A method for testing energy efficiency level of a pure electric vehicle whole vehicle thermal management system

Abstract

This invention proposes a method for testing the energy efficiency level of the thermal management system of a pure electric vehicle, comprising the following steps: S1, installing a temperature sensor inside the vehicle to collect temperature data; S2, simulating high-temperature and low-temperature scenarios respectively to test the energy efficiency of the pure electric vehicle's thermal management, obtaining the energy efficiency level under the high-temperature scenario and the energy efficiency level under the low-temperature scenario; S3, combining the energy efficiency levels of the low-temperature and high-temperature scenarios, and taking the lower energy efficiency level as the energy efficiency level of the pure electric vehicle's thermal management. This invention can reasonably test and evaluate the energy efficiency of the thermal management of pure electric vehicles, and the testing method is characterized by strong targeting, simple operation, and high efficiency.

Description

Technical Field

[0001] This invention relates to the field of energy efficiency testing technology, and in particular to a method for testing the energy efficiency level of a thermal management system for a pure electric vehicle. Background Technology

[0002] With the continuous development of pure electric vehicles, people's requirements for energy saving in the thermal management of pure electric vehicles are constantly increasing. Energy consumption in thermal management is an important indicator for evaluating thermal management; therefore, research on energy consumption testing of pure electric vehicle thermal management is particularly important. Because the pure electric vehicle industry is in a period of rapid development, there is currently no effective method for testing and evaluating the energy efficiency of pure electric vehicle thermal management. Summary of the Invention

[0003] This invention aims to at least solve the technical problems existing in the prior art, and in particular, it innovatively proposes a test method for the energy efficiency level of the thermal management system of a pure electric vehicle.

[0004] To achieve the above-mentioned objectives of this invention, this invention provides a method for testing the energy efficiency rating of a pure electric vehicle's thermal management system, comprising the following steps:

[0005] S1, Install a temperature sensor inside the vehicle to collect temperature data;

[0006] S2 simulates high-temperature and low-temperature scenarios respectively to test the thermal management energy efficiency of pure electric vehicles and obtain the energy efficiency level under high-temperature and low-temperature scenarios.

[0007] S3 represents the energy efficiency level for both low-temperature and high-temperature scenarios, with the lower energy efficiency level being used as the energy efficiency level for thermal management of pure electric vehicles.

[0008] Furthermore, simulating high-temperature scenarios includes the following steps:

[0009] S01, keep the pure electric vehicle powered off, close all windows and open all doors to immerse the vehicle for 1 hour in a high-temperature environment, then close the doors and continue immersing the vehicle until the average temperature of the passenger's head reaches 50℃±1℃.

[0010] The temperature of the high-temperature environment is set to 35±2℃, the relative humidity is set to 50±5%RH, and the light intensity is set to 1000±20W / m2.

[0011] S02, the vehicle is powered on and ready. After the average temperature of the passenger's head is 50℃±1℃, the air conditioning system is set to start cooling.

[0012] The air conditioning system setup includes: during the test, all doors and windows are closed, the air conditioning is set to internal circulation blowing mode, and the air conditioning is set according to the specified temperature setting scheme to make the average temperature of the head temperature measurement point inside the vehicle reach 24℃ as soon as possible, and the average temperature is maintained within the range of 24℃±1℃ until the end of the test.

[0013] S02, after the average temperature of the passenger's head reaches 24°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends.

[0014] Furthermore, the air conditioning system includes:

[0015] If it is an automatic air conditioning system, it is initially set to "Auto" mode, with the temperature set to 24℃ and the air circulation mode set to recirculation and face-blowing mode. If the average temperature of the passenger's head cannot reach 24℃ within 30 minutes, the temperature adjustment switch is set to full cooling and maximum fan speed mode, and the air circulation mode is set to recirculation and face-blowing mode. Once the average temperature of the passenger's head reaches 24℃, the air conditioning is set to "Auto" mode, and the average temperature of the passenger's head is maintained within the range of 24℃±1℃ by adjusting the temperature button.

[0016] If it is a manually controlled air conditioning system, set it to "manual mode" at the beginning, set the temperature adjustment switch to full cooling and maximum fan speed mode, and set the air circulation mode to internal circulation and face blowing mode; when the average temperature of the passenger's head reaches 24℃, set the fan speed adjustment switch to medium speed, and adjust the temperature button to maintain the average temperature of the passenger's head within the range of 24℃±1℃.

[0017] Furthermore, the energy efficiency rating for high-temperature scenarios is obtained through the following methods:

[0018] First, calculate the energy consumption E of the thermal management system during the high-temperature scenario test. c :

[0019]

[0020] In the formula: P1 is the compressor discharge power [kW]; the compressor assembly current and voltage;

[0021] P2 represents the blower discharge power [kW]; the current and voltage of the blower assembly (including the speed control module);

[0022] P3 represents the battery-powered water pump power [kW]; the water pump assembly current and voltage;

[0023] P4 represents the power of the motor / pump [kW]; the current and voltage of the pump assembly;

[0024] P5 represents the power of the electric fan [kW]; the current and voltage of the electric fan assembly;

[0025] t0 is the time [s] when the air conditioner is turned on;

[0026] t is the end time of the experiment [s];

[0027] Then calculate the high-temperature unit volume energy efficiency ratio ε. c :

[0028]

[0029] E c Energy consumption of air conditioning systems in high-temperature scenarios [kWh];

[0030] V0 is the passenger cabin volume [m] 3 ];

[0031] If ε c Less than X1, the cooling energy efficiency rating is Level 1 in high-temperature scenarios;

[0032] If ε c It falls between X1 and X2, and its cooling energy efficiency rating is level 2 in high-temperature scenarios;

[0033] If ε c It falls between X2 and X3, with a cooling energy efficiency rating of level 3 in high-temperature scenarios;

[0034] X1, X2, and X3 are the set judgment values.

[0035] Furthermore, simulating low-temperature scenarios includes the following steps:

[0036] S001, Confirm the vehicle is in good condition, shield the thermal management system, and ensure the battery SOC is 100%. Keep the pure electric vehicle powered off and, under low-temperature conditions, close all doors and windows and immerse the vehicle for 12 hours; the temperature of the low-temperature environment is set to -7±3℃.

[0037] If the vehicle passes through other temperature zones, the transit time should not exceed 10 minutes, and the vehicle's power should not be used during the movement, and the regenerative braking system should not be activated.

[0038] S002, the vehicle is powered on and in ready state. After the average temperature of the passenger's feet is -7℃±2℃, the air conditioning system is set to start heating.

[0039] The air conditioning system setup includes: during the test, all doors and windows are closed, the air conditioning is set to external circulation and foot blowing mode, and the air conditioning is set according to the specified temperature setting scheme to make the average temperature of the foot temperature measurement point in the vehicle reach 25℃ as soon as possible, and the average temperature is maintained within the range of 25℃±1℃ until the end of the test.

[0040] S003, after the average temperature of the passenger's feet reaches 25°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends.

[0041] Furthermore, the air conditioning system includes:

[0042] If it is an automatically controlled air conditioning system, initially set it to "Auto" mode, with the temperature set to 25℃ and the air circulation mode set to external circulation and foot-blowing mode. If the average temperature of the passenger's feet cannot reach 25℃ within 30 minutes, set the temperature control switch to maximum heating and maximum fan speed mode, and the air circulation mode set to external circulation and foot-blowing mode. Once the average temperature of the passenger's feet reaches 25℃, set the air conditioning to "Auto" mode and adjust the temperature button to maintain the average temperature of the passenger's feet within the range of 25℃±1℃.

[0043] If it is a manually controlled air conditioning system, start by setting the temperature control switch to maximum heating and maximum fan speed mode, and the air circulation mode to external circulation and foot blowing mode. When the average temperature of the passenger's feet inside the car reaches 25℃, set the fan speed control switch to medium speed and adjust the temperature button to maintain the average temperature of the passenger's feet inside the car within the range of 25℃±1℃.

[0044] Furthermore, the energy efficiency rating for low-temperature scenarios is obtained in the following way:

[0045] First, calculate the energy consumption E of the thermal management system during the low-temperature scenario test. h :

[0046]

[0047] In the formula: P1 is the compressor discharge power [kW]; the compressor assembly current and voltage;

[0048] P2 represents the blower discharge power [kW]; the current and voltage of the blower assembly (including the speed control module);

[0049] P3 represents the PTC discharge power [kW]; the PTC current and voltage of the crew cabin and the battery PTC.

[0050] P4 represents the power of the battery water pump [kW]; the current and voltage of the battery water pump assembly;

[0051] P5 represents the power of the motor and water pump [kW]; the current and voltage of the motor and water pump assembly;

[0052] P6 represents the power of the heater pump [kW]; the current and voltage of the heater pump assembly;

[0053] P7 represents the power of the electric fan water pump [kW]; the current and voltage of the electric fan assembly;

[0054] t0 is the time [s] when the air conditioner is turned on;

[0055] t is the end time of the experiment [s];

[0056] Then calculate the low-temperature unit volume energy efficiency ratio ε. h :

[0057]

[0058] E h Energy consumption of air conditioning system in low-temperature scenarios [kWh];

[0059] V0 is the passenger cabin volume [m] 3 ];

[0060] If ε c If the value is less than Y1, the cooling energy efficiency rating is Level 1 in high-temperature scenarios;

[0061] If ε c It falls between Y1 and Y2, and its cooling energy efficiency rating is level 2 in high-temperature scenarios;

[0062] If ε c It falls between Y2 and Y3, and its cooling energy efficiency rating is level 3 in high-temperature scenarios;

[0063] Y1, Y2, and Y3 are the set judgment values.

[0064] Furthermore, before the car is immersed, it needs to be left to stand at room temperature for more than 12 hours.

[0065] Furthermore, it also includes setting the status of the air conditioning system's air outlets:

[0066] Set the opening of the air vents on the front of the air conditioner to the maximum and the direction of the vents to the center; for vehicles with middle and rear air vents, close all middle and rear air vents.

[0067] Furthermore, the conditions for the conclusion of the experiment also include:

[0068] 1) Situation where the actual vehicle speed cannot follow the target vehicle speed: When the actual speed exceeds the speed curve tolerance range of ±2km / h specified in Appendix C.1.2.6.6 of GB 18352.6-2016 for a duration of more than 1s, or exceeds the tolerance range more than 10 times, the test shall be terminated;

[0069] 2) If the fault light or temperature warning light on the car's dashboard illuminates during the test, immediately terminate the test and repeat the test after troubleshooting.

[0070] In summary, by adopting the above technical solutions, the present invention can reasonably test and evaluate the thermal management energy efficiency of pure electric vehicles, and the test method has the characteristics of being highly targeted, simple to operate, and highly efficient.

[0071] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0072] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0073] Figure 1 This is a side view of the location of the temperature measurement point in this invention.

[0074] Figure 2 This is a front view of the location of the temperature measurement point in this invention.

[0075] In the diagram, A and A' are the temperature measurement points for the passenger's head; B and B' are the temperature measurement points for the passenger's feet. Detailed Implementation

[0076] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0077] This invention applies to the thermal management system of pure electric vehicles in Category M1 vehicles with no more than 7 seats and a maximum design gross weight of no more than 3500 kg. Thermal management systems for Category M1 vehicles with more than 7 seats and a maximum design gross weight exceeding 3500 kg, as well as for new energy vehicles using other power sources, may be implemented with reference to this invention.

[0078] 1. Definitions related to this invention

[0079] Thermal Management System Energy Consumption: The total power input required by the thermal management system to maintain the temperature of the passenger compartment, battery, and electric drive control system within the allowable fluctuation range during cooling and heating operations under rated operating conditions and specified conditions. This includes the energy consumption of the compressor, blower, air conditioning PTC, battery PTC, battery water pump, motor water pump, heater water pump, and cooling fan.

[0080] Energy efficiency ratio per unit volume: Under specified operating conditions, the ratio of the energy consumption of the vehicle's thermal management system to the volume of the passenger compartment; unit: kWh / m3

[0081] Energy efficiency limit value for thermal management system: The minimum allowable value of the energy efficiency ratio per unit volume of the thermal management system under specified operating conditions, abbreviated as energy efficiency limit value.

[0082] Microcars: M1 category pure electric passenger vehicles with a body length of less than 4m;

[0083] Regular vehicles: M1 category pure electric passenger vehicles with a body length greater than 4m.

[0084] 2 Energy Efficiency Rating Requirements

[0085] 2.1 Energy efficiency rating values ​​for high-temperature scenarios

[0086] High-temperature scenario thermal management system based on measured unit volume energy efficiency ratio (ε c The size of the product determines its energy efficiency, which is classified into three levels: 1, 2, and 3, with level 1 representing the highest energy efficiency. The energy efficiency ratio per unit volume corresponding to each energy efficiency level should not exceed the value specified in Table 1.

[0087] Table 1 Energy Efficiency Ratings of Thermal Management Systems in High-Temperature Scenarios

[0088]

[0089] 2.2 Energy efficiency rating values ​​for low-temperature scenarios

[0090] Low-temperature scenario thermal management system based on measured unit volume energy efficiency ratio (ε h The size of the product determines its energy efficiency, which is classified into three levels: 1, 2, and 3, with level 1 representing the highest energy efficiency. The energy efficiency ratio per unit volume corresponding to each energy efficiency level should not exceed the value specified in Table 2.

[0091] Table 2 Energy Efficiency Ratings of Thermal Management Systems in Low-Temperature Scenarios

[0092]

[0093] 3. Technical Requirements

[0094] 3.1 Energy Efficiency Limits

[0095] The energy efficiency limit for the thermal management system is Level 3, which corresponds to the energy efficiency rating in each environment listed in Tables 1 and 2.

[0096] 3.2 Energy efficiency rating of the vehicle thermal management system

[0097] The energy efficiency rating of the thermal management system should meet the corresponding energy efficiency index values ​​for both high-temperature and low-temperature scenarios. If it is not possible to meet the corresponding energy efficiency index values ​​for both scenarios, the lower energy efficiency rating for either the high-temperature or low-temperature scenario shall be taken as the energy efficiency rating of the vehicle's thermal management system.

[0098] 4. Test methods

[0099] 4.1 Test Instruments

[0100] Thermocouple temperature sensor: Measurement range -50~100℃, accuracy ±1℃;

[0101] Voltage sensor: Measurement range 0~1000V, accuracy 0.2%FS;

[0102] Current sensor: Measurement range ±100A, accuracy 0.03%FS.

[0103] 4.2 Sensor Placement Requirements

[0104] The location of temperature monitoring points should refer to Appendix B of QC / T 658-2009. For longitudinally adjustable seats, lock them at the middle position of their travel; for height-adjustable seats, lock them at the middle position of their height; adjust the seat back angle to a position where it is tilted 25° backward from the vertical.

[0105] Temperature measurement points should be placed at the head and foot areas of both the driver's seat and the passenger seat. The locations of these measurement points are as follows: Figures 1-2 As shown.

[0106] 4.3 Chassis dynamometer requirements

[0107] According to C.1.2.4.2 of GB 18352.6-2016, determine the vehicle's operating status on the chassis dynamometer.

[0108] The test mass of the vehicle, as defined in 3.9 of GB 18352.6-2016 and Annex CC, includes the sum of the reference mass, the mass of optional equipment, and the mass of representative load.

[0109] The vehicle road load measurement and chassis dynamometer simulation settings shall be conducted in accordance with the provisions of Annex CC of GB 18352.6-2016. The vehicle road load determined by the normal temperature coasting method shall be used as the input condition for the chassis dynamometer simulation program of road driving resistance in normal and high temperature tests. For low temperature tests, the vehicle road driving resistance at normal temperature determined by Annex CC of GB 18352.6-2016 shall be used as the input condition for the chassis dynamometer simulation program of road driving resistance in the -7℃ low temperature test after reducing the coasting time by 10%. If the vehicle road load is provided by the automobile manufacturer, a test report, calculation report or other relevant data shall be provided and determined by the inspection agency.

[0110] 4.4 Passenger cabin volume

[0111] Passenger compartment volume V0 refers to the usable space volume excluding seats, interior trim, etc. For models where the rear seats and luggage compartment are not connected (3-box cars), passenger compartment volume only includes the usable space volume of the passenger area; for models where the rear seats and luggage compartment are connected (2-box cars), passenger compartment volume includes the usable space volume of both the passenger area and the luggage compartment.

[0112] The passenger compartment volume V0 should, in principle, be provided by the vehicle supplier, who must also provide a statement confirming the accuracy of the parameters. If there are any discrepancies regarding the provided passenger compartment volume parameters, it is recommended that the testing agency use 3D point cloud scanning to obtain the passenger compartment volume parameters and provide a measurement report.

[0113] 4.5 High-temperature scenarios

[0114] The high-temperature unit volume energy efficiency ratio test of the thermal management system includes a pure electric test vehicle, a high-temperature drum environmental chamber (35℃), and testing equipment.

[0115] 4.5.1 Test Conditions

[0116] The environmental conditions for the high-temperature refrigeration test are set according to Table 3.

[0117] Table 3 Experimental conditions

[0118] High temperature energy efficiency ratio 35±2 50±5 1000±20

[0119] 4.5.2 Immersion of the vehicle

[0120] Before starting the soaking process, the car must be left to stand at room temperature for at least 12 hours.

[0121] Confirm the vehicle is in good condition, shield the thermal management system, and ensure the battery SOC is 100%. With the vehicle powered off, under the environmental conditions described in 4.5.1, close all windows and open all doors to immerse the vehicle for 1 hour. Then close the doors and continue immersing until the average temperature of the passenger side head reaches 50℃±1℃.

[0122] 4.5.3 Air Conditioner Setting Method

[0123] 4.5.3.1 General Requirements

[0124] During the test, all doors and windows were closed, the air conditioning was set to recirculation mode, and the air conditioning was set according to the specified temperature setting scheme (for multi-zone control air conditioning, the setting scheme of each zone must be consistent) so that the average temperature of the head temperature measurement point (see attached diagram for location) inside the vehicle can reach 24℃ as soon as possible. Until the end of the test, the average temperature should be kept within the range of 24℃±1℃.

[0125] 4.5.3.2 Air Conditioning in Automatic Control Systems

[0126] For automatic air conditioning systems, the test was initially set to "Auto" mode, with the temperature set to 24℃ and the air circulation mode set to recirculation and face-blowing mode. For automatic air conditioning systems with a forced preset mode, the preset mode (including the selection of recirculation and face-blowing modes) was used; for automatic air conditioning systems without a forced preset mode, auxiliary functions such as air purification could be manually disabled. For vehicles where the average temperature at the passenger's head could not reach 24℃ within 30 minutes, the temperature control switch was set to full cooling and maximum fan speed mode, and the air circulation mode was set to recirculation and face-blowing mode.

[0127] When the average temperature of the passenger's head inside the car reaches 24℃, the air conditioning is set to "Auto" mode, and the average temperature of the passenger's head inside the car is maintained within the range of 24℃±1℃ by adjusting the temperature button.

[0128] 4.5.3.3 Air Conditioning with Manual Control System

[0129] For manually controlled air conditioners, the test was initially set to "manual mode", with the temperature control switch set to full cooling and maximum airflow mode, and the air circulation mode set to internal circulation and face blowing mode.

[0130] Once the average temperature of the passenger's head inside the car reaches 24℃, set the fan speed to medium and adjust the temperature button to maintain the average temperature of the passenger's head inside the car within the range of 24℃±1℃.

[0131] 4.5.3.4 Air outlet status

[0132] Set the front air vents to their maximum opening and the vent direction to the center. For vehicles with middle and rear air vents, close all middle and rear air vents.

[0133] 4.5.4 Test Procedure

[0134] After completing the vehicle soaking as described in section 4.5.2, the driver enters the vehicle, the vehicle is powered on and put into a ready state, and after the average head temperature of the passenger seat is met to be 50℃±1℃, the air conditioning system is set according to section 6.5.3, the vehicle driving mode is selected using the manufacturer's recommended mode, the vehicle is set to D gear, and the test is carried out according to the CLTC test cycle.

[0135] 4.5.5 Test Termination Conditions

[0136] a) Conduct the test according to the test procedure specified in 4.5.4. After the average temperature of the passenger's head reaches 24°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends.

[0137] b) The test is terminated when the actual vehicle speed cannot follow the target vehicle speed: when the actual speed exceeds the tolerance range of ±2km / h for more than 1s, or exceeds the tolerance range more than 10 times.

[0138] c) If the malfunction indicator light or temperature warning light on the vehicle's dashboard illuminates during the test, the test should be terminated immediately, the fault should be rectified, and the test should be repeated.

[0139] 4.5.6 Calculation method for high-temperature energy efficiency ratio

[0140] Energy consumption of thermal management system during high-temperature scenario testing (E) c The calculation formula is:

[0141]

[0142] In the formula, P1 is the compressor discharge power [kW];

[0143] P2 is the blower discharge power [kW];

[0144] P3 represents the battery-powered water pump power [kW]; the water pump assembly current and voltage;

[0145] P4 represents the power of the motor / pump [kW]; the current and voltage of the pump assembly;

[0146] P5 represents the power of the electric fan [kW]; the current and voltage of the electric fan assembly;

[0147] t0 is the time [s] when the air conditioner is turned on;

[0148] t is the end time of the experiment [s];

[0149] High-temperature unit volume energy efficiency ratio (ε) c The calculation formula is:

[0150]

[0151] E c Energy consumption of air conditioning systems in high-temperature scenarios [kWh];

[0152] V0 is the passenger compartment volume [m3].

[0153] 4.6 Low Temperature Scenarios

[0154] The low-temperature unit volume energy efficiency ratio test of the thermal management system includes a pure electric test vehicle, a low-temperature drum environmental chamber (-7℃), and testing equipment.

[0155] 4.6.1 Test Conditions

[0156] The environmental conditions for low-temperature testing are set according to Table 4.

[0157] 4.6.2 Immersion of the vehicle

[0158] Table 4 Test Conditions

[0159] Low temperature energy efficiency ratio -7±3 / /

[0160] Before starting the soaking process, the car must be left to stand at room temperature for at least 12 hours.

[0161] Confirm the vehicle is in good condition, disable the thermal management system, and ensure the battery SOC is 100%. With the vehicle powered off, under the environmental conditions described in 4.6.1, close all doors and windows and immerse the vehicle for 12 hours.

[0162] If the immersion area and the environmental chamber for the formal test are not the same facility, the vehicle should be quickly moved to the environmental chamber for the formal test after the immersion is completed. If the vehicle passes through other temperature areas during the process, the transit time should not exceed 10 minutes. During the vehicle movement, the vehicle's power should not be used and the regenerative braking system should not be activated.

[0163] 4.6.3 Air Conditioner Setting Method

[0164] 4.6.3.1 General Requirements

[0165] During the test, all doors and windows were closed, and the air conditioning was set to external circulation and foot-blowing mode. The air conditioning was set according to the specified temperature settings (for multi-zone climate control systems, the settings for each zone must be consistent), aiming to reach an average temperature of 25°C at the foot temperature measurement points (locations see Appendix A) as quickly as possible. The average temperature should be maintained within a range of 25°C ± 1°C until the end of the test. The decision to activate the defrost and defogger should be made based on the vehicle manufacturer's recommendations; if activated, the activation duration should also be set according to the manufacturer's recommendations.

[0166] 4.6.3.2 Air conditioning in automatic control systems

[0167] For automatic climate control systems, the test began in "Auto" mode with a temperature set to 25°C and air circulation mode set to external circulation and foot-blowing mode. For automatic climate control systems with a forced preset mode, the preset mode (including internal / external circulation mode selection) was used. For automatic climate control systems without a forced preset mode, auxiliary functions such as seat heating and air purification could be manually disabled. For vehicles where the average temperature of the passenger's feet could not reach 25°C within 30 minutes, the temperature control switch was set to maximum heating and maximum fan speed mode, and the air circulation mode was set to external circulation and foot-blowing mode.

[0168] Once the average temperature of the passenger's feet inside the car reaches 25℃, the air conditioning is set to "Auto" mode. By adjusting the temperature button, the average temperature of the passenger's feet inside the car is maintained within the range of 25℃±1℃.

[0169] 4.6.3.3 Air Conditioning with Manual Control System

[0170] For manually controlled air conditioners, at the start of the test, set the temperature control switch to maximum heating and maximum fan speed mode, and set the air circulation mode to external circulation and foot blowing mode.

[0171] Once the average temperature of the passenger's feet inside the car reaches 25℃, set the fan speed to the medium setting and adjust the temperature button to maintain the average temperature of the passenger's feet inside the car within the range of 25℃±1℃.

[0172] 4.6.3.4 Air outlet status

[0173] Set the front air vents to their maximum opening and the vent direction to the center. For vehicles with middle and rear air vents, close all middle and rear air vents.

[0174] 4.6.4 Test Procedure

[0175] After completing the vehicle soaking as described in section 4.6.2, the driver enters the vehicle, the vehicle is powered on and put into a ready state, and after the average temperature of the passenger's feet is -7℃±2℃, the air conditioning system is set according to section 4.6.3. The vehicle driving mode is the manufacturer's recommended mode (which can follow the WLTC test conditions), the vehicle is set to D gear, and the test is carried out according to the CLTC test cycle.

[0176] 4.6.5 Test Termination Conditions

[0177] a) Conduct the test according to the test procedure specified in 4.6.4. After the average temperature of the passenger's feet reaches 25°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends.

[0178] b) When the actual vehicle speed cannot follow the target vehicle speed: the test will be terminated when the actual speed exceeds the speed curve tolerance range of ±2km / h for more than 1s, or when the number of times the speed exceeds the tolerance range is more than 10.

[0179] c) If the malfunction indicator light or temperature warning light on the vehicle's dashboard illuminates during the test, the test should be terminated immediately, the fault should be rectified, and the test should be repeated.

[0180] 4.6.6 Calculation method for low-temperature energy efficiency ratio

[0181] Energy consumption of thermal management system during low-temperature scenario testing (E) h The calculation formula is:

[0182]

[0183] In the formula: P1 is the compressor discharge power [kW];

[0184] P2 is the blower discharge power [kW];

[0185] P3 represents the PTC discharge power [kW]; the PTC current and voltage of the crew cabin and the battery PTC.

[0186] P4 represents the power of the battery water pump [kW]; the current and voltage of the battery water pump assembly;

[0187] P5 represents the power of the motor and water pump [kW]; the current and voltage of the motor and water pump assembly;

[0188] P6 represents the power of the heater pump [kW]; the current and voltage of the heater pump assembly;

[0189] P7 represents the power of the electric fan water pump [kW]; the current and voltage of the electric fan assembly;

[0190] t0 is the time [s] when the air conditioner is turned on;

[0191] t is the end time of the experiment [s];

[0192] Low-temperature unit volume energy efficiency ratio (ε) h The calculation formula is:

[0193]

[0194] E h Energy consumption of air conditioning system in low-temperature scenarios [kWh];

[0195] V0 is the passenger cabin volume (m³) 3 ).

[0196] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for testing the energy efficiency level of a thermal management system for a pure electric vehicle, characterized in that, Includes the following steps: S1, Install a temperature sensor inside the vehicle to collect temperature data; S2 simulates high-temperature and low-temperature scenarios respectively to test the thermal management energy efficiency of pure electric vehicles and obtain the energy efficiency level under high-temperature and low-temperature scenarios. Simulating high-temperature scenarios includes the following steps: S01, keep the pure electric vehicle powered off, close all windows and open all doors to immerse the vehicle for 1 hour in a high-temperature environment, then close the doors and continue immersing the vehicle until the average temperature of the passenger's head reaches 50℃±1℃. The temperature of the high-temperature environment is set to 35±2℃, the relative humidity is set to 50±5%RH, and the light intensity is set to 1000±20 W / m2. S02, the vehicle is powered on and ready. After the average temperature of the passenger's head is 50℃±1℃, the air conditioning system is set to start cooling. The air conditioning system setup includes: during the test, all doors and windows are closed, the air conditioning is set to internal circulation blowing mode, and the air conditioning is set according to the specified temperature setting scheme to make the average temperature of the head temperature measurement point inside the vehicle reach 24℃ as soon as possible, and the average temperature is maintained within the range of 24℃±1℃ until the end of the test. Energy efficiency ratings for high-temperature scenarios are obtained in the following way: First, calculate the energy consumption of the thermal management system during the high-temperature scenario test. : (1) In the formula: This refers to the compressor's discharge power. This refers to the discharge power of the blower. For battery-powered water pumps; The power of the motor and water pump; This refers to the power of the electric fan; This refers to the time when the air conditioner is turned on; This is the end time of the experiment; Then calculate the high-temperature unit volume energy efficiency ratio. : (2) Energy consumption of air conditioning systems in high-temperature scenarios; For the passenger cabin volume; like Less than X1, the cooling energy efficiency rating is Level 1 in high-temperature scenarios; like It falls between X1 and X2, and its cooling energy efficiency rating is level 2 in high-temperature scenarios; like It falls between X2 and X3, with a cooling energy efficiency rating of level 3 in high-temperature scenarios; Where X1, X2, and X3 are the set judgment values; S03, after the average temperature of the passenger's head reaches 24°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends; S3 represents the energy efficiency level for both low-temperature and high-temperature scenarios, with the lower energy efficiency level being used as the energy efficiency level for thermal management of pure electric vehicles.

2. The energy efficiency rating test method for a pure electric vehicle thermal management system according to claim 1, characterized in that, The set air conditioning system includes: If it is an automatic air conditioning system, it is initially set to "Auto" mode with a temperature of 24℃ and air circulation mode set to recirculation and face-blowing mode. If the average temperature of the passenger's head cannot reach 24℃ within 30 minutes, the temperature adjustment switch is set to full cooling and maximum fan speed mode, and the air circulation mode is set to recirculation and face-blowing mode. Once the average temperature of the passenger's head reaches 24℃, the air conditioning is set to "Auto" mode, and the average temperature of the passenger's head is maintained within the range of 24℃±1℃ by adjusting the temperature button. If it is a manually controlled air conditioning system, set it to "manual mode" at the beginning, set the temperature adjustment switch to full cooling and maximum fan speed mode, and set the air circulation mode to internal circulation and face blowing mode; when the average temperature of the passenger's head reaches 24℃, set the fan speed adjustment switch to medium speed, and adjust the temperature button to maintain the average temperature of the passenger's head within the range of 24℃±1℃.

3. The energy efficiency rating test method for a pure electric vehicle thermal management system according to claim 1, characterized in that, Simulating low-temperature scenarios includes the following steps: S001, the pure electric vehicle is kept offline and immersed for 12 hours in a low-temperature environment with all doors and windows closed; the temperature of the low-temperature environment is set to -7±3℃. S002, the vehicle is powered on and in ready state. After the average temperature of the passenger's feet is -7℃±2℃, the air conditioning system is set to start heating. The air conditioning system setting includes: during the test, all doors and windows are closed, the air conditioning is set to external circulation and foot blowing mode, and the air conditioning is set according to the specified temperature setting scheme to make the average temperature of the foot temperature measurement point in the vehicle reach 25℃ as soon as possible, and the average temperature is maintained within the range of 25℃±1℃ until the end of the test. S003, after the average temperature of the passenger's feet reaches 25°C, continue the test for 1 hour according to the CLTC operating condition requirements, and the test ends.

4. The energy efficiency rating test method for a pure electric vehicle thermal management system according to claim 3, characterized in that, The set air conditioning system includes: If it is an automatic air conditioning system, initially set it to "Auto" mode, with the temperature set to 25℃ and the air circulation mode set to external circulation and foot-blowing mode. If the average temperature of the passenger's feet cannot reach 25℃ within 30 minutes, set the temperature control switch to maximum heating and maximum fan speed mode, and the air circulation mode to external circulation and foot-blowing mode. Once the average temperature of the passenger's feet reaches 25℃, set the air conditioning to "Auto" mode and adjust the temperature button to maintain the average temperature of the passenger's feet within the range of 25℃±1℃. If it is a manually controlled air conditioning system, start by setting the temperature control switch to maximum heating and maximum fan speed mode, and the air circulation mode to external circulation and foot blowing mode. When the average temperature of the passenger's feet inside the car reaches 25℃, set the fan speed control switch to medium speed and adjust the temperature button to maintain the average temperature of the passenger's feet inside the car within the range of 25℃±1℃.

5. The energy efficiency rating test method for a pure electric vehicle thermal management system according to claim 1, characterized in that, Energy efficiency ratings for low-temperature scenarios are obtained in the following way: First, calculate the energy consumption of the thermal management system during the low-temperature scenario test. : (3) In the formula: This refers to the compressor's discharge power. Blower discharge power; PTC discharge power; Battery-powered water pump power; Motor and water pump power; Heater pump power; Electric fan and water pump power; This refers to the time when the air conditioner is turned on; End of experiment; Then calculate the low-temperature unit volume energy efficiency ratio. : (4) Energy consumption of air conditioning systems in low-temperature scenarios; Passenger cabin volume; like If the value is less than Y1, the cooling energy efficiency rating is Level 1 in high-temperature scenarios; like It falls between Y1 and Y2, and its cooling energy efficiency rating is level 2 in high-temperature scenarios; like It falls between Y2 and Y3, and its cooling energy efficiency rating is level 3 in high-temperature scenarios; Y1, Y2, and Y3 are the set judgment values.

6. A method for testing the energy efficiency rating of a pure electric vehicle thermal management system according to claim 1 or 3, characterized in that, Before starting the soaking process, the car must be left to stand at room temperature for at least 12 hours.

7. A method for testing the energy efficiency level of a pure electric vehicle thermal management system according to claim 1 or 3, characterized in that, This also includes settings for the air outlet status of the air conditioning system: Set the opening of the air vents on the front of the air conditioner to the maximum and the direction of the vents to the center; for vehicles with middle and rear air vents, close all middle and rear air vents.

8. A method for testing the energy efficiency rating of a pure electric vehicle thermal management system according to claim 1 or 3, characterized in that, The conclusion of the experiment also includes: 1) The actual vehicle speed cannot follow the target vehicle speed: When the actual speed exceeds the tolerance range of ±2km / h for more than 1 second, or exceeds the tolerance range more than 10 times, the test will be terminated; 2) If the fault light or temperature warning light on the car's dashboard illuminates during the test, immediately terminate the test and repeat the test after troubleshooting.

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