A test method and device for low-temperature acceleration performance attenuation of an electric vehicle

Abstract

This application provides a method and apparatus for testing the low-temperature acceleration performance degradation of electric vehicles. The testing method includes: immersing a target test vehicle in a low-temperature environment chamber to adjust the temperature of the vehicle's power battery to a first temperature threshold; controlling the vehicle to accelerate to a first speed threshold from its current position on the test road, and then controlling the vehicle to decelerate to a second speed threshold, and driving at a constant speed according to the second speed threshold; when the constant speed driving time is equal to a preset constant speed driving time, determining whether the real-time temperature value of the vehicle's power battery in the current acceleration test cycle has reached the second temperature threshold; if so, determining the evaluation result of the acceleration performance degradation test based on the acceleration driving time of the current acceleration test cycle and the acceleration driving time of the first acceleration test cycle, according to a preset evaluation mechanism. This method improves the accuracy of the vehicle's low-temperature acceleration performance degradation test data and the timeliness of the evaluation results.

Description

Technical Field

[0001] This application relates to the field of electric vehicle testing technology, and in particular to a testing method and apparatus for testing the low-temperature acceleration performance degradation of electric vehicles. Background Technology

[0002] The national standard document for testing the acceleration performance of electric vehicles (GB / T 18385-2005 Test Method for Power Performance of Electric Vehicles) only covers acceleration performance tests under temperature conditions of 5℃ to 32℃. However, for low-temperature conditions of 0℃ to -30℃, the limitations of the low-temperature discharge capacity of the power battery mean that the acceleration performance degradation compared to normal temperature is not covered. This results in a lack of low-temperature acceleration performance data in the automotive R&D process, making it impossible to impose low-temperature discharge requirements on the power battery. Consequently, electric vehicle products are unable to meet the usage needs of users in cold northern regions, thus limiting the popularization and application of electric vehicles in northern areas.

[0003] Currently, methods for evaluating the low-temperature degradation level of electric vehicle acceleration performance are all conducted under winter conditions in northern my country. This means that low-temperature test data cannot be obtained during the development of electric vehicle products outside of winter, making it impossible to set requirements for the vehicle's low-temperature acceleration performance. At the same time, it is difficult to avoid potential battery low-temperature performance defects. This not only affects the development cycle of electric vehicle products but also increases the probability of low-temperature quality problems in electric vehicle products. In addition, immersion tests in outdoor natural environments are difficult to conduct due to the changing atmospheric temperature, making it difficult for the power battery to meet the test requirements, affecting the accuracy of the test data, and thus reducing the accuracy and timeliness of acceleration performance evaluation results. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a test method and apparatus for the low-temperature acceleration performance degradation of electric vehicles. By immersing the test vehicle in a low-temperature environment chamber, the power battery of the test vehicle can meet the low-temperature environment requirements in any season. Under this low-temperature environment, the vehicle is controlled to perform multiple acceleration performance degradation tests for multiple acceleration test cycles. When the power battery reaches a predetermined temperature, the evaluation result of the acceleration performance degradation test of the vehicle in the low-temperature environment is determined based on the acceleration time of the current test cycle and the acceleration time of the first test cycle. This improves the accuracy of the acceleration performance degradation test data of the vehicle at low temperatures, thereby ensuring the accuracy and timeliness of the low-temperature acceleration performance evaluation results.

[0005] This application provides a method for testing the low-temperature acceleration performance degradation of electric vehicles, the testing method including:

[0006] The target test vehicle is immersed in a low-temperature environment chamber with a first temperature threshold set, so that the temperature of the power battery of the target test vehicle is adjusted to the first temperature threshold.

[0007] The target test vehicle is controlled to accelerate to the first speed threshold from its current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0008] When the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, the target test vehicle is controlled to decelerate to the second speed threshold and then travels at a constant speed according to the second speed threshold.

[0009] When the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time, determine whether the real-time temperature value of the power battery of the target test vehicle in the current acceleration test cycle reaches the second temperature threshold.

[0010] If so, the evaluation result of the target test vehicle in the acceleration performance degradation test is determined based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to the preset evaluation mechanism.

[0011] Furthermore, the method also includes:

[0012] If not, the target test vehicle is controlled to accelerate back to the first speed threshold at its current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0013] Furthermore, the step of controlling the target test vehicle to decelerate to a second speed threshold when it accelerates to a first speed threshold during the current acceleration test cycle, and then driving at a constant speed according to the second speed threshold, includes:

[0014] Determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold.

[0015] If the real-time vehicle speed does not reach the first speed threshold, the target test vehicle is controlled to continue accelerating in the current acceleration test cycle;

[0016] If the real-time vehicle speed reaches the first speed threshold, the target test vehicle is controlled to reduce its speed to the second speed threshold and then travel at a constant speed according to the second speed threshold.

[0017] Furthermore, the step of determining the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism, includes:

[0018] Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula.

[0019] Determine the attenuation evaluation interval to which the attenuation rate belongs;

[0020] The evaluation result of the acceleration performance degradation test is determined based on the degradation evaluation range.

[0021] Furthermore, determining the evaluation result of the acceleration performance degradation test based on the degradation evaluation interval includes:

[0022] When the attenuation rate belongs to the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be unqualified.

[0023] When the attenuation rate belongs to the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be good.

[0024] When the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be excellent.

[0025] This application embodiment also provides a testing device for the low-temperature acceleration performance degradation of electric vehicles, the testing device comprising:

[0026] The low-temperature immersion module is used to control the target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold set, so as to adjust the power battery temperature of the target test vehicle to the first temperature threshold.

[0027] The first acceleration control module is used to control the target test vehicle to accelerate to the first speed threshold from its current position on the test road, so as to conduct the acceleration performance decay test corresponding to the current acceleration test cycle on the test road.

[0028] The deceleration and constant speed control module is used to control the target test vehicle to decelerate to a second speed threshold when the target test vehicle accelerates to a first speed threshold in the current acceleration test cycle, and to drive at a constant speed according to the second speed threshold.

[0029] The judgment module is used to determine whether the real-time temperature value of the power battery of the target test vehicle reaches the second temperature threshold in the current acceleration test cycle when the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time.

[0030] The test evaluation module is used to determine the evaluation result of the target test vehicle in the acceleration performance degradation test according to a preset evaluation mechanism if the real-time temperature value of the power battery of the target test vehicle reaches the second temperature threshold in the current acceleration test cycle.

[0031] Furthermore, the testing apparatus also includes:

[0032] The second acceleration control module is used to control the target test vehicle to start accelerating again to the first speed threshold at the current position on the test road if the real-time temperature value of the power battery of the target test vehicle does not reach the second temperature threshold in the current acceleration test cycle, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0033] Furthermore, when the deceleration and constant speed control module controls the target test vehicle to decelerate to a second speed threshold and maintain a constant speed according to the second speed threshold after accelerating to a first speed threshold in the current acceleration test cycle, the deceleration and constant speed control module is used to:

[0034] Determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold.

[0035] If the real-time vehicle speed does not reach the first speed threshold, the target test vehicle is controlled to continue accelerating in the current acceleration test cycle;

[0036] If the real-time vehicle speed reaches the first speed threshold, the target test vehicle is controlled to reduce its speed to the second speed threshold and then travel at a constant speed according to the second speed threshold.

[0037] Furthermore, when the test evaluation module determines the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism, the test evaluation module is used to:

[0038] Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula.

[0039] Determine the attenuation evaluation interval to which the attenuation rate belongs;

[0040] The evaluation result of the acceleration performance degradation test is determined based on the degradation evaluation range.

[0041] Furthermore, when determining the evaluation result of the acceleration performance degradation test based on the degradation evaluation interval, the test evaluation module is used to:

[0042] When the attenuation rate belongs to the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be unqualified.

[0043] When the attenuation rate belongs to the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be good.

[0044] When the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be excellent.

[0045] This application also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the test method for the low-temperature acceleration performance degradation of electric vehicles described above are performed.

[0046] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described test method for the low-temperature acceleration performance degradation of electric vehicles.

[0047] The present application provides a method and apparatus for testing the low-temperature acceleration performance degradation of electric vehicles. The testing method includes: immersing a target test vehicle in a low-temperature environment chamber with a first temperature threshold to adjust the temperature of the target test vehicle's power battery to the first temperature threshold; controlling the target test vehicle to accelerate to a first speed threshold from its current position on a test road to perform an acceleration performance degradation test corresponding to the current acceleration test cycle on the test road; when the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, controlling the target test vehicle to decelerate to a second speed threshold and driving at a constant speed according to the second speed threshold; when the constant speed driving time of the target test vehicle is equal to a preset constant speed driving time, determining whether the real-time temperature value of the target test vehicle's power battery in the current acceleration test cycle reaches the second temperature threshold; if so, determining the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration driving time of the target test vehicle in the current acceleration test cycle and the acceleration driving time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism.

[0048] Compared with existing methods for evaluating the low-temperature degradation level of electric vehicle acceleration performance under winter outdoor natural environmental conditions in northern regions, this method involves immersing the test vehicle in a low-temperature environment chamber, allowing the vehicle's power battery to meet low-temperature environmental requirements in any season. Under this low-temperature environment, the vehicle undergoes multiple acceleration performance degradation tests over several acceleration test cycles. When the power battery reaches a predetermined temperature, the evaluation result of the vehicle's acceleration performance degradation test in the low-temperature environment is determined based on the acceleration time of the current test cycle and the acceleration time of the first test cycle. This improves the accuracy of the acceleration performance degradation test data at low temperatures, thereby ensuring the accuracy and timeliness of the low-temperature acceleration performance evaluation results.

[0049] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0050] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 One of the flowcharts for a test method for the low-temperature acceleration performance degradation of an electric vehicle provided in an embodiment of this application;

[0052] Figure 2 A second flowchart illustrating a method for testing the low-temperature acceleration performance degradation of an electric vehicle, provided as an embodiment of this application;

[0053] Figure 3 A schematic diagram of a vehicle low-temperature performance testing environment provided in an embodiment of this application;

[0054] Figure 4 This is one of the structural schematic diagrams of a test device for the low-temperature acceleration performance degradation of an electric vehicle provided in an embodiment of this application;

[0055] Figure 5 This is a second schematic diagram of a test device for the low-temperature acceleration performance degradation of an electric vehicle provided in an embodiment of this application;

[0056] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0058] Research has revealed that current methods for evaluating the low-temperature degradation level of electric vehicle acceleration performance are all conducted under winter conditions in northern my country. This means that low-temperature test data cannot be obtained during the development of electric vehicle products outside of winter, making it impossible to set requirements for the vehicle's low-temperature acceleration performance and to avoid potential battery low-temperature performance defects. This not only affects the development cycle of electric vehicle products but also increases the probability of low-temperature quality problems. Furthermore, immersion testing in outdoor natural environments is challenging because the ambient temperature varies, making it difficult for the power battery to meet the testing requirements. This affects the accuracy of the test data and consequently reduces the accuracy and timeliness of acceleration performance evaluation results.

[0059] Based on this, this application provides a test method for the low-temperature acceleration performance degradation of electric vehicles. By immersing the test vehicle in a low-temperature environment chamber, the power battery of the test vehicle can meet the low-temperature environment requirements in any season. Under this low-temperature environment, the vehicle is controlled to undergo multiple acceleration test cycles for acceleration performance degradation testing. When the power battery reaches a predetermined temperature, the evaluation result of the vehicle's acceleration performance degradation test in the low-temperature environment is determined based on the acceleration time of the current test cycle and the acceleration time of the first test cycle. This improves the accuracy of the acceleration performance degradation test data of the vehicle at low temperatures, thereby ensuring the accuracy and timeliness of the low-temperature acceleration performance evaluation results.

[0060] Please see Figure 1 , Figure 1 This is one of the flowcharts for a test method of low-temperature acceleration performance degradation of an electric vehicle provided in an embodiment of this application. Figure 1 As shown in the embodiment of this application, the test method for the low-temperature acceleration performance degradation of electric vehicles includes:

[0061] S101. Control the target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold set, so that the power battery temperature of the target test vehicle is adjusted to the first temperature threshold.

[0062] It should be noted that the target test vehicle is an electric vehicle for which low-temperature acceleration performance degradation testing is expected, and its main power source is the power battery pack; the low-temperature environment chamber with a first temperature threshold is configured to enable the electric vehicle's power battery to meet the low-temperature environmental requirements, and the temperature-adjustable environment chamber allows the electric vehicle to be immersed in it, so that the electric vehicle's power battery meets the environmental requirements for low-temperature testing.

[0063] In one possible implementation of this application, the first temperature threshold can be selected within the range of -40℃ to 0℃. The specific temperature value of the first temperature threshold can be selected according to the actual requirements and test objectives of the test, and can be any temperature value within the range of -40℃ to 0℃.

[0064] In this step, in specific implementation, firstly, according to the test requirements of this low-temperature accelerated performance degradation test and the first temperature threshold indicated by the test target, the temperature of the low-temperature environment chamber is set to be greater than or equal to the first temperature threshold; then, the target test vehicle is immersed in the low-temperature environment chamber; finally, it is determined that the power battery temperature of the target test vehicle has been adjusted to the first temperature threshold.

[0065] Furthermore, before the target test vehicle leaves the low-temperature environment chamber, the data acquisition device confirms that the temperature of the target test vehicle's power battery is within the error range of ±1℃ of the first temperature threshold.

[0066] S102. Control the target test vehicle to accelerate to the first speed threshold from its current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0067] It should be noted that, in one possible implementation of this application, when the target test vehicle begins to accelerate at the starting position of the test road, it signifies that the target test vehicle has started the first acceleration test cycle in the acceleration performance degradation test on the test road; thereafter, the target test vehicle can start a certain acceleration test cycle at any position on the test road according to the test progress.

[0068] In this step, in specific implementation, firstly, after the target test vehicle leaves the cryogenic environment chamber, the target test vehicle and its related vehicle equipment are controlled to perform test preparation operations; then, in the first acceleration test cycle, the target test vehicle is controlled to travel from the cryogenic environment chamber to the starting position of the test road, and accelerates from the starting position to the first speed threshold to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road; finally, the test data corresponding to the current acceleration test cycle is recorded.

[0069] In one possible implementation of this application, the first speed threshold is 100 km / h and the speed error is within ±1 km / h. However, the first speed threshold is not limited to 100 km / h and may be other speed values, which will not be limited here.

[0070] Specifically, in one possible implementation of this application, when controlling the target test vehicle and its related vehicle equipment to perform test preparation operations, firstly, the target test vehicle is controlled to perform a windshield defrosting operation; then, the test load mass of the target test vehicle is adjusted to a preset load weight; subsequently, the windows, air conditioning, and seat heating modules of the related vehicle equipment in the target test vehicle are kept in a closed state; finally, if the target test vehicle is set to a sport mode, the target test vehicle is controlled to turn on the sport mode.

[0071] The test load mass of the target test vehicle is the sum of the vehicle mass and the load mass. The load mass includes the driver's weight and the mass of the test equipment. When the test load mass of the target test vehicle is less than the preset load weight, sandbags are added to make up the difference to the preset load weight. The preset load weight can be selected according to the actual test requirements and test objectives. When the preset load weight is set to be less than or equal to 3500 kg, the error of the test load mass should be controlled within ±5 kg. When the preset load weight is set to be greater than 3500 kg, the error of the test load mass should be controlled within ±10 kg.

[0072] Furthermore, in specific implementation, the test data recorded for the current acceleration test cycle may include, but is not limited to, the acceleration time, deceleration time, constant speed time, real-time driving speed, driving distance, ambient atmospheric pressure, and real-time temperature of the power battery for the target test vehicle in the current acceleration test cycle; wherein, the real-time driving speed is measured by a vehicle speed measuring device, for example, a GPS vehicle speed sensor or an optical non-contact vehicle speed sensor.

[0073] Here, in one possible implementation of this application, the error accuracy standard of the test data is shown in the table below.

[0074]

[0075]

[0076] Furthermore, in one possible implementation of this application, while recording test data, the abnormal events generated in the current accelerated test cycle and the event occurrence time corresponding to the abnormal events are recorded, and the test data corresponding to the event occurrence time is marked as abnormal.

[0077] For details, please refer to Figure 3, Figure 3 This is a schematic diagram of a vehicle low-temperature performance testing environment provided in an embodiment of this application. Figure 3 As shown, after the target test vehicle is immersed in a low-temperature environment and undergoes test preparation operations, it drives to the starting position of the test road and conducts acceleration performance degradation tests corresponding to the acceleration test cycle on the test road. In one possible embodiment of this application, the straight section of the test road is longer than or equal to 500 meters, and U-turn plazas are set at both ends of the test road. The road surface of the test road is a paved road surface that is flat, firm, dry and has a uniform slope, with a longitudinal slope of 0 and a transverse slope of less than or equal to 1%.

[0078] Furthermore, the acceleration performance degradation test was conducted under clear weather conditions, with an average wind speed of no more than 3 m / s and a gust wind speed of no more than 5 m / s. The cold inflation pressure of the tires of the target test vehicle was set according to the technical specifications of the tire manufacturer, and the tire pressure error of the target test vehicle was no more than 10 kPa.

[0079] S103. When the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, control the target test vehicle to decelerate to the second speed threshold, and drive at a constant speed according to the second speed threshold.

[0080] In this step, firstly, based on the test data of the target test vehicle in the current acceleration test cycle, it is determined whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle has reached the first speed threshold; then, if the real-time speed has not reached the first speed threshold, the target test vehicle is controlled to continue to accelerate in the current acceleration test cycle; finally, if the real-time speed has reached the first speed threshold, the target test vehicle is controlled to decelerate to the second speed threshold and drive at a constant speed according to the second speed threshold.

[0081] In one possible implementation of this application, the second speed threshold is selected within the range of 50-60 km / h, and the specific speed value can be selected according to actual test needs and test objectives.

[0082] In one embodiment of this application, step S103 may include:

[0083] S1031. Determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold.

[0084] In this step, the real-time driving speed of the target test vehicle in the test data is compared with the first speed threshold to determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold.

[0085] For example, when the first speed threshold is 100 km / h, the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle is 100.5 km / h. At this time, the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold, and the error value is within ±1 km / h.

[0086] S1032. If the real-time vehicle speed does not reach the first speed threshold, the target test vehicle is controlled to continue accelerating in the current acceleration test cycle.

[0087] In this step, if the real-time speed of the target test vehicle does not reach the first speed threshold, it indicates that the target test vehicle has not fully accelerated in the current acceleration test cycle and needs to continue to accelerate. In this case, the target test vehicle is controlled to continue to accelerate in the current acceleration test cycle.

[0088] For example, when the first speed threshold is 100km / h, the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle is 95m / h. At this time, the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle has not reached the first speed threshold, and the target test vehicle is controlled to continue to accelerate in the current acceleration test cycle so that the real-time driving speed reaches 100km / h.

[0089] S1033. If the real-time vehicle speed reaches the first speed threshold, the target test vehicle is controlled to reduce its speed to the second speed threshold and then travel at a constant speed according to the second speed threshold.

[0090] In this step, if the real-time speed of the target test vehicle has reached the first speed threshold, it indicates that the target test vehicle has completed the acceleration phase of the current acceleration test cycle. Then, the target test vehicle is controlled to decelerate to the second speed threshold and travel at a constant speed according to the second speed threshold.

[0091] When the first speed threshold is 100km / h and the second speed threshold is 60km / h, the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle is 100.5km / h. The target test vehicle is then controlled to decelerate to 60km / h and continue to travel at a constant speed of 60km / h.

[0092] S104. When the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time, determine whether the real-time temperature value of the power battery of the target test vehicle in the current acceleration test cycle reaches the second temperature threshold.

[0093] In this step, in specific implementation, firstly, it is determined whether the constant speed driving time of the target test vehicle in the current acceleration test cycle according to the second speed threshold is equal to the preset constant speed driving time; if not, the target test vehicle is controlled to continue to drive at a constant speed so that the constant speed driving time reaches the preset constant speed driving time; if so, it is determined whether the real-time temperature value of the power battery of the target test vehicle in the current acceleration test cycle reaches the second temperature threshold.

[0094] In one possible implementation of this application, the preset constant speed travel time can be set to 5 minutes, but is not limited to 5 minutes, and can also be other times. This application will not limit it here.

[0095] In one possible implementation of this application, the second temperature threshold is used to calibrate the temperature value of the power battery of the target test vehicle after it heats up during the acceleration test cycle. The second temperature threshold can be set to 0°C, but is not limited to 0°C, and can also be other temperature values. This application will not limit it here.

[0096] For example, when the preset constant speed driving time is 5 minutes and the second temperature threshold is set to 0℃, if the constant speed driving time of the target test vehicle is 5 minutes, it is determined whether the real-time temperature value of the power battery of the current target test vehicle reaches 0℃ in the current acceleration test cycle.

[0097] S105. If so, then based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the evaluation result of the target test vehicle in the acceleration performance degradation test is determined according to the preset evaluation mechanism.

[0098] It should be noted that the preset evaluation mechanism is based on the acceleration time of the first acceleration test cycle in multiple acceleration test cycles of the target test vehicle during low-temperature acceleration performance degradation test, and the acceleration time of the current acceleration test cycle when the real-time temperature value of the power battery reaches the second temperature threshold. Then, the degradation rate of the acceleration performance degradation test is calculated, and the evaluation result of the target test vehicle during low-temperature acceleration performance degradation test is determined according to the interval to which the degradation rate belongs.

[0099] In this step, if the real-time temperature value of the target test vehicle's power battery reaches the second temperature threshold in the current acceleration test cycle, in specific implementation, firstly, based on the acceleration driving time of the target test vehicle in the current acceleration test cycle and the acceleration driving time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula; then, the decay evaluation interval to which the decay rate belongs is determined; finally, the evaluation result of the acceleration performance decay test is determined according to the decay evaluation interval.

[0100] In one embodiment of this application, the step of determining the evaluation result of the target test vehicle in the acceleration performance degradation test according to a preset evaluation mechanism, based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, may include:

[0101] S1051. Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, calculate the attenuation rate of the acceleration performance attenuation test according to the preset attenuation rate calculation formula.

[0102] In this step, firstly, the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle are determined; then, based on the acceleration time of the current acceleration test cycle and the acceleration time of the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula.

[0103] Specifically, in one possible implementation of this application, the expression of the preset attenuation rate calculation formula is as follows.

[0104]

[0105] Where α is the degradation rate of the target test vehicle's low-temperature acceleration performance degradation test; T1 is the acceleration time of the target test vehicle in the first acceleration test cycle; T n The acceleration time of the target test vehicle in the current acceleration test cycle.

[0106] For example, if the target test vehicle's acceleration time in the first acceleration test cycle is 6 seconds, and the target test vehicle's power battery's acceleration time when the real-time temperature value reaches the second temperature threshold in the current acceleration test cycle is 5 seconds, then the acceleration performance degradation rate of the target test vehicle is 120%.

[0107] S1052. Determine the attenuation evaluation interval to which the attenuation rate belongs.

[0108] It should be noted that the degradation evaluation range is used to calibrate the degradation level of the target test vehicle during low-temperature acceleration performance degradation testing. The degradation evaluation range is determined by dividing the range boundaries using a preset degradation rate threshold.

[0109] In this step, firstly, the attenuation rate threshold for the preset attenuation evaluation interval used to divide the range boundary is determined; then, the attenuation evaluation interval is determined based on the attenuation rate threshold; finally, the attenuation evaluation interval to which the attenuation rate belongs is determined by comparing the attenuation rate and the attenuation evaluation interval.

[0110] Specifically, in one possible implementation of this application, the first attenuation evaluation interval is an attenuation rate greater than or equal to a first attenuation rate threshold and less than a second attenuation rate threshold; the second attenuation evaluation interval is an attenuation rate greater than or equal to a second attenuation rate threshold and less than a third attenuation rate threshold; and the third attenuation evaluation interval is an attenuation rate greater than a third attenuation rate threshold.

[0111] For example, when the first attenuation rate threshold is set to 100%, the second attenuation rate threshold is set to 200%, and the third attenuation rate threshold is set to 300%, the first attenuation evaluation interval is an attenuation rate greater than or equal to 100% and less than 200%; the second attenuation evaluation interval is an attenuation rate greater than or equal to 200% and less than 300%; and the third attenuation evaluation interval is an attenuation rate greater than 300%.

[0112] S1053. Determine the evaluation result of the acceleration performance degradation test based on the degradation evaluation range.

[0113] In this step, the specific evaluation results of the acceleration performance degradation test of the target test vehicle are determined according to the degradation evaluation range to which the target test vehicle belongs.

[0114] In one embodiment of this application, step S1053 may include:

[0115] S10531. When the attenuation rate belongs to the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be unqualified.

[0116] In this step, the calculated attenuation rate and the attenuation evaluation interval are compared. When the attenuation evaluation interval to which the attenuation rate belongs is determined to be the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be unqualified.

[0117] For example, when the first attenuation evaluation interval is an attenuation rate greater than or equal to 100% and less than 200%, if the calculated attenuation rate is 120%, then the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be unqualified.

[0118] S10532. When the attenuation rate belongs to the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be good.

[0119] In this step, the calculated attenuation rate is compared with the attenuation evaluation interval. When the attenuation evaluation interval to which the attenuation rate belongs is determined to be the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be good.

[0120] For example, when the second attenuation evaluation interval is an attenuation rate greater than or equal to 200% and less than 300%, if the calculated attenuation rate is 260%, then the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be good.

[0121] S10533. When the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be excellent.

[0122] In this step, the calculated attenuation rate is compared with the attenuation evaluation interval. When it is determined that the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be excellent.

[0123] For example, when the third attenuation evaluation interval is an attenuation rate greater than 300%, if the calculated attenuation rate is 350%, then the evaluation result of the acceleration performance attenuation test of the target test vehicle is determined to be excellent.

[0124] Please see Figure 2 , Figure 2 This is a second flowchart illustrating a test method for assessing the low-temperature acceleration performance degradation of an electric vehicle, provided as an embodiment of this application. Figure 2 As shown, optionally, in addition to the test method for the low-temperature acceleration performance degradation of electric vehicles described in steps S101 to S105, step S106 is also included. Specifically, step S106 is used to describe the test method when the real-time temperature value of the power battery of the target test vehicle does not reach the second temperature threshold in the current acceleration test cycle, so that the real-time temperature value of the power battery of the electric vehicle can reach the second temperature threshold after multiple acceleration test cycles.

[0125] Here, the specific steps of steps S101 to S105 are as described above, and will not be repeated here.

[0126] S106. If not, control the target test vehicle to start accelerating again to the first speed threshold at the current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0127] In this step, if the real-time temperature value of the target test vehicle's power battery does not reach the second temperature threshold during the current acceleration test cycle, in specific implementation, the target test vehicle is controlled to restart its acceleration from a constant speed state to the first speed threshold at its current position on the test road; then, the acceleration performance degradation test corresponding to the current acceleration test cycle is carried out on the test road.

[0128] Here, in one possible implementation of this application, the re-acceleration of the target test vehicle's power battery when the real-time temperature value of the current acceleration test cycle has not reached the second temperature threshold signifies that the target test vehicle has entered the next acceleration test cycle.

[0129] Furthermore, after the target test vehicle accelerates back to the first speed threshold at its current position on the test road, indicating that the target test vehicle has entered the next acceleration test cycle, the target test vehicle is controlled to decelerate to the second speed threshold immediately after accelerating to the first speed threshold, and then travel at a constant speed according to the second speed threshold. When the target test vehicle has traveled at a constant speed for a preset constant speed time, it is again determined whether the real-time temperature value of the target test vehicle's power battery in the current acceleration test cycle has reached the second temperature threshold. If not, the target test vehicle is controlled to accelerate back to the first speed threshold at its current position on the test road to enter the next acceleration test cycle. If so, based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the evaluation result of the target test vehicle in the acceleration performance degradation test is determined according to the preset evaluation mechanism.

[0130] The method for testing the low-temperature acceleration performance degradation of electric vehicles provided in this application embodiment involves controlling a target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold, so that the temperature of the target test vehicle's power battery is adjusted to the first temperature threshold; controlling the target test vehicle to accelerate to a first speed threshold from its current position on the test road, so as to conduct an acceleration performance degradation test corresponding to the current acceleration test cycle on the test road; when the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, controlling the target test vehicle to decelerate to a second speed threshold, and driving at a constant speed according to the second speed threshold; when the constant speed driving time of the target test vehicle is equal to a preset constant speed driving time, determining whether the real-time temperature value of the target test vehicle's power battery in the current acceleration test cycle has reached the second temperature threshold; if so, then based on the acceleration driving time of the target test vehicle in the current acceleration test cycle and the acceleration driving time of the target test vehicle in the first acceleration test cycle, and according to a preset evaluation mechanism, determining the evaluation result of the target test vehicle in the acceleration performance degradation test. By immersing the test vehicle in a low-temperature environment chamber, the power battery of the test vehicle can meet the low-temperature environment requirements in any season. Under this low-temperature environment, the vehicle is controlled to undergo multiple acceleration performance degradation tests. When the power battery reaches the predetermined temperature, the evaluation result of the vehicle's acceleration performance degradation test in the low-temperature environment is determined based on the acceleration time of the current test cycle and the acceleration time of the first test cycle. This improves the accuracy of the acceleration performance degradation test data of the vehicle at low temperatures, thereby ensuring the accuracy and timeliness of the low-temperature acceleration performance evaluation results.

[0131] Please see Figure 4 , Figure 5 , Figure 4 This is one of the structural schematic diagrams of a test device for low-temperature acceleration performance degradation of electric vehicles provided in an embodiment of this application. Figure 5 This is a second schematic diagram of a test device for assessing the low-temperature acceleration performance degradation of an electric vehicle, provided in an embodiment of this application. Figure 4 As shown, the testing apparatus 400 includes:

[0132] The low-temperature immersion module 410 is used to control the target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold set, so as to adjust the power battery temperature of the target test vehicle to the first temperature threshold.

[0133] The first acceleration control module 420 is used to control the target test vehicle to start accelerating to the first speed threshold at the current position on the test road, so as to carry out the acceleration performance decay test corresponding to the current acceleration test cycle on the test road.

[0134] The deceleration and constant speed control module 430 is used to control the target test vehicle to decelerate to a second speed threshold when the target test vehicle accelerates to a first speed threshold in the current acceleration test cycle, and to drive at a constant speed according to the second speed threshold.

[0135] The judgment module 440 is used to determine whether the real-time temperature value of the power battery of the target test vehicle reaches the second temperature threshold in the current acceleration test cycle when the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time.

[0136] The test evaluation module 450 is used to determine the evaluation result of the target test vehicle in the acceleration performance degradation test according to a preset evaluation mechanism if the real-time temperature value of the power battery of the target test vehicle in the current acceleration test cycle reaches the second temperature threshold.

[0137] Furthermore, such as Figure 5 As shown, the testing apparatus 400 further includes:

[0138] The second acceleration control module 460 is used to control the target test vehicle to start accelerating again to the first speed threshold at the current position on the test road if the real-time temperature value of the power battery of the target test vehicle does not reach the second temperature threshold in the current acceleration test cycle, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

[0139] Furthermore, when the deceleration and constant speed control module 430 controls the target test vehicle to decelerate to a second speed threshold and maintain a constant speed according to the second speed threshold after accelerating to a first speed threshold in the current acceleration test cycle, the deceleration and constant speed control module 430 is used to:

[0140] Determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold.

[0141] If the real-time vehicle speed does not reach the first speed threshold, the target test vehicle is controlled to continue accelerating in the current acceleration test cycle;

[0142] If the real-time vehicle speed reaches the first speed threshold, the target test vehicle is controlled to reduce its speed to the second speed threshold and then travel at a constant speed according to the second speed threshold.

[0143] Furthermore, when the test evaluation module 450 determines the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism, the test evaluation module 450 is used to:

[0144] Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula.

[0145] Determine the attenuation evaluation interval to which the attenuation rate belongs;

[0146] The evaluation result of the acceleration performance degradation test is determined based on the degradation evaluation range.

[0147] Furthermore, when determining the evaluation result of the acceleration performance degradation test based on the degradation evaluation interval, the test evaluation module 450 is used to:

[0148] When the attenuation rate belongs to the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be unqualified.

[0149] When the attenuation rate belongs to the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be good.

[0150] When the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be excellent.

[0151] The electric vehicle low-temperature acceleration performance degradation testing device provided in this application embodiment controls the target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold, so as to adjust the temperature of the target test vehicle's power battery to the first temperature threshold; controls the target test vehicle to accelerate to a first speed threshold from its current position on the test road, so as to conduct an acceleration performance degradation test corresponding to the current acceleration test cycle on the test road; when the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, controls the target test vehicle to decelerate to a second speed threshold, and drives at a constant speed according to the second speed threshold; when the constant speed driving time of the target test vehicle is equal to a preset constant speed driving time, it is determined whether the real-time temperature value of the target test vehicle's power battery in the current acceleration test cycle has reached the second temperature threshold; if so, based on the acceleration driving time of the target test vehicle in the current acceleration test cycle and the acceleration driving time of the target test vehicle in the first acceleration test cycle, the evaluation result of the target test vehicle in the acceleration performance degradation test is determined according to a preset evaluation mechanism. By immersing the test vehicle in a low-temperature environment chamber, the power battery of the test vehicle can meet the low-temperature environment requirements in any season. Under this low-temperature environment, the vehicle is controlled to undergo multiple acceleration performance degradation tests. When the power battery reaches the predetermined temperature, the evaluation result of the vehicle's acceleration performance degradation test in the low-temperature environment is determined based on the acceleration time of the current test cycle and the acceleration time of the first test cycle. This improves the accuracy of the acceleration performance degradation test data of the vehicle at low temperatures, thereby ensuring the accuracy and timeliness of the low-temperature acceleration performance evaluation results.

[0152] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.

[0153] The memory 620 stores machine-readable instructions executable by the processor 610. When the electronic device 600 is running, the processor 610 and the memory 620 communicate via the bus 630. When the machine-readable instructions are executed by the processor 610, they can perform the operations described above. Figure 1 as well as Figure 2 The steps of the test method for the low-temperature acceleration performance degradation of electric vehicles in the method embodiment shown are specifically implemented in the method embodiment and will not be repeated here.

[0154] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 as well as Figure 2The steps of the test method for the low-temperature acceleration performance degradation of electric vehicles in the method embodiment shown are specifically implemented in the method embodiment and will not be repeated here.

[0155] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0156] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0157] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0158] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0159] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0160] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A test method for the low-temperature acceleration performance degradation of electric vehicles, characterized in that, The testing method includes: The target test vehicle is immersed in a low-temperature environment chamber with a first temperature threshold set, so that the temperature of the power battery of the target test vehicle is adjusted to the first temperature threshold. The target test vehicle is controlled to accelerate to the first speed threshold from its current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road. When the target test vehicle accelerates to the first speed threshold in the current acceleration test cycle, the target test vehicle is controlled to decelerate to the second speed threshold and then travels at a constant speed according to the second speed threshold. When the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time, determine whether the real-time temperature value of the power battery of the target test vehicle in the current acceleration test cycle reaches the second temperature threshold. If so, the evaluation result of the target test vehicle in the acceleration performance degradation test is determined based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to the preset evaluation mechanism.

2. The method according to claim 1, characterized in that, The method further includes: If not, the target test vehicle is controlled to accelerate back to the first speed threshold at its current position on the test road, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

3. The method according to claim 1, characterized in that, When the target test vehicle accelerates to a first speed threshold during the current acceleration test cycle, controlling the target test vehicle to decelerate to a second speed threshold and maintaining a constant speed according to the second speed threshold includes: Determine whether the real-time speed of the target test vehicle after acceleration in the current acceleration test cycle reaches the first speed threshold. If the real-time vehicle speed does not reach the first speed threshold, the target test vehicle is controlled to continue accelerating in the current acceleration test cycle; If the real-time vehicle speed reaches the first speed threshold, the target test vehicle is controlled to reduce its speed to the second speed threshold and then travel at a constant speed according to the second speed threshold.

4. The method according to claim 1, characterized in that, The step of determining the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism, includes: Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula. Determine the attenuation evaluation interval to which the attenuation rate belongs; The evaluation result of the acceleration performance degradation test is determined based on the degradation evaluation range.

5. The method according to claim 4, characterized in that, Determining the evaluation result of the acceleration performance degradation test based on the degradation evaluation interval includes: When the attenuation rate belongs to the first attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be unqualified. When the attenuation rate belongs to the second attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be good. When the attenuation rate belongs to the third attenuation evaluation interval, the evaluation result of the acceleration performance attenuation test is determined to be excellent.

6. A testing device for the low-temperature accelerated performance degradation of electric vehicles, characterized in that, The testing apparatus includes: The low-temperature immersion module is used to control the target test vehicle to be immersed in a low-temperature environment chamber with a first temperature threshold set, so as to adjust the power battery temperature of the target test vehicle to the first temperature threshold. The first acceleration control module is used to control the target test vehicle to accelerate to the first speed threshold from its current position on the test road, so as to conduct the acceleration performance decay test corresponding to the current acceleration test cycle on the test road. The deceleration and constant speed control module is used to control the target test vehicle to decelerate to a second speed threshold when the target test vehicle accelerates to a first speed threshold in the current acceleration test cycle, and to drive at a constant speed according to the second speed threshold. The judgment module is used to determine whether the real-time temperature value of the power battery of the target test vehicle reaches the second temperature threshold in the current acceleration test cycle when the constant speed driving time of the target test vehicle is equal to the preset constant speed driving time. The test evaluation module is used to determine the evaluation result of the target test vehicle in the acceleration performance degradation test according to a preset evaluation mechanism if the real-time temperature value of the power battery of the target test vehicle reaches the second temperature threshold in the current acceleration test cycle.

7. The apparatus according to claim 6, characterized in that, The testing apparatus also includes: The second acceleration control module is used to control the target test vehicle to start accelerating again to the first speed threshold at the current position on the test road if the real-time temperature value of the power battery of the target test vehicle does not reach the second temperature threshold in the current acceleration test cycle, so as to conduct the acceleration performance degradation test corresponding to the current acceleration test cycle on the test road.

8. The apparatus according to claim 6, characterized in that, When the test evaluation module determines the evaluation result of the target test vehicle in the acceleration performance degradation test based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, according to a preset evaluation mechanism, the test evaluation module is used to: Based on the acceleration time of the target test vehicle in the current acceleration test cycle and the acceleration time of the target test vehicle in the first acceleration test cycle, the decay rate of the acceleration performance decay test is calculated according to the preset decay rate calculation formula. Determine the attenuation evaluation interval to which the attenuation rate belongs; The evaluation result of the acceleration performance degradation test is determined based on the degradation evaluation range.

9. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the test method for low-temperature acceleration performance degradation of electric vehicles as described in any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the test method for the low-temperature acceleration performance degradation of an electric vehicle as described in any one of claims 1 to 5.

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