Vehicle energy flow testing method and device and computer readable storage medium

Abstract

The embodiment of the invention discloses a vehicle energy flow testing method, a vehicle energy flow testing device and a computer readable storage medium. The method comprises the following steps: when a test demand for a to-be-tested vehicle is obtained, determining at least one to-be-tested index according to the test demand; acquiring vehicle data acquired by a corresponding acquisition module according to the at least one to-be-tested index, wherein the acquisition module is arranged at a preset position of the to-be-tested vehicle; and performing energy flow analysis on the vehicle data, and generating and outputting a test report. Therefore, systematic testing can be effectively carried out on the vehicle energy flow, the test indexes are determined by analyzing the test requirements, the required vehicle data are correspondingly acquired from the acquisition module for analysis, and finally a test report is generated and output. All collected signals are analyzed, calculated and processed synchronously and uniformly, and complete and comprehensive energy flow detection of the vehicle is facilitated.

Description

Technical Field

[0001] The present application belongs to the field of vehicle testing technology, and in particular, relates to a vehicle energy flow testing method, a vehicle energy flow testing device, and a computer-readable storage medium. Background Art

[0002] Energy and energy management are the fundamental demands for vehicle development. Good energy management and making products with extreme energy consumption are the core cost competitiveness, which can effectively improve user experience and driving range. With the continuous development of energy technology, the accurate measurement and analysis of energy flow have become increasingly important. In order to achieve the purpose of improving driving range and solve the current performance degradation and driving range anxiety under high and low temperature conditions, the existing technology uses energy flow testing to analyze the efficiency and energy consumption level of each system component, find out the optimization plan and optimize it. However, in the energy flow test of the existing technology, a systematic energy flow test evaluation system has not been formed, and the test efficiency is low. Therefore, how to propose a systematic testing method is a technical problem that needs to be solved urgently by those skilled in the art.

[0003] The preceding description is intended to provide general background information and does not necessarily constitute prior art. Summary of the invention

[0004] Based on this, it is necessary to address the above problems and propose a vehicle energy flow testing method, a vehicle energy flow testing device and a computer-readable storage medium, which can effectively perform systematic testing on vehicle energy flow.

[0005] The present application solves the technical problem by adopting the following technical solutions:

[0006] The present application provides a vehicle energy flow testing method, comprising the following steps: when a test requirement for a vehicle to be tested is obtained, determining at least one indicator to be tested according to the test requirement; acquiring vehicle data collected by a corresponding acquisition module according to at least one indicator to be tested, the acquisition module being arranged at a predetermined position of the vehicle to be tested; performing energy flow analysis on the vehicle data, generating and outputting a test report.

[0007] In an optional embodiment of the present application, vehicle data is analyzed, and a test report is generated and output, including: obtaining a pre-established energy flow data model, the energy flow data model including at least one of a battery energy calculation model, a motor energy calculation model, a heater energy calculation model, a compressor energy calculation model, a voltage converter energy calculation model, and a low-voltage accessory power calculation model; using the vehicle data as input to the energy flow data model, obtaining energy flow data processed and output by the energy flow data model, the energy flow data including at least one of a battery output energy flow, a motor controller energy flow, a heater energy flow, a compressor energy flow, a voltage converter energy flow, and a low-voltage accessory power; generating a test report based on the energy flow data and outputting it.

[0008] In an optional embodiment of the present application, vehicle data is used as an input to an energy flow data formula to obtain energy flow data processed and output by the energy flow data formula, including at least one of the following: using the battery pack output voltage, battery pack output current and test duration in the vehicle data as input to a battery energy calculation model to obtain the battery output energy flow output by the battery energy calculation model; using the battery pack output voltage, motor controller output current and test duration in the vehicle data as input to a motor controller energy calculation model to obtain the motor controller energy flow output by the motor energy calculation model according to calculation; using the battery pack output voltage, heating current and test duration in the vehicle data as input to a heater energy calculation model The energy calculation model is used as the input of the heater energy calculation model to obtain the heater energy flow calculated and output by the heater energy calculation model; the battery pack output voltage, compressor current and test duration in the vehicle data are used as the input of the compression machine energy calculation model to obtain the compression machine energy flow calculated and output by the compression machine energy calculation model; the battery pack output voltage, voltage converter current and test duration in the vehicle data are used as the input of the voltage converter energy calculation model to obtain the voltage converter energy flow calculated and output by the voltage converter energy calculation model; the voltage converter energy flow and test duration are used as the input of the low-voltage accessory power calculation model to obtain the low-voltage accessory power calculated and output by the low-voltage accessory power calculation model.

[0009] In an optional embodiment of the present application, vehicle data is analyzed, and a test report is generated and output, including: determining the required vehicle data based on the indicators to be tested, the indicators to be tested include at least one of the vehicle energy consumption indicator, the vehicle efficiency indicator, the driving efficiency indicator, the braking efficiency indicator, and the component indicators, and the vehicle data includes at least one of the half-axle output energy, the battery input and output energy, the motor input and output energy, and the component input and output energy; using the vehicle data to calculate the indicator data corresponding to each indicator to be tested; obtaining the calibration threshold corresponding to each indicator to be tested, and marking the indicator to be tested corresponding to the indicator data that does not meet the calibration threshold as an indicator to be improved; generating improvement measures based on the indicator data that does not meet the calibration threshold, the improvement measures are used to indicate the optimization plan for the indicator to be improved; summarizing the improvement measures and all indicator data to obtain a test report.

[0010] In an optional embodiment of the present application, vehicle data is obtained from an acquisition module according to the indicator to be tested, including: controlling the external environment of the vehicle to be tested to be simulated according to the test requirements, the external environment including the target road resistance and the ambient temperature; after setting the vehicle to be tested to an initial state, controlling the vehicle to be tested to start the test according to the test requirements, and obtaining vehicle data corresponding to the indicator to be tested through the acquisition module until the collected vehicle data meets the test end conditions.

[0011] In an optional embodiment of the present application, vehicle data is obtained from the acquisition module according to the control of the indicator to be tested, including: judging whether the acquisition module is working normally, the acquisition module includes one or more of a voltage sensor, a current sensor, a pressure sensor, a half-axle torque sensor, a temperature sensor, a flow sensor and a positioning sensor; if there is an acquisition module that cannot work normally, the test is suspended, an error report is generated and output; if the acquisition modules can work normally, the corresponding vehicle data is collected synchronously; judging whether the acquisition module is working normally, including: judging whether the collected vehicle data are all within the collection threshold range; if there is vehicle data that exceeds the collection threshold range, it is determined that the acquisition module cannot work normally; if the vehicle data does not exceed the collection threshold range, it is determined that the acquisition module is working normally.

[0012] The present application also provides a vehicle energy flow testing device, including: an acquisition module and an analysis module; a communication connection is established between the acquisition module and the analysis module; the acquisition module is arranged at a preset position of the vehicle to be tested, and is used to collect vehicle data and transmit it to the analysis module; the analysis module is used to execute the method as claimed in any one of claims 1 to 6.

[0013] In an optional embodiment of the present application, the vehicle energy flow testing device also includes a thermostat and a container; the container is used to accommodate the acquisition module, the analysis module and the thermostat, so that the internal environment of the container is isolated from the external environment of the vehicle to be tested; the thermostat is arranged adjacent to the acquisition module and the analysis module, and the thermostat is used to keep the internal temperature of the container constant.

[0014] In an optional embodiment of the present application, the vehicle energy flow testing device also includes an anti-interference device; the anti-interference device is arranged adjacent to the acquisition module, and the anti-interference device is used to shield the interference of the external environment on the acquisition of vehicle data by the acquisition module.

[0015] The present application also provides a computer-readable storage medium storing a computer program, which implements the aforementioned method when the computer program is executed by a processor.

[0016] The embodiments of the present application have the following beneficial effects:

[0017] This application can effectively conduct systematic testing of vehicle energy flow. When the test requirements are obtained, the test indicators that need to be tested are clarified by analyzing the test requirements. The required vehicle data is obtained from the acquisition module according to the correspondence of the test indicators, and finally a test report is generated and output. The solution of this application overcomes the compatibility problem, realizes synchronous and unified analysis and calculation processing of all collected signals, and completely constructs an energy flow evaluation system for vehicles, which is convenient for complete and comprehensive energy flow detection of vehicles.

[0018] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented according to the contents of the specification, and in order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the following preferred embodiments are specifically cited and described in detail with the accompanying drawings. It should be understood that the above general description and the detailed description below are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] in:

[0021] Figure 1 A schematic flow chart of a vehicle energy flow testing method provided by an embodiment;

[0022] Figure 2 A schematic diagram of the installation position of a collection module provided by an embodiment;

[0023] Figure 3 A diagram showing the relationship between internal functional modules of a vehicle energy flow test device provided by an embodiment;

[0024] Figure 4 A schematic diagram of the system structure of a vehicle energy flow test device including a sensor provided in an embodiment;

[0025] Figure 5 A schematic block diagram of the structure of a collection module provided in an embodiment. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0027] Existing energy flow test system equipment is scattered, often bulky, and complicated to operate. It is not capable of conducting tests under complex and harsh temperature conditions. In addition, energy flow testing involves multiple components and systems, and requires multiple sets of equipment. Currently, most energy flow tests require a combination of multiple devices, which are heavy, inconvenient to carry, and have poor equipment compatibility. All collected signals cannot be calculated and analyzed synchronously. As a result, there is no systematic energy flow test evaluation system, and it is often necessary to temporarily determine the required indicators and required vehicle data after testing, which is inefficient. Based on this, the present application proposes a vehicle energy flow testing method to overcome the corresponding technical defects. In order to clearly describe a vehicle energy flow testing method provided in this embodiment, please refer to Figure 1-2 , including steps S110 to S130.

[0028] Step S110: When the test requirements for the vehicle to be tested are obtained, at least one indicator to be tested is determined according to the test requirements.

[0029] In one embodiment, the method provided by the present application establishes a whole-vehicle energy flow test and evaluation system: through clear indicators, the inefficient links in the energy flow system can be accurately identified, so as to take targeted improvement measures to provide the performance and energy utilization efficiency of the entire system. Therefore, before executing the method, the present application will obtain the vehicle information of the vehicle to be tested in advance for the preparation of a test outline. The test outline records the whole-vehicle energy flow test and evaluation system, which may specifically include measurable indicators and a list of sensor points. Among them, the main measurable indicators that can be cited in the preferred embodiments of the present application are detailed in Table 1 below:

[0030]

[0031]

[0032] Table 1 Test evaluation system indicators

[0033] After the above system construction and preparation work, when the test requirements are obtained, the test requirements can be parsed to determine at least one indicator to be tested, which is included in the measurable indicators disclosed in Table 1. The test requirements are control instructions issued by the host computer to control the energy flow system detection of the vehicle to be tested. By parsing the instructions, the intention of the host computer can be understood, that is, what kind of detection needs to be performed on the vehicle to be tested, and specifically which indicators need to be tested.

[0034] Step S120: acquiring vehicle data collected by a corresponding collection module according to at least one indicator to be tested, wherein the collection module is arranged at a predetermined position of the vehicle to be tested.

[0035] In one embodiment, determining the indicator to be tested only determines which items to be tested, but does not yet perform corresponding preparatory operations on the vehicle to be tested itself. Therefore, in this embodiment, after determining at least one indicator to be tested, corresponding preparatory operations can be performed on the vehicle to be tested according to the indicator to be tested. Specifically including the installation of the acquisition module and the debugging of the acquisition module. It can be seen from the previous description that before executing the method of this application, a test outline will be prepared accordingly, which includes a sensor point list. The sensor point list is used to record the locations where the acquisition module can be installed on the vehicle to be tested, and what kind of acquisition module can be installed. The specific types that the acquisition module can include belong to hardware items, and this content will be described in detail in the device later, so it will not be expanded here. However, for the specific implementation of the sensor point list, please refer to Figure 2 shown. Figure 2 The provided drawings show where and what kind of acquisition modules can be installed on the vehicle to be tested under the vehicle frame of the vehicle to be tested, and what communication method is used between the acquisition modules to achieve data transmission, so as to facilitate the subsequent transmission of vehicle data, overcome the problem of incompatibility of vehicle data in the prior art, and realize the systematization and integration of detection.

[0036] And it is understandable that the indicators to be tested are generally only a subset of the measurable indicators, that is to say, in the test process, not all measurable indicators are needed, that is, not all types of vehicle data need to be obtained. Therefore, in one embodiment, in order to improve the test efficiency and convenience, the vehicle data collected by a specific acquisition module at a certain place where the test process needs to be obtained can be determined according to the sensor point list and the indicators to be tested. Correspondingly, before the test, according to the determined acquisition module, control can be controlled to install only the corresponding acquisition module at the predetermined position of the vehicle to be tested, and finally only the required vehicle data can be obtained. It is understandable that the predetermined position of the vehicle to be tested is recorded in the sensor point list, that is, the vehicle to be tested can only install the necessary acquisition module. Through this, the number of acquisition modules installed on the vehicle to be tested is reduced, and it can also ensure that the acquired vehicle data is related to the test requirements, reducing resource waste and improving test efficiency. Or in another embodiment, even if the vehicle to be tested has all the installable acquisition modules installed at all predetermined positions, after the indicators to be tested are determined, only the necessary acquisition modules will work, that is, only the vehicle data related to the indicators to be tested will be obtained, which also improves efficiency and reduces resource waste.

[0037] In one embodiment, step S120: controlling the acquisition of vehicle data from the acquisition module according to the indicator to be tested, includes: controlling the external environment of the vehicle to be tested to be simulated according to the test requirements, the external environment including the target road resistance and the ambient temperature; after setting the vehicle to be tested to an initial state, controlling the vehicle to be tested to start the test according to the test requirements, and acquiring vehicle data corresponding to the indicator to be tested through the acquisition module until the collected vehicle data meets the test end conditions.

[0038] In one embodiment, the acquisition of vehicle data from the acquisition module according to the index to be tested must require that the vehicle to be tested is already in the test process. For the test itself, it is also necessary to ensure that the vehicle is in the test environment, which specifically includes two types: external environment and internal environment.

[0039] The external environment refers to the environment in which the vehicle to be tested is located during the test, which may include the target road resistance and ambient temperature. Correspondingly, before the test begins, the target road resistance and ambient temperature can be determined according to the test requirements. According to the target road resistance, the sliding resistance curve is matched on the hub. This step is to simulate the resistance of the actual road; and according to the test requirements, the vehicle to be tested is immersed in the specified ambient temperature conditions to meet the external environment conditions corresponding to the test requirements.

[0040] Similarly, the internal environment refers to the operating conditions that the vehicle under test needs to be in during the test. For example, under normal circumstances, the energy flow of the vehicle under test is tested when it is fully charged and under normal load; but in other test requirements, it may also be necessary to test the energy flow of the vehicle under a specific power level or a specific load. Based on this, the vehicle under test needs to be initialized according to the test requirements. Initialization means putting the vehicle under test itself in the vehicle operating condition expected by the test requirements, such as fully charging the vehicle or charging it to a predetermined power level. The specific setting is arbitrarily based on actual needs. It is only used for explanation here and does not limit the solution.

[0041] After the above conditions are met, the vehicle can be tested, and the test process can be carried out according to the test plan included in or generated by the test requirements. During the test, the vehicle data corresponding to the indicators to be tested is obtained from the acquisition module according to the requirements, such as recording the hub and digital acquisition data. When the vehicle data meets the test end conditions, the test can be stopped, the recorded vehicle data can be saved, and the vehicle to be tested can be photographed, or the vehicle data can be retained. The end conditions of the experiment are predetermined conditions, which can be that the amount of vehicle data reaches the requirements, or an abnormality occurs during the test and needs to be stopped, etc. The specific settings are arbitrarily based on actual needs and are not limited here.

[0042] In one embodiment, step S120: controlling the acquisition of vehicle data from the acquisition module according to the indicator to be tested, including: determining whether the acquisition module is working normally, the acquisition module includes one or more of a voltage sensor, a current sensor, a pressure sensor, a half-axle torque sensor, a temperature sensor, a flow sensor and a positioning sensor; if there is an acquisition module that cannot work normally, the test is suspended, an error report is generated and output; if all acquisition modules can work normally, the corresponding vehicle data is collected synchronously; determining whether the acquisition module is working normally, including: determining whether the collected vehicle data are all within the collection threshold range; if there is vehicle data that exceeds the collection threshold range, it is determined that the acquisition module cannot work normally; if the vehicle data does not exceed the collection threshold range, it is determined that the acquisition module is working normally.

[0043] In one embodiment, the acquisition module provided in the present application may specifically include but is not limited to one or more of a voltage sensor, a current sensor, a pressure sensor, a half-axle torque sensor, a temperature sensor, a flow sensor, and a positioning sensor.

[0044] Since there are many acquisition modules, before acquiring vehicle data, the acquisition modules can also be debugged, such as zero-point confirmation of the sensors required for the test. And whether the acquisition modules are working properly is determined. If any of the required acquisition modules does not work properly, the test is suspended, and an error report is generated and output. This informs the relevant personnel to correct the errors, avoid invalid tests, and waste time and resources. Correspondingly, if the acquisition modules can work properly, the corresponding vehicle data is collected synchronously to ensure data synchronization.

[0045] Furthermore, to determine whether the acquisition module is working properly, before the test, the vehicle to be tested can be simulated for a test content and part of the vehicle data can be obtained for identification; or during the test, the collected vehicle data can be identified at all times. Identification can specifically be to determine whether the vehicle data corresponding to the acquisition module is within a preset acquisition threshold range. The acquisition threshold range is a pre-calibrated numerical range, and each vehicle data has its corresponding acquisition threshold range. In a preferred embodiment, only when the vehicle data is within the acquisition threshold range, it indicates that the acquisition module corresponding to the vehicle data is working properly, otherwise it is abnormal. In other words, if there is vehicle data that exceeds the acquisition threshold range, it is determined that the acquisition module cannot work properly; if the vehicle data does not exceed the acquisition threshold range, it is determined that the acquisition module works properly. Based on the above process, the vehicle data collection work is completed.

[0046] Step S130: Perform energy flow analysis on vehicle data, generate a test report and output it.

[0047] In one embodiment, the vehicle data is analyzed to determine the energy flow status of the vehicle to be tested, and a test report can be generated based on the analysis results. The report records the measurement under test during the test process, and its content may include the status of each energy flow, whether an abnormality occurs, the cause of the abnormality and the corresponding solution, etc. There is no specific limitation on this, and it can be set arbitrarily according to actual needs. The analysis process will be explained in detail later.

[0048] In one embodiment, step S130: analyzing vehicle data, generating and outputting a test report, includes: obtaining a pre-established energy flow data model, the energy flow data model includes at least one of a battery energy calculation model, a motor energy calculation model, a heater energy calculation model, a compressor energy calculation model, a voltage converter energy calculation model, and a low-voltage accessory power calculation model; using vehicle data as input to the energy flow data model, obtaining energy flow data processed and output by the energy flow data model, the energy flow data including at least one of a battery output energy flow, a motor controller energy flow, a heater energy flow, a compressor energy flow, a voltage converter energy flow, and a low-voltage accessory power; generating and outputting a test report based on the energy flow data.

[0049] In one embodiment, the vehicle data is used as the input of the energy flow data formula to obtain the energy flow data processed and output by the energy flow data formula, including at least one of the following: the battery pack output voltage, battery pack output current and test duration in the vehicle data are used as the input of the battery energy calculation model to obtain the battery output energy flow output by the battery energy calculation model; the battery pack output voltage, motor controller output current and test duration in the vehicle data are used as the input of the motor controller energy calculation model to obtain the motor controller energy flow output according to the calculation of the motor energy calculation model; the battery pack output voltage, heating current and test duration in the vehicle data are used as the heater energy meter The heater energy calculation model is used as the input to obtain the heater energy flow calculated and output by the heater energy calculation model; the battery pack output voltage, compressor current and test duration in the vehicle data are used as the input to the compression machine energy calculation model, and the compression machine energy flow calculated and output by the compression machine energy calculation model is obtained; the battery pack output voltage, voltage converter current and test duration in the vehicle data are used as the input to the voltage converter energy calculation model, and the voltage converter energy flow calculated and output by the voltage converter energy calculation model is obtained; the voltage converter energy flow and test duration are used as the input to the low-voltage accessory power calculation model, and the low-voltage accessory power calculated and output by the low-voltage accessory power calculation model is obtained.

[0050] In one embodiment, the vehicle data may be processed by a pre-established energy flow data model, and the vehicle data may be used as input to the energy flow data model. The energy flow data may be output according to the processing of the energy flow data model to generate a test report.

[0051] Among them, the energy flow data model includes a battery energy calculation model, a motor energy calculation model, a heater energy calculation model, a compressor energy calculation model, a voltage converter energy calculation model, and a low-voltage accessory power calculation model, so the corresponding energy flow data includes battery output energy flow, motor controller energy flow, heater energy flow, compressor energy flow, voltage converter energy flow, and low-voltage accessory power. The following will specifically explain each model and its corresponding calculated energy flow data.

[0052] Definition E bat is the net output energy of the power battery, E bat_out Output energy to the power battery, E bat_in The units of the three are all kWh, and they are all included in the battery output energy flow. The battery energy calculation model can calculate the three separately. bat It can be calculated by the following formula:

[0053]

[0054] In formula (1), t0 is the start time of the test, t is the end time of the test, and the difference between the two is the test duration, in S; U bat is the battery pack output voltage, in V; I bat is the battery pack output current, in A. All three are included in the vehicle data.

[0055] Approximately, the power battery output energy E bat_out It can be calculated by the following formula:

[0056]

[0057] In formula (2), for the battery pack output current I bat , specifically the battery bus output current, and the battery bus output direction is defined as positive.

[0058] Power battery recovery energy E bat_in It can be calculated by the following formula:

[0059]

[0060] In formula (3), for the battery pack output current I bat , specifically the battery bus output current, and the battery bus output direction is defined as negative.

[0061] In addition, the battery output energy flow also includes the battery pack braking energy recovery rate η bat_in , can be calculated by the following formula:

[0062]

[0063] Definition E mcu is the net output energy of the motor controller, E mcu_out Output energy for the motor controller, E mcu_in The motor controller input energy, all three units are kWh, and are included in the motor controller energy flow. The motor energy calculation model can be used to calculate these three separately. Among them, the motor controller net output energy E mcu The calculation process is as follows:

[0064] E mcu =E mcu_out +E mcu_in (5)

[0065] Among them, the motor controller outputs energy E mcu_out It can be calculated by the following formula:

[0066]

[0067] In formula (6), I mcu The motor controller output current, in A. The motor controller output current direction is defined as positive and is included in the vehicle data.

[0068] Similarly, the motor controller recovers energy E mcu_in It can be calculated by the following formula:

[0069]

[0070] In formula (7), the output direction current of the motor controller is defined as negative. bat Specifically, it can be the output voltage of the motor controller, and its value is usually the same as the output voltage of the battery pack. The specific voltage to be calculated can be selected according to the needs, and there is no restriction here, only for explanation.

[0071] Definition E ptc It is the heater output energy, in kWh, included in the heater energy flow, and can be calculated using the heater energy calculation model.

[0072] The mathematical model of the heater output energy is:

[0073]

[0074] In formula (8), I ptc is the heating current in A, included in the vehicle data.

[0075] Definition E compre It is the compressor output energy, unit is kWh, included in the compressor energy flow, and can be calculated using the compressor energy calculation model.

[0076] The mathematical model of the compressor output energy is:

[0077]

[0078] In formula (9), I compre is the compressor current in A, included in the vehicle data.

[0079] Definition E DCDC_in Define E as the input energy of the DC-DC voltage converter during the test. DCDC_out E is the output energy of the DC-DC voltage converter during the test, both in kWh. DCDC_in and E DCDC_out They are all included in the voltage converter energy flow and can be calculated using the voltage converter energy calculation model.

[0080] The voltage converter energy calculation model is for E DCDC in The mathematical model of the calculation is calculated as:

[0081]

[0082] In formula (10), I DCDC_IN DCDC input current, unit A, belongs to the voltage converter current and is included in the vehicle data.

[0083] The voltage converter energy calculation model is for E DCDC_out The mathematical model of the calculation is calculated as:

[0084]

[0085] In formula (11), I DCDC_OUT DCDC output current, unit A, belongs to the voltage converter current and is included in the vehicle data.

[0086] In addition, the voltage converter energy flow also includes the DCDC efficiency η DCDC , for η DCDC The mathematical model can be referred to:

[0087]

[0088] The voltage converter energy flow and test duration are used as the input of the low-voltage accessory power calculation model to obtain the low-voltage accessory power calculated and output by the low-voltage accessory power calculation model. For the specific calculation process, refer to:

[0089]

[0090] In formula (13): T timeTotal test duration, in min. DCDC It is the average power of DCDC during the range test, in W.

[0091] In one embodiment, vehicle data is analyzed, and a test report is generated and output, including: determining required vehicle data according to indicators to be tested, the indicators to be tested include at least one of a vehicle energy consumption indicator, a vehicle efficiency indicator, a driving efficiency indicator, a braking efficiency indicator, and a component indicator, and the vehicle data includes at least one of a half-axle output energy, a battery input and output energy, a motor input and output energy, and a component input and output energy; using the vehicle data to calculate the indicator data corresponding to each indicator to be tested; obtaining a calibration threshold corresponding to each indicator to be tested, and marking the indicator to be tested corresponding to the indicator data that does not meet the calibration threshold as an indicator to be improved; generating improvement measures according to the indicator data that does not meet the calibration threshold, the improvement measures are used to indicate an optimization plan for the indicator to be improved; and summarizing the improvement measures and all indicator data to obtain a test report.

[0092] In one embodiment, the specific content of the index to be measured has been shown in detail in Table 1 above. The vehicle data includes but is not limited to at least one of the half-axle output energy, battery input and output energy, motor input and output energy, and component input and output energy. Through the vehicle data, the index data corresponding to each index to be measured can be analyzed and calculated. The specific content of each index data will be described in detail later. Here we first explain how to determine the test report. For each index to be measured, it can be seen from Table 1 that it is usually recorded in the form of a numerical value. In order to evaluate it reasonably, there is a calibration threshold that can be set in advance. The calibration threshold represents the evaluation criteria of the corresponding index to be measured, or the performance of the index to be measured. For example, according to the index data of the index to be measured falling within the corresponding range of the calibration threshold, it can be determined whether the specific performance of the index to be measured is good or bad during the test of the vehicle to be tested.

[0093] The indicators to be tested corresponding to the indicator data that do not meet the calibration threshold are marked as indicators to be improved. The indicators to be improved represent that the indicators to be tested corresponding to the vehicle to be tested perform poorly in terms of data and need to be further optimized. Therefore, improvement measures can be generated based on the indicator data that do not meet the calibration threshold. The improvement measures are used to indicate the optimization plan for the indicators to be improved. Finally, the improvement measures and all indicator data are summarized to obtain a test report.

[0094] The calculation and analysis method of the indicator data is now specifically described. The indicator data may include but is not limited to the following examples.

[0095] (1) Mileage:

[0096] Mileage is mainly recorded through the hub in the vehicle data. The hub continuously monitors and records the distance traveled by the vehicle during operation and calculates it according to the shortened reference standard.

[0097] (2) Vehicle energy efficiency:

[0098] The calculation formula for vehicle energy efficiency can be referred to:

[0099] Vehicle energy efficiency = energy output to half-axle / power battery output energy

[0100] Therefore, the processing process can be to determine the energy output to the half-axle and the power battery output energy in turn. Specifically, the energy output to the half-axle can be obtained by installing the half-axle torque sensor on the half-axle, obtaining vehicle data including the half-axle torque, and calculating the energy output by the half-axle per unit time, that is, the half-axle torque, based on the half-axle torque. As for the battery output energy, the vehicle data including the battery power and battery voltage can be obtained by installing current and voltage sensors at the battery bus terminal to calculate the power battery output energy. Substituting the above two values ​​into the calculation formula, the energy utilization efficiency of the whole vehicle is obtained.

[0101] (3) Vehicle energy recovery efficiency:

[0102] By installing current and voltage sensors at the battery bus terminal, vehicle data including battery power and battery voltage are obtained to calculate the battery recovery energy. Then, the half-axle torque sensor installed on the half-axle is used to obtain vehicle data including the half-axle torque, and the braking recovery energy generated by the half-axle per unit time is calculated based on the half-axle torque. Then, the above values ​​are substituted into the following calculation formula:

[0103] Vehicle energy recovery efficiency = power battery recovery energy / half-axle braking recovery energy

[0104] Used to determine the energy recovery efficiency of the entire vehicle.

[0105] (4) Vehicle energy recovery ratio:

[0106] Obtain the braking current and braking voltage data collected by the current and voltage sensors installed at the battery bus terminal to calculate the power battery braking recovery energy. Similarly, obtain the driving current and driving voltage data collected when the vehicle is driven to calculate the power battery driving discharge. Substitute the above values ​​into the following calculation formula:

[0107] Vehicle energy recovery ratio = power battery braking recovery energy / power battery driving discharge

[0108] Used to determine the energy recovery ratio of the entire vehicle.

[0109] (5) Motor drive efficiency:

[0110] During the vehicle driving process, the bus signal is used to obtain vehicle data including motor speed and torque, and the motor drive output energy is calculated. Then, by installing current and voltage sensors at the motor input end, the motor drive input current and motor drive input voltage are obtained, and the motor drive input energy is calculated. Substitute the above values ​​into the following calculation formula:

[0111] Motor drive efficiency = motor drive output energy / motor drive input energy

[0112] Used to determine motor drive efficiency.

[0113] (6) Motor braking efficiency:

[0114] Similar to the driving efficiency, the braking current and braking voltage of the vehicle are obtained by the vehicle computer when the vehicle is braking, and the motor braking input energy is calculated. And the motor braking output energy of the motor in the braking state is calculated based on the motor speed and torque. Substitute the above values ​​into the following calculation formula:

[0115] Motor braking efficiency = motor braking input energy / motor braking output energy

[0116] Used to determine the motor braking efficiency.

[0117] (7) MCU drive efficiency:

[0118] The calculation formula of MCU driving efficiency can be referred to as:

[0119] MCU drive efficiency = motor drive input energy / MCU drive input energy

[0120] The process of obtaining the motor drive input energy has been described in detail in the previous article and will not be expanded here. The MCU drive input energy can be obtained by obtaining the corresponding vehicle data generated by the MCU during the driving process through the current and voltage sensors installed at the vehicle MCU. Substituting the above two values ​​into the formula for calculation, the MCU drive efficiency can be obtained.

[0121] (8) MCU braking efficiency:

[0122] The calculation formula of MCU braking efficiency can be referred to as:

[0123] MCU braking efficiency = motor braking input energy / MCU braking input energy

[0124] The process of obtaining the motor braking input energy has been described in detail in the previous article and will not be expanded here. The MCU braking input energy can be obtained by obtaining the corresponding vehicle data generated by the MCU during the braking process through the current and voltage sensors installed at the vehicle MCU. Substituting the above two values ​​into the formula for calculation, the MCU braking efficiency can be obtained.

[0125] (9) Motor electronic control drive efficiency:

[0126] The calculation formula of motor electronic control drive efficiency can be referred to as:

[0127] Motor drive output energy / MCU drive input energy

[0128] The calculation process of the two values ​​required in the calculation formula has been described in detail in the previous article and will not be expanded here. Substituting the above two values ​​into the formula for calculation, the motor electronic control drive efficiency can be obtained.

[0129] (10) Motor electronic control braking efficiency:

[0130] The calculation formula of the motor electronic control braking efficiency can be referred to as:

[0131] Motor braking output energy / MCU braking input energy

[0132] The calculation process of the two values ​​required in the calculation formula has been described in detail in the previous article and will not be expanded here. Substituting the above two values ​​into the formula for calculation, the motor electronic control braking efficiency can be obtained.

[0133] (11) Transmission drive efficiency:

[0134] The calculation formula of transmission drive efficiency can be referred to as:

[0135] Transmission drive efficiency = half-axle drive output energy / motor drive output energy

[0136] The calculation process of the motor drive output energy has been described in detail in the previous article and will not be expanded here. As for the half-axle drive output energy, the half-axle torque of the vehicle under driving condition and the motor speed in the vehicle data can be obtained by using the torque sensor installed on the half-axle to calculate the half-axle drive output energy. Substituting the half-axle drive output energy and the motor drive output energy into the calculation formula, the transmission drive efficiency can be obtained.

[0137] (12) Transmission braking efficiency:

[0138] The calculation formula of transmission braking efficiency can be referred to as:

[0139] Transmission braking efficiency = half-axle braking output energy / motor braking output energy

[0140] The calculation process of the motor braking output energy has been described in detail in the previous article and will not be expanded here. As for the half-axle braking output energy, the half-axle torque of the vehicle under braking can be obtained through the torque sensor installed on the half-axle, as well as the motor speed in the vehicle data, to calculate the half-axle braking output energy. Substituting the half-axle braking output energy and the motor braking output energy into the calculation formula, the transmission braking efficiency can be obtained.

[0141] (13) Overall efficiency of electric drive system:

[0142] The calculation formula for the comprehensive efficiency of the electric drive system can be referred to as:

[0143] Overall efficiency of electric drive system = (half-axle drive output energy - MCU brake input energy) / (MCU drive input energy - half-axle brake recovery energy)

[0144] In the calculation formula, only the half-axle braking recovery energy needs to be explained. The calculation process of the remaining data has been detailed in the previous article and will not be expanded here. The calculation process of the half-axle braking recovery energy can refer to the half-axle braking output energy, that is, the half-axle torque of the vehicle under braking can be obtained through the torque sensor installed on the half-axle, and the motor speed in the vehicle data can be used to calculate the half-axle braking recovery energy. Substituting the above values ​​into the calculation formula, the comprehensive efficiency of the electric drive system can be obtained.

[0145] (14) DCDC efficiency:

[0146] The calculation formula of DCDC efficiency can be referred to as:

[0147] DCDC efficiency = DCDC low voltage side output energy / DCDC high voltage side input energy

[0148] That is to say, it is necessary to determine the DCDC low-voltage side output energy and the DCDC high-voltage side input energy respectively according to the vehicle data. For the former, the DCDC low-voltage side output energy is calculated by obtaining the current and voltage data through the current sensor installed at the DCDC and the voltage sensor installed at the battery; for the latter, the DCDC high-voltage side input energy can be calculated by the current obtained by the current sensor installed at the DCDC and the bus voltage in the vehicle data. Substitute the above two values ​​into the formula for calculation to obtain the DCDC efficiency.

[0149] (15) Charging capacity at the pile end:

[0150] Recorded by charging station.

[0151] (16) Charging efficiency

[0152] The calculation formula for charging efficiency can be referred to as:

[0153] Charging efficiency = battery net charge / charging capacity at the charging station

[0154] The charging capacity at the pile end can be directly determined by reading the charging pile. As for the net battery charge, the current and voltage sensors installed at the battery bus end can obtain vehicle data including charging current and charging voltage to calculate the net battery charge. Substituting the above two values ​​into the formula for calculation, the charging efficiency is obtained.

[0155] (17) Charge and discharge efficiency

[0156] The calculation formula for charge and discharge efficiency can be referred to as:

[0157] Charge and discharge efficiency = battery net discharge capacity / battery net charge capacity

[0158] The calculation process of the net charge capacity of the battery has been described in detail in the previous article and will not be expanded here. For the net discharge capacity of the battery, the current and voltage sensors installed at the battery bus terminal can be used to obtain vehicle data including discharge current and discharge voltage to calculate the net discharge capacity of the battery. Substitute the above two values ​​into the formula for calculation to obtain the charge and discharge efficiency.

[0159] (18) Pile end power consumption

[0160] The calculation formula for pile end power consumption can be referred to as:

[0161] Pile end power consumption = (100 × pile end charge amount) / mileage

[0162] The charging amount at the charging pile can be directly determined by reading the charging pile. The mileage is also the cruising range. The acquisition method has been described in the previous article and will not be repeated here. Substitute the above two values ​​into the formula for calculation to obtain the power consumption at the charging pile.

[0163] It is worth noting that the above-mentioned indicator data are only the corresponding expansion descriptions for the measurable indicators. In specific practical situations, if there are newly added measurable indicators, the corresponding indicator data and its vehicle data and calculation process may be included accordingly, and they should be deemed to be included in the protection scope of the method provided in this application. In addition, when generating a test report, the test report must also include the indicator data corresponding to the indicator to be tested. In addition, it can be seen from the previous description that each indicator data is presented in the form of a numerical value. Therefore, a calibration threshold can be preset in advance for each indicator data, and the presentation effect of the indicator data can be evaluated by the calibration threshold, so as to generate a more intuitive and effective test report.

[0164] Therefore, the present application can effectively conduct a systematic test on the vehicle energy flow. When the test requirements are obtained, the test indicators that need to be tested are clarified by analyzing the test requirements. The required vehicle data is obtained from the acquisition module according to the correspondence of the test indicators, and finally a test report is generated and output. The solution of the present application overcomes the compatibility problem, realizes synchronous and unified analysis and calculation processing of all collected signals, and completely constructs an energy flow evaluation system for vehicles, which is convenient for complete and comprehensive energy flow detection of vehicles.

[0165] It is worth noting that the method provided in this application needs to be implemented with the help of corresponding equipment. Based on this, this application also provides a vehicle energy flow test device. To clearly describe the vehicle energy flow test device provided in this application, please refer to Figure 2 to Figure 5 .

[0166] The vehicle energy flow testing device 30 includes: a collection module 31 and an analysis module 32 .

[0167] A communication connection is established between the acquisition module 31 and the analysis module 32 , that is, the acquisition module 31 and the analysis module 32 can be connected via wired or wireless means. Among them, the wireless communication technology may include but is not limited to: Global System for Mobile Communication (GSM), Enhanced Data GSM Environment (EDGE), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth, Wireless Fidelity (WiFi) (such as the Institute of Electrical and Electronics Engineers standards IEEE 802.11a, IEEE802.11b, IEEE802.11g and / or IEEE 802.11n), Voice over internet protocol (VoIP), Worldwide Interoperability for Microwave Access (Wi-Max), other protocols for email, instant messaging and short messages, and any other suitable communication protocols, even those that have not yet been developed.

[0168] The acquisition module 31 is set at a preset position of the vehicle to be tested, and is used to collect vehicle data and transmit it to the analysis module 32. The preset position is included in the sensor point list, and the details can be referred to above. And the specific schematic diagram of the preset position can be referred to Figure 2 .Depend on Figure 2 It can be seen that the acquisition module 31 includes multiple types of sensors. According to the needs, it can include but is not limited to one or more of voltage sensors, current sensors, pressure sensors, half-axle torque sensors, temperature sensors, flow sensors and positioning sensors. The vehicle data collected by the acquisition module 31 may include but is not limited to half-axle output energy, battery input and output energy, motor input and output energy, component input and output energy, etc. Specifically, it may include but is not limited to voltage signals, current signals, flow, fan speed, CAN signals used to collect CAN bus, temperature, and other signals that can be output by other devices through CAN can be obtained through the acquisition module 31, and the above signals are all included in the vehicle data. For the system structure of the vehicle energy flow test device 30 including sensors, please refer to Figure 4 In addition, the vehicle energy flow test device 30 may also include a power supply module and a display module. The power supply module provides a stable power supply for the entire device; the display module can be used to display test reports or other data to facilitate the corresponding staff to work and obtain information.

[0169] For each sensor, the following examples can be used. The voltage sensor has a measurement range of 0∽1500V, a measurement accuracy of ±001V, and an output signal of 0∽10V. It is used to collect voltages of high-voltage platforms such as power batteries, compressors, and PTCs, and low-voltage accessory voltages such as batteries, blowers, and fans.

[0170] The current sensor has a measurement range of 0∽1000A, a measurement accuracy of ±03%, and an output signal of 0∽10V. It is used to collect battery bus current, motor controller current, PTC, compressor, DCDC input / output current and low-voltage accessory current.

[0171] The pressure sensor has a measuring range of 0∽250bar, a measuring accuracy of ±051%FS, an operating temperature of -40-125℃, and an output signal of 0∽10V, and is used to collect wheel cylinder pressure;

[0172] The temperature sensor has a measurement range of -40°C to 200°C and a measurement accuracy of Class I. It is used to collect the temperature of the water inlet and outlet of the vehicle's battery, the water inlet and outlet of the motor, the surface temperature of the air-conditioning system pipes, the ambient temperature, and the temperature of the head, script, and air outlet in the passenger compartment.

[0173] The flow sensor has a measurement range of 0∽60L / min and a measurement accuracy of ±05%FS. It is used to collect the water inlet and outlet flow of the battery, the water inlet and outlet flow of the motor, the water filling kettle flow, and the heating water pump (PTC) flow.

[0174] The half-shaft torque sensor has an operating range of -40∽125°C and measures half-shaft torque. It is suitable for dynamic torque signal testing to achieve testing and evaluation of mechanical end transmission efficiency.

[0175] The positioning sensor is a GPS antenna with a 4-meter cable. It is used to collect vehicle speed signals in road tests and can be used to collect and analyze the vehicle's speed, acceleration, and mileage.

[0176] The analysis module 32 is used to execute the method provided in the above embodiment. The analysis module 32 can be a computer device, and its specific internal structure can be referred to in Figure 5 . Figure 5 FIG. 2 shows an internal structure diagram of the analysis module 32 in one embodiment. Figure 5 As shown, the analysis module 32 includes a processor, a memory and a network interface connected via a system bus. The memory includes a non-volatile storage medium and an internal memory. The non-volatile storage medium of the analysis module 32 stores an operating system and may also store a computer program. When the computer program is executed by the processor, the processor can implement the vehicle energy flow test method. The internal memory may also store a computer program. When the computer program is executed by the processor, the processor can implement the vehicle energy flow test method. Those skilled in the art will understand that Figure 5 The structure shown in the figure is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the analysis module 32 to which the scheme of the present application is applied. The specific analysis module 32 may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0177] In one embodiment, the vehicle energy flow testing device 30 also includes a thermostat and a container; the container is used to accommodate the acquisition module 31, the analysis module 32 and the thermostat, so that the internal environment of the container is isolated from the external environment of the vehicle to be tested; the thermostat is arranged adjacent to the acquisition module 31 and the analysis module 32, and the thermostat is used to keep the internal temperature of the container constant.

[0178] In one embodiment, compared with the scattered, complex, and bulky test devices in the prior art, the vehicle energy flow test device 30 provided in the present application adopts the form of a portable integrated test host, which has the advantages of small size, light weight, and portability. All acquisition modules 31 and analysis modules 32 are included in the vehicle energy flow test device 30. Therefore, the vehicle energy flow test device 30 includes a thermostat and a container. The container can be the outer shell of the device, or a protective cover, which is used to accommodate the acquisition module 31, the analysis module 32 and the thermostat. Various sensors of the acquisition module 31 can extend from it and be connected to the predetermined position of the vehicle to be tested for collecting vehicle data.

[0179] The environment in which the container accommodates the acquisition module 31, the analysis module 32 and the thermostat is called the internal environment; correspondingly, the environment in which the vehicle to be tested is located is called the external environment. It is understandable that the vehicle to be tested usually needs to be tested under different environmental conditions, and changes in corresponding environmental data such as external environmental temperature and humidity may interfere with or affect the accuracy of data collection and analysis. To this end, it is necessary to ensure the stability of the internal environment. Therefore, the vehicle energy flow test device 30 also includes a thermostat. The thermostat is arranged adjacent to the acquisition module 31 and the analysis module 32, and may specifically include but is not limited to insulation materials, heating elements, cooling elements, etc. So that even if the vehicle to be tested is in an ultra-high temperature or low temperature external environment, the internal environment remains in a constant state, that is, within the adapted temperature range. Ensure normal operation under various test conditions, ensure the test accuracy of the data, and meet various conditional test requirements.

[0180] In one embodiment, the vehicle energy flow testing device 30 further includes an anti-interference device; the anti-interference device is disposed adjacent to the acquisition module 31 , and the anti-interference device is used to shield the interference of the external environment on the acquisition of vehicle data by the acquisition module 31 .

[0181] In one embodiment, the anti-interference device is arranged beside the acquisition module, and specifically may include an active anti-interference unit and a passive anti-interference unit. It is understandable that the acquisition module is arranged at a predetermined position of the vehicle to be tested, and the vehicle to be tested is usually located under various environmental conditions, and the external environment and the vehicle to be tested itself may interfere with or affect the acquisition work of the acquisition module, such as electromagnetic interference. Similarly, at the same predetermined position, multiple acquisition modules may be arranged, and electromagnetic interference may also be generated between the acquisition modules. Therefore, corresponding devices are required to shield and resist interference for each sensor of the acquisition module, which is the work performed by the anti-interference device. Among them, the active anti-interference unit also avoids interference by corresponding signal neutralization and other methods. The passive interference unit can be that during the installation process of each sensor, electromagnetic shielding materials are used to wrap the sensor and the connecting wire, and at the same time, the sensor is wrapped and isolated from other electrical equipment that may cause interference as much as possible to achieve shielding and anti-interference effects.

[0182] In one embodiment, the present application further proposes a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the processor executes the steps of the method described in any of the aforementioned embodiments.

[0183] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a non-volatile computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0184] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0185] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle energy flow testing method, characterized in that: The steps include: When a test requirement for the vehicle to be tested is obtained, at least one indicator to be tested is determined according to the test requirement; Acquiring vehicle data collected by a corresponding collection module according to at least one of the indicators to be tested, wherein the collection module is arranged at a predetermined position of the vehicle to be tested; Perform energy flow analysis on the vehicle data, generate a test report and output it.

2. The vehicle energy flow testing method according to claim 1, characterized in that: The analyzing the vehicle data, generating a test report and outputting it, includes: Acquire a pre-established energy flow data model, wherein the energy flow data model includes at least one of a battery energy calculation model, a motor energy calculation model, a heater energy calculation model, a compressor energy calculation model, a voltage converter energy calculation model, and a low-voltage accessory power calculation model; Using the vehicle data as input of the energy flow data model, obtaining energy flow data processed and output by the energy flow data model, the energy flow data including at least one of a battery output energy flow, a motor controller energy flow, a heater energy flow, a compressor energy flow, a voltage converter energy flow, and a low-voltage accessory power; A test report is generated and outputted according to the energy flow data.

3. The vehicle energy flow testing method according to claim 2, characterized in that: The step of using the vehicle data as the input of the energy flow data formula to obtain the energy flow data output by the energy flow data formula includes at least one of the following: Using the battery pack output voltage, battery pack output current and test duration in the vehicle data as inputs to the battery energy calculation model, and obtaining the battery output energy flow output by the battery energy calculation model; Using the battery pack output voltage, motor controller output current and test duration in the vehicle data as inputs to the motor controller energy calculation model, and obtaining the motor controller energy flow output by the motor energy calculation model according to calculation; Using the battery pack output voltage, heating current and test duration in the vehicle data as inputs of the heater energy calculation model, and obtaining the heater energy flow calculated and output by the heater energy calculation model; Using the battery pack output voltage, compressor current and test duration in the vehicle data as inputs of the compression machine energy calculation model, and obtaining the compression machine energy flow calculated and output by the compression machine energy calculation model; Using the battery pack output voltage, voltage converter current and test duration in the vehicle data as inputs of the voltage converter energy calculation model, and obtaining the voltage converter energy flow calculated and output by the voltage converter energy calculation model; The voltage converter energy flow and the test duration are used as inputs of the low-voltage accessory power calculation model to obtain the low-voltage accessory power calculated and output by the low-voltage accessory power calculation model.

4. The vehicle energy flow testing method according to any one of claims 1 to 3, characterized in that: The analyzing the vehicle data, generating a test report and outputting it, includes: Determine the required vehicle data according to the index to be measured, the index to be measured includes at least one of the whole vehicle energy consumption index, the whole vehicle efficiency index, the driving efficiency index, the braking efficiency index, and the component index, and the vehicle data includes at least one of the half-axle output energy, the battery input and output energy, the motor input and output energy, and the component input and output energy; Calculating the index data corresponding to each of the indexes to be measured using the vehicle data; Obtaining a calibration threshold corresponding to each of the indicators to be measured, marking the indicators to be measured corresponding to the indicator data that do not meet the calibration threshold as indicators to be improved; generating improvement measures according to the indicator data that do not meet the calibration threshold, wherein the improvement measures are used to indicate an optimization plan for the indicator to be improved; The improvement measures and all the indicator data are summarized to obtain the test report.

5. The vehicle energy flow testing method according to claim 1, characterized in that: The controlling the acquisition of vehicle data from the acquisition module according to the index to be measured includes: Controlling and simulating the external environment of the vehicle to be tested according to the test requirements, wherein the external environment includes a road target resistance and an ambient temperature; After the vehicle to be tested is set to an initial state, the vehicle to be tested is controlled to start testing according to the test requirements, and the vehicle data corresponding to the index to be tested is acquired through the acquisition module until the acquired vehicle data meets the test end condition.

6. The vehicle energy flow testing method according to claim 1, characterized in that: The controlling the acquisition of vehicle data from the acquisition module according to the index to be measured includes: Determine whether the acquisition module is working properly, the acquisition module includes one or more of a voltage sensor, a current sensor, a pressure sensor, a half-axle torque sensor, a temperature sensor, a flow sensor and a positioning sensor; If the acquisition module fails to work properly, the test is suspended, an error report is generated and output; If the acquisition modules can all work normally, the corresponding vehicle data are acquired synchronously; Determining whether the acquisition module works normally includes: Determining whether the collected vehicle data is within a collection threshold range; If the vehicle data exceeds the collection threshold range, it is determined that the collection module cannot work normally; If the vehicle data does not exceed the collection threshold range, it is determined that the collection module is working normally.

7. A vehicle energy flow testing device, characterized in that: include: Acquisition module and analysis module; A communication connection is established between the acquisition module and the analysis module; The acquisition module is arranged at a preset position of the vehicle to be tested, and is used to collect vehicle data and transmit it to the analysis module; The analysis module is used to execute the method according to any one of claims 1 to 6.

8. The vehicle energy flow testing device according to claim 7, characterized in that: The vehicle energy flow testing device also includes a thermostat and a container; The container is used to accommodate the acquisition module, the analysis module and the thermostat, so that the internal environment of the container is isolated from the external environment of the vehicle to be tested; The thermostat is disposed adjacent to the acquisition module and the analysis module, and is used to maintain a constant temperature inside the container.

9. The vehicle energy flow testing device according to claim 7, characterized in that: The vehicle energy flow testing device also includes an anti-interference device; The anti-interference device is disposed adjacent to the acquisition module, and is used to shield the interference of the external environment on the acquisition of the vehicle data by the acquisition module.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

Images