A device and method for simulating and emulating automobile battery power loss under multiple road conditions

Abstract

A kind of automobile battery electric energy loss simulation simulation device and method under multiple road conditions, including workbench, at least two working windows are provided on the upper surface of workbench, working window is equipped with working condition simulation device, the working condition simulation device includes wheel support frame body, two damping rollers are provided on wheel support frame body and damper, two damping rollers are driven by driven transmission belt or driven transmission chain and are matched, and the damping size of damping roller is adjusted by damper;Function roller is provided on wheel support frame body, the rotating shaft of function roller is rotatably connected with connecting ring, and connecting ring is driven to move by function roller push lever;Simulation host computer is provided on workbench, and simulation host computer is used for being connected with the OBD interface of test vehicle by data line.This device cooperates with components such as damping roller, damper, function roller, vibration generator and so on, and can accurately simulate flat road, climbing, pothole, steering and other multiple complex road conditions.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle simulation devices, and specifically relates to a simulation device and method for simulating vehicle battery energy loss under multiple road conditions. Background Technology

[0002] Currently, many university simulation devices can only simulate single or a few types of road conditions. For example, some devices can only simulate flat roads, using fixed resistance settings to simulate energy consumption during vehicle operation, failing to cover the diverse and complex conditions commonly encountered in actual driving, such as inclines, declines, potholes, and road surfaces with varying roughness. This limited simulation method makes it difficult for test results to reflect the battery energy loss of a car under diverse real-world road conditions, resulting in an incomplete and inaccurate assessment of battery performance. Furthermore, existing devices cannot quickly and accurately adjust simulation parameters based on the real-time battery status when simulating changes in road conditions. When switching from a flat road to an incline, they cannot promptly increase the simulated resistance, causing a mismatch between battery output power and actual demand, leading to significant deviations in test data. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a device and method for simulating the energy loss of automobile batteries under multiple road conditions. The device can accurately simulate various complex road conditions such as flat roads, uphill roads, potholes, and turning by working together with components such as damping rollers, dampers, functional rollers, and vibrators.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0005] A vehicle battery energy loss simulation device under multiple road conditions includes a workbench with at least two working windows on the upper surface of the workbench. A working condition simulation device is provided at each working window. The working condition simulation device includes a wheel support frame with two damping rollers and a damper on the wheel support frame. The two damping rollers are driven by a driven transmission belt or a driven transmission chain, and the damping of the damping rollers is adjusted by the damper.

[0006] The wheel support frame is equipped with a functional roller. The rotating shaft of the functional roller is rotatably engaged with the connecting ring, and the connecting ring is driven to move by the push rod of the functional roller.

[0007] The workbench is equipped with a simulation host, which is connected to the OBD interface of the test vehicle via a data cable.

[0008] Preferably, the working condition simulation device further includes a support cylinder and a support column, the support cylinder and the support column are sleeved together, the support cylinder is connected to the wheel support frame, the support column is connected to the base, and the base is installed in the workbench.

[0009] 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.

[0010] Preferably, the support cylinder and the axle seat are rotatably fitted, and the axle seat is installed at the bottom of the wheel support frame;

[0011] The bearing is equipped with a hydraulic caliper, which is used to lock the support cylinder.

[0012] Preferably, the wheel support frame is provided with an upper slot, and a functional roller is provided at the upper slot. The rotating shaft of the functional roller can slide on the upper slot, and the push rod of the functional roller is rotatably mounted on the wheel support frame.

[0013] Preferably, the connecting ring and the telescopic rod are rotatably engaged, and the telescopic rod is connected to the damping adjustment knob of the damper; when the functional roller push rod drives the functional roller to move upward, the telescopic rod will rotate synchronously and increase the damping of the damper;

[0014] Alternatively, when the damper is an electronic damper, the telescopic rod is connected to the position switch of the electronic damper.

[0015] Preferably, the wheel support frame is provided with a lower groove, and an adaptive adjusting roller is provided at the lower groove. The adaptive adjusting roller is connected to an elastic telescopic component, which is installed on the wheel support frame.

[0016] There are two upper slot holes and one lower slot hole, which are arranged in an inverted triangle. When the functional roller moves upward and lifts the driven belt or driven chain upward, the adaptive adjusting roller moves downward adaptively.

[0017] Preferably, the end of the damping roller is provided with a forked extrusion cylinder;

[0018] The damper has a circular channel, which is coaxially arranged with the damping roller, and the inner wall of the circular channel has an internal thread.

[0019] The damping adjustment knob is connected to the extrusion column, which is threaded into the circular channel; the extrusion column is fitted with the forked extrusion cylinder to adjust the damping magnitude of the damping roller.

[0020] Preferably, the simulation host includes:

[0021] 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, and charge / discharge power;

[0022] Dynamic load control module: Used to dynamically adjust simulated operating conditions based on the real-time battery status. The simulated operating conditions include:

[0023] Operating Condition 1, Resistance Adjustment: In ramp mode, the damper increases the simulated resistance to simulate a high-output battery scenario;

[0024] Working Condition 2, Road Surface and Battery Wear Simulation: When it is necessary to simulate the actual road conditions of potholes, based on the preset road condition parameters or vehicle driving status data, the vibrator is controlled to drive the support cylinder to shake up and down with low-frequency vibration to restore the bumpy condition of the vehicle driving on potholes.

[0025] To test the thermomechanical coupling loss of the battery, the oscillator is switched to a high-frequency vibration mode by combining the battery temperature data, and the changes in energy loss of the battery under the complex coupling effect of vibration and temperature are tested.

[0026] Condition 3, Road Surface Morphology: Switch the surface structure of the function roller to simulate battery energy fluctuations under different road conditions;

[0027] Battery loss prediction model: used to back-calculate the relationship between changes in battery internal resistance and energy loss in real time;

[0028] Simulation analysis module: Generates battery loss report based on measured data and simulation model; breaks down the energy consumption ratio of drive system, air conditioning, and auxiliary equipment; compares the differences in battery loss under different road conditions; and estimates the remaining battery life by combining the number of cycles and loss curve.

[0029] A method for using a vehicle battery energy loss simulation device under multiple road conditions includes the following steps:

[0030] S1. Set the car battery energy loss simulation device to the non-operating state:

[0031] (1) When the functional roller is in the non-working position, the upper part of the driven belt is horizontal;

[0032] (2) Adjust the damper to maximum damping;

[0033] (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;

[0034] (4) Select the surface mode of the functional roller, that is, select the uneven or smooth functional roller in advance, and preset the vibration amplitude of the starter;

[0035] S2. Drive the test vehicle onto the workbench, aligning the wheels with the work window; the simulation host controls the function roller push bar to move downwards: the function roller slides along the upper slot hole, lifting the transmission belt into an arc shape to fit the tire; synchronously trigger the telescopic rod to adjust the damper to the minimum damping;

[0036] The hydraulic caliper is unlocked, allowing the support cylinder to rotate around the shaft seat; the support frame can rotate freely.

[0037] S3. Conduct multi-road condition simulation tests, including:

[0038] (1) Flat road mode: The damper maintains minimum damping; the oscillator is off, and there is no vertical vibration;

[0039] (2) Climbing mode: The simulation host gradually increases the damping of the damper;

[0040] (3) Potholes: The vibrator drives the support cylinder to vibrate up and down according to the preset high / low frequency parameters, which are used to simulate and test the thermomechanical coupling loss and the driving conditions on potholes.

[0041] When the vibrator vibrates at high frequency, it is used to simulate and test thermomechanical coupling losses; when the vibrator vibrates at low frequency, it is used to simulate driving conditions on bumpy roads.

[0042] (4) Steering test: The hydraulic caliper is kept unlocked. When the test vehicle turns, the support frame rotates with the support cylinder to simulate the actual steering resistance.

[0043] S4. The battery data acquisition module provides real-time feedback of parameters including state of charge, battery voltage, battery current, battery temperature, and charge / discharge power. The simulation host automatically adjusts the load based on the battery loss prediction model.

[0044] S5. After the test, the vehicle exits and the vehicle battery energy loss simulation device returns to the non-working position: the functional roller pusher drives the functional roller back to the horizontal position, the damper automatically adjusts to the maximum damping to prevent the transmission belt from spinning freely; the hydraulic caliper locks the support cylinder to fix the direction of the support frame, and the test vehicle slowly drives out of the working window to avoid the tires slipping on the transmission belt.

[0045] S6, the simulation analysis module analyzes the data and generates an analysis report.

[0046] The present invention can achieve the following beneficial effects:

[0047] 1. This device, through the coordinated operation of components such as damping rollers, dampers, functional rollers, and vibrators, can accurately simulate various complex road conditions, including flat roads, inclines, potholes, and turns. The damping rollers, in conjunction with the dampers, can flexibly adjust the resistance to simulate the resistance changes of a car traveling on different slopes; the vibrator drives the support cylinder to vibrate up and down, highly replicating the vertical vibration caused by potholes; the surface structure switching and position adjustment of the functional rollers can simulate different road surface morphologies such as gravel roads, providing multiple application scenarios for battery energy loss testing.

[0048] 2. This device can increase the load in real time through the damper to match high battery output scenarios; combined with battery temperature, it dynamically adjusts the amplitude of the oscillator to accurately test thermomechanical coupling losses. When the functional roller pusher drives the functional roller to move upward, the damping magnitude of the damper can be adjusted synchronously to achieve coordinated changes in simulation parameters.

[0049] 3. The workbench is equipped with at least two working windows, which can be flexibly adjusted according to the test vehicle's drive type: two windows for two-wheel drive and four windows for four-wheel drive, providing broad vehicle compatibility. The support cylinder and support column sleeve structure of the working condition simulation device, as well as the design of the axle seat and hydraulic caliper, ensure the structural stability of the device while achieving stability control during steering simulation and vehicle exit. The upper and lower slots on the wheel support frame, along with the cooperation of the adaptive adjusting roller and elastic telescopic component, ensure that the driven transmission belt maintains appropriate tension during different working condition simulations, improving the stability and reliability of the device's operation.

[0050] 4. Before testing, the device can be easily set to a non-working position. After the test vehicle enters, the simulation host can quickly adjust components such as the functional rollers, dampers, and hydraulic calipers, entering the testing state. After testing, the device can quickly return to the non-working position, facilitating the test vehicle's exit. The entire testing process is seamless and efficient, effectively shortening the testing cycle and improving testing efficiency.

[0051] 5. When the operating condition simulation device is in operation, the transmission belt is arc-shaped, effectively wrapping around the lower part of the wheel and providing ample contact surface, thus increasing friction. When the test vehicle leaves the operating condition simulation device, the functional rollers lift the wheel upwards, facilitating the vehicle's entry and exit. Attached Figure Description

[0052] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0053] Figure 1 This is a schematic diagram of a vehicle battery energy loss simulation device under multiple road conditions according to the present invention.

[0054] Figure 2 This is a schematic diagram of the working condition simulation device of the present invention;

[0055] Figure 3 This is a three-dimensional structural diagram of the wheel support frame of the present invention;

[0056] Figure 4 This is a front view of the wheel support frame of the present invention;

[0057] Figure 5 This is a top view of the wheel support frame of the present invention;

[0058] Figure 6 This is a schematic diagram of the damper in this embodiment;

[0059] Figure 7 This is an unfolded view of the functional roller in this embodiment (the surface of the functional roller is smooth).

[0060] Figure 8This is an unfolded view of the functional roller in this embodiment (the surface of the functional roller is concave and convex).

[0061] In the diagram: 1. Workbench; 2. Work window; 3. Working condition simulation device; 301. Wheel support frame; 302. Damping roller; 303. Damper; 304. Support cylinder; 305. Support column; 306. Base; 307. Vibrator; 308. Shaft seat; 309. Upper slot hole; 310. Functional roller; 311. Connecting ring; 312. Telescopic rod; 313. Damping adjustment knob; 314. Lower slot hole; 315. Adaptive adjustment roller; 316. Elastic telescopic component; 317. Extrusion column; 318. Forked structure extrusion cylinder; 319. Hydraulic caliper; 320. Functional roller push bar; 4. Simulation host. Detailed Implementation

[0062] Preferred solutions include Figures 1 to 8 As shown, a vehicle battery energy loss simulation device under multiple road conditions includes a workbench 1. The upper surface of the workbench 1 has at least two working windows 2. 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 driving condition simulation device 3 is provided at each working window 2. The driving condition simulation device 3 includes a wheel support frame 301. The wheel support frame 301 has two damping rollers 302 and a damper 303. The two damping rollers 302 are driven by a driven transmission belt or a driven transmission chain, and the damping of the damping rollers 302 is adjusted by the damper 303.

[0063] The wheel support frame 301 is provided with a functional roller 310. The rotating shaft of the functional roller 310 is rotatably engaged with the connecting ring 311. The connecting ring 311 is driven to move by the functional roller push rod 320.

[0064] The workbench 1 is equipped with a simulation host 4, which is connected to the OBD interface of the test vehicle via a data cable.

[0065] In this embodiment, a damped roller 302 and an adjustable damper 303 are used to simulate a car climbing a hill. A vibrator 307 provides vertical vibration to simulate a bumpy road surface. The functional roller 310 has the following functions: ① Figure 8 As shown, when the surface of the functional roller 310 has an uneven structure, it can simulate a gravel road 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 and the damping roller 302 are relatively horizontal, which facilitates the tires of the test vehicle to drive off the driven transmission belt; otherwise, the tires may slip on the transmission belt, causing the test vehicle to not leave the test area. Figure 7 As shown, when simulating a relatively smooth road surface, a smooth functional roller 310 is used.

[0066] Furthermore, the working condition simulation device 3 also includes a support cylinder 304 and a support column 305. The support cylinder 304 is sleeved with the support column 305, and the support cylinder 304 is connected to the wheel support frame 301. The support column 305 is connected to the base 306, and the base 306 is installed inside the workbench 1. The support cylinder 304 and the base 306 are used to support the wheel support frame 301. The workbench 1 has a trapezoidal structure, and the wheel support frame 301, the support cylinder 304, and the support column 305 are all located inside the workbench 1.

[0067] 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. There are two vibrators 307, which are used to simulate potholes on the road surface.

[0068] Furthermore, the support cylinder 304 is rotatably engaged with the axle seat 308, and the axle seat 308 is installed at the bottom of the wheel support frame 301;

[0069] The bearing 308 is equipped with a hydraulic caliper 319, which is used to lock the support cylinder 304.

[0070] When the test vehicle's wheels are within the wheel support frame 301, the hydraulic caliper 319 releases the lock on the support cylinder 304, allowing the test vehicle to simulate a steering scenario. When the test vehicle needs to leave the test area, the hydraulic caliper 319 locks the support cylinder 304 to prevent the support cylinder 304 from rotating and causing the wheel support frame 301 to deviate in direction.

[0071] Furthermore, the wheel support frame 301 is provided with an upper groove 309, and a functional roller 310 is provided at the upper groove 309. The rotating shaft of the functional roller 310 can slide on the upper groove 309, and the functional roller push rod 320 is rotatably mounted on the wheel support frame 301.

[0072] The upper groove 309 is set at an angle, and ideally, the upper groove 309 points to the center of the wheel.

[0073] Furthermore, the connecting ring 311 is rotatably engaged 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 bar 320 drives the functional roller 310 to move upward, the telescopic rod 312 will rotate synchronously and increase the damping of the damper 303.

[0074] The functional roller pusher 320 drives the functional roller 310 to tilt and move up and down, thereby changing the shape of the driven transmission belt. In the working position, the upper part of the driven transmission belt is arc-shaped, which fits perfectly with the wheel. In the non-working position, the upper part of the driven transmission belt is horizontal, making it easier for the test vehicle to drive out of the working window 2.

[0075] When the functional roller pusher 320 drives the functional roller 310 to move, it will simultaneously drive the damping adjustment knob 313 to move, thereby adjusting the damping magnitude of the damper 303. When the functional roller 310 is in the working position, the damper 303 has the minimum damping, and when the functional roller 310 is in the non-working position, the damper 303 has the maximum damping.

[0076] Furthermore, the wheel support frame 301 is provided with a lower groove 314, and an adaptive adjustment roller 315 is provided at the lower groove 314. The adaptive adjustment roller 315 is connected to the elastic telescopic member 316, and the elastic telescopic member 316 is installed on the wheel support frame 301.

[0077] There are two upper slot holes 309 and one lower slot hole 314. The upper slot holes 309 and the lower slot holes 314 are arranged in an inverted triangle. When the functional roller 310 moves upward and lifts the driven transmission belt or driven transmission chain upward, the adaptive adjusting roller 315 moves downward adaptively.

[0078] Since the circumference of the driven belt is constant, when the upper part of the driven belt is curved, the height of the lower part of the driven belt will increase, and the adaptive adjusting roller 315 will move upward. When the upper part of the driven belt is horizontal, the height of the lower part of the driven belt will decrease, and the adaptive adjusting roller 315 will move downward.

[0079] Furthermore, the end of the damping roller 302 is provided with a forked extrusion cylinder 318;

[0080] 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.

[0081] The damping adjustment knob 313 is connected to the extrusion column 317, which is threaded into the circular channel. The extrusion column 317 is engaged with the forked extrusion cylinder 318 to adjust the damping magnitude of the damping roller 302.

[0082] This embodiment provides an feasible structure for the damper 303, where rotation of the damping adjustment knob 313 adjusts the damping magnitude. Alternatively, the damper 303 can be an electronic damper; correspondingly, the damping adjustment knob 313 can be connected to a limit switch or a position switch to adjust the maximum and minimum damping values.

[0083] The simulation host 4 includes:

[0084] 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, and charge / discharge power;

[0085] Dynamic load control module: Used to dynamically adjust simulated operating conditions based on the real-time battery status. The simulated operating conditions include:

[0086] Operating Condition 1, Resistance Adjustment: In climbing mode, the simulated resistance is increased by damper 303 to simulate a high-output battery scenario;

[0087] Working condition 2, road surface and battery wear simulation: When it is necessary to simulate the actual road conditions of potholes, based on the preset road condition parameters or vehicle driving status data, the vibrator 307 is controlled to drive the support cylinder 304 to vibrate up and down with low frequency vibration to restore the bumpy condition of the vehicle driving on the potholes.

[0088] To test the thermomechanical coupling loss of the battery, the oscillator 307 is switched to high-frequency vibration mode by combining the battery temperature data, and the changes in the energy loss of the battery under the complex coupling effect of vibration and temperature are tested.

[0089] Condition 3, Road Surface Morphology: Switch the surface structure of the function roller 310 to simulate battery energy fluctuations under different road conditions;

[0090] Battery loss prediction model: used to back-calculate the relationship between changes in battery internal resistance and energy loss in real time;

[0091] Simulation analysis module: Generates battery loss report based on measured data and simulation model; breaks down the energy consumption ratio of drive system, air conditioning, and auxiliary equipment; compares the differences in battery loss under different road conditions; and estimates the remaining battery life by combining the number of cycles and loss curve.

[0092] A method for using a vehicle battery energy loss simulation device under multiple road conditions includes the following steps:

[0093] S1. Set the car battery energy loss simulation device to the non-operating state:

[0094] (1) When the functional roller 310 is in the non-working position, the upper part of the driven transmission belt 302 is horizontal;

[0095] (2) Adjust damper 303 to maximum damping;

[0096] (3) The hydraulic caliper 319 is in the locked state, and the support cylinder 304 is fixed to the bearing 308 to prevent the support frame 301 from rotating;

[0097] (4) Select the surface mode of the functional roller 310, that is, select the concave or smooth functional roller 310 in advance, and preset the amplitude of the vibrator 307.

[0098] S2. Drive the test vehicle into the workbench 1, with the wheels aligned with the work window 2; the simulation host 4 controls the function roller push bar 320 to move downward: the function roller 310 slides along the upper slot 309, lifting the transmission belt into an arc shape to fit the tire; the telescopic rod 312 is triggered to adjust the damper 303 to the minimum damping.

[0099] The hydraulic caliper 319 is unlocked, allowing the support cylinder 304 to rotate around the shaft seat 308; the support frame 301 can rotate freely.

[0100] S3. Conduct multi-road condition simulation tests, including:

[0101] (1) Flat road mode: Damper 303 maintains minimum damping; Vibrator 307 is off, and there is no vertical vibration;

[0102] (2) Climbing mode: The damping of damper 303 is gradually increased by the simulation host 4;

[0103] When a vehicle climbs a hill, the component of gravity along the slope creates a downward force, causing the vehicle to tend to slide downhill. To simulate this actual force situation during hill climbing, the damping of the damper 303 needs to be increased to increase the system's drag, counteracting the downward tendency caused by the component of gravity and thus more realistically simulating the vehicle's dynamic behavior during hill climbing. Increasing the damping effectively controls the vehicle's speed and stability. During hill climbing, excessive vehicle speed can lead to insufficient power or loss of control. Increasing the damping allows the vehicle to maintain an appropriate speed during hill climbing, preventing excessive speed and also helping to reduce vehicle vibration and sway, improving ride smoothness.

[0104] When climbing a hill, a vehicle requires greater traction to overcome gravity and resistance. Increasing the damper's damping can allow the powertrain to output greater torque to match the power needed for climbing. This simulates the powertrain's operating state during actual hill climbing, including engine load and transmission shifting, thus providing a more accurate study of the vehicle's performance and energy consumption under climbing conditions.

[0105] (3) Potholes: The vibrator 307 drives the support cylinder 304 to vibrate up and down according to the preset high / low frequency parameters, which are used to simulate and test the thermomechanical coupling loss and the driving conditions on potholes.

[0106] When the vibrator 307 vibrates at high frequency, it is used to simulate and test thermomechanical coupling losses; when the vibrator 307 vibrates at low frequency, it is used to simulate driving conditions on bumpy roads.

[0107] For example, when the vibrator 307 vibrates at a high frequency above 80Hz, it is used to simulate and test thermomechanical coupling losses; when the vibrator 307 vibrates at a low frequency of 0.5Hz to 5Hz, it is used to simulate driving conditions on bumpy roads. This low-frequency range can simulate the bumpy conditions of a vehicle driving on common bumpy roads, vibrating 0.5 to 5 times per second, closely matching actual driving conditions and accurately testing the energy loss of the battery under complex road vibration.

[0108] (4) Steering test: The hydraulic caliper 319 remains unlocked. When the test vehicle turns, the support frame 301 rotates with the support cylinder 304 to simulate the actual steering resistance.

[0109] S4. The battery data acquisition module provides real-time feedback of parameters including state of charge, battery voltage, battery current, battery temperature, and charge / discharge power. The simulation host 4 automatically adjusts the load through the battery loss prediction model.

[0110] S5. After the test, the vehicle exits and the vehicle battery energy loss simulation device returns to the non-working position: the functional roller pusher 320 drives the functional roller 310 back to the horizontal position, the damper 303 automatically adjusts to the maximum damping to prevent the transmission belt from spinning freely; the hydraulic caliper 319 locks the support cylinder 304, fixes 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.

[0111] S6, the simulation analysis module analyzes the data and generates an analysis report.

[0112] The simulation analysis module generates an analysis report based on the collected battery data (SOC, voltage, current, temperature) and operating parameters (slope, vibration frequency, road surface morphology) through the following steps:

[0113] S6.1. Use a sliding window algorithm (window width 5 seconds) to remove voltage and current abrupt changes (such as starting impact current) and calculate data smoothing values; use cubic spline interpolation to synchronize the timestamps of battery data and operating parameters to compensate for differences in sensor sampling frequency.

[0114] S6.2 Calculation of Key Indicators:

[0115] Total energy loss: ;

[0116] in: Total energy loss; Battery terminal voltage; Battery current; : Actual input power of the motor; Test start and end times;

[0117] SOC change rate: ;

[0118] in: SOC change rate; Rated battery capacity;

[0119] Dynamic assessment of internal resistance: ;

[0120] in: Battery internal resistance; Voltage fluctuation value; Current fluctuation value;

[0121] S6.3, Perform operating condition characteristic analysis:

[0122] Hill Climbing Condition: The correlation between the damper adjustment range and the SOC decrease rate is extracted to establish a slope-loss model. During hill climbing, the simulated resistance is increased by damper 303 to simulate a high-output battery scenario. The focus is on analyzing the relationship between damping changes and battery SOC decrease under this condition to accurately quantify the impact of hill climbing on battery energy loss.

[0123] Pothole-prone road surface and thermo-mechanical coupling loss conditions: Analysis is conducted on different vibration modes of the vibrator 307. When the vibrator vibrates at a low frequency of 0.5Hz to 5Hz, the driving conditions on a pothole-prone road surface are simulated, and the relationship between vibration frequency and battery power loss and other related parameters is analyzed. When the vibrator vibrates at a high frequency above 80Hz, the battery thermo-mechanical coupling loss is tested, the causal relationship between vibration frequency and battery temperature fluctuation is explored, and the characteristics of power loss changes under complex vibration and temperature coupling effects are identified.

[0124] Steering Condition: The ratio of steering angle to additional energy consumption is calculated 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 actual steering resistance. By analyzing the correspondence between steering angle and increased energy consumption, the accuracy of the device's steering condition simulation and the rationality of the mechanical structure design are evaluated.

[0125] S6.4, Conduct a combined operating condition assessment:

[0126] Based on weighting coefficients (Climbing) (vibration), (Temperature) Calculation of comprehensive loss index:

[0127] ;

[0128] in: : Comprehensive loss index; Ramp-up loss, in kWh; Vibration loss, unit: kWh; Temperature loss, in kWh; ;

[0129] S6.5 Life expectancy prediction and health classification;

[0130] Equivalent number of loops:

[0131] ;

[0132] in: Equivalent number of loops; Depth of discharge;

[0133] Linear decay model:

[0134] ;

[0135] in: Remaining capacity, in kWh; Initial capacity, in kWh; Attenuation coefficient;

[0136] Health level classification:

[0137] excellent: ;

[0138] good: ;

[0139] middle: ;

[0140] Difference: ;

[0141] S6.6 Generate an analysis report, which should include at least the following:

[0142] Basic information: test time, vehicle model, battery parameters, environmental conditions;

[0143] Key metrics: Total losses, average energy consumption, internal resistance growth rate, and health level;

[0144] Visual charts: SOC-time curve, internal resistance-temperature trend, and pie chart showing the percentage of energy consumption under operating conditions;

[0145] Lifetime prediction: Remaining lifetime value, decay rate chart;

[0146] Optimization suggestions: automatically generated based on analysis results (such as optimizing energy recovery strategies and improving thermal management systems).

[0147] For example: by reverse-checking the slope simulation value through the stroke of the functional roller pusher, the traceability of working condition parameters can be verified; by comparing the predicted values ​​of the simulation model with the actual test data, the damper adjustment accuracy and the vibration starter amplitude stability can be evaluated. Example conclusion:

[0148]

[0149] It is recommended to optimize the climbing energy recovery strategy and check the stability of the vibration system contact components.

[0150] The above embodiments are merely preferred technical solutions of the present invention and should not be considered as limitations on the present invention. The scope of protection of the present invention should be limited to the technical solutions described in the claims, including equivalent substitutions of the technical features described in the claims. That is, equivalent substitutions and improvements within this scope are also within the scope of protection of the present invention.

Claims

1. A simulation device for simulating vehicle battery energy loss under multiple road conditions, comprising a workbench (1), characterized in that: The upper surface of the workbench (1) is provided with 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 (301), and two damping rollers (302) and a damper (303) are provided on the wheel support frame (301). The two damping rollers (302) are driven by a driven transmission belt or a driven transmission chain, and the damping of the damping rollers (302) is adjusted by the damper (303). The wheel support frame (301) is provided with a functional roller (310), the shaft of the functional roller (310) is rotatably engaged with the connecting ring (311), and the connecting ring (311) is driven to move by the functional roller push rod (320); The workbench (1) is equipped with a simulation host (4), which is connected to the OBD interface of the test vehicle via a data cable; The wheel support frame (301) is provided with an upper slot (309), and a functional roller (310) is provided at the upper slot (309). The shaft of the functional roller (310) can slide on the upper slot (309), and the functional roller push rod (320) is rotatably mounted on the wheel support frame (301). The connecting ring (311) is rotatably engaged 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 bar (320) drives the functional roller (310) to move upward, the telescopic rod (312) will rotate synchronously and increase the damping of the damper (303); Alternatively, when the damper (303) is an electronic damper, the telescopic rod (312) is connected to the position switch of the electronic damper.

2. The vehicle battery energy loss simulation device under multiple road conditions according to claim 1, characterized in that: The working condition simulation device (3) also 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).

3. The vehicle battery energy loss simulation device under multiple road conditions according to claim 2, characterized in that: A vibrator (307) is provided between the support cylinder (304) and the base (306), and the vibrator (307) is used to drive the support cylinder (304) to vibrate up and down.

4. A simulation device for simulating vehicle battery energy loss under multiple road conditions according to claim 2 or 3, characterized in that: The support cylinder (304) is rotatably engaged with the axle seat (308), and the axle seat (308) is installed at the bottom of the wheel support frame (301); The bearing seat (308) is provided with a hydraulic caliper (319), which is used to lock the support cylinder (304).

5. The vehicle battery energy loss simulation device under multiple road conditions according to claim 1, characterized in that: The wheel support frame (301) is provided with a lower slot (314), and an adaptive adjustment roller (315) is provided at the lower slot (314). The adaptive adjustment roller (315) is connected to the elastic telescopic member (316), and the elastic telescopic member (316) is installed on the wheel support frame (301). There are two upper slot holes (309) and one lower slot hole (314). The upper slot holes (309) and the lower slot holes (314) are arranged in an inverted triangle. When the functional roller (310) moves upward and lifts the driven belt or driven chain upward, the adaptive adjusting roller (315) moves downward adaptively.

6. The vehicle battery energy loss simulation device under multiple road conditions according to claim 1, characterized in that: The end of the damping roller (302) is provided with a forked 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 an internal thread; The damping adjustment knob (313) is connected to the extrusion column (317), which is threaded into the circular channel. The extrusion column (317) is engaged with the forked extrusion cylinder (318) to adjust the damping magnitude of the damping roller (302).

7. The vehicle battery energy loss simulation device under multiple road conditions according to claim 1, characterized in that: 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, and charge / discharge power; Dynamic load control module: Used to dynamically adjust simulated operating conditions based on the real-time battery status. The simulated operating conditions include: Operating Condition 1, Resistance Adjustment: In the climbing mode, the simulated resistance is increased by the damper (303) to simulate the high output scenario of the battery; Working condition 2, road surface and battery wear simulation: When it is necessary to simulate the actual road conditions of potholes, based on the preset road condition parameters or vehicle driving status data, the vibrator (307) is controlled to drive the support cylinder (304) to shake up and down with low frequency vibration, so as to restore the bumpy condition of the vehicle driving on the potholes. To test the thermomechanical coupling loss of the battery, the oscillator (307) is switched to high-frequency vibration mode by combining the battery temperature data, and the change of energy loss of the battery under the complex vibration and temperature coupling effect is tested. Condition 3, Road Surface Morphology: Switch the surface structure of the function roller (310) to simulate battery energy fluctuations under different road conditions; Battery loss prediction model: used to back-calculate the relationship between changes in battery internal resistance and energy loss in real time; Simulation analysis module: Generates battery loss report based on measured data and simulation model; breaks down the energy consumption ratio of drive system, air conditioning, and auxiliary equipment; compares the differences in battery loss under different road conditions; and estimates the remaining battery life by combining the number of cycles and loss curve.

8. The method of using the vehicle battery energy loss simulation device under multiple road conditions according to claim 4, characterized in that... Includes the following steps: S1. Set the car battery energy loss simulation device to the non-operating state: (1) The functional roller (310) is in the non-working position, and the upper part of the driven transmission belt (302) is horizontal; (2) Adjust the damper (303) to maximum damping; (3) The hydraulic caliper (319) is in the locked state, and the support cylinder (304) is fixed to the bearing (308) to prevent the support frame (301) from rotating; (4) Select the surface mode of the function roller (310), that is, select the concave 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 bar (320) to move downward: The function roller (310) slides along the upper slot (309) to lift the transmission belt into an arc shape to fit the tire; Simultaneously trigger the telescopic rod (312) to adjust the damper (303) to the minimum damping; The hydraulic caliper (319) is unlocked, allowing the support cylinder (304) to rotate around the bearing (308); The support frame (301) can rotate freely; S3. Conduct multi-road condition simulation tests, including: (1) Flat road mode: The damper (303) maintains minimum damping; the oscillator (307) is off, and there is no vertical vibration; (2) Climbing mode: Simulation host (4) gradually increases the damping of damper (303); (3) Potholes: The vibrator (307) drives the support cylinder (304) to vibrate up and down according to the preset high / low frequency parameters, which are used to simulate and test the thermomechanical coupling loss and the driving conditions of potholes. When the vibrator (307) vibrates at high frequency, it is used to simulate and test thermomechanical coupling loss; when the vibrator (307) vibrates at low frequency, it is used to simulate driving conditions on pothole roads. (4) Steering test: The hydraulic caliper (319) remains unlocked. When the test vehicle turns, the support frame (301) rotates with the support cylinder (304) to simulate the actual steering resistance. S4. The battery data acquisition module provides real-time feedback of parameters including state of charge, battery voltage, battery current, battery temperature, and charge / discharge power. The simulation host (4) automatically adjusts the load through the battery loss prediction model. S5. After the test, the vehicle exits and the vehicle battery power loss simulation device returns to the non-working position: the functional roller push bar (320) drives the functional roller (310) back to the horizontal position, the damper (303) automatically adjusts to the maximum damping to prevent the transmission belt from spinning freely; 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 generates an analysis report.

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