope ranges from 9.5% to 10.5%. Climbing a slope places a greater demand on the vehicle's power than level driving. By simulating the actual climbing conditions of a vehicle using different slope ranges, we can better verify whether the vehicle's power performance meets design goals.

[0040] In the embodiment of the present application, the preset low temperature working condition includes:

[0041] Driving in a first low-temperature operating condition for a second preset time according to the urban operating condition curve;

[0042] A second low-temperature operating condition in which the vehicle is driven at a constant first speed for a second preset time;

[0043] driving at a second constant speed for a second preset time in a third low-temperature operating condition;

[0044] driving at a constant third speed for a second preset time in a fourth low-temperature operating condition;

[0045] The chassis dynamometer is set to a first slope and travels at a constant first speed for a second preset time in a fifth low-temperature operating condition.

[0046] Through the above technical means, the five working conditions design can simulate the actual use state of the vehicle in the low temperature environment, and can obtain the power data of the test vehicle in the low temperature condition that the power battery cannot be discharged, the vehicle driving according to the city working condition and the continuous driving according to different speeds, to provide a data basis for accurately judging whether the power performance meets the design target. On the other hand, the recorded power battery cell temperature can correctly reflect the working condition of the auxiliary power battery heating function such as heat pump or pulse heating, so as to accurately verify whether the auxiliary power battery heating function design meets the requirements according to the recorded data.

[0047] In the embodiment of the application, the city working condition curve driving is: cyclically driving at a maximum driving speed not greater than 30 km / h after accelerating and then decelerating;

[0048] The first speed is 55 km / h-65 km / h; the second speed is 95 km / h-105 km / h; the third speed is 115 km / h-125 km / h; the second preset time is 20 min-30 min; and the range of the first slope is 3.5%-4.5%. From the city working condition to different speeds, the whole process of the vehicle from starting to high-speed driving is simulated, and the power performance of the vehicle in the high-speed driving process in the low temperature state is verified.

[0049] In the embodiment of the application, after the power battery cell temperature is recorded, the average temperature of the power battery cell temperature rising per minute is calculated; or the time required for the power battery cell temperature to rise to a set temperature is calculated. Through the above calculation, the average temperature or the time to reach the set temperature is obtained, which is used for comparison with the design parameters of the auxiliary power battery heating function, so as to determine whether the design requirements are met.

[0050] In the embodiment of the application, in the process of carrying out the preset high temperature working condition or carrying out different preset low temperature working conditions, the driver is allowed to adjust the air conditioner setting according to the use habit. In the low temperature or high temperature condition, the driver will use the air conditioner during driving the vehicle, therefore, when carrying out the test, the driver is allowed to adjust the air conditioner setting according to the use habit, which is more in line with the actual use of the vehicle.

[0051] In the embodiment of the application, in the whole process of carrying out the preset high temperature working condition, the air conditioner setting remains unchanged;

[0052] In the process of carrying out different preset low temperature working conditions, the air conditioner setting remains unchanged. The air conditioner setting remains unchanged in the same power performance test process, which can reduce the data fluctuation in the same test caused by the inconsistent air conditioner setting, and improve the test accuracy.

[0053] In the embodiment of the present application, the sunlight simulation system is turned on before the test vehicle is driven for pre-treatment. When the vehicle is driven in a high-temperature environment, it is often accompanied by strong sunlight. Therefore, turning on the sunlight system during the test can better simulate the actual vehicle use environment and improve the test accuracy.

[0054] The beneficial effects of the present application are:

[0055] (1) The range-extended electric vehicle whole vehicle dynamic performance test method provided by the present application includes high-temperature dynamic performance test of the vehicle when the battery is in a preset extremely low power state. The dynamic performance data is obtained by testing the high-speed driving, low-slope driving, medium-slope driving, and high-slope driving of the test vehicle in a high-temperature environment. These data can be used to evaluate whether the dynamic performance of the test vehicle meets the design requirements, and can also be used to simulate whether the dynamic performance of the vehicle meets the user's regular use requirements when the user uses the vehicle to a low power but sufficient fuel state.

[0056] (2) The range-extended electric vehicle whole vehicle dynamic performance test method provided by the present application includes low-temperature dynamic performance test of the vehicle when the power battery cannot be discharged. The dynamic performance data is obtained by testing the city driving, low-speed driving, medium-speed driving, two high-speed driving, and low-slope driving of the test vehicle in a low-temperature environment. These data can be used to evaluate whether the dynamic performance of the test vehicle meets the design requirements, and can also be used to simulate whether the dynamic performance of the vehicle meets the user's regular use requirements when the user uses the vehicle in a low-temperature environment.

[0057] (3) The range-extended electric vehicle whole vehicle dynamic performance test method provided by the present application includes low-temperature dynamic performance test of the vehicle when the power battery cannot be discharged. Through the monitoring of the cell temperature in the test, it can be evaluated whether the auxiliary power battery heating function of the power battery meets the design requirements.

[0058] (4) The range-extended electric vehicle whole vehicle dynamic performance test method provided by the present application can verify three design goals of REEV vehicles. First, whether the dynamic performance meets the design goal when the battery is in an extremely low power state but sufficient fuel in a high-temperature environment; second, whether the heating function provided by the heat pump or pulse heating function of the power battery meets the design goal in a low-temperature environment; third, whether the dynamic performance meets the design goal when the battery cannot be discharged in a low-temperature environment. Through the above three verifications of the design goals of REEV vehicles, the user's demand for high-temperature and low-temperature dynamic performance of the vehicle can be guaranteed, which has a popularization and application value in the field of vehicle dynamic performance test technology. BRIEF DESCRIPTION OF DRAWINGS

[0059] Figure 1 The flow chart of the high-temperature dynamic performance test of the vehicle when the battery is in a preset extremely low power state in the range-extended electric vehicle whole vehicle dynamic performance test method of the present application;

[0060] Figure 2 A flow chart of a low-temperature power performance test procedure of a range-extended electric vehicle (REEV) when a power battery cannot discharge in the test method of the REEV;

[0061] Figure 3 A flow chart of a high-temperature power performance test method of a REEV when a power battery is at an extremely low power level in the first embodiment of the application;

[0062] Figure 4 A schematic diagram of an experimental condition of the high-temperature power performance test method of a REEV when a power battery is at an extremely low power level in the first embodiment of the application;

[0063] Figure 5 A flow chart of a low-temperature power performance test method of a REEV when a power battery cannot discharge at a low temperature in the fourth embodiment of the application;

[0064] Figure 6 A schematic diagram of an experimental condition of the low-temperature power performance test method of a REEV when a power battery cannot discharge at a low temperature in the fourth embodiment of the application;

[0065] Figure 7 A city driving condition curve recommended for use in the low-temperature power performance test method of a REEV when a power battery cannot discharge at a low temperature in the fourth embodiment of the application. DETAILED DESCRIPTION

[0066] Other advantages and effects of the application can be easily understood by those skilled in the art from the disclosure of the specification. The application can also be implemented or applied in other different specific embodiments, and various modifications or changes can be made to the details in the specification based on different views and applications without departing from the spirit of the application. It should be understood that the preferred embodiments are only for illustrating the application, and are not intended to limit the protection scope of the application.

[0067] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concept of the application, and only show the components related to the application in the diagrams, not the number, shape and size of the components in actual implementation. The shapes, numbers and proportions of the components in actual implementation can be arbitrarily changed, and the layout pattern of the components can be more complex.

[0068] A range-extended electric vehicle (REEV) power performance test method, the method comprising: conducting a high-temperature power performance test of a vehicle when a battery is at a preset extremely low power level and a low-temperature power performance test of the vehicle when a power battery cannot discharge.

[0069] The vehicle high-temperature power performance test when the battery is in the preset extremely low power state, as shown in Figure 1 includes:

[0070] S101: Place the test sample vehicle meeting the high-temperature test requirements into a high-temperature test environment. In the embodiment of the present application, the high-temperature test requirements include: the test sample vehicle power battery is in a preset extremely low power state, the vehicle power battery has started to limit the output torque of the drive motor in the extremely low power state, the power of the vehicle in this state can only be provided by the engine, this state is the extreme state of the vehicle under high temperature, and the vehicle power performance in this state meets the design requirements. In the embodiment of the present application, the high-temperature test environment is set according to the high-temperature environment experienced by the vehicle in use, and vehicles with different standard use environments are set to different test environments according to the vehicle use, which can be applied to different vehicle models.

[0071] In the embodiment of the present application, the high-temperature test environment is: the temperature is 35-45℃, and the humidity is 45-55% RH. Generally, the test environment is simulated by an environmental test chamber or an environmental wind tunnel, the temperature control range of the environmental test chamber or the environmental wind tunnel used for the vehicle high-temperature power performance test includes 15-50℃, the humidity control range includes 30-70% RH, and the solar intensity control range includes 800-1000 W / m2.

[0072] S102: Stand by and wait for the test sample vehicle state to be consistent with the high-temperature test environment. In the embodiment of the present application, the standing time of the test sample vehicle when entering the high-temperature test environment for the first time is recommended to be not less than 12 hours. After developing a preset high-temperature working condition once, the test sample vehicle can be accelerated to cool down by increasing the headwind when standing by.

[0073] S103: Perform driving pretreatment on the test sample vehicle. In the embodiment of the present application, the driving pretreatment includes: operating the test sample vehicle to use the maximum charging mode, and driving at a speed of 75-85 km / h for 20-30 min. The above pretreatment simulates the normal driving condition of the vehicle, so that the state of the test sample vehicle when testing is closer to the actual use state.

[0074] S104: Operate the test sample vehicle after pretreatment to use the maximum power mode to develop the current preset high-temperature working condition. In the embodiment of the present application, the preset high-temperature working condition includes:

[0075] The first high-temperature working condition of driving at the highest speed;

[0076] The second high-temperature working condition of driving at the highest speed with the first slope set by the chassis dynamometer;

[0077] The chassis dynamometer sets the second slope for the third high-temperature working condition of driving at the highest vehicle speed;

[0078] The chassis dynamometer sets the third slope for the fourth high-temperature working condition of driving at the highest vehicle speed.

[0079] Through the above technical means, the power data of the test sample vehicle when driving at a high speed in a very low power state and driving at a high speed on different slopes can be obtained, thereby providing a data basis for accurately judging whether the power performance meets the design target.

[0080] In the embodiment of the application, the first slope ranges from 2.5% to 3.5%, the second slope ranges from 5.5% to 6.5%, and the third slope ranges from 9.5% to 10.5%. The demand for power of the vehicle in the climbing state is greater than that in the horizontal driving, and different slope ranges are used to simulate the climbing state of the vehicle in the actual use process, so as to better verify whether the power performance of the vehicle meets the design target.

[0081] In the embodiment of the application, during the development of the preset high-temperature working condition, the driver is allowed to adjust the air conditioner setting according to the use habit. In a high-temperature situation, the driver will use the air conditioner during driving the vehicle, and therefore, the driver is allowed to adjust the air conditioner setting according to the use habit during the test, which is more consistent with the actual use of the vehicle. In order to reduce the data fluctuation in the same test caused by inconsistent air conditioner settings, the air conditioner setting is kept consistent during the entire process of developing the preset high-temperature working condition, so as to improve the test accuracy.

[0082] In the embodiment of the application, the air conditioner setting is recommended as follows: the air conditioner refrigeration switch AC is in the ON state, the internal and external circulation is selected as the internal circulation, the temperature is selected as the coldest, and the air blower air outlet is selected as the maximum.

[0083] S105: When the state of charge of the power battery is stable and does not decrease for a first preset time, the speed of the vehicle after the state of charge is stable is recorded. In the embodiment of the application, the first preset time is 10 minutes.

[0084] S106: Repeat S102-S105 until all the preset high-temperature working conditions are completed.

[0085] According to the above technical means, during the whole vehicle high-temperature power performance test process when the battery is in the preset very low power state, the test sample vehicle is driven, so that the vehicle state of the test sample vehicle when developing the preset high-temperature working condition is consistent with the vehicle state in the actual use process, and the recorded test data can better verify whether the vehicle meets the design requirements. The state of charge of the battery reflects the remaining capacity of the battery, the speed of the vehicle after the state of charge is stable for a certain time is recorded during the test process, which can better reflect the power performance of the whole vehicle in a high-temperature environment, and avoid errors caused by data fluctuation.

[0086] In the embodiment of the present application, the sunlight simulation system is turned on before the test vehicle is driven for pre-treatment. When the vehicle is driven in a high-temperature environment, it is often accompanied by strong sunlight. Therefore, turning on the sunlight system during the test can better simulate the actual vehicle use environment and improve the test accuracy.

[0087] The vehicle low-temperature power performance test under the condition that the power battery cannot be discharged provided in the present application includes the following steps. Figure 2

[0088] S201: Place the test vehicle meeting the low-temperature test requirements into a low-temperature test environment. In the embodiment of the present application, the low-temperature test requirements include that the power battery of the test vehicle is in a preset high-charge state. The power battery cannot supply power in a low-temperature environment, and the required power provided by the engine is consistent with the low-charge state of the power battery, and setting the high-charge state of the battery can simultaneously test the auxiliary power battery warming function. In the embodiment of the present application, the low-temperature test environment is set according to the low-temperature environment experienced by the vehicle in use. The low-temperature environment is set according to the vehicle use, and different test environments are set for vehicle models with different standard use environments, which can be applied to different vehicle models.

[0089] In the embodiment of the present application, the low-temperature test environment is that the temperature is-30℃ to-25℃. Generally, the test environment is simulated by using an environmental test chamber or an environmental wind tunnel, and the temperature control range of the environmental test chamber or the environmental wind tunnel used for the vehicle low-temperature power performance test contains-30℃ to 15℃.

[0090] S202: Standby and wait for the test vehicle state to be consistent with the low-temperature test environment. In the embodiment of the present application, the standby time of the test vehicle entering the low-temperature test environment for the first time is recommended to be not less than 12 hours.

[0091] S203: Continuously and sequentially operate the test vehicle to carry out different preset low-temperature working conditions. In the embodiment of the present application, the preset low-temperature working conditions include:

[0092] The first low-temperature working condition is to drive according to the urban working condition curve for a second preset time;

[0093] The second low-temperature working condition is to drive at a constant first speed for a second preset time;

[0094] The third low-temperature working condition is to drive at a constant second speed for a second preset time;

[0095] The fourth low-temperature working condition is to drive at a constant third speed for a second preset time;

[0096] The fifth low-temperature working condition is to drive at a constant first speed on a first slope set by a chassis dynamometer for a second preset time.

[0097] ​Through the above technical means, the five working conditions can simulate the actual use state of the vehicle in the low temperature environment, and the power data of the vehicle in the low temperature condition that the power battery cannot be discharged, the vehicle driving according to the city working condition and the continuous driving according to different speeds can be obtained, which provides a data basis for accurately judging whether the power performance meets the design target; on the other hand, the recorded power battery cell temperature can correctly reflect the working condition of the auxiliary power battery heating function such as heat pump or pulse heating, so as to accurately verify whether the auxiliary power battery heating function design meets the requirements according to the recorded data.

[0098] In the embodiment of the application, the city working condition curve driving is: cyclically driving after accelerating to a maximum driving speed not greater than 30 km / h and then decelerating to zero, and then accelerating to the maximum speed again, and then decelerating to zero, and then cyclically driving in turn;

[0099] The first speed is 55 km / h-65 km / h; the second speed is 95 km / h-105 km / h; the third speed is 115 km / h-125 km / h; the second preset time is 20 min-30 min; and the range of the first slope is 3.5%-4.5%. From the city working condition to different speeds, the whole process from starting to high-speed driving of the vehicle is simulated, and the power performance of the vehicle in the high-speed driving process in the low temperature state is verified.

[0100] In the embodiment of the application, in the process of carrying out different preset low temperature working conditions, the driver is allowed to adjust the air conditioner setting according to the use habit. In the low temperature condition, the driver will use the air conditioner during driving the vehicle, therefore, the driver is allowed to adjust the air conditioner setting according to the use habit during the test, which is more in line with the actual use of the vehicle. In order to reduce the data fluctuation in the same test due to inconsistent air conditioner settings, the air conditioner settings remain consistent during the process of carrying out different preset low temperature working conditions, and the test accuracy is improved.

[0101] In the embodiment of the application, the air conditioner setting is recommended to be selected as the external circulation, the temperature is selected as the hottest, and the air blower air outlet is selected as the maximum.

[0102] S204: Record the vehicle driving speed and the power battery cell temperature in different preset low temperature working conditions.

[0103] When the low temperature power performance test of the whole vehicle when the power battery cannot be discharged is carried out, the test sample vehicle carries out different preset low temperature working conditions in turn, on the one hand, the actual use state of the vehicle in the low temperature environment can be simulated; on the other hand, the recorded power battery cell temperature can correctly reflect the working condition of the auxiliary power battery heating function such as heat pump or pulse heating, so as to accurately verify whether the auxiliary power battery heating function design meets the requirements according to the recorded data.

[0104] In the embodiment of the present application, after the temperature of the power battery cell is recorded, the average temperature of the power battery cell temperature rising per minute is calculated, or the time required for the power battery cell temperature to rise to the set temperature is calculated. The average temperature or the time to reach the set temperature obtained by the above calculation is compared with the design parameters of the auxiliary power battery warming function, so as to determine whether the design requirements are met.

[0105] Embodiment one

[0106] The embodiment provides a high-temperature power performance test method for a REEV automobile power battery in an extremely low power state, as shown in the following steps. Figure 3

[0107] Step one: test vehicle preparation

[0108] Prepare a REEV test vehicle, first check whether there are safety problems such as oil leakage, exposed connectors or wiring harnesses, and abnormal vehicle noises;

[0109] Secondly, check whether the test vehicle can normally drive, whether the air conditioning system works normally, and whether each electric control system has a fault, if there is a fault, it needs to be cleared, and whether the tire pressure meets the design value, if not, it needs to be recharged;

[0110] Finally, check the power of the test vehicle, in the embodiment, when the power of the test vehicle is less than 30%, it is in an extremely low power state, therefore, the power of the test vehicle is controlled at 20% to 30%, if the power is too high, the test vehicle needs to be discharged, and if the power is insufficient, the test vehicle needs to be charged.

[0111] Step two: test chamber preparation

[0112] Fix the test vehicle on the chassis dynamometer, connect and debug the data acquisition system, ensure that the data acquisition is normal, and collect data including but not limited to power battery power, engine data torque, vehicle speed and other signals, set the temperature of the environmental chamber to 40℃, the humidity to 50% RH, and do not open the sunlight simulation system.

[0113] Step three: keep the test vehicle stationary and soaked for no less than 12 hours.

[0114] Step four: develop an extremely low power performance test condition, as shown in the following table. Figure 4

[0115] Pre-treatment, turn on the sunlight simulation system and set the intensity to 1000W / ㎡, the test personnel enter the vehicle, start the test vehicle, set the air conditioner to AC, select the internal circulation, the temperature to the coldest, the air blower to the maximum, select the maximum charging mode, and drive at a speed of 80km / h for 20min;​​

[0116] Condition 1, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0117] Shutdown placement, set the head wind speed to 50 km / h, so that the water temperature of each cooling system, the oil temperature, and the power battery cell temperature are close to 40℃;

[0118] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and use the vehicle speed of 80 km / h driving for 20 minutes;

[0119] Condition 2, the chassis dynamometer is loaded with a slope of 3%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0120] Shutdown placement, set the head wind speed to 50 km / h, so that the water temperature of each cooling system, the oil temperature, and the power battery cell temperature are close to 40℃;

[0121] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and use the vehicle speed of 80 km / h driving for 20 minutes;

[0122] Condition 3, the chassis dynamometer is loaded with a slope of 6%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0123] Shutdown placement, set the head wind speed to 50 km / h, so that the water temperature of each cooling system, the oil temperature, and the power battery cell temperature are close to 40℃;

[0124] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and use the vehicle speed of 80 km / h driving for 20 minutes;

[0125] Condition 4, the chassis dynamometer is loaded with a slope of 10%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded.

[0126] Step five, result evaluation, according to the power performance target of the vehicle model, the highest vehicle speed, low, medium, and high slope climbing performance of the test vehicle are evaluated respectively.

[0127] Example two

[0128] The embodiment provides a high-temperature power performance test method for a REEV automobile power battery at a very low power level, and comprises the following steps.

[0129] Step one: test vehicle preparation; the test sample vehicle preparation in the embodiment is the same as in embodiment one, and thus will not be repeated.

[0130] Step two: test cabin preparation;

[0131] The test sample vehicle connection and fixation are the same as in embodiment one, and thus will not be repeated. In the embodiment, the environment cabin temperature is set to 35 DEG C, the humidity is 45% RH, and the sunlight simulation system is not turned on.

[0132] Step three: make the test sample vehicle keep static soaking for no less than 12 hours.

[0133] Step four: carry out a very low power level power performance test condition.

[0134] Preprocessing, turn on the sunlight simulation system and set the intensity to 1000 W / m2, the test personnel enter the vehicle, start the sample vehicle, set the air conditioner to ON, select the internal circulation, select the coldest temperature, select the maximum air blower, select the maximum charging mode, and use the 75km / h vehicle speed to drive for 25 minutes;

[0135] Condition 1: the test sample vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed to drive, until the power battery state of charge SOC is stable and can be kept for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0136] Shutdown and placement, set the head wind speed to 50km / h, so that the water temperature of each cooling system, the oil temperature and the power battery cell temperature approach 40 DEG C;

[0137] Preprocessing, the test personnel enter the vehicle, start the sample vehicle, and use the 75km / h vehicle speed to drive for 25 minutes;

[0138] Condition 2: the chassis dynamometer loading slope is 2.5%, the test sample vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed to drive, until the power battery state of charge SOC is stable and can be kept for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0139] Shutdown and placement, set the head wind speed to 50km / h, so that the water temperature of each cooling system, the oil temperature and the power battery cell temperature approach 40 DEG C;

[0140] Preprocessing, the test personnel enter the vehicle, start the sample vehicle, and use the 75km / h vehicle speed to drive for 25 minutes;

[0141] Condition 3, the chassis dynamometer loading slope is 5.5%, the test sample vehicle driving mode is selected as the maximum power output mode, the driver uses the highest speed driving until the state of charge SOC of the power battery is stable and can be kept for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded;

[0142] Extinction placement, the head-on wind speed is set to 50km / h, the water temperature of each cooling system, the oil temperature, and the power battery cell temperature are close to 40℃;

[0143] Preprocessing, the test personnel enter the vehicle, start the sample vehicle, and use 75km / h speed driving for 25 minutes;

[0144] Condition 4, the chassis dynamometer loading slope is 9.5%, the test sample vehicle driving mode is selected as the maximum power output mode, the driver uses the highest speed driving until the state of charge SOC of the power battery is stable and can be kept for 10 minutes without further decrease, and the vehicle speed corresponding to the stable SOC is recorded.

[0145] Step five, result evaluation, according to the power performance target of the vehicle model, the highest speed, low, medium and high slope climbing performance of the sample vehicle are evaluated respectively.

[0146] Example three

[0147] The example provides a kind of REEV automobile power battery at extremely low power whole vehicle high temperature power performance test method, comprising the following steps:

[0148] Step one: test vehicle preparation; the test sample vehicle preparation in this example and example one is same, and will not be repeated.

[0149] Step two: test cabin preparation;

[0150] Test sample vehicle connection and fixation are same as in example one, and will not be repeated. In this example, the temperature of environment cabin is set to 45℃, humidity is 55%RH, and the sunlight simulation system is not opened.

[0151] Step three: make the test sample vehicle keep soaking for no less than 12 hours.

[0152] Step four: carry out extremely low power performance test condition.

[0153] Preprocessing, open the sunlight simulation system and set the intensity to 1000W / ㎡, the test personnel enter the vehicle, start the sample vehicle, the air conditioner is set to AC, the internal and external circulation is selected as internal circulation, the temperature is selected as the coldest, the air blower air outlet is selected as the maximum, the maximum charging mode is selected, and 85km / h speed driving is used for 30 minutes;

[0154] Condition 1, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decline, and the vehicle speed corresponding to the stable SOC is recorded;

[0155] Shutdown placement, set the headwind speed to 50km / h, and make the water temperature, oil temperature, and power battery cell temperature of each cooling system close to 40℃;

[0156] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and drive at a speed of 85km / h for 30 minutes;

[0157] Condition 2, the chassis dynamometer is loaded with a slope of 3.5%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decline, and the vehicle speed corresponding to the stable SOC is recorded;

[0158] Shutdown placement, set the headwind speed to 50km / h, and make the water temperature, oil temperature, and power battery cell temperature of each cooling system close to 40℃;

[0159] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and drive at a speed of 85km / h for 30 minutes;

[0160] Condition 3, the chassis dynamometer is loaded with a slope of 6.5%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decline, and the vehicle speed corresponding to the stable SOC is recorded;

[0161] Shutdown placement, set the headwind speed to 50km / h, and make the water temperature, oil temperature, and power battery cell temperature of each cooling system close to 40℃;

[0162] Pre-treatment, the test personnel enter the vehicle, start the test vehicle, and drive at a speed of 85km / h for 30 minutes;

[0163] Condition 4, the chassis dynamometer is loaded with a slope of 10.5%, the test vehicle driving mode is selected as the maximum power output mode, the driver uses the highest vehicle speed driving until the state of charge SOC of the power battery is stable and can be maintained for 10 minutes without further decline, and the vehicle speed corresponding to the stable SOC is recorded.

[0164] Step five, result evaluation, according to the power performance target of the vehicle model, the highest vehicle speed, low, medium, and high slope climbing performance of the test vehicle are evaluated respectively.

[0165] Example four

[0166] The embodiment provides a test method for low-temperature power performance of a REEV automobile when a power battery cannot be discharged at low temperature, likeFigure 5 As shown, comprising the following steps:

[0167] Step one: test vehicle preparation;

[0168] Prepare a REEV test vehicle, first check if there is oil leakage, exposed connectors or wiring harness, vehicle abnormal sound and other safety problems;

[0169] Second, check if the test vehicle can drive normally, whether the air conditioning system works normally, diagnose whether each electronic control system has a fault, if there is a fault, it needs to be cleared, whether the tire pressure meets the design value, if not, it needs to be recharged;

[0170] Finally, check the test vehicle power, in this embodiment, the test vehicle used in this embodiment is required to be greater than 90% in the preset high power state of the power battery, if the power is insufficient, the test vehicle needs to be charged.

[0171] Step two: test chamber preparation;

[0172] Fix the test vehicle on the chassis dynamometer, connect and debug the data acquisition system, ensure that the data acquisition is normal, the collected data includes but is not limited to power battery power, engine data torque, vehicle speed and other signals, and set the temperature of the environmental chamber to-30℃.

[0173] Step three: keep the test vehicle stationary and soak for no less than 12h.

[0174] Step four: develop high power discharge test conditions, conditions such as Figure 6 As shown.

[0175] Condition 1, the test personnel enter the vehicle, start the test vehicle, select external circulation, select the hottest temperature, select the maximum air outlet of the air blower, and drive the test vehicle according to the urban driving cycle curve; in this embodiment, the urban driving cycle curve is as shown in Figure 7 From the figure, it can be seen that under the urban driving cycle, the maximum vehicle speed is not greater than 30km / h, and after accelerating to the maximum speed, the speed is reduced to zero, then the speed is accelerated to the maximum speed again, and then the speed is reduced to zero, and the cycle is repeated.

[0176] Condition 2, after completing condition 1, the test vehicle drives at a speed of 60km / h for 20min;

[0177] Condition 3, after completing condition 2, the test vehicle drives at a speed of 100km / h for 20min;

[0178] Condition 4, after completing condition 3, the test vehicle drives at a speed of 120km / h for 20min;

[0179] Condition 5, after completing condition 4, the chassis dynamometer loads a slope of 4%, and the test vehicle drives at a speed of 100km / h for 20min.

[0180] Step five: result evaluation;

[0181] Power performance, if the sample vehicle cannot complete the test conditions in the test due to low power performance, the power performance is unqualified;

[0182] Auxiliary power battery heating function: in the embodiment of the application, pulse heating or heat pump heating is used to realize the auxiliary power battery function, according to the collected battery temperature data, the temperature value of each working condition battery rising or the battery temperature rising value per minute is calculated, and the performance target is evaluated.

[0183] Example five

[0184] The embodiment provides a test method for low-temperature power performance of a REEV automobile when a power battery cannot be discharged at low temperature, comprising the following steps:

[0185] Step one: test vehicle preparation. The test sample vehicle preparation in this embodiment is the same as that in example four, and will not be repeated.

[0186] Step two: test cabin preparation;

[0187] The test sample vehicle connection and fixation are the same as in example four, and will not be repeated. In this embodiment, the temperature of the environment cabin is set to-25℃.

[0188] Step three: make the test sample vehicle keep soaking for not less than 12h.

[0189] Step four: develop high power discharge power performance test conditions:

[0190] Condition 1, the test personnel enter the vehicle, start the sample vehicle, select external circulation, select the hottest temperature, select the maximum air outlet of the air blower, and the sample vehicle drives according to the urban driving cycle curve; in this embodiment, the urban driving cycle curve is as shown in Figure 7 From the figure, it can be seen that under the urban driving cycle, the maximum vehicle speed is not greater than 30km / h, and after accelerating to the maximum speed, the speed is reduced to zero, and then the speed is accelerated to the maximum speed again, and then the speed is reduced to zero, and the cycle is repeated.

[0191] Condition 2, after completing condition 1, the sample vehicle drives at a speed of 55km / h for 25min;

[0192] Condition 3, after completing condition 2, the sample vehicle drives at a speed of 95km / h for 25min;

[0193] Condition 4, after completing condition 3, the sample vehicle drives at a speed of 115km / h for 25min;

[0194] Condition 5, after completing condition 4, the chassis dynamometer loading slope is 4%, and the sample vehicle is driven at a speed of 95km / h for 25min.

[0195] Step five: result evaluation;

[0196] Power performance, if the sample vehicle cannot complete the test condition in the test due to low power performance, the power performance is unqualified;

[0197] Auxiliary power battery heating function: according to the collected cell temperature data, the temperature value of each condition cell is calculated or the cell temperature rising value per minute is calculated, and the performance target is evaluated.

[0198] Example six

[0199] The embodiment provides a test method for low-temperature power performance of a REEV automobile when a power battery cannot be discharged at low temperature, comprising the following steps:

[0200] Step one: test vehicle preparation. The test sample vehicle preparation in this embodiment is the same as that in example four, and will not be repeated.

[0201] Step two: test cabin preparation. The test cabin preparation in this embodiment is the same as that in example four, and will not be repeated.

[0202] Step three: make the test sample vehicle keep soaking for not less than 12h.

[0203] Step four: develop high power discharge power performance test condition:

[0204] Condition 1, the test personnel enter the vehicle, start the sample vehicle, select external circulation, select the hottest temperature, select the maximum air blower, and the sample vehicle drives according to the urban driving cycle curve; in this embodiment, the urban driving cycle curve is as shown in Figure 7 From the figure, it can be seen that under the urban driving cycle, the maximum vehicle speed is not greater than 30km / h, and after accelerating to the maximum speed, the speed is reduced to zero, and then the speed is accelerated to the maximum speed again, and then the speed is reduced to zero, and the cycle is repeated.

[0205] Condition 2, after completing condition 1, the sample vehicle is driven at a speed of 65km / h for 30min;

[0206] Condition 3, after completing condition 2, the sample vehicle is driven at a speed of 105km / h for 30min;

[0207] Condition 4, after completing condition 3, the sample vehicle is driven at a speed of 125km / h for 30min;

[0208] Condition 5, after completing condition 4, the chassis dynamometer loading slope is 4%, and the sample vehicle is driven at a speed of 95km / h for 25min.

[0209] Step five: result evaluation;

[0210] Power performance, if the sample vehicle in the test, due to the low power performance of the test in the test, the power performance is unqualified;

[0211] Auxiliary power battery heating function: according to the collected battery temperature data, the temperature value of each working condition battery is calculated or the temperature rising value of each minute battery is calculated, and the performance target is evaluated.

[0212] The above examples are only the preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent replacement or transformation made by the skilled in the art on the basis of the present application is within the protection scope of the present application.

Claims

1. A method for testing the power performance of a range-extended electric vehicle, characterized in that, The method comprises: carrying out high-temperature power performance test of the vehicle when the battery is in a preset extremely low power state and low-temperature power performance test of the vehicle when the power battery cannot be discharged; The high-temperature power performance test of the vehicle when the battery is in a preset extremely low power state comprises: S101: placing a test sample vehicle meeting high-temperature test requirements into a high-temperature test environment; S102: standing still and waiting for the test sample vehicle to be consistent with the high-temperature test environment; S103: performing driving pretreatment on the test sample vehicle; S104: operating the test sample vehicle in a maximum power mode to carry out a preset high-temperature working condition; S105: when the state of charge of the power battery is stable and remains unchanged for a first preset time, recording the speed of the vehicle after the state of charge is stable; S106: repeating S102-S105 until all preset high-temperature working conditions are completed; The low-temperature power performance test of the vehicle when the power battery cannot be discharged comprises: S201: placing a test sample vehicle meeting low-temperature test requirements into a low-temperature test environment; S202: standing still and waiting for the test sample vehicle to be consistent with the low-temperature test environment; S203: operating the test sample vehicle to successively carry out different preset low-temperature working conditions; S204: recording the speed of the vehicle and the temperature of the power battery in different preset low-temperature working conditions.

2. The method of claim 1, wherein, The high-temperature test requirements comprise: the power battery of the test sample vehicle is in a preset extremely low power state; and the low-temperature test requirements comprise: the power battery of the test sample vehicle is in a preset high power state.

3. The method of claim 1, wherein the method further comprises: The high-temperature test environment is set according to the high-temperature environment experienced by the vehicle in use; and the low-temperature test environment is set according to the low-temperature environment experienced by the vehicle in use.

4. The method of claim 3, wherein the method further comprises: The high-temperature test environment is: the temperature is 35-45 DEG C, and the humidity is 45-55% RH; The low-temperature test environment is: the temperature is -30 DEG C to -25 DEG C.

5. The method of claim 2, wherein the method further comprises: The driving pretreatment on the test sample vehicle comprises: Operating the test sample vehicle in a maximum charging mode to drive at a speed of 75-85 km / h for 20-30 min.

6. The method of claim 1, wherein the method further comprises: The preset high-temperature working conditions comprise: a first high-temperature working condition of driving at the highest speed; a second high-temperature working condition of driving at the highest speed with a first slope set by a chassis dynamometer; a third high-temperature working condition of driving at the highest speed with a second slope set by the chassis dynamometer; a fourth high-temperature working condition of driving at the highest speed with a third slope set by the chassis dynamometer.

7. The method of claim 6, wherein the method further comprises: The first slope ranges from 2.5% to 3.5%, the second slope ranges from 5.5% to 6.5%, and the third slope ranges from 9.5% to 10.5%.

8. The method of claim 1, wherein the method further comprises: The preset low-temperature working conditions comprise: a first low-temperature working condition of driving according to an urban working condition curve for a second preset time; a second low-temperature working condition of driving at a constant first speed for the second preset time; a third low-temperature working condition of driving at a constant second speed for the second preset time; a fourth low-temperature working condition of driving at a constant third speed for the second preset time; a fifth low-temperature working condition of driving at a constant first speed for the second preset time with a first slope set by the chassis dynamometer.

9. The method of claim 8, wherein the method further comprises: The urban working condition curve driving is: cyclically driving at the maximum driving speed not greater than 30 km / h after acceleration and then deceleration. The first speed is 55-65 km / h; the second speed is 95-105 km / h; and the third speed is 115-125 km / h. The second preset time is 20-30 min. The first slope ranges from 3.5% to 4.5%.

10. The method of claim 1, wherein the method further comprises: After recording the temperature of the power battery cell, the average temperature of the power battery cell per minute is calculated, or the time required for the power battery cell temperature to rise to the set temperature is calculated.

11. The method of claim 1, wherein the method further comprises: During the development of the preset high-temperature working condition or the development of different preset low-temperature working conditions, the driver is allowed to adjust the air conditioning setting according to the use habit.

12. The method of claim 1, wherein the method further comprises: During the entire process of developing the preset high-temperature working condition, the air conditioning setting remains unchanged. During the process of developing different preset low-temperature working conditions, the air conditioning setting remains unchanged.

13. The method of claim 1, wherein the method further comprises: Before the test vehicle is driven for pretreatment, the sunlight simulation system is turned on.

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