Test method for predicting energy-saving effect of energy management of automobile

Abstract

The invention relates to the field of testing, in particular to a testing method for predicting the energy-saving effect of energy management of an automobile. Comprising the following steps: collecting and preprocessing key data to obtain preprocessed key data; based on the preprocessed key data, the instantaneous electric energy consumption of the vehicle is calculated by adopting an instantaneous electric energy consumption test algorithm, and the instantaneous fuel consumption of the vehicle is calculated by adopting an instantaneous fuel consumption test algorithm; based on the instantaneous power consumption and the instantaneous fuel consumption, comprehensive energy consumption is obtained by using a comprehensive energy consumption calculation algorithm; and calculating the energy efficiency of the vehicle based on the comprehensive energy consumption in combination with the vehicle driving distance, and comparing the energy efficiency of the vehicle with the reference energy efficiency to calculate the energy-saving rate. The problem that the energy efficiency influence on the actual driving condition is lack of accurate correction is solved; the nonlinear influence of the change of the environment temperature on the battery efficiency cannot be fully considered, and particularly, the loss of the battery efficiency is relatively obvious in an environment with relatively large temperature fluctuation.

Description

Technical Field

[0001] The invention relates to the field of testing, and in particular to a testing method for predicting energy management energy-saving effects of automobiles. Background Art

[0002] With the increasingly serious global energy crisis and environmental pollution problems, energy conservation and emission reduction have become the common goal of the global automotive industry. Especially in the rapid development of new energy vehicles such as electric vehicles (EV) and hybrid electric vehicles (HEV), improving energy efficiency, extending driving range, and reducing energy consumption have become the focus of technological development. Energy management, as a key technology for controlling vehicle energy flow and optimizing its use, plays a vital role in the energy-saving effect of automobiles. However, traditional automobile predictive energy management energy-saving effect evaluation methods often rely on experimental data and have many limitations, including high testing costs, long testing cycles, and dependence on the test environment. Therefore, it is particularly important to develop a test method for automobile predictive energy management energy-saving effect. With the advancement of technology, it will provide the automotive industry with more efficient and accurate energy-saving effect evaluation tools in the future, which will not only promote the optimization of automobile energy efficiency, but also play an important role in global energy utilization and environmental protection.

[0003] However, the existing testing methods for predicting the energy-saving effect of automobile energy management have the following technical problems: it is impossible to accurately calculate the comprehensive energy consumption of the automobile under different operating conditions, especially the hybrid mode; there is a lack of precise correction for the energy efficiency impact of actual driving conditions (such as vehicle speed, road conditions, slope, etc.); it fails to fully consider the nonlinear impact of changes in ambient temperature on battery efficiency, especially in environments with large temperature fluctuations, the loss of battery efficiency is more obvious; the energy-saving effect test is evaluated after the vehicle is used, and lacks the ability to provide real-time feedback and dynamically optimize energy management strategies. Summary of the invention

[0004] The present invention provides a test method for predicting the energy-saving effect of automobile energy management, so as to solve the technical problems that the comprehensive energy consumption of the automobile under different working conditions cannot be accurately calculated, especially the hybrid power mode; the energy efficiency impact of actual driving conditions (such as vehicle speed, road conditions, slope, etc.) is not accurately corrected; the nonlinear impact of changes in ambient temperature on battery efficiency is not fully considered, especially in an environment with large temperature fluctuations, the loss of battery efficiency is more obvious; the energy-saving effect test is evaluated after the vehicle is used, and there is a lack of real-time feedback and the ability to dynamically optimize the energy management strategy.

[0005] The test method for predicting the energy saving effect of automobile energy management of the present invention specifically includes the following technical solutions:

[0006] A method for testing the energy saving effect of automobile predictive energy management comprises the following steps:

[0007] S1: collecting and preprocessing key data to obtain preprocessed key data; based on the preprocessed key data, using an instantaneous power consumption test algorithm to calculate the instantaneous power consumption of the vehicle, and using an instantaneous fuel consumption test algorithm to calculate the instantaneous fuel consumption of the vehicle;

[0008] S2: Based on the instantaneous electric energy consumption and the instantaneous fuel consumption, the comprehensive energy consumption is obtained using a comprehensive energy consumption calculation algorithm; based on the comprehensive energy consumption, combined with the vehicle's driving distance, the vehicle's energy efficiency is calculated, and the vehicle's energy efficiency is compared with the reference energy efficiency to calculate the energy saving rate.

[0009] Preferably, the S1 specifically includes:

[0010] The instantaneous power consumption test algorithm obtains the battery power by calculating the product of voltage and current, uses the power operation of the absolute value of the pre-processed acceleration to reflect the nonlinear effect of the vehicle's acceleration on the battery power, and combines it with an exponential decay function to obtain the instantaneous power consumption.

[0011] Preferably, the S1 specifically includes:

[0012] The calculation formula for the instantaneous electric energy consumption of the vehicle is:

[0013]

[0014] Among them, E e (t) represents the instantaneous power consumption of the vehicle at time t in pure electric mode; V(t) represents the battery voltage after preprocessing at time t; I(t) represents the battery current after preprocessing at time t; |a(t)| represents the absolute value of the acceleration of the vehicle after preprocessing at time t; β represents the power exponent used to adjust the nonlinear effect of the preprocessed acceleration on the instantaneous power consumption; α represents the temperature coefficient; represents the temperature attenuation factor; represents the ambient temperature after pretreatment at time t; represents the optimal operating temperature of the battery; k represents the temperature attenuation coefficient.

[0015] Preferably, the S1 specifically includes:

[0016] The instantaneous fuel consumption test algorithm calculates the rate of change of vehicle speed, the ratio of vehicle mass to reference vehicle mass, monitors the quality of oil and engine speed, corrects the instantaneous fuel consumption in combination with the vehicle speed fluctuation coefficient and the oil quality correction coefficient, introduces a lower limit threshold of vehicle speed, selects the maximum value between the current vehicle speed and the lower limit threshold of vehicle speed, and obtains the instantaneous fuel consumption.

[0017] Preferably, the S1 specifically includes:

[0018] The calculation formula for the vehicle's instantaneous fuel consumption is:

[0019]

[0020] Among them, E f (t) represents the instantaneous fuel consumption of the vehicle at time t in the fuel mode; C f represents the basic coefficient of instantaneous fuel consumption; γ represents the speed fluctuation coefficient; Δv(t) represents the speed change rate after preprocessing at time t; v(t) represents the speed at time t; ∈ represents the lower limit threshold of the speed; max(v(t), ∈) represents the maximum value between the current speed and the lower limit threshold of the speed at time t; Indicates the ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower limit threshold of the vehicle speed; represents the logarithmic adjustment term based on vehicle mass; m(t) represents the vehicle mass after preprocessing at time t; m o represents the reference vehicle mass; δ represents the oil quality correction factor; Q f (t) represents the oil quality parameter after pretreatment at time t; r(t) represents the engine speed after pretreatment at time t.

[0021] Preferably, the S2 specifically includes:

[0022] The comprehensive energy consumption calculation algorithm combines instantaneous electric energy consumption and instantaneous fuel consumption, and introduces an energy efficiency correction factor.

[0023] Preferably, the S2 specifically includes:

[0024] The energy efficiency correction factor adjusts the comprehensive energy consumption calculation result according to the driving conditions of the vehicle. By calculating the proportional relationship between the vehicle speed and the maximum operating speed set when the vehicle is designed, combining the speed attenuation factor, the road friction coefficient and the road slope, a speed-related correction factor is introduced to adjust the impact of the vehicle speed on the energy efficiency correction factor.

[0025] Preferably, the S2 specifically includes:

[0026] The specific calculation formula of the energy efficiency correction factor is:

[0027]

[0028] Where G(t) represents the energy efficiency correction factor; λ represents the speed-related correction coefficient; represents the exponential decay factor; μ represents the speed decay factor; v(t) represents the vehicle speed at time t; v max represents the maximum operating speed set when the vehicle is designed; F(t) represents the road friction coefficient at time t; Fmax represents the maximum friction coefficient; sin(θ(t)) represents the sine value of the road slope; θ(t) represents the road slope after preprocessing at time t.

[0029] Preferably, the S2 specifically includes:

[0030] After calculating the comprehensive energy consumption, the energy efficiency of the vehicle is calculated in combination with the vehicle's driving distance. The specific calculation formula is:

[0031]

[0032] Where η(T) represents the energy efficiency of the vehicle in the time period [t0, T]; represents the comprehensive energy consumption; d(t0, T) represents the vehicle travel distance in the time period [t0, T].

[0033] The beneficial effects of the technical solution of the present invention are:

[0034] 1. By installing on-board sensors on the vehicle, such as current sensors, vehicle speed sensors, engine speed sensors and ambient temperature sensors, key data can be collected in real time. After strict pre-processing, such as denoising, data smoothing, outlier detection and correction, the quality of the data and the reliability of subsequent calculation results are ensured, which can provide accurate basic data for instantaneous power consumption and instantaneous fuel consumption tests, thereby ensuring the accuracy of energy consumption calculation.

[0035] 2. The instantaneous power consumption test algorithm is adopted. Through real-time monitoring and nonlinear correction of the pre-processed battery voltage, current, acceleration and ambient temperature, the instantaneous power consumption in pure electric mode can be accurately calculated. In particular, the nonlinear influence of the pre-processed acceleration on the instantaneous power consumption and the influence of the pre-processed ambient temperature on the battery efficiency are introduced. The exponential decay function is used to reflect the influence of temperature changes on the battery, which ensures the dynamic adjustment of the battery efficiency and makes the prediction of the instantaneous power consumption of the vehicle under different driving conditions more accurate.

[0036] 3. The instantaneous fuel consumption test algorithm can effectively predict instantaneous fuel consumption by combining factors such as vehicle speed changes, vehicle mass, oil quality and engine speed. Taking into account the impact of acceleration, braking and driving behavior fluctuations on instantaneous fuel consumption, by introducing logarithmic adjustment items, vehicle speed fluctuation coefficients and oil quality correction coefficients, it can accurately reflect the vehicle's instantaneous fuel consumption under different operating conditions, avoiding the errors and inaccuracies in traditional methods.

[0037] 4. Based on instantaneous electric energy consumption and instantaneous fuel consumption, the comprehensive energy consumption calculation algorithm can accurately calculate the total energy consumption within a period of time, and can accurately combine the instantaneous electric energy consumption and instantaneous fuel consumption. It is suitable for energy-saving effect evaluation under pure electric, hybrid and fuel modes. The introduced energy efficiency correction factor is adjusted according to the real-time road conditions, vehicle speed, road friction coefficient and pre-processed road slope, ensuring the comprehensiveness and accuracy of the automobile predictive energy management energy-saving effect test method.

[0038] 5. After calculating the comprehensive energy consumption and energy efficiency of the vehicle, the energy efficiency of the vehicle is further compared with the reference energy efficiency to calculate the energy saving rate, which can reflect the energy saving effect of the current energy management strategy in real time. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a flow chart of the testing method for predicting the energy-saving effect of automobile energy management according to the present invention. DETAILED DESCRIPTION

[0040] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all 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 the present invention.

[0041] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0042] The specific scheme of the testing method for the energy-saving effect of automobile predictive energy management provided by the present invention is described in detail below with reference to the accompanying drawings.

[0043] See attached Figure 1 , which shows a flow chart of a method for testing the energy-saving effect of automobile prediction energy management provided by an embodiment of the present invention, the method comprising the following steps:

[0044] S1. Collect and preprocess key data to obtain preprocessed key data; based on the preprocessed key data, use an instantaneous power consumption test algorithm to calculate the instantaneous power consumption of the vehicle, and use an instantaneous fuel consumption test algorithm to calculate the instantaneous fuel consumption of the vehicle;

[0045] In order to ensure the accuracy and real-time performance of the vehicle predictive energy management energy-saving effect test, on-board sensors are installed on the vehicle to collect key data in real time, including battery current data collected in real time by the on-board current sensor, battery voltage data monitored in real time by the on-board battery management system (BMS), acceleration of the vehicle during acceleration and braking measured by the on-board acceleration sensor, instantaneous vehicle speed obtained by the vehicle speed sensor, ambient temperature obtained by the ambient temperature sensor, vehicle speed change rate obtained by continuously collecting vehicle speed data and calculating vehicle speed change, vehicle mass measured by the on-board mass sensor, oil quality parameters obtained by the oil quality sensor, engine speed measured in real time by the engine speed sensor, and road slope indirectly obtained by measuring the vehicle body inclination angle in real time by equipping the vehicle with a tilt sensor or gyroscope;

[0046] The key data collected in real time are strictly preprocessed to obtain preprocessed key data to ensure the quality of the key data and the reliability of subsequent calculation results. The preprocessed key data include: preprocessed battery voltage, preprocessed battery current, preprocessed acceleration, preprocessed ambient temperature, preprocessed vehicle speed change rate, preprocessed vehicle mass, preprocessed oil quality parameters, preprocessed engine speed and preprocessed road slope; the preprocessing method includes but is not limited to denoising, data smoothing, outlier detection and correction, which are all technical means well known to those skilled in the art and will not be elaborated here;

[0047] Based on the pre-processed key data, the instantaneous power consumption test algorithm is used to accurately calculate the instantaneous power consumption of the vehicle;

[0048] The instantaneous power consumption test algorithm obtains the battery power by calculating the product of voltage and current, reflecting the instantaneous power consumption of the battery of the vehicle;

[0049] Since the acceleration of the vehicle (including acceleration and braking) has a significant impact on the energy consumption of the battery, for example, when accelerating, the vehicle needs electricity to overcome inertia to accelerate the vehicle, and when braking, the vehicle needs to release a certain amount of energy. The instantaneous power consumption test algorithm reflects the nonlinear effect of the acceleration of the vehicle on the battery power through the power operation of the absolute value of the pre-processed acceleration. The absolute value of the pre-processed acceleration is used for calculation, which takes into account the power consumption changes of the vehicle when accelerating and the power consumption changes of the vehicle when braking.

[0050] Since the ambient temperature has a significant impact on the efficiency of the battery, too high or too low ambient temperature will cause the energy conversion efficiency of the battery to decrease. In order to accurately reflect the impact of ambient temperature changes on battery efficiency, an exponential decay function is used so that the battery performs best at the optimal operating temperature. When the ambient temperature after pretreatment deviates from the optimal operating temperature, the battery efficiency will show a decay trend. Through square processing, it is emphasized that the greater the temperature deviation, the more significant the battery efficiency will decrease. The use of square terms ensures that positive and negative deviations, that is, temperatures above or below the optimal operating temperature, have the same effect on instantaneous power consumption, reflecting the asymmetric impact of temperature fluctuations on battery performance. At the same time, the temperature attenuation coefficient is introduced to reflect the degree of influence of temperature deviation on battery efficiency.

[0051] The calculation formula of the vehicle's instantaneous electric energy consumption is:

[0052]

[0053] Among them, E e (t) represents the instantaneous power consumption of the vehicle in pure electric mode at time t; V(t) represents the battery voltage after preprocessing at time t, which is obtained by preprocessing the battery voltage data monitored in real time by the on-board battery management system (BMS); I(t) represents the battery current after preprocessing at time t, which is obtained by preprocessing the battery current data measured in real time by the on-board current sensor; |a(t)| represents the absolute value of the acceleration of the vehicle after preprocessing at time t, which is obtained by preprocessing the acceleration of the vehicle during acceleration and braking measured by the on-board acceleration sensor; β represents the power exponent used to adjust the nonlinear effect of the preprocessed acceleration on the instantaneous power consumption, which is a constant and can be set according to the specific implementation scenario, and is not limited here; α represents the temperature coefficient, which is used to adjust the effect of temperature change on the instantaneous power consumption, which can be set according to the specific implementation scenario, and is not limited here; It represents the temperature attenuation factor, which is used to reflect the impact of the deviation between the ambient temperature after pretreatment and the optimal operating temperature of the battery on the instantaneous power consumption at time t. Through the exponential decay function, it is ensured that as the deviation between the ambient temperature after pretreatment and the optimal operating temperature of the battery increases, the battery efficiency will decrease, thereby affecting the instantaneous power consumption. Through the square processing, it is emphasized that the greater the temperature deviation, the more significant the decrease in battery efficiency. The use of the square term ensures that positive and negative deviations, that is, temperatures above or below the optimal operating temperature, have the same effect on the instantaneous power consumption, reflecting the asymmetric effect of temperature fluctuations on battery performance; represents the ambient temperature after preprocessing at time t, which is obtained by preprocessing the ambient temperature obtained by the vehicle ambient temperature sensor; Indicates the optimal operating temperature of the battery, which is determined according to the technical parameters of the battery manufacturer; kIndicates the temperature attenuation coefficient, which reflects the influence of temperature deviation on battery efficiency. It can be set according to the specific implementation scenario and is not limited here;

[0054] Based on the pre-processed key data, the instantaneous fuel consumption test algorithm is used to accurately calculate the instantaneous fuel consumption of the vehicle;

[0055] The impact of vehicle driving behavior (such as acceleration and braking) on ​​instantaneous fuel consumption cannot be ignored. Fluctuations in driving behavior will lead to fluctuations in vehicle fuel consumption, especially in the case of frequent acceleration or sudden braking. The instantaneous fuel consumption test algorithm calculates the rate of change of vehicle speed and corrects the instantaneous fuel consumption in combination with the vehicle speed fluctuation coefficient. When the rate of change of vehicle speed is extremely large, it represents frequent acceleration and braking, which will lead to an increase in instantaneous fuel consumption. The lower limit threshold of vehicle speed is introduced, that is, the minimum vehicle speed value determined when the vehicle is designed, and the maximum value between the current vehicle speed and the lower limit threshold of vehicle speed is selected to avoid unreasonable calculation when the vehicle speed is too low.

[0056] The mass of the vehicle directly affects the instantaneous fuel consumption. The larger the mass of the vehicle, the more fuel is needed to maintain the same driving state. The instantaneous fuel consumption test algorithm is corrected by the ratio of the vehicle mass (including the mass of the vehicle itself and the mass of the load) to the mass of the reference vehicle. The natural logarithm can well represent the "increasing reduction effect". For example, when the mass of the vehicle increases, the instantaneous fuel consumption does not show a linear increase trend, but gradually slows down, which reflects that the vehicle mass has a nonlinear effect on the instantaneous fuel consumption;

[0057] The quality of oil also has an important impact on instantaneous fuel consumption. High-quality oil can improve the combustion efficiency of the engine and reduce instantaneous energy consumption. On the contrary, if the oil quality is worse, the instantaneous fuel consumption will be more. The instantaneous fuel consumption test algorithm corrects the instantaneous fuel consumption by monitoring the quality of the oil and combining the oil quality correction coefficient;

[0058] The engine speed is closely related to the instantaneous fuel consumption. The instantaneous fuel consumption test algorithm reflects the change of the instantaneous fuel consumption by monitoring the engine speed in real time. The faster the engine speed means the more instantaneous fuel consumption.

[0059] The calculation formula for the vehicle's instantaneous fuel consumption is:

[0060]

[0061] Among them, E f (t) represents the instantaneous fuel consumption of the vehicle at time t in the fuel mode; C frepresents the basic coefficient of instantaneous fuel consumption, that is, the basic energy per unit instantaneous fuel consumption, which can be set according to the specific implementation scenario and is not limited here; γ represents the vehicle speed fluctuation coefficient, which reflects the impact of vehicle speed change on instantaneous fuel consumption, which can be set according to the specific implementation scenario and is not limited here; Δv(t) represents the vehicle speed change rate after preprocessing at time t, which is obtained by continuously collecting vehicle speed data and calculating the vehicle speed change after preprocessing; v(t) represents the vehicle speed at time t; ∈ represents the lower limit threshold of the vehicle speed, which is the minimum vehicle speed value determined during vehicle design, and is used to avoid abnormal calculation when the vehicle speed is too low; max(v(t), ∈) represents the maximum value between the current vehicle speed and the lower limit threshold of the vehicle speed at time t, to avoid unreasonable calculation when the vehicle speed is too low; It represents the ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower threshold of the vehicle speed, reflecting the impact of vehicle speed fluctuation on instantaneous fuel consumption. The ratio is used to identify the impact of frequent acceleration, braking and other driving behaviors on instantaneous fuel consumption; It represents the square of the ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower threshold of the vehicle speed. Through the square operation, extremely high frequency acceleration or braking behavior is given a very high weight, so that when calculating fuel consumption, violent driving behavior (such as sudden acceleration or sudden braking) will lead to a huge consumption, ensuring that the accurate characterization of vehicle driving behavior is in line with the actual nonlinear influence; represents the logarithmic adjustment item based on vehicle mass, reflecting the impact of vehicle mass on instantaneous fuel consumption. As the vehicle mass increases, the instantaneous fuel consumption will also increase. The use of natural logarithms can well represent the "increasing reduction effect". For example, when the vehicle mass increases, the instantaneous fuel consumption does not show a linear increase trend, but gradually slows down; m(t) represents the vehicle mass after preprocessing at time t, including the vehicle mass and the load mass, which is measured by the vehicle mass sensor and obtained after preprocessing; m o represents the reference vehicle mass, which is determined according to the vehicle mass under the standard configuration provided by the vehicle manufacturer; δ represents the oil quality correction factor, which is used to correct the instantaneous fuel consumption and can be set according to the specific implementation scenario and is not limited here; Q f (t) represents the oil quality parameter after preprocessing at time t, which is obtained by obtaining the oil quality parameter through the oil quality sensor and preprocessing; r(t) represents the engine speed after preprocessing at time t, which is obtained by preprocessing the engine speed measured in real time by the engine speed sensor;

[0062] By calculating the instantaneous power consumption and fuel consumption of the vehicle, it can provide a scientific basis for the test of the energy-saving effect of automobile prediction energy management;

[0063] S2. Based on the instantaneous electric energy consumption and the instantaneous fuel consumption, a comprehensive energy consumption calculation algorithm is used to obtain the comprehensive energy consumption; based on the comprehensive energy consumption and in combination with the vehicle travel distance, the energy efficiency of the vehicle is calculated, and the energy efficiency of the vehicle is compared with the reference energy efficiency to calculate the energy saving rate;

[0064] Based on the instantaneous electric energy consumption and instantaneous fuel consumption, the comprehensive energy consumption calculation algorithm is used to predict and calculate the total electric energy and fuel consumption of the vehicle under different working conditions within a period of time, that is, the comprehensive energy consumption;

[0065] The comprehensive energy consumption calculation algorithm reflects the complexity of the vehicle's reliance on two energy sources at the same time in a hybrid state by reasonably combining the instantaneous electric energy consumption and the instantaneous fuel consumption, and is suitable for energy-saving effect tests in pure electric, hybrid and pure fuel modes; the energy efficiency correction factor is introduced in the implementation process of the comprehensive energy consumption prediction algorithm, which can comprehensively and accurately reflect the energy efficiency performance of the vehicle under real road conditions and provide real-time feedback on energy-saving effects;

[0066] The energy efficiency correction factor adjusts the comprehensive energy consumption calculation result according to the driving conditions of the vehicle, thereby improving the accuracy of the automobile predictive energy management energy saving effect test method;

[0067] The energy efficiency correction factor controls the influence of vehicle speed on the energy efficiency correction factor by calculating the proportional relationship between vehicle speed and the maximum operating speed set when the vehicle is designed, combined with the speed attenuation factor. The exponential attenuation factor reflects that as the vehicle speed increases, the energy efficiency correction factor decays exponentially. When the vehicle speed approaches the maximum operating speed set when the vehicle is designed, the exponential attenuation factor approaches zero, reflecting the actual situation that the energy efficiency of the vehicle decreases when driving at high speed. The speed-related correction coefficient is introduced to adjust the influence of vehicle speed on the energy efficiency correction factor.

[0068] During vehicle driving, the road friction coefficient will fluctuate due to changes in road conditions. The higher the road friction coefficient, the greater the power required by the vehicle, which is normalized by the maximum friction coefficient.

[0069] The impact of road slope on energy efficiency cannot be ignored, especially when going uphill or downhill. The sine value of the road slope reflects the impact of the current road slope on the energy efficiency correction factor.

[0070] The calculation formula for comprehensive energy consumption is:

[0071]

[0072] in, represents the comprehensive energy consumption, i.e., the total energy consumption of the vehicle in the time period [t0, T]; Indicates the integral symbol, which is used to calculate the energy consumption from time t0 to T; E e (t) represents the instantaneous power consumption of the vehicle at time t in pure electric mode; E f (t) represents the instantaneous fuel consumption of the vehicle at time t in the fuel mode; G(t) represents the energy efficiency correction factor, and the specific calculation formula is:

[0073]

[0074] Wherein, λ represents a speed-related correction factor, which is used to adjust the influence of vehicle speed on the energy efficiency correction factor, and can be set according to specific implementation scenarios and is not limited here; represents the exponential decay factor. As the vehicle speed increases, the energy efficiency correction factor decays exponentially. When the vehicle speed approaches the maximum operating speed set when the vehicle is designed, the exponential decay factor approaches zero, reflecting the actual situation that the energy efficiency of the vehicle decreases when it is running at high speed; μ represents the speed decay factor, which is used to control the influence of the vehicle speed on the energy efficiency correction factor. It can be set according to the specific implementation scenario and is not limited here; v(t) represents the vehicle speed at time t; v max It indicates the maximum operating speed set when the vehicle is designed, which is provided by the vehicle manufacturer; F(t) indicates the road friction coefficient at time t, which reflects the friction degree between the current road surface and the tire. It can be set according to the specific implementation scenario and is not limited here; F max represents the maximum friction coefficient, which can be set according to the specific implementation scenario and is not limited here; sin(θ(t)) represents the sine value of the road slope, reflecting the impact of the current road slope on the energy efficiency correction factor; θ(t) represents the road slope after preprocessing at time t, which is obtained by equipping the vehicle with a tilt sensor or gyroscope to measure the inclination angle of the vehicle body in real time, and the road slope obtained indirectly is obtained after preprocessing;

[0075] After calculating the comprehensive energy consumption, combined with the vehicle's driving distance in the corresponding time period, calculate the energy consumed per unit distance under the current driving conditions, that is, the vehicle's energy efficiency, which is the basis for evaluating the vehicle's energy-saving effect. The calculation formula is as follows:

[0076]

[0077] Where η(T) represents the energy efficiency of the vehicle in the time period [t0, T]; represents the comprehensive energy consumption, that is, the total energy consumption of the vehicle in the time period [t0, T]; d(t0, T) represents the distance traveled by the vehicle in the time period [t0, T];

[0078] Compare the energy efficiency of the vehicle with the reference energy efficiency, which is energy efficiency data based on the design standard of the vehicle. By comparing the difference between the energy efficiency of the vehicle in the current time period and the reference energy efficiency, the energy saving rate can be calculated. The calculation result of the energy saving rate directly reflects the energy saving effect of the current energy management strategy compared with the energy saving target originally designed;

[0079] The energy saving rate is calculated as follows:

[0080]

[0081] Among them, δE(T) represents the improvement of the vehicle's energy efficiency in the time period [t0, T], that is, the energy saving rate, the unit is percentage (%), reflecting the improvement of the actual energy efficiency compared with the reference energy efficiency; η o represents a reference energy efficiency, which is energy efficiency data based on the design standard of the vehicle; η(T) represents the energy efficiency of the vehicle in the time period [t0, T];

[0082] Through energy efficiency evaluation and energy-saving effect prediction, not only can real-time feedback be provided on the impact of current driving behavior on energy efficiency, but also energy management strategies can be dynamically optimized, ultimately achieving the goal of reducing energy waste and improving the overall energy efficiency of vehicles.

[0083] In summary, the testing method for the energy-saving effect of automobile predictive energy management is completed.

[0084] The order of the embodiments of the invention is for description only and does not represent the advantages and disadvantages of the embodiments. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0085] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0086] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A method for testing the energy-saving effect of automobile predictive energy management, characterized in that: The following steps are involved: S1: collect and preprocess key data to obtain preprocessed key data; Based on the pre-processed key data, the instantaneous power consumption of the vehicle is calculated using the instantaneous power consumption test algorithm, and the instantaneous fuel consumption of the vehicle is calculated using the instantaneous fuel consumption test algorithm; S2: Based on the instantaneous electric energy consumption and the instantaneous fuel consumption, the comprehensive energy consumption is obtained using a comprehensive energy consumption calculation algorithm; based on the comprehensive energy consumption, combined with the vehicle's driving distance, the vehicle's energy efficiency is calculated, and the vehicle's energy efficiency is compared with the reference energy efficiency to calculate the energy saving rate.

2. The method for testing the energy saving effect of automobile predicted energy management according to claim 1, characterized in that: The S1 specifically includes: The instantaneous power consumption test algorithm obtains the battery power by calculating the product of voltage and current, uses the power operation of the absolute value of the pre-processed acceleration to reflect the nonlinear effect of the vehicle's acceleration on the battery power, and combines it with an exponential decay function to obtain the instantaneous power consumption.

3. The method for testing the energy saving effect of automobile predicted energy management according to claim 2, characterized in that: The S1 specifically includes: The calculation formula of the vehicle's instantaneous electric energy consumption is: Among them, E e (t) represents the instantaneous power consumption of the vehicle at time t in pure electric mode; V(t) represents the battery voltage after preprocessing at time t; I(t) represents the battery current after preprocessing at time t; |a(t)| represents the absolute value of the acceleration of the vehicle after preprocessing at time t; β represents the power exponent used to adjust the nonlinear effect of the preprocessed acceleration on the instantaneous power consumption; α represents the temperature coefficient; represents the temperature attenuation factor; represents the ambient temperature after pretreatment at time t; represents the optimal operating temperature of the battery; k represents the temperature attenuation coefficient.

4. The method for testing the energy saving effect of automobile predicted energy management according to claim 1, characterized in that: The S1 specifically includes: The instantaneous fuel consumption test algorithm calculates the rate of change of vehicle speed, the ratio of vehicle mass to reference vehicle mass, monitors the quality of oil and engine speed, corrects the instantaneous fuel consumption in combination with the vehicle speed fluctuation coefficient and the oil quality correction coefficient, introduces a lower limit threshold of vehicle speed, selects the maximum value between the current vehicle speed and the lower limit threshold of vehicle speed, and obtains the instantaneous fuel consumption.

5. The method for testing the energy saving effect of automobile predicted energy management according to claim 4, characterized in that: The S1 specifically includes: The calculation formula for the vehicle's instantaneous fuel consumption is: Among them, E f (t) represents the instantaneous fuel consumption of the vehicle at time t in the fuel mode; C f represents the basic coefficient of instantaneous fuel consumption; γ represents the speed fluctuation coefficient; Δv(t) represents the speed change rate after preprocessing at time t; v(t) represents the speed at time t; ∈ represents the lower limit threshold of the speed; max(v(t), ∈) represents the maximum value between the current speed and the lower limit threshold of the speed at time t; Indicates the ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower limit threshold of the vehicle speed; represents the logarithmic adjustment term based on vehicle mass; m(t) represents the vehicle mass after preprocessing at time t; m o represents the reference vehicle mass; δ represents the oil quality correction factor; Q f (t) represents the oil quality parameter after pretreatment at time t; r(t) represents the engine speed after pretreatment at time t.

6. The method for testing the energy saving effect of automobile predicted energy management according to claim 1, characterized in that: The S2 specifically includes: The comprehensive energy consumption calculation algorithm combines instantaneous electric energy consumption and instantaneous fuel consumption, and introduces an energy efficiency correction factor.

7. The method for testing the energy saving effect of automobile predicted energy management according to claim 6, characterized in that: The S2 specifically includes: The energy efficiency correction factor adjusts the comprehensive energy consumption calculation result according to the driving conditions of the vehicle. By calculating the proportional relationship between the vehicle speed and the maximum operating speed set when the vehicle is designed, combining the speed attenuation factor, the road friction coefficient and the road slope, a speed-related correction factor is introduced to adjust the impact of the vehicle speed on the energy efficiency correction factor.

8. The method for testing the energy saving effect of automobile predicted energy management according to claim 7, characterized in that: The S2 specifically includes: The specific calculation formula of the energy efficiency correction factor is: Where G(t) represents the energy efficiency correction factor; λ represents the speed-related correction coefficient; represents the exponential decay factor; μ represents the speed decay factor; v(t) represents the vehicle speed at time t; v max represents the maximum operating speed set when the vehicle is designed; F(t) represents the road friction coefficient at time t; F max represents the maximum friction coefficient; sin(θ(t)) represents the sine value of the road slope; θ(t) represents the road slope after preprocessing at time t.

9. The method for testing the energy saving effect of automobile predicted energy management according to claim 1, characterized in that: The S2 specifically includes: After calculating the comprehensive energy consumption, the energy efficiency of the vehicle is calculated in combination with the vehicle's driving distance. The specific calculation formula is: Where η(T) represents the energy efficiency of the vehicle in the time period [t0, T]; represents the comprehensive energy consumption; d(t0, T) represents the vehicle travel distance in the time period [t0, T].

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