Automobile battery electric energy loss analog simulation device and method under multiple road conditions

Abstract

The invention relates to an automobile battery electric energy loss simulation device and method under multiple road conditions, and the device comprises a workbench, the upper surface of the workbench is provided with at least two working windows, the working windows are provided with working condition simulation devices, each working condition simulation device comprises a wheel supporting frame body, and the wheel supporting frame body is provided with two damping rollers and a damper. The two damping rotating rollers are in transmission fit through a driven transmission belt or a driven transmission chain, and the damping rotating rollers adjust the damping through a damper; a functional rotating roller is arranged on the wheel supporting frame body, a rotating shaft of the functional rotating roller is rotationally matched with a connecting ring, and the connecting ring is driven by a functional rotating roller push lever to move; the workbench is provided with a simulation host, and the simulation host is used for being connected with an OBD interface of a test vehicle through a data line. The device can accurately simulate various complex road conditions such as flat roads, climbing, potholes, steering and the like through cooperative work of components such as the damping rotating roller, the damper, the functional rotating roller and the oscillation starting device.

Description

Technical Field

[0001] The present invention belongs to the field of new energy vehicle simulation devices, and particularly relates to a simulation device and method for the power loss of vehicle batteries under multiple road conditions. Background Art

[0002] At present, the simulation devices in many universities can only simulate single or a few road conditions. For example, some devices can only simulate flat roads, and simulate the energy consumption during vehicle driving through fixed resistance settings, and cannot cover various complex working conditions such as climbing, downhill, potholes, and roads with different roughness levels that are common in actual driving. This single simulation method makes it difficult for the test results to reflect the power loss of the vehicle battery under real and diverse road conditions, resulting in an incomplete and inaccurate evaluation of the battery performance. In addition, when the existing devices simulate changes in road conditions, they cannot quickly and accurately adjust the simulation parameters according to the real-time state of the battery. When simulating the transition from a flat road to a climbing condition, the simulation resistance cannot be increased in time, causing the battery output power to not match the actual demand, resulting in large deviations in the test data. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a simulation device and method for the power loss of vehicle batteries under multiple road conditions. The device can accurately simulate various complex road conditions such as flat roads, climbing, potholes, and turning through the collaborative work of components such as damping rollers, dampers, functional rollers, and vibrators.

[0004] To solve the above technical problem, the technical solution adopted by the present invention is: A simulation device for the power loss of vehicle batteries under multiple road conditions, including a workbench. At least two working windows are provided on the upper surface of the workbench, and a working condition simulation device is provided at the working windows. The working condition simulation device includes a wheel support frame body. Two damping rollers and a damper are provided on the wheel support frame body. The two damping rollers are in transmission cooperation through a driven transmission belt or a driven transmission chain, and the damping of the damping roller is adjusted by the damper; A functional roller is provided on the wheel support frame body. The rotating shaft of the functional roller is rotationally matched with a connecting ring, and the connecting ring is driven to move by a functional roller push rod; A simulation host is provided on the workbench. The simulation host is connected to the OBD interface of the test vehicle through a data line.

[0005] Preferably, the working condition simulation device further includes a support cylinder and a support column. The support cylinder is sleeved with the support column. The support cylinder is connected to the wheel support frame body, and the support column is connected to the base. The base is installed in the workbench.

[0006] Preferably, a vibrator is provided between the support cylinder and the base, and the vibrator is used to drive the support cylinder to vibrate up and down.

[0007] Preferably, the support cylinder is rotatably engaged with the shaft seat, and the shaft seat is installed at the bottom of the wheel support frame; A hydraulic caliper is provided on the shaft seat, and the hydraulic caliper is used to lock the support cylinder.

[0008] Preferably, upper slot holes are provided on the wheel support frame, a functional roller is provided at the upper slot holes, the rotating shaft of the functional roller can slide on the upper slot holes, and the push rod of the functional roller is rotatably installed on the wheel support frame.

[0009] Preferably, the connecting ring is rotatably engaged with the telescopic rod, and the telescopic rod is connected to the damping adjustment knob of the damper; when the push rod of the functional roller drives the functional roller to move upward, the telescopic rod will rotate synchronously and increase the damping of the damper; Or when the damper is an electronic damper, the telescopic rod is connected to the position switch of the electronic damper.

[0010] Preferably, lower slot holes are provided on the wheel support frame, an adaptive adjustment roller is provided at the lower slot holes, the adaptive adjustment roller is connected to an elastic telescopic member, and the elastic telescopic member is installed on the wheel support frame; The number of the upper slot holes is two, the number of the lower slot holes is one, and the upper slot holes and the lower slot holes are distributed in an inverted triangle; when the functional roller moves upward and lifts the driven transmission belt or the driven transmission chain upward, the adaptive adjustment roller moves downward adaptively.

[0011] Preferably, a forked structure extrusion cylinder is provided at the end of the damping roller; The damper is provided with a circular channel, the circular channel is coaxially arranged with the damping roller, and internal threads are provided on the inner wall of the circular channel; The damping adjustment knob is connected to the extrusion cylinder body, and the extrusion cylinder body is in threaded fit with the circular channel; the extrusion cylinder body is matched with the forked structure extrusion cylinder to adjust the damping of the damping roller.

[0012] Preferably, the simulation host includes: Battery data acquisition module: used to interact with the battery management system of the test vehicle and collect parameters directly related to power loss; the directly related parameters include state of charge, battery voltage, battery current, battery temperature, charge and discharge power; Dynamic load control module: used to dynamically adjust the simulation working conditions according to the real-time state of the battery, and the simulation working conditions include: Condition 1, resistance adjustment: in the climbing mode, the simulation resistance is increased through the damper to simulate the high output scenario of the battery; Condition 2, road surface and battery loss simulation: when it is necessary to simulate the actual road conditions of a potholed road surface, according to the preset road condition parameters or vehicle driving state data, control the vibrator to drive the support cylinder to shake up and down at a low frequency to restore the bumpy condition of the vehicle driving on a potholed road surface; To test the thermo-mechanical coupling loss of the battery, combined with the battery temperature data, control the oscillator to switch to the high-frequency vibration mode, and test the change of the electrical energy loss of the battery under the combined action of complex vibration and temperature; Condition 3, road surface form: Switch the surface structure of the function roller to simulate the battery energy fluctuation under different road conditions; Battery loss prediction model: Used to inversely deduce the relationship between the change of battery internal resistance and energy loss in real time; Simulation analysis module: Generate a battery loss report based on the measured data and the simulation model; decompose the proportion of the energy consumption of the drive system, air conditioner, and auxiliary equipment; compare the battery loss differences under different road conditions; combine the number of cycles and the loss curve to estimate the remaining service life of the battery.

[0013] A method for using an automotive battery electrical energy loss simulation device under multiple road conditions includes the following steps: S1. Set the automotive battery electrical energy loss simulation device in the non-working position state: (1) The function roller is in the non-working position, and the upper part of the driven conveyor belt is horizontal; (2) Adjust the damper to the maximum damping; (3) The hydraulic caliper is in the locked state, and the support cylinder is fixed to the shaft seat to prevent the support frame from rotating; (4) Select the function roller surface mode, that is, select the concave-convex or smooth function roller in advance and preset the amplitude of the oscillator; S2. Drive the test vehicle onto the workbench, and align the wheels with the work window; the simulation host controls the function roller push rod to move downward: the function roller slides along the upper slot hole, and the conveyor belt is lifted to be arc-shaped and fitted to the tire; synchronously trigger the telescopic rod to adjust the damper to the minimum damping; The hydraulic caliper is unlocked, allowing the support cylinder to rotate around the shaft seat; the support frame can rotate freely; S3. Conduct multi-road condition simulation tests, including: (1) Flat road mode: The damper maintains the minimum damping; the oscillator is turned off, and there is no vertical vibration; (2) Climbing mode: The simulation host gradually increases the damping of the damper; (3) Potholed road surface: The oscillator drives the support cylinder to shake up and down according to the preset high / low frequency parameters, which are respectively used to simulate and test the thermo-mechanical coupling loss and the driving conditions on the potholed road surface; When the oscillator vibrates at high frequency, it is used to simulate and test the thermo-mechanical coupling loss; when the oscillator vibrates at low frequency, it is used to simulate the driving conditions on the potholed road surface; (4) Steering test: The hydraulic caliper remains unlocked. When the test vehicle steers, the support frame rotates with the support cylinder to simulate the actual steering resistance; S4. The battery data acquisition module continuously feeds back parameters including state of charge, battery voltage, battery current, battery temperature, and charge and discharge power. The simulation host automatically adjusts the load through the battery loss prediction model. S5. After the test is completed, the vehicle exits, and the automotive battery power loss simulation device returns to the non-operating position: the function roller push rod drives the function roller back to the horizontal position, the damper automatically adjusts to the maximum damping to prevent the conveyor belt from idling; the hydraulic caliper locks the support cylinder to fix the direction of the support frame body, and the test vehicle slowly drives out of the working window to avoid tire slippage with the conveyor belt. S6. The simulation analysis module analyzes the data and generates an analysis report. The present invention can achieve the following beneficial effects: 1. Through the collaborative work of components such as the damping roller, damper, function roller, and vibration exciter, this device can accurately simulate various complex road conditions such as flat roads, uphill slopes, potholes, and turns. The damping roller and the damper cooperate to flexibly adjust the resistance, simulating the resistance changes when the vehicle is driving on different slope road conditions; the vibration exciter drives the support cylinder to vibrate up and down, highly restoring the vertical vibration brought by the pothole road surface; the surface structure switching and position adjustment of the function roller can simulate different road surface forms such as gravel roads, providing multiple application scenarios for the battery power loss test.

[0014] 2. This device can continuously increase the load through the damper to match the high-output scenario of the battery; combined with the battery temperature, dynamically adjust the amplitude of the vibration exciter to accurately test the thermo-mechanical coupling loss. When the function roller push rod drives the function roller to move upward, it can synchronously adjust the damping of the damper to achieve the coordinated change of simulation parameters.

[0015] 3. At least two working windows are set on the workbench, which can be flexibly adjusted according to the drive form of the test vehicle. Two windows are set for two-wheel drive and four windows are set for four-wheel drive, with wide vehicle adaptability. The socket structure of the support cylinder and the support column of the working condition simulation device, as well as the design of the shaft seat and the hydraulic caliper, ensure the structural stability of the device while realizing the steering simulation and the stability control when the vehicle drives out. The upper slot holes, lower slot holes on the wheel support frame body, and the cooperation of the adaptive adjustment roller and the elastic telescopic member ensure that the driven conveyor belt always maintains an appropriate tension during different working condition simulations, improving the stability and reliability of the device operation.

[0016] 4. Before the test, this device can be conveniently set to the non-operating position state. After the test vehicle drives in, through the control of the simulation host, it can quickly complete the adjustment of components such as the function roller, damper, and hydraulic caliper and enter the test state. After the test is completed, the device can quickly return to the non-operating position, facilitating the driving out of the test vehicle. The entire test process is coherent and efficient, effectively shortening the test cycle and improving the test efficiency.

[0017] 5. When the working condition simulation device is in the working state, the transmission belt is in an arc shape, well wrapping the lower part of the wheel, having sufficient contact surface with the wheel, and only increasing the friction force. When the test vehicle drives out of the working condition simulation device, the functional roller jacks up the wheel, facilitating the entry and exit of the test vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present invention will be further described below in conjunction with the drawings and embodiments: Figure 1 is a schematic structural diagram of a multi-road-condition vehicle battery power loss simulation and emulation device in the present invention; Figure 2 is a schematic structural diagram of the working condition simulation device of the present invention; Figure 3 is a three-dimensional structure diagram of the wheel support frame of the present invention; Figure 4 is the front view of the wheel support frame of the present invention; Figure 5 is the top view of the wheel support frame of the present invention; Figure 6 is the schematic diagram of the damper in this embodiment; Figure 7 is the developed view of the functional roller in this embodiment (the surface of the functional roller is a smooth surface); Figure 8 is the developed view of the functional roller in this embodiment (the surface of the functional roller is a concave-convex surface).

[0019] In the figure: workbench 1, working window 2, working condition simulation device 3, wheel support frame 301, damping roller 302, damper 303, support cylinder 304, support column 305, base 306, vibration exciter 307, shaft seat 308, upper slot hole 309, functional roller 310, connecting ring 311, telescopic rod 312, damping adjustment knob 313, lower slot hole 314, adaptive adjustment roller 315, elastic telescopic member 316, extrusion column 317, split structure extrusion cylinder 318, hydraulic caliper 319, functional roller push rod 320, simulation host 4. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The preferred solution is as Figures 1 to 8As shown in the figure, a simulation device for the power loss of an automotive battery under multiple road conditions includes a workbench 1. There are at least two working windows 2 on the upper surface of the workbench 1. When the test vehicle is two-wheel drive, two working windows 2 are provided. When the test vehicle is four-wheel drive, four working windows 2 are provided. A working condition simulation device 3 is provided at the working window 2. The working condition simulation device 3 includes a wheel support frame 301. There are two damping rollers 302 and a damper 303 on the wheel support frame 301. The two damping rollers 302 are in transmission cooperation through a driven transmission belt or a driven transmission chain. The damping roller 302 adjusts the damping magnitude through the damper 303; A functional roller 310 is provided on the wheel support frame 301. The rotating shaft of the functional roller 310 is rotationally matched with a connecting ring 311. The connecting ring 311 is driven to move through a functional roller push rod 320; A simulation host 4 is provided on the workbench 1. The simulation host 4 is connected to the OBD interface of the test vehicle through a data cable.

[0021] In this embodiment, the damping roller 302 and the adjustable damper 303 are used to simulate the scenario of an automobile climbing a slope. The vibrator 307 provides vertical vibration to simulate a potholed road surface. The functions of the functional roller 310 include: ① As Figure 8 shown, when the surface of the functional roller 310 is an uneven structure, it can simulate a gravel road surface or other uneven road surfaces; ② When the functional roller 310 moves upward, it can lift the test vehicle upward while ensuring that the functional roller 310 is relatively horizontal with the damping roller 302, which facilitates the tires of the test vehicle to drive out of the driven transmission belt; otherwise, the tires are likely to slip on the transmission belt, resulting in the test vehicle being unable to drive out of the test area. As Figure 7 shown, when simulating a relatively smooth road surface, a smooth functional roller 310 is used.

[0022] Furthermore, the working condition simulation device 3 further includes a support cylinder 304 and a support column 305. The support cylinder 304 is sleeved with the support column 305. The support cylinder 304 is connected to the wheel support frame 301. The support column 305 is connected to the base 306. The base 306 is installed in the workbench 1. The support cylinder 304 and the base 306 are used to support the wheel support frame 301. The workbench 1 is a trapezoidal structure. The wheel support frame 301, the support cylinder 304, and the support column 305 are all located within the workbench 1.

[0023] Furthermore, a vibrator 307 is provided between the support cylinder 304 and the base 306. The vibrator 307 is used to drive the support cylinder 304 to vibrate up and down. The number of vibrators 307 is two. The vibrator 307 is used to simulate a potholed road surface.

[0024] Furthermore, the support cylinder 304 is rotationally matched with a shaft seat 308. The shaft seat 308 is installed at the bottom of the wheel support frame 301; A hydraulic caliper 319 is provided on the shaft seat 308, and the hydraulic caliper 319 is used to lock the support cylinder 304.

[0025] When the wheels of the test vehicle are located within the wheel support frame 301, the hydraulic caliper 319 releases the lock on the support cylinder 304, and the test vehicle can simulate a steering scenario. When the test vehicle needs to drive out of the test area, the hydraulic caliper 319 locks the support cylinder 304 to prevent the direction of the wheel support frame 301 from shifting due to the rotation of the support cylinder 304.

[0026] Further, an upper slot 309 is provided on the wheel support frame 301. A functional roller 310 is provided at the upper slot 309. The rotating shaft of the functional roller 310 can slide on the upper slot 309. The functional roller push rod 320 is rotatably mounted on the wheel support frame 301.

[0027] The upper slot 309 is inclined. In an ideal state, the upper slot 309 points to the center of the wheel.

[0028] Further, the connecting ring 311 is rotationally matched with the telescopic rod 312, and the telescopic rod 312 is connected to the damping adjustment knob 313 of the damper 303; when the functional roller push rod 320 drives the functional roller 310 to move upward, the telescopic rod 312 will rotate synchronously and increase the damping of the damper 303.

[0029] The functional roller push rod 320 is used to drive the functional roller 310 to tilt up and down, thereby changing the shape of the driven transmission belt. When in the working position, the upper part of the driven transmission belt is arc-shaped and just fits the wheel. When in the non-working position, the upper part of the driven transmission belt is horizontal, facilitating the test vehicle to drive out of the working window 2.

[0030] When the functional roller push rod 320 drives the functional roller 310 to move, it will synchronously drive the damping adjustment knob 313 to act, thereby adjusting the damping of the damper 303. When the functional roller 310 is in the working position, the damping of the damper 303 is the smallest. When the functional roller 310 is in the non-working position, the damping of the damper 303 is the largest.

[0031] Further, a lower slot 314 is provided on the wheel support frame 301. An adaptive adjustment roller 315 is provided at the lower slot 314. The adaptive adjustment roller 315 is connected to an elastic telescopic member 316, and the elastic telescopic member 316 is mounted on the wheel support frame 301; The number of the upper slots 309 is two, and the number of the lower slots 314 is one. The upper slots 309 and the lower slot 314 are distributed in an inverted triangle; when the functional roller 310 moves upward and lifts the driven transmission belt or the driven transmission chain upward, the adaptive adjustment roller 315 moves downward adaptively.

[0032] Since the perimeter of the driven transmission belt is constant, when the upper part of the driven transmission belt is arc-shaped, the height of the lower part of the driven transmission belt will increase, and the adaptive adjustment roller 315 moves upward. When the upper part of the driven transmission belt is horizontal, the height of the lower part of the driven transmission belt will decrease, and the adaptive adjustment roller 315 moves downward.

[0033] Furthermore, a forked structure extrusion cylinder 318 is provided at the end of the damping roller 302; The damper 303 is provided with a circular channel, the circular channel is arranged coaxially with the damping roller 302, and the inner wall of the circular channel is provided with internal threads; The damping adjustment knob 313 is connected to the extrusion cylinder 317, and the extrusion cylinder 317 is in threaded fit with the circular channel; the extrusion cylinder 317 cooperates with the forked structure extrusion cylinder 318 to adjust the damping of the damping roller 302.

[0034] In this embodiment, a feasible structure of the damper 303 is given, and the rotation of the damping adjustment knob 313 can adjust its damping. As an alternative solution, the damper 303 can adopt an electronic damper. Correspondingly, the damping adjustment knob 313 can be connected to a travel switch or a position switch to adjust the maximum and minimum damping values.

[0035] The simulation host 4 includes: Battery data acquisition module: used to interact with the battery management system of the test vehicle and collect parameters directly related to power loss; the directly related parameters include state of charge, battery voltage, battery current, battery temperature, charge and discharge power; Dynamic load control module: used to dynamically adjust the simulation conditions according to the real-time state of the battery, and the simulation conditions include: Condition 1, resistance adjustment: In the climbing mode, the simulation resistance is increased through the damper 303 to simulate the high-output scenario of the battery; Condition 2, road surface and battery loss simulation: When it is necessary to simulate the actual road conditions of a potholed road surface, the vibrator 307 is controlled to drive the support cylinder 304 to shake up and down at a low frequency according to the preset road condition parameters or vehicle driving state data, so as to restore the bumpy condition of the vehicle driving on a potholed road surface; If it is necessary to test the thermo-mechanical coupling loss of the battery, combined with the battery temperature data, the vibrator 307 is controlled to switch to the high-frequency vibration mode to test the change of the power loss of the battery under the combined action of complex vibration and temperature; Condition 3, road surface form: Switch the surface structure of the function roller 310 to simulate the battery energy fluctuation under different road conditions; Battery loss prediction model: used to inversely deduce the relationship between the change of battery internal resistance and energy loss in real time; Simulation analysis module: Generate a battery loss report based on measured data and simulation models; decompose the proportion of energy consumption of the drive system, air conditioner, and auxiliary equipment; compare the battery loss differences under different road conditions; combine the number of cycles and the loss curve to estimate the remaining service life of the battery.

[0036] A method for using an automotive battery power loss simulation device under multiple road conditions includes the following steps: S1. Set the automotive battery power loss simulation device to the non-operating position state: (1) The function roller 310 is in the non-operating position, and the upper part of the driven transmission belt 302 is horizontal. (2) Adjust the damper 303 to the maximum damping. (3) The hydraulic caliper 319 is in the locked state, and the support cylinder 304 is fixed to the shaft seat 308 to prevent the support frame 301 from rotating. (4) Select the surface mode of the function roller 310, that is, select the concave-convex or smooth function roller 310 in advance, and preset the amplitude of the vibrator 307. S2. Drive the test vehicle onto the workbench 1, and align the wheels with the work window 2; the simulation host 4 controls the function roller push rod 320 to move downward: the function roller 310 slides along the upper slot 309, lifting the transmission belt to be arc-shaped and fitting the tire; synchronously trigger the telescopic rod 312 to adjust the damper 303 to the minimum damping. The hydraulic caliper 319 releases the lock, allowing the support cylinder 304 to rotate around the shaft seat 308; the support frame 301 can rotate freely. S3. Conduct multi-road condition simulation tests, including: (1) Flat road mode: The damper 303 maintains the minimum damping; the vibrator 307 is turned off, and there is no vertical vibration. (2) Climbing mode: The simulation host 4 gradually increases the damping of the damper 303. When the vehicle is climbing, due to the component force of gravity along the slope, it will be subjected to a downward force, causing the vehicle to have a tendency to slide. To simulate this actual force condition during climbing, it is necessary to increase the resistance of the system by increasing the damping of the damper 303 to resist the sliding tendency of the vehicle caused by the component force of gravity, so as to more realistically simulate the dynamic behavior of the vehicle during climbing. Increasing the damping can effectively control the speed and motion stability of the vehicle. During the climbing process, if the vehicle speed is too fast, it may lead to problems such as insufficient power or loss of control. By increasing the damping, the vehicle can maintain an appropriate speed during climbing, avoid excessive speed, and at the same time help reduce the vibration and sway of the vehicle, improving the driving smoothness.

[0037] When climbing a slope, the vehicle requires greater traction to overcome gravity and resistance. Increasing the damping of the damper can enable the power system to output greater torque to match the power required for climbing. This can simulate the working state of the power system when the vehicle is actually climbing, including the load of the engine, the shifting of the transmission, etc., so as to more accurately study the performance and energy consumption of the vehicle under the climbing condition.

[0038] (3)Potholed road surface: The shaker 307 drives the support cylinder 304 to shake up and down according to the preset high / low frequency parameters, which are respectively used to simulate and test the thermo-mechanical coupling loss and the driving condition on the potholed road surface; When the shaker 307 vibrates at a high frequency, it is used to simulate and test the thermo-mechanical coupling loss; when the shaker 307 vibrates at a low frequency, it is used to simulate the driving condition on the potholed road surface; For example: When the shaker 307 vibrates at a high frequency above 80Hz, it is used to simulate and test the thermo-mechanical coupling loss; when the shaker 307 vibrates at a low frequency of 0.5Hz to 5Hz, it is used to simulate the driving condition on the potholed road surface. This low-frequency range can simulate the bumping situation where the vehicle vibrates 0.5 to 5 times per second when driving on a common potholed road surface, conforming to the actual driving state and accurately testing the power loss of the battery under the vibration of complex road conditions.

[0039] (4)Steering test: The hydraulic caliper 319 remains unlocked. When the test vehicle steers, the support frame 301 rotates with the support cylinder 304 to simulate the actual steering resistance; S4. The battery data acquisition module real-time feeds back parameters including state of charge, battery voltage, battery current, battery temperature, charge and discharge power. The simulation host 4 automatically adjusts the load through the battery loss prediction model; S5. After the test is completed, the vehicle exits, and the automotive battery power loss simulation and simulation device returns to the non-working position: The function roller push rod 320 drives the function roller 310 back to the horizontal position, the damper 303 automatically adjusts to the maximum damping to prevent the transmission belt from idling; the hydraulic caliper 319 locks the support cylinder 304 to fix the direction of the support frame 301, and the test vehicle slowly drives out of the working window 2 to avoid the tires slipping on the transmission belt; S6. The simulation analysis module analyzes the data and gives an analysis report.

[0040] The simulation analysis module generates an analysis report based on the collected battery data (SOC, voltage, current, temperature) and working condition parameters (gradient, vibration frequency, road surface shape) through the following steps: S6.1. Adopt the sliding window algorithm (window width 5 seconds) to eliminate the voltage and current mutation points (such as starting impact current), and calculate the data smoothing value; use the cubic spline interpolation method to synchronize the time stamps of the battery data and the working condition parameters to compensate for the sampling frequency difference of the sensors; S6.2. Key index calculation: Total energy loss: ; Where: : Total energy loss; : Battery terminal voltage; : Battery current; : Actual input power of the motor; : Start and end time of the test; SOC change rate: ; Where: : SOC change rate; : Rated capacity of the battery; Internal resistance dynamic evaluation: ; Where: : Battery internal resistance; : Voltage fluctuation value; : Current fluctuation value; S6.3. Conduct operating condition characteristic analysis: Climbing condition: Extract the correlation between the damper adjustment amplitude and the SOC decline rate, and establish a slope-loss model. When climbing, the simulated resistance is increased through the damper 303 to simulate the high-output scenario of the battery. Focus on analyzing the relationship between the damper change and the battery SOC decline under this condition to accurately quantify the impact of climbing on the battery power loss.

[0041] Pothole road surface and thermo-mechanical coupling loss condition: Analyze different vibration modes of the shaker 307. When the shaker vibrates at a low frequency of 0.5 Hz to 5 Hz, simulate the driving condition on a pothole road surface and analyze the relationship between the vibration frequency and the battery power loss and other related parameters; when the shaker vibrates at a high frequency above 80 Hz, test the thermo-mechanical coupling loss of the battery, explore the causal relationship between the vibration frequency and the battery temperature fluctuation, and identify the characteristics of the power loss change under the complex vibration and temperature coupling effect.

[0042] Steering condition: Calculate the ratio of the steering angle to the additional energy consumption to verify the mechanical structure resistance design. During the steering process of the test vehicle, the support frame 301 rotates with the support cylinder 304 to simulate the actual steering resistance. By analyzing the corresponding relationship between the steering angle and the increased energy consumption, evaluate the accuracy of the device's simulation of the steering condition and the rationality of the mechanical structure design.

[0043] S6.4. Conduct composite condition evaluation: Based on the weight coefficients (climbing), (vibration), (temperature) calculate the comprehensive loss index: ; Where: : Comprehensive loss index; : Climbing loss, unit: kWh; : Vibration loss, unit: kWh; : Temperature loss, unit: kWh; ; S6.5, Life prediction and health grading; Equivalent cycle times: ; Wherein: : Equivalent cycle times; : Depth of discharge; Linear attenuation model: ; Wherein: : Remaining capacity, unit: kWh; : Initial capacity, unit: kWh; : Attenuation coefficient; Health grading: Excellent: ; Good: ; Medium: ; Poor: ; S6.6, Generate analysis report, including at least the following content: Basic information: Test time, vehicle model, battery parameters, environmental conditions; Core indicators: Total loss, average energy consumption, internal resistance growth rate, health grade; Visualization charts: SOC-time curve, internal resistance-temperature trend, working condition energy consumption proportion pie chart; Life prediction: Remaining life value, attenuation rate chart; Optimization suggestions: Automatically generated according to the analysis results (such as optimizing the energy recovery strategy, improving the thermal management system).

[0044] For example: Reverse check the slope simulation value through the push rod stroke of the functional roller to verify the traceability of the working condition parameters; Compare the predicted values of the simulation model with the actual test data to evaluate the adjustment accuracy of the damper and the amplitude stability of the vibration exciter. Example conclusion:

[0045] It is recommended to optimize the climbing energy recovery strategy and check the stability of the vibration system contact parts.

[0046] The above embodiments are only the preferred technical solutions of the present invention and should not be regarded as limitations on the present invention. The protection scope of the present invention shall be the technical solutions recorded in the claims, including equivalent replacement solutions of the technical features in the technical solutions recorded in the claims. That is, equivalent replacement improvements within this scope are also within the protection scope of the present invention.

Claims

1. An automotive battery power loss simulation device under multiple road conditions, comprising a workbench (1), characterized in that: On the upper surface of the workbench (1), there are at least two working windows (2), and a working condition simulation device (3) is provided at the working window (2). The working condition simulation device (3) includes a wheel support frame body (301). Two damping rollers (302) and a damper (303) are provided on the wheel support frame body (301). The two damping rollers (302) are in driving cooperation through a driven transmission belt or a driven transmission chain. The damping of the damping roller (302) is adjusted by the damper (303). A functional roller (310) is provided on the wheel support frame body (301). The rotating shaft of the functional roller (310) is in rotational cooperation with the connecting ring (311). The connecting ring (311) is driven to move by a functional roller push rod (320). A simulation host (4) is provided on the workbench (1). The simulation host (4) is connected to the OBD interface of the test vehicle through a data cable.

2. The automotive battery power loss simulation device under multiple road conditions according to claim 1, wherein: The working condition simulation device (3) further includes a support cylinder (304) and a support column (305). The support cylinder (304) is sleeved with the support column (305). The support cylinder (304) is connected to the wheel support frame body (301), and the support column (305) is connected to the base (306). The base (306) is installed in the workbench (1).

3. The automotive battery power loss simulation device under multiple road conditions according to claim 2, wherein: An oscillator (307) is provided between the support cylinder (304) and the base (306). The oscillator (307) is used to drive the support cylinder (304) to vibrate up and down.

4. A simulation device for automotive battery power loss under multiple road conditions according to claim 2 or 3, characterized in that: The support cylinder (304) is in rotational cooperation with the shaft seat (308). The shaft seat (308) is installed at the bottom of the wheel support frame body (301). A hydraulic caliper (319) is provided on the shaft seat (308). The hydraulic caliper (319) is used to lock the support cylinder (304).

5. The automotive battery power loss simulation device under multiple road conditions according to claim 1, wherein: An upper slot hole (309) is provided on the wheel support frame body (301). A functional roller (310) is provided at the upper slot hole (309). The rotating shaft of the functional roller (310) can slide on the upper slot hole (309). The functional roller push rod (320) is rotatably installed on the wheel support frame body (301).

6. The simulation device for the power loss of an automotive battery under multiple road conditions according to claim 5, characterized in that: The connecting ring (311) is in rotational cooperation with the telescopic rod (312). The telescopic rod (312) is connected to the damping adjustment knob (313) of the damper (303). When the functional roller push rod (320) drives the functional roller (310) to move upward, the telescopic rod (312) will rotate synchronously and increase the damping of the damper (303). Or when the damper (303) is an electronic damper, the telescopic rod (312) is connected to the position switch of the electronic damper.

7. The simulation device for the power loss of an automotive battery under multiple road conditions according to claim 6, wherein: A lower slot hole (314) is provided on the wheel support frame body (301). An adaptive adjustment roller (315) is provided at the lower slot hole (314). The adaptive adjustment roller (315) is connected to an elastic telescopic member (316). The elastic telescopic member (316) is installed on the wheel support frame body (301). The number of the upper slot holes (309) is two, and the number of the lower slot holes (314) is one. The upper slot holes (309) and the lower slot hole (314) are distributed in an inverted triangle. When the functional roller (310) moves upward and lifts the driven transmission belt or the driven transmission chain upward, the adaptive adjustment roller (315) moves downward adaptively.

8. A simulation device for the electrical energy loss of an automotive battery under multiple road conditions according to claim 6, characterized in that: The end of the damping roller (302) is provided with a split structure extrusion cylinder (318); The damper (303) is provided with a circular channel which is coaxially arranged with the damping roller (302), and the inner wall of the circular channel is provided with internal threads; The damping adjustment knob (313) is connected to the extrusion cylinder (317), and the extrusion cylinder (317) is in threaded fit with the circular channel; the extrusion cylinder (317) is matched with the split structure extrusion cylinder (318) to adjust the damping of the damping roller (302).

9. The automotive battery power loss simulation device under multiple road conditions according to claim 1, characterized in that: The simulation host (4) described above includes: Battery data acquisition module: used to interact with the battery management system of the test vehicle and acquire parameters directly related to power loss; the directly related parameters include state of charge, battery voltage, battery current, battery temperature, charge and discharge power; Dynamic load control module: used to dynamically adjust the simulation working conditions according to the real-time state of the battery, and the simulation working conditions include: Condition 1, resistance adjustment: In the climbing mode, the simulation resistance is increased through the damper (303) to simulate the high-output scenario of the battery; Condition 2, road surface and battery loss simulation: When it is necessary to simulate the actual road conditions of a potholed road surface, according to the preset road condition parameters or vehicle driving state data, control the vibrator (307) to drive the support cylinder (304) to shake up and down at a low frequency to restore the bumpy condition of the vehicle driving on a potholed road surface; If it is necessary to test the thermo-mechanical coupling loss of the battery, combined with the battery temperature data, control the vibrator (307) to switch to the high-frequency vibration mode to test the change of the power loss of the battery under the combined action of complex vibration and temperature; Condition 3, road surface form: Switch the surface structure of the function roller (310) to simulate the battery energy fluctuation under different road conditions; Battery loss prediction model: used to inversely deduce the relationship between the change of battery internal resistance and energy loss in real time; Simulation analysis module: Generate a battery loss report based on the measured data and the simulation model; decompose the proportion of the energy consumption of the drive system, air conditioner, and auxiliary equipment; compare the battery loss differences under different road conditions; combine the number of cycles and the loss curve to estimate the remaining service life of the battery.

10. The usage method of a simulation device for the power loss of an automotive battery under multiple road conditions according to any one of claims 1-9, characterized in that Including the following steps: S1. Set the automotive battery power loss simulation and simulation device in the non-working position state: (1) The function roller (310) is in the non-working position, and the upper part of the driven transmission belt (302) is horizontal; (2) The damper (303) is adjusted to the maximum damping; (3) The hydraulic caliper (319) is in the locked state, and the support cylinder (304) is fixed to the shaft seat (308) to prevent the support frame (301) from rotating; (4) Select the surface mode of the function roller (310), that is, select the concave-convex or smooth function roller (310) in advance, and preset the amplitude of the vibrator (307); S2. Drive the test vehicle into the workbench (1), and align the wheels with the work window (2); the simulation host (4) controls the function roller push rod (320) to move downward: the function roller (310) slides along the upper slot (309), and the transmission belt is pushed up to be arc-shaped and fitted to the tire; synchronously trigger the telescopic rod (312) to adjust the damper (303) to the minimum damping; The hydraulic caliper (319) is unlocked to allow the support cylinder (304) to rotate around the shaft seat (308); The support frame (301) can rotate freely; S3. Conduct multi-road-condition simulation tests, including: (1) Flat road mode: The damper (303) maintains the minimum damping; the vibrator (307) is turned off, and there is no vertical vibration; (2) Climbing mode: The simulation host (4) gradually increases the damping of the damper (303); (3) Potholed road surface: The vibrator (307) drives the support cylinder (304) to vibrate up and down according to the preset high / low frequency parameters, which are respectively used to simulate the test of thermo-mechanical coupling loss and the driving condition on a potholed road surface; When the vibrator (307) vibrates at high frequency, it is used to simulate the test of thermo-mechanical coupling loss; when the vibrator (307) vibrates at low frequency, it is used to simulate the driving condition on a potholed road surface; (4) Steering test: The hydraulic caliper (319) remains in the unlocked state. When the test vehicle steers, the support frame (301) rotates with the support cylinder (304) to simulate the actual steering resistance; S4. The battery data acquisition module real-time feedbacks parameters including state of charge, battery voltage, battery current, battery temperature, charge and discharge power. The simulation host (4) automatically adjusts the load through the battery loss prediction model; S5. After the test is completed, the vehicle exits, and the automotive battery power loss simulation device returns to the non-working position: The function roller push rod (320) drives the function roller (310) back to the horizontal position, the damper (303) automatically adjusts to the maximum damping to prevent the conveyor belt from idling; the hydraulic caliper (319) locks the support cylinder (304) to fix the direction of the support frame (301), and the test vehicle slowly drives out of the working window (2) to avoid the tires slipping on the conveyor belt; S6. The simulation analysis module analyzes the data and gives an analysis report.

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