Testing Method for Energy Saving Effect of Automotive Predictive Energy Management

Abstract

The present invention relates to the field of testing, and in particular to a testing method for predicting the energy-saving effect of automobile energy management. The method comprises: 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 vehicle's instantaneous power consumption, and using an instantaneous fuel consumption test algorithm to calculate the vehicle's instantaneous fuel consumption; based on the instantaneous power consumption and instantaneous fuel consumption, using a comprehensive energy consumption calculation algorithm to obtain comprehensive energy consumption; based on the comprehensive energy consumption and the vehicle's driving distance, calculating the vehicle's energy efficiency, and comparing the vehicle's energy efficiency with a reference energy efficiency to calculate the energy saving rate. The method solves the technical problems of lacking precise correction for the energy efficiency impact of actual driving conditions, and failing to fully consider the nonlinear impact of ambient temperature changes on battery efficiency, especially in an environment with large temperature fluctuations, where the loss of battery efficiency is more obvious.

Description

Technical Field

[0001] The present 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 increasing severity of the global energy crisis and environmental pollution problems, energy conservation and emission reduction have become the common goals of the global automotive industry. Especially with the rapid development of new energy vehicles such as electric vehicles (EVs) and hybrid electric vehicles (HEVs), 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 methods for evaluating the energy-saving effect of automobile predictive energy management 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 testing method for the energy-saving effect of automobile predictive energy management. With the advancement of technology, the future will provide the automotive industry with more efficient and accurate energy-saving effect evaluation tools, 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, existing testing methods for predicting the energy-saving effects of automobile energy management have the following technical problems: they cannot accurately calculate the comprehensive energy consumption of the vehicle under different operating conditions, especially in hybrid mode; they lack precise corrections for the energy efficiency impact of actual driving conditions (such as vehicle speed, road conditions, slope, etc.); they fail to fully consider the nonlinear impact of changes in ambient temperature on battery efficiency, especially in environments with large temperature fluctuations, where battery efficiency losses are more significant; and energy-saving effect tests are evaluated after the vehicle is used, lacking the ability to provide real-time feedback and dynamically optimize energy management strategies. Summary of the Invention

[0004] The present invention provides a testing method for predicting the energy-saving effect of automobile energy management to solve the technical problems of being unable to accurately calculate the comprehensive energy consumption of the automobile under different operating conditions, especially the hybrid power mode; lacking precise correction for the energy efficiency impact of actual driving conditions (such as vehicle speed, road conditions, slope, etc.); failing to fully consider the nonlinear impact of changes in ambient temperature on battery efficiency, especially in environments with large temperature fluctuations, where the loss of battery efficiency is more obvious; and the energy-saving effect test is evaluated after the vehicle is used, lacking the ability to provide real-time feedback and dynamically optimize energy management strategies.

[0005] The present invention provides a method for testing the energy-saving effect of automobile predicted energy management, which specifically includes the following technical solutions:

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

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

[0008] S2: Based on the instantaneous electric energy consumption and instantaneous fuel consumption, a comprehensive energy consumption calculation algorithm is used to obtain the comprehensive energy consumption; based on the comprehensive energy consumption and combined with the vehicle's travel 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 calculates the product of voltage and current to obtain battery power, uses the exponential 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 vehicle's instantaneous power consumption is:

[0013]

[0014] Among them, E e (t) represents the instantaneous electric energy 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 electric energy consumption; α represents the temperature coefficient; represents the temperature attenuation factor; represents the ambient temperature after pretreatment at time t; Indicates 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 a reference vehicle mass, monitors fuel quality and engine speed, and corrects instantaneous fuel consumption by combining a vehicle speed fluctuation coefficient and a fuel quality correction coefficient. A lower speed threshold is introduced, and the maximum value between the current vehicle speed and the lower speed threshold is selected to obtain 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 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; The ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower speed threshold; 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 vehicle's driving conditions. By calculating the proportional relationship between the vehicle speed and the maximum operating speed set when the vehicle is designed, combined with 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 vehicle's energy efficiency is calculated based on the vehicle's travel 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 distance traveled 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 rigorous preprocessing, such as denoising, data smoothing, outlier detection and correction, the data quality and the reliability of subsequent calculation results are ensured. This can provide accurate basic data for instantaneous power consumption and instantaneous fuel consumption tests, thereby ensuring the accuracy of energy consumption calculations.

[0035] 2. The instantaneous power consumption test algorithm is used to accurately calculate the instantaneous power consumption in pure electric mode through real-time monitoring and nonlinear correction of pre-processed battery voltage, current, acceleration and ambient temperature. In particular, the nonlinear effect of pre-processed acceleration on instantaneous power consumption and the effect of pre-processed ambient temperature on battery efficiency are introduced. The impact of temperature changes on the battery is reflected through an exponential decay function, ensuring dynamic adjustment of battery efficiency and making the prediction of the vehicle's instantaneous power consumption under different driving conditions more accurate.

[0036] 3. The instantaneous fuel consumption test algorithm effectively predicts instantaneous fuel consumption by combining factors such as vehicle speed changes, vehicle mass, fuel quality, and engine speed. It also considers the impact of acceleration, braking, and driving behavior fluctuations on instantaneous fuel consumption. By introducing a logarithmic adjustment term, a speed fluctuation coefficient, and a fuel quality correction factor, it can accurately reflect the vehicle's instantaneous fuel consumption under different operating conditions, avoiding the errors and inaccuracies of traditional methods.

[0037] 4. Based on instantaneous electrical energy consumption and instantaneous fuel consumption, the comprehensive energy consumption calculation algorithm can accurately calculate the total energy consumption over a period of time, and can accurately combine instantaneous electrical energy consumption and instantaneous fuel consumption. It is suitable for energy-saving effect evaluation in 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 vehicle predictive energy management energy-saving effect test method.

[0038] 5. After calculating the comprehensive energy consumption and the 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 illustrate the technical means and effects adopted by the present invention to achieve the predetermined purpose of the invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall 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 predicting the energy saving effect of automobile energy management provided by the present invention is described in detail below with reference to the accompanying drawings.

[0043] Refer to the attached Figure 1 , which shows a flow chart of a method for testing the energy-saving effect of automobile predicted energy management provided by one 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, calculate the instantaneous power consumption of the vehicle using an instantaneous power consumption test algorithm, and calculate the instantaneous fuel consumption of the vehicle using an instantaneous fuel consumption test algorithm;

[0045] 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 tilt angle in real time using a tilt sensor or gyroscope equipped on the vehicle;

[0046] The key data collected in real time are rigorously 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 methods include but are not limited to denoising, data smoothing, and outlier detection and correction, which are all well-known technical means to those skilled in the art and are not detailed 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 calculates the product of voltage and current to obtain battery power, reflecting the instantaneous power consumption of the vehicle's battery;

[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 and 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 vehicle's acceleration on the battery power by exponential operation of the absolute value of the pre-processed acceleration. The calculation using the absolute value of the pre-processed acceleration takes into account both the changes in the vehicle's power consumption during acceleration and the changes in the vehicle's power consumption during braking.

[0050] Since the ambient temperature has a significant impact on the efficiency of the battery, either too high or too low an ambient temperature will cause the battery's energy conversion efficiency to decrease. In order to accurately reflect the impact of ambient temperature changes on battery efficiency, an exponential decay function is adopted 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. The square treatment emphasizes that the greater the temperature deviation, the more significant the battery efficiency will decrease. 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 instantaneous power consumption, reflecting the asymmetric effect 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 for the vehicle's instantaneous power 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; 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 at time t on the instantaneous power consumption. The exponential decay function ensures 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. The square treatment emphasizes 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, reflecting the impact 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 vehicle's instantaneous fuel consumption;

[0055] The impact of vehicle driving behavior (such as acceleration and braking) on ​​instantaneous fuel consumption cannot be ignored. Fluctuations in driving behavior can 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 combines it with the speed fluctuation coefficient to correct instantaneous fuel consumption. When the rate of change of vehicle speed is extremely large, it indicates frequent acceleration and braking, which will lead to increased instantaneous fuel consumption. A lower speed threshold is introduced, that is, the minimum speed value determined during vehicle design. The maximum value between the current vehicle speed and the lower speed threshold is selected to avoid unreasonable calculations when the vehicle speed is too low.

[0056] Vehicle mass directly affects instantaneous fuel consumption. A heavier vehicle requires more fuel to maintain the same driving state. The instantaneous fuel consumption test algorithm uses the ratio of vehicle mass (including both the vehicle's own mass and the mass of its load) to the baseline vehicle's mass for correction. The natural logarithm can best represent the "increasing reduction effect." For example, if instantaneous fuel consumption does not increase linearly as vehicle mass increases, but instead gradually slows down, this indicates that vehicle mass has a nonlinear effect on instantaneous fuel consumption.

[0057] The quality of the oil also has a significant impact on instantaneous fuel consumption. High-quality oil can improve the engine's combustion efficiency and reduce instantaneous energy consumption. Conversely, if the oil quality is poor, the instantaneous fuel consumption will increase. The instantaneous fuel consumption test algorithm monitors the oil quality and combines it with the oil quality correction factor to correct the instantaneous fuel consumption.

[0058] Engine speed is closely related to instantaneous fuel consumption. The instantaneous fuel consumption test algorithm reflects the changes in instantaneous fuel consumption by monitoring the engine speed in real time. The faster the engine speed, the greater the 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 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 changes 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 speed value determined during vehicle design and is used to avoid abnormal calculations 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 calculations when the vehicle speed is too low; The ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower speed threshold reflects the impact of speed fluctuations on instantaneous fuel consumption. This ratio can be used to identify the impact of driving behaviors such as frequent acceleration and braking on instantaneous fuel consumption. 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 speed threshold is used. This square operation gives a high weight to extremely high-frequency acceleration or braking behaviors. This means that when calculating fuel consumption, intense driving behaviors (such as sudden acceleration or braking) will result in a significant amount of fuel consumption, ensuring that the accurate portrayal of vehicle driving behavior conforms to the actual nonlinear effects. represents the logarithmic adjustment term based on vehicle mass, reflecting the impact of vehicle mass on instantaneous fuel consumption. As vehicle mass increases, instantaneous fuel consumption also increases. The use of natural logarithms can well represent the "increasing reduction effect". For example, when vehicle mass increases, 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, measured by the on-board mass sensor and obtained after preprocessing. o represents the reference vehicle mass, which is determined based on the vehicle mass under the standard configuration provided by the vehicle manufacturer; δ represents the oil quality correction factor, which is used to correct 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 the oil quality sensor and preprocessing; r(t) represents the engine speed after preprocessing at time t, which is obtained by the engine speed sensor measuring the engine speed in real time and preprocessing;

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

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

[0065] The comprehensive energy consumption calculation algorithm rationally combines instantaneous electric energy consumption and instantaneous fuel consumption to reflect the complexity of a vehicle's simultaneous reliance on two energy sources in hybrid mode, making it suitable for energy-saving effect testing in pure electric, hybrid, and pure fuel modes. The introduction of an energy efficiency correction factor in the implementation of the comprehensive energy consumption prediction algorithm can comprehensively and accurately reflect the vehicle's energy efficiency performance under real-world 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 vehicle's driving conditions, thereby improving the accuracy of the vehicle predictive energy management energy saving effect test method;

[0067] The energy efficiency correction factor is calculated by calculating the proportional relationship between the vehicle speed and the maximum operating speed set when the vehicle is designed, combined with the speed attenuation factor, to control the degree of influence of the vehicle speed on the energy efficiency correction 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 it is traveling at high speed. The speed-related correction coefficient is introduced to adjust the influence of the 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. This 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 formula for calculating 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 electric energy 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 fuel mode; G(t) represents the energy efficiency correction factor, and the specific calculation formula is:

[0073]

[0074] Wherein, λ represents the speed-related correction coefficient, which is used to adjust the impact of vehicle speed on the energy efficiency correction factor. It can be set according to the specific implementation scenario 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 vehicle's energy efficiency decreases when it is traveling at high speeds. μ represents the speed decay factor, which is used to control the degree of influence of 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 represents the maximum operating speed set when the vehicle is designed, which is provided by the vehicle manufacturer; F(t) represents the road friction coefficient at time t, reflecting the degree of friction 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 indirectly through the vehicle's tilt sensor or gyroscope to measure the vehicle's tilt angle in real time and then preprocessed;

[0075] After calculating the comprehensive energy consumption, combined with the vehicle's travel distance in the corresponding time period, the energy consumed per unit distance under the current driving conditions is calculated. This 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] Comparing the vehicle's energy efficiency with a reference energy efficiency, which is energy efficiency data based on the vehicle's design standards. By comparing the difference between the vehicle's energy efficiency during the current time period and the reference energy efficiency, the energy saving rate can be calculated. The calculated energy saving rate directly reflects the energy saving effect of the current energy management strategy compared to the originally designed energy saving target.

[0079] The formula for calculating energy saving rate is:

[0080]

[0081] Wherein, δE(T) represents the improvement of the vehicle’s energy efficiency in the time period [t0, T], i.e., the energy saving rate, expressed in percentage (%), which reflects the degree of improvement of the actual energy efficiency compared with the reference energy efficiency; η o represents the 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 on the impact of current driving behavior on energy efficiency be provided, but energy management strategies can also be dynamically optimized, ultimately achieving the goal of reducing energy waste and improving the overall energy efficiency of the vehicle.

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

[0084] The order in which the embodiments of the invention are presented is for illustrative purposes only and does not necessarily represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain 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 referred to each other. 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 they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. These 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 all be included in the scope of protection of the present invention.

Claims

1. A method for testing the energy-saving effect of automobile prediction 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 instantaneous electrical energy consumption and instantaneous fuel consumption, a comprehensive energy consumption calculation algorithm is used to obtain comprehensive energy consumption by introducing an energy efficiency correction factor. The energy efficiency correction factor adjusts the comprehensive energy consumption calculation result according to the vehicle's driving conditions. 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 vehicle speed on the energy efficiency correction factor. The specific calculation formula of the energy efficiency correction factor is: ， in, represents the energy efficiency correction factor; Indicates the speed-related correction factor; represents the exponential decay factor; represents the speed attenuation factor; Indicates time Speed ​​of the vehicle; Indicates the maximum operating speed set when the vehicle is designed; Indicates time The road friction coefficient; Indicates the maximum friction coefficient; Indicates the sine value of the road slope; Indicates time Pre-processed road slope; Based on the comprehensive energy consumption and the vehicle's travel 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 prediction energy management according to claim 1, characterized in that: Said S1 specifically includes: The instantaneous power consumption test algorithm calculates the product of voltage and current to obtain battery power, uses the exponential 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: Said S1 specifically includes: The calculation formula for the vehicle's instantaneous power consumption is: ， in, Indicates the time when the vehicle is in pure electric mode Instantaneous power consumption; Indicates time Battery voltage after preconditioning; Indicates time Battery current after preconditioning; Indicates the vehicle at time The absolute value of the acceleration after preprocessing; Represents the power exponent used to adjust the nonlinear effect of pre-processed acceleration on instantaneous power consumption; represents the temperature coefficient; represents the temperature attenuation factor; Indicates time Ambient temperature after pretreatment; Indicates the optimal operating temperature of the battery; Represents the temperature attenuation coefficient.

4. The method for testing the energy-saving effect of automobile prediction energy management according to claim 1, characterized in that: Said S1 specifically includes: The instantaneous fuel consumption test algorithm calculates the rate of change of vehicle speed, the ratio of vehicle mass to a reference vehicle mass, monitors fuel quality and engine speed, and corrects instantaneous fuel consumption by combining a vehicle speed fluctuation coefficient and a fuel quality correction coefficient. A lower speed threshold is introduced, and the maximum value between the current vehicle speed and the lower speed threshold is selected to obtain the instantaneous fuel consumption.

5. The method for testing the energy-saving effect of automobile prediction energy management according to claim 4, characterized in that: Said S1 specifically includes: The calculation formula for the vehicle's instantaneous fuel consumption is: ， in, Indicates the time when the vehicle is in fuel mode Instantaneous fuel consumption; Indicates the basic coefficient of instantaneous fuel consumption; represents the vehicle speed fluctuation coefficient; Indicates time Vehicle speed change rate after preprocessing; Indicates time The speed of the vehicle; Indicates the lower threshold of vehicle speed; Indicates time Select the maximum value between the current vehicle speed and the lower vehicle speed threshold; The ratio of the pre-processed vehicle speed change rate to the maximum value between the current vehicle speed and the lower speed threshold; represents the logarithmic adjustment term based on vehicle mass; Indicates time Vehicle mass after pretreatment; represents the base vehicle mass; Indicates the oil quality correction factor; Indicates time Oil quality parameters after pretreatment; Indicates time Engine speed after preconditioning.

6. The method for testing the energy-saving effect of automobile prediction energy management according to claim 1, characterized in that: Said S2 specifically includes: After calculating the comprehensive energy consumption, the vehicle's energy efficiency is calculated based on the vehicle's travel distance. The specific calculation formula is: ， in, Indicates the time period Energy efficiency of vehicles inside; represents the overall energy expenditure; Indicates the time period Vehicle driving distance.

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