Road-based normal temperature driving range test method and device for electric vehicles

Abstract

A road-based method and device for testing the normal-temperature driving range of electric vehicles. The method includes: determining the maximum discharge capacity E of the power battery of the vehicle under test under normal-temperature driving based on a maximum discharge capacity test of the vehicle under test under normal-temperature driving; determining the constant-speed driving power consumption EC1 of the vehicle under test under constant-speed driving based on a power consumption test of the vehicle under test under constant-speed driving; determining the variable-speed driving power consumption EC2 of the vehicle under test under variable-speed driving based on a power consumption test of the vehicle under test under variable-speed driving; determining the driving range of the vehicle under test under constant-speed driving based on E and EC1; and determining the driving range of the vehicle under test under variable-speed driving based on E and EC2. Through this application, the test conditions and boundaries are unified and constrained, the consistency and comparability of the road driving range test results are improved, and the v-a distribution and power consumption weight based on the CLTC-P standard working condition make the vehicle driving range obtained through the test more consistent with the vehicle's actual driving range level.

Description

Technical Field

[0001] The present application relates to the field of vehicle testing technology, and in particular to a road-based electric vehicle normal temperature driving range testing method, device, equipment and computer-readable storage medium. Background Art

[0002] Compared with the simulation test method based on chassis dynamometer and environmental chamber, conducting new energy vehicle range test on the road can more realistically reflect the vehicle's driving resistance and the energy transfer and loss of the entire vehicle.

[0003] However, actual road driving range is affected by multiple factors, including driving speed, altitude, temperature, wind speed, road slope / adhesion, vehicle load, driving mode, air conditioning settings, SOC, and battery health. This results in significant variability in test results, making them unable to fully reflect a vehicle's true range and preventing horizontal comparison. Summary of the Invention

[0004] The present application provides a road-based electric vehicle normal temperature driving range test method, device, equipment and computer-readable storage medium, which can solve the technical problems existing in the prior art such as poor consistency and comparability of test results, inability to conduct horizontal comparison and characterize the vehicle's actual driving range level.

[0005] In a first aspect, an embodiment of the present application provides a road-based electric vehicle normal temperature driving range test method, the road-based electric vehicle normal temperature driving range test method comprising:

[0006] Determine the maximum discharge capacity E of the power battery of the vehicle under test during normal temperature driving based on a maximum discharge capacity test of the vehicle under test during normal temperature driving;

[0007] Based on the constant speed operating condition power consumption test of the vehicle to be tested, determining the constant speed operating condition power consumption EC1 of the vehicle to be tested;

[0008] Based on the speed-shifting power consumption test of the vehicle to be tested, the speed-shifting power consumption EC2 of the vehicle to be tested is determined based on the Va distribution and power consumption weight of the CLTC-P standard operating condition;

[0009] Based on E and EC1, determine the driving range of the vehicle under test when traveling at a constant speed;

[0010] Based on E and EC2, the driving range of the vehicle under test when changing speeds is determined.

[0011] In conjunction with the first aspect, in one embodiment, the step of determining the speed-shifting operating condition power consumption EC2 of the vehicle to be tested based on the speed-shifting operating condition power consumption test performed on the vehicle to be tested includes:

[0012] Based on the speed-changing power consumption test conducted on the vehicle to be tested, sampling data at each sampling moment during the speed-changing power consumption test is obtained, the sampling data including speed value, acceleration value and power battery power;

[0013] If the speed and acceleration included in the sampled data are within the effective speed-acceleration subinterval of the CLTC-P standard operating condition, the sampled data is placed in a data set corresponding to the effective speed-acceleration subinterval of the CLTC-P standard operating condition, wherein the effective speed-acceleration subinterval of the CLTC-P standard operating condition corresponds to a speed range and an acceleration range;

[0014] When the number of sampled data in the data sets corresponding to the valid speed-acceleration sub-intervals of all CLTC-P standard operating conditions is greater than a preset value, for each data set, the speed values ​​contained in the data set are integrated and summed to obtain the total mileage, and the power battery power values ​​contained in the data set are integrated and summed to obtain the total power battery energy consumption;

[0015] Based on the total mileage and total battery energy consumption corresponding to each data set, the power consumption corresponding to each data set is obtained;

[0016] The power consumption corresponding to all data sets is integrated to obtain the power consumption EC2 of the speed change condition of the vehicle under test.

[0017] In conjunction with the first aspect, in one embodiment, the sampled data further includes low-voltage accessory power and motor controller power. Before the steps of: when the number of sampled data in the data sets corresponding to the effective speed-acceleration subintervals of all CLTC-P standard operating conditions is greater than a preset value, integrally summing the speed values ​​contained in the data sets to obtain the total mileage, and integrally summing the power battery power contained in the data sets to obtain the total power battery energy consumption, the steps further include:

[0018] For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

[0019] In conjunction with the first aspect, in one embodiment, the step of synthesizing the power consumption corresponding to all data sets to obtain the power consumption EC2 of the vehicle under test in the gear shifting condition includes:

[0020] The power consumption corresponding to all data sets is weightedly summed to obtain the power consumption EC2 of the power battery of the vehicle under test under the speed change condition.

[0021] In combination with the first aspect, in one embodiment, for any data set D i , dataset D i The corresponding weight r i Determined by the weight calculation formula, the weight calculation formula is:

[0022]

[0023] Where C is the total number of landing points under CLTC-P standard working condition, 1800, m i The second-by-second speed-acceleration of the CLTC-P standard working condition in the data set D i The number of landing points in the effective speed-acceleration sub-interval of the corresponding CLTC-P standard working condition.

[0024] In a second aspect, an embodiment of the present application provides a road-based electric vehicle normal temperature driving range test device, the road-based electric vehicle normal temperature driving range test device comprising:

[0025] A first determining module is configured to determine a maximum discharge capacity E of a power battery of a vehicle under test during normal temperature driving based on a maximum discharge capacity test of the vehicle under test during normal temperature driving;

[0026] The second determining module is used to determine the constant speed operating condition power consumption EC1 of the vehicle to be tested based on the constant speed operating condition power consumption test performed on the vehicle to be tested;

[0027] A third determining module is configured to determine the speed-shifting operating condition power consumption EC2 of the vehicle under test based on a speed-shifting operating condition power consumption test performed on the vehicle under test;

[0028] A fourth determination module is used to determine the driving range of the vehicle under test when traveling at a constant speed based on E and EC1;

[0029] The fifth determining module is used to determine the driving range of the vehicle to be tested when the vehicle is changing speed based on E and EC2.

[0030] In conjunction with the second aspect, in one embodiment, the third determining module is configured to:

[0031] Based on the speed-changing power consumption test conducted on the vehicle to be tested, sampling data at each sampling moment during the speed-changing power consumption test is obtained, the sampling data including speed value, acceleration value and power battery power;

[0032] If the speed and acceleration included in the sampled data are within the effective speed-acceleration subinterval of the CLTC-P standard operating condition, the sampled data is placed in a data set corresponding to the effective speed-acceleration subinterval of the CLTC-P standard operating condition, wherein the effective speed-acceleration subinterval of the CLTC-P standard operating condition corresponds to a speed range and an acceleration range;

[0033] When the number of sampled data in the data sets corresponding to the valid speed-acceleration sub-intervals of all CLTC-P standard operating conditions is greater than a preset value, for each data set, the speed values ​​contained in the data set are integrated and summed to obtain the total mileage, and the power battery power values ​​contained in the data set are integrated and summed to obtain the total power battery energy consumption;

[0034] Based on the total mileage and total battery energy consumption corresponding to each data set, the power consumption corresponding to each data set is obtained;

[0035] The power consumption corresponding to all data sets is integrated to obtain the power consumption EC2 of the speed change condition of the vehicle under test.

[0036] In conjunction with the second aspect, in one embodiment, the test data further includes low-voltage accessory power and motor controller power, and the road-based electric vehicle normal temperature driving range test device further includes a deletion module for:

[0037] For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

[0038] In a third aspect, an embodiment of the present application provides a road-based electric vehicle normal temperature driving range test device, wherein the road-based electric vehicle normal temperature driving range test device includes a processor, a memory, and a road-based electric vehicle normal temperature driving range test program stored on the memory and executable by the processor, wherein when the road-based electric vehicle normal temperature driving range test program is executed by the processor, the steps of the road-based electric vehicle normal temperature driving range test method as described in the first aspect are implemented.

[0039] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a road-based electric vehicle normal-temperature driving range test program is stored. When the road-based electric vehicle normal-temperature driving range test program is executed by a processor, the steps of the road-based electric vehicle normal-temperature driving range test method described in the first aspect are implemented.

[0040] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0041] In the embodiment of the present application, the maximum discharge capacity E of the power battery of the vehicle under test during normal temperature driving is determined based on a maximum discharge capacity test conducted on the vehicle under test; the constant speed power consumption EC1 of the vehicle under test is determined based on a constant speed power consumption test conducted on the vehicle under test; the variable speed power consumption EC2 of the vehicle under test is determined based on a variable speed power consumption test conducted on the vehicle under test; the driving range of the vehicle under test during constant speed driving is determined based on E and EC1; and the driving range of the vehicle under test during variable speed driving is determined based on E and EC2. Through the embodiment of the present application, the test conditions and boundaries are unified and constrained, which improves the consistency and comparability of the road driving range test results. Based on the VA distribution and power consumption weight of the CLTC-P standard working condition, the vehicle driving range obtained through the test is more consistent with the vehicle's actual driving range level. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a flow chart of an embodiment of a road-based electric vehicle normal temperature driving range test method of the present application;

[0043] Figure 2 for Figure 1 Detailed flow chart of step S30;

[0044] Figure 3 This is a functional module diagram of an embodiment of a road-based electric vehicle normal temperature driving range test device of the present application;

[0045] Figure 4 This is a schematic diagram of the hardware structure of the road-based electric vehicle normal temperature driving range test equipment involved in the embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0048] In a first aspect, an embodiment of the present application provides a road-based method for testing the normal temperature driving range of an electric vehicle.

[0049] In one embodiment, referring to Figure 1 , Figure 1This is a flow chart of an embodiment of a road-based electric vehicle normal temperature driving range test method. Figure 1 As shown in the figure, the road-based test method for electric vehicle normal temperature driving range includes:

[0050] Step S10, determining the maximum discharge capacity E of the power battery of the vehicle under test during normal temperature driving based on a maximum discharge capacity test of the vehicle under test during normal temperature driving;

[0051] In this embodiment, before the vehicle under test is subjected to the normal temperature driving maximum discharge capacity test, the constant speed operating condition power consumption test, and the variable speed operating condition power consumption test, the vehicle under test has the following requirements:

[0052] The mileage of the vehicle to be tested is greater than 500km;

[0053] The power battery of the vehicle under test has completed at least one complete charge and discharge;

[0054] The state of available energy (SOCE) of the power battery of the vehicle under test is greater than 98%.

[0055] Secondly, during the normal temperature driving maximum discharge capacity test, the constant speed operating condition power consumption test, and the variable speed operating condition power consumption test of the vehicle under test, the following requirements are imposed on the test environment and site:

[0056] The ambient temperature during the test was between 23±5℃.

[0057] During the entire test, the average wind speed over 5 seconds was less than 2 m / s, and the peak wind speed over 2 seconds was less than 4 m / s;

[0058] The altitude of the test site shall not exceed 500m.

[0059] The roads at the test site should be flat, clean, and dry, and the geological composition of the roads should be representative of typical urban roads and highway pavements.

[0060] The longitudinal slope of the road shall not exceed ±1%, and the slope difference of any 3m on the test road shall not exceed 0.5%.

[0061] Secondly, before conducting the maximum discharge capacity test under normal temperature driving, the power consumption test under constant speed condition, and the power consumption test under variable speed condition on the vehicle under test, the following preparations are required:

[0062] Current sensors and voltage sensors are placed on the power battery busbar, electric machine controller, and DC / DC output of the vehicle under test. A GPS speed sensor and acceleration sensor are installed on the top of the vehicle under test. A temperature sensor is installed inside the vehicle under test. These sensors are connected to data acquisition equipment to synchronously collect data collected by each sensor during the test and related data on the vehicle CAN.

[0063] Adjust the vehicle's tire pressure in accordance with relevant requirements and load the vehicle. The difference between the loaded vehicle mass (including test equipment and personnel) and the test mass required by the standard is within 25kg.

[0064] Arrange an ambient temperature and wind speed test weather station at a certain height beside the test road.

[0065] Before testing the maximum discharge capacity of the vehicle under test at normal temperature, fully charge the vehicle in accordance with relevant requirements. The maximum discharge capacity test of the vehicle under test at normal temperature is as follows:

[0066] The vehicle first accelerates to 100 km / h and then travels on the test site road at a constant speed of 100±2 km / h until the speed can no longer be maintained at 90 km / h, at which time the test is stopped.

[0067] During the entire test phase, the current I and voltage U of the power battery busbar are collected in real time, and the maximum discharge capacity E of the power battery of the vehicle under test at normal temperature is calculated according to the following formula:

[0068]

[0069] Among them, 0 is the revelation time of the maximum discharge capacity test at normal temperature, t end This is the end time of the maximum discharge capacity test during normal temperature driving.

[0070] It is easy to understand that the specific numerical values ​​listed in the above and following descriptions are only illustrative descriptions, intended to enable readers to more clearly understand the embodiments of the present application, and do not constitute a limitation on the embodiments of the present application.

[0071] Step S20, determining the constant speed power consumption E1 of the power battery of the vehicle to be tested based on the constant speed power consumption test performed on the vehicle to be tested;

[0072] In this embodiment, the constant speed power consumption test of the vehicle to be tested is described as follows:

[0073] Before conducting a constant speed power consumption test on the vehicle under test, the vehicle's power should be adjusted to complete the entire constant speed power consumption test; during the constant speed power consumption test, the air conditioner of the vehicle under test remains turned off, and the power on of other low-voltage accessories remains consistent with actual driving.

[0074] The vehicle under test completes the power consumption test under various constant speed conditions according to the set constant speed and duration requirements. First, accelerate to a constant speed v, then drive on the test site road at a speed of constant speed v ± 2 km / h. After maintaining the constant speed for 30 minutes, the test is terminated.

[0075] During the entire test phase, the current, voltage and other data of the power battery busbar are collected in real time, and the constant speed power consumption EC1 of the power battery of the vehicle under test is calculated according to the following formula:

[0076]

[0077] Among them, based on the current and voltage of the power battery bus collected in real time during the test phase, refer to the formula for calculating E to calculate E. const_speed ;D const_speed It is the total mileage of the vehicle under test in the constant speed power consumption test.

[0078] Step S30, determining the speed-shifting power consumption EC2 of the power battery of the vehicle to be tested based on the speed-shifting power consumption test performed on the vehicle to be tested;

[0079] In this embodiment, before the speed-changing power consumption test is performed on the vehicle to be tested, the vehicle's power should be adjusted to complete the entire speed-changing power consumption test, but not higher than 90% of the total SOC; during the speed-changing power consumption test of the vehicle to be tested, the air conditioner of the vehicle to be tested remains turned off, and the activation of other low-voltage accessories remains consistent with actual driving.

[0080] After the above preparations are completed, the vehicle is controlled to change speeds on the test site road, and the speed change power consumption EC2 of the power battery of the vehicle to be tested is determined based on the data collected in real time by the sensors during the test.

[0081] Furthermore, in one embodiment, referring to Figure 2 , Figure 2 for Figure 1 Detailed flow chart of step S30 in FIG. Figure 2 As shown, step S30 includes:

[0082] Step S301, based on a speed-changing power consumption test performed on a vehicle to be tested, obtaining sampling data at each sampling moment during the speed-changing power consumption test, the sampling data including speed value, acceleration value, and power battery power;

[0083] In this embodiment, during the speed change condition power consumption test of the vehicle to be tested, the speed value, acceleration value and power battery power of the vehicle to be tested are sampled in real time, so that the sampling data at each sampling moment can be obtained.

[0084] Step S302: If the speed and acceleration values ​​included in the sampled data are within the effective speed-acceleration subrange of the CLTC-P standard operating condition, the sampled data is placed into a data set corresponding to the effective speed-acceleration subrange of the CLTC-P standard operating condition, where the effective speed-acceleration subrange of the CLTC-P standard operating condition corresponds to a speed range and an acceleration range.

[0085] In this embodiment, the effective speed-acceleration sub-intervals of the CLTC-P standard operating condition are determined as follows: the speed sub-intervals are divided into intervals of 2 km / h in the speed range of 0-116 km / h, and the acceleration sub-intervals are divided into intervals of 0.1 m / s^2 in the speed range of -2.0-2.0 m / s^2. Each speed sub-interval and acceleration sub-interval constitutes a preliminary sub-interval of the VA distribution, and the preliminary sub-interval of the VA distribution is defined as ([v1, v2], [a1, a2]).

[0086] The VA of the CLTC-P standard working condition is counted second by second. When the VA meets the following requirements:

[0087] v1≤v<v2 and a1≤a<a2, then ([v1, v2], [a1, a2]) is a valid velocity-acceleration sub-interval of the CLTC-P standard working condition.

[0088] Based on this, the sampled data can be placed into the data set corresponding to the effective speed-acceleration sub-interval of the corresponding CLTC-P standard working condition.

[0089] Step S303: When the number of sampled data in the data sets corresponding to the valid speed-acceleration subintervals of all CLTC-P standard operating conditions is greater than a preset value, for each data set, the speed values ​​contained in the data set are integrated and summed to obtain the total mileage, and the power battery power values ​​contained in the data set are integrated and summed to obtain the total power battery energy consumption;

[0090] In this embodiment, assuming there are 100 valid speed-acceleration subranges for the CLTC-P standard operating condition, subsequent actions are performed only when the number of sampled data in the 100 data sets corresponding to all 100 valid speed-acceleration subranges exceeds a preset value, thereby ensuring consistency and comparability of road range test results. The preset value is set based on actual needs, for example, 10.

[0091] Referring to the above description, for a data set, if 15 sampled data are put into the data set, then the data set contains 15 speed values ​​and 15 power battery powers. Then, the 15 speed values ​​are integrated and summed to obtain the total mileage; the 15 power battery powers are summed to obtain the total power battery power. Similarly, the total mileage and total power battery power corresponding to each data set can be obtained. Specifically, the total mileage d of data set k can be calculated using the following formula: array , k And the total energy consumption of the power battery:

[0092]

[0093] The data set k contains j mileages, i.e. d1 to d j , 1 / 1000 is used for unit conversion.

[0094]

[0095] Among them, the data set k contains j power batteries, that is, P hv,1 To P hv,j , 1 / 3600 is used for unit conversion.

[0096] Mileage i And the power battery power P hv , i Calculated by the following formula:

[0097]

[0098] Among them, v i is the velocity at sampling time i, v i-1 is the velocity at the previous sampling moment, v i is the timestamp of sampling time i, t i-1 The timestamp of the previous sampling moment.

[0099] P hv , i =U hv , i ×I hv , i

[0100] Among them, U hv , i is the voltage of the power battery bus corresponding to the sampling time i, in V, I hv , i is the current of the power battery bus corresponding to the sampling time i, in A.

[0101] Furthermore, in one embodiment, the sampled data also includes low-voltage accessory power and motor controller power. Before step S303, the following steps are also included:

[0102] For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

[0103] In this embodiment, the low-voltage accessory power P at sampling time i during the power consumption test under variable speed condition is lv,i And the motor controller power P dm,i Calculated by the following formula:

[0104] P lv,i =U lv,i ×Ilv,i

[0105] Among them, U lv,i The voltage of the low-voltage accessory corresponding to the sampling time i, generally the voltage output by the DCDC, unit V; I lv,i The total current consumed by the low-voltage accessories corresponding to the sampling time i, generally the current output by the DC-DC converter, in A.

[0106] P dm,i =U dm,i ×I dm,i

[0107] Among them, U dm,i is the voltage of the motor controller bus corresponding to the sampling time i, in V; I dm,i is the current of the motor controller bus corresponding to the sampling time i, in A.

[0108] For each data set, by deleting the sampling data corresponding to the maximum value of the low-voltage accessory power, the sampling data corresponding to the minimum value of the low-voltage accessory power, the sampling data corresponding to the maximum value of the motor controller power, and the sampling data corresponding to the minimum value of the motor controller power in the data set, the interference of these sampling data on the final result can be reduced.

[0109] Step S304, obtaining the power consumption corresponding to each data set based on the total mileage and the total power battery energy consumption corresponding to each data set;

[0110] In this embodiment, the power consumption EC corresponding to the data set k is array,k Calculated by the following formula:

[0111]

[0112] By analogy, the power consumption corresponding to each data set can be obtained.

[0113] Step S305 , combining the power consumption corresponding to all data sets to obtain the power consumption EC2 of the power battery of the vehicle under test in the gear shifting condition.

[0114] In this embodiment, based on the power consumption corresponding to all data sets, the power consumption EC2 of the power battery of the vehicle to be tested in the speed change condition can be obtained through a specific calculation method.

[0115] Furthermore, in one embodiment, step S305 includes:

[0116] The power consumption corresponding to all data sets is weightedly summed to obtain the power consumption EC2 of the power battery of the vehicle under test under the speed change condition.

[0117] In this embodiment, the weighted sum of the power consumption corresponding to all data sets is calculated according to the following formula:

[0118]

[0119] Where n is the number of data sets, R array,k is the weight of the dataset k.

[0120] It should be noted that any data set k corresponds to a va interval. Therefore, the weight corresponding to each va interval can be set in advance based on the specific value of each va interval and used as the weight of the corresponding data set k.

[0121] Furthermore, in one embodiment, for any data set D i , dataset D i The corresponding weight R i Determined by the weight calculation formula, the weight calculation formula is:

[0122]

[0123] Where C is the total number of landing points under CLTC-P standard working condition, 1800, m i The second-by-second speed-acceleration of the CLTC-P standard working condition in the data set D i The number of landing points in the effective speed-acceleration sub-interval of the corresponding CLTC-P standard working condition.

[0124] In this embodiment, under the CLTC-P standard operating condition, a set of speeds and accelerations falls within a valid speed-acceleration sub-interval, that is, each valid speed-acceleration sub-interval has a corresponding landing point number, and the sum of the landing point numbers corresponding to all valid speed-acceleration sub-intervals is the total landing point number C of the CLTC-P standard operating condition.

[0125] For example, the second-by-second speed-acceleration of the CLTC-P standard condition is in the dataset D i The number of points in the corresponding effective velocity-acceleration subinterval is 18, so the data set D i The corresponding weight R i is 0.01.

[0126] By analogy, the weight corresponding to each data set can be determined.

[0127] Step S40, based on E and EC1, determining the driving range of the vehicle under test when traveling at a constant speed;

[0128] In this embodiment, the driving range R of the vehicle under test when traveling at a constant speed is calculated by the following formula: const_speed :

[0129]

[0130] Step S50: Based on E and EC2, the driving range of the vehicle to be tested when the vehicle is changing speed is determined.

[0131] In this embodiment, the driving range R of the vehicle under test during speed change is calculated by the following formula: cycle_speed :

[0132]

[0133] In the embodiment of the present application, the maximum discharge capacity E of the power battery of the vehicle under test during normal temperature driving is determined based on a maximum discharge capacity test conducted on the vehicle under test; the constant speed power consumption EC1 of the vehicle under test is determined based on a constant speed power consumption test conducted on the vehicle under test; the variable speed power consumption EC2 of the vehicle under test is determined based on a variable speed power consumption test conducted on the vehicle under test; the driving range of the vehicle under test during constant speed driving is determined based on E and EC1; and the driving range of the vehicle under test during variable speed driving is determined based on E and EC2. Through this application, the test conditions and boundaries are unified and constrained, improving the consistency and comparability of road driving range test results. Based on the VA distribution and power consumption weights of the CLTC-P standard operating condition, the vehicle driving range obtained through the test is more closely aligned with the vehicle's actual driving range level.

[0134] In a second aspect, an embodiment of the present application also provides a road-based electric vehicle normal temperature driving range test device.

[0135] In one embodiment, referring to Figure 3 , Figure 3 This is a functional module diagram of an embodiment of a road-based electric vehicle normal temperature driving range test device. Figure 3 As shown in the figure, the road-based electric vehicle normal temperature driving range test device includes:

[0136] A first determining module 10 is configured to determine a maximum discharge capacity E of a power battery of a vehicle under test during normal temperature driving based on a maximum discharge capacity test of the vehicle under test during normal temperature driving;

[0137] The second determining module 20 is configured to determine the constant speed operating condition power consumption EC1 of the vehicle under test based on the constant speed operating condition power consumption test performed on the vehicle under test;

[0138] A third determining module 30 is used to determine the speed-shifting power consumption EC2 of the vehicle under test based on a speed-shifting power consumption test performed on the vehicle under test;

[0139] A fourth determination module 40 is configured to determine the driving range of the vehicle under test when traveling at a constant speed based on E and EC1;

[0140] The fifth determining module 50 is configured to determine the driving range of the vehicle under test when the vehicle is changing speeds based on E and EC2.

[0141] Furthermore, in one embodiment, the third determining module 30 is configured to:

[0142] Based on the speed-changing power consumption test conducted on the vehicle to be tested, sampling data at each sampling moment during the speed-changing power consumption test is obtained, the sampling data including speed value, acceleration value and power battery power;

[0143] If the speed and acceleration included in the sampled data are within the effective speed-acceleration subinterval of the CLTC-P standard operating condition, the sampled data is placed in a data set corresponding to the effective speed-acceleration subinterval of the CLTC-P standard operating condition, wherein the effective speed-acceleration subinterval of the CLTC-P standard operating condition corresponds to a speed range and an acceleration range;

[0144] When the number of sampled data in the data sets corresponding to the valid speed-acceleration sub-intervals of all CLTC-P standard operating conditions is greater than a preset value, for each data set, the speed values ​​contained in the data set are integrated and summed to obtain the total mileage, and the power battery power values ​​contained in the data set are integrated and summed to obtain the total power battery energy consumption;

[0145] Based on the total mileage and total battery energy consumption corresponding to each data set, the power consumption corresponding to each data set is obtained;

[0146] The power consumption corresponding to all data sets is integrated to obtain the power consumption EC2 of the speed change condition of the vehicle under test.

[0147] Furthermore, in one embodiment, the test data also includes low-voltage accessory power and motor controller power, and the road-based electric vehicle normal temperature driving range test device also includes a deletion module for:

[0148] For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

[0149] Furthermore, in one embodiment, the third determining module 30 is configured to:

[0150] The power consumption corresponding to all data sets is weightedly summed to obtain the power consumption EC2 of the power battery of the vehicle under test under the speed change condition.

[0151] Furthermore, in one embodiment, for any data set D i , dataset D i The corresponding weight R i Determined by the weight calculation formula, the weight calculation formula is:

[0152]

[0153] Where C is the total number of landing points under CLTC-P standard working condition, 1800, m i The second-by-second speed-acceleration of the CLTC-P standard working condition in the data set D i The number of landing points in the effective speed-acceleration sub-interval of the corresponding CLTC-P standard working condition.

[0154] Among them, the functional implementation of each module in the above-mentioned road-based electric vehicle normal temperature driving range test device corresponds to the various steps in the above-mentioned road-based electric vehicle normal temperature driving range test method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0155] On the third aspect, an embodiment of the present application provides a road-based electric vehicle normal temperature driving range test device. The road-based electric vehicle normal temperature driving range test device can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0156] Reference Figure 4 , Figure 4 The hardware structure diagram of the road-based electric vehicle constant temperature driving range test device involved in the embodiment of the present application is as follows. In the embodiment of the present application, the road-based electric vehicle constant temperature driving range test device may include a processor, a memory, a communication interface, and a communication bus.

[0157] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0158] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, used to interconnect components within the road-based electric vehicle constant-temperature driving range test equipment, as well as interfaces used to interconnect the road-based electric vehicle constant-temperature driving range test equipment with other devices (such as other computing devices or user devices). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user devices can be displays, keyboards, etc.

[0159] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0160] The processor may be a general-purpose processor that can call a road-based electric vehicle constant-temperature driving range test program stored in a memory and execute the road-based electric vehicle constant-temperature driving range test method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the road-based electric vehicle constant-temperature driving range test program is called can refer to the various embodiments of the road-based electric vehicle constant-temperature driving range test method of the present application and will not be repeated here.

[0161] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0162] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0163] The computer-readable storage medium of the present application stores a road-based electric vehicle normal temperature driving range test program, wherein when the road-based electric vehicle normal temperature driving range test program is executed by a processor, the steps of the road-based electric vehicle normal temperature driving range test method as described above are implemented.

[0164] Among them, the method implemented when the road-based electric vehicle normal temperature driving range test program is executed can refer to the various embodiments of the road-based electric vehicle normal temperature driving range test method of this application, and will not be repeated here.

[0165] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0166] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0167] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0168] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0169] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0170] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0171] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A road-based method for testing the normal temperature driving range of electric vehicles, characterized in that: The road-based electric vehicle normal temperature driving range test method includes: Based on the maximum discharge capacity test of the vehicle under test at normal temperature, the maximum discharge capacity of the power battery of the vehicle under test at normal temperature is determined. ; Based on the constant speed power consumption test of the vehicle to be tested, determine the constant speed power consumption of the vehicle to be tested ; Based on the speed change power consumption test of the vehicle to be tested, determine the speed change power consumption of the vehicle to be tested ; based on and , determine the driving range of the vehicle under test when it is traveling at a constant speed; based on and , determine the driving range of the vehicle under test when it is changing speed; The power consumption test of the speed change working condition of the vehicle to be tested is performed to determine the power consumption of the speed change working condition of the vehicle to be tested. The steps include: Based on the speed-changing power consumption test conducted on the vehicle to be tested, sampling data at each sampling moment during the speed-changing power consumption test is obtained, the sampling data including speed value, acceleration value and power battery power; If the speed and acceleration included in the sampled data are within the effective speed-acceleration subinterval of the CLTC-P standard operating condition, the sampled data are placed in a data set corresponding to the effective speed-acceleration subinterval of the CLTC-P standard operating condition until the number of sampled data in the data sets corresponding to the effective speed-acceleration subintervals of all CLTC-P standard operating conditions is greater than a preset value, wherein the effective speed-acceleration subinterval of the CLTC-P standard operating condition corresponds to a speed range and an acceleration range; For each data set, the speed values ​​contained in the data set are summed to obtain the total mileage, and the power battery power values ​​contained in the data set are summed to obtain the total power battery energy consumption; Based on the total mileage and total battery energy consumption corresponding to each data set, the power consumption corresponding to each data set is obtained; The power consumption of all data sets is combined to obtain the power consumption of the vehicle under test under the speed change condition. .

2. The road-based normal temperature driving range test method for electric vehicles according to claim 1, characterized in that: The sampled data also includes low-voltage accessory power and motor controller power. Before the steps of integrally summing the speed values ​​contained in each data set to obtain the total mileage, and integrally summing the power battery power contained in the data set to obtain the total power battery energy consumption, the steps further include: For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

3. The road-based normal temperature driving range test method for electric vehicles according to claim 1, characterized in that: The power consumption corresponding to all data sets is integrated to obtain the power consumption of the vehicle under test under the speed change condition. The steps include: Perform weighted summation of the power consumption corresponding to all data sets to obtain the power consumption of the power battery of the vehicle under test under variable speed conditions. .

4. The road-based normal temperature driving range test method for electric vehicles according to claim 3, characterized in that: For any dataset , dataset The corresponding weight Determined by the weight calculation formula, the weight calculation formula is: in, The total number of landing points for CLTC-P standard working conditions is 1800. The second-by-second speed-acceleration of the CLTC-P standard working condition in the data set The number of landing points in the effective speed-acceleration sub-interval of the corresponding CLTC-P standard working condition.

5. A road-based electric vehicle normal temperature driving range test device, characterized in that: The road-based electric vehicle normal temperature driving range test device includes: The first determination module is used to determine the maximum discharge capacity of the power battery of the vehicle under test at normal temperature based on the maximum discharge capacity test of the vehicle under test at normal temperature. ; The second determination module is used to determine the constant speed power consumption of the vehicle to be tested based on the constant speed power consumption test of the vehicle to be tested. ; The third determination module is used to obtain sampling data at each sampling moment during the speed-changing working condition power consumption test based on the speed-changing working condition power consumption test performed on the vehicle to be tested, and the sampling data includes speed value, acceleration value and power battery power; if the speed value and acceleration included in the sampling data are in the effective speed-acceleration sub-interval of the CLTC-P standard working condition, the sampling data are placed in the data set corresponding to the effective speed-acceleration sub-interval of the CLTC-P standard working condition, until the number of sampling data in the data set corresponding to the effective speed-acceleration sub-interval of all CLTC-P standard working conditions is greater than the preset value, wherein the effective speed-acceleration sub-interval of the CLTC-P standard working condition corresponds to a speed range and an acceleration range; for each data set, the speed values ​​contained in the data set are integrated and summed to obtain the total mileage, and the power battery power contained in the data set is integrated and summed to obtain the total power battery energy consumption; based on the total mileage and the total power battery energy consumption corresponding to each data set, the power consumption corresponding to each data set is obtained; the power consumption corresponding to all data sets is combined to obtain the speed-changing working condition power consumption of the vehicle to be tested. ; The fourth determining module is used based on and , determine the driving range of the vehicle under test when it is traveling at a constant speed; The fifth determining module is used based on and , determine the driving range of the vehicle under test when changing speed.

6. The road-based electric vehicle normal temperature driving range test device according to claim 5, characterized in that: Test data also includes low-voltage accessory power and motor controller power. The road-based electric vehicle normal temperature driving range test device also includes a deletion module for: For each data set, the sampled data corresponding to the maximum and minimum values ​​of the low-voltage accessory power are deleted, and the sampled data corresponding to the maximum and minimum values ​​of the motor controller power are deleted.

7. A road-based electric vehicle normal temperature driving range test equipment, characterized in that: The road-based electric vehicle normal temperature driving range test equipment includes a processor, a memory, and a road-based electric vehicle normal temperature driving range test program stored on the memory and executable by the processor, wherein when the road-based electric vehicle normal temperature driving range test program is executed by the processor, the steps of the road-based electric vehicle normal temperature driving range test method as described in any one of claims 1 to 4 are implemented.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a road-based electric vehicle normal temperature driving range test program, wherein when the road-based electric vehicle normal temperature driving range test program is executed by the processor, the steps of the road-based electric vehicle normal temperature driving range test method as described in any one of claims 1 to 4 are implemented.

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