Whole vehicle low-voltage power consumption test method and device, electronic equipment and storage medium

Abstract

The application provides a whole vehicle low-voltage power consumption test method and device, electronic equipment and storage medium, analyzes CAN bus signals of a competitive vehicle model to obtain analysis parameter information of the competitive vehicle model, conducts first static test and first dynamic test on the competitive vehicle model in combination with first basic parameter information of the competitive vehicle model, determines a low-voltage power consumption target of a vehicle to be tested based on first static test results and first dynamic test results, conducts second static test and second dynamic test on the vehicle to be tested based on the analysis parameter information and second basic parameter information of the vehicle to be tested, and determines a low-voltage power consumption optimization strategy of the vehicle to be tested based on second static test results, second dynamic test results and the low-voltage power consumption target. The application can comprehensively evaluate the whole vehicle low-voltage power consumption of the vehicle to be tested and provide a targeted low-voltage power consumption optimization strategy, thereby improving the energy efficiency and endurance of a new energy vehicle and facilitating the demand for new energy vehicle technology development and market competition.

Description

Technical Field

[0001] This invention relates to the field of energy consumption management technology for new energy vehicles, and in particular to a method, device, electronic equipment, and storage medium for testing low-voltage power consumption of a vehicle. Background Technology

[0002] With increasing global focus on environmental protection and sustainable development, new energy vehicles have experienced rapid growth as a significant alternative to traditional gasoline-powered vehicles. Low-voltage power consumption is a key factor affecting the range of new energy vehicles. Accurately understanding the low-voltage power consumption of a vehicle not only helps optimize its design and performance but also enhances the user experience.

[0003] Currently, the testing methods for low-voltage power consumption in vehicles are fragmented within the industry, lacking a systematic testing scheme. This results in inaccurate test results, making it difficult to effectively guide the optimization of vehicle energy consumption. Existing low-voltage power consumption testing methods are typically based on simple static tests or dynamic tests under single operating conditions, failing to comprehensively reflect the vehicle's low-voltage power consumption performance under different operating conditions. Furthermore, existing low-voltage power consumption testing methods lack comparative analysis with competing models during the testing process, making it difficult to accurately assess the energy consumption level of currently under development vehicles. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a method, apparatus, electronic device and storage medium for testing low-voltage power consumption of a vehicle, so as to alleviate the above-mentioned problems existing in the related art.

[0005] In a first aspect, embodiments of the present invention provide a method for testing low-voltage power consumption of a vehicle, comprising: parsing the CAN bus signal of a competitor vehicle to obtain parsing parameter information of the competitor vehicle; performing a first static test and a first dynamic test on the competitor vehicle based on the parsing parameter information and first basic parameter information of the competitor vehicle to obtain first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively; determining a low-voltage power consumption target for a vehicle under test based on the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively; performing a second static test and a second dynamic test on the vehicle under test based on the parsing parameter information and second basic parameter information of the vehicle under test to obtain second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively; and determining a low-voltage power consumption optimization strategy for the vehicle under test based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively, and the low-voltage power consumption target.

[0006] Secondly, embodiments of the present invention also provide a vehicle low-voltage power consumption testing device, comprising: a parsing module, configured to parse the CAN bus signal of a competitor vehicle to obtain parsing parameter information of the competitor vehicle; a first testing module, configured to perform a first static test and a first dynamic test on the competitor vehicle based on the parsing parameter information and first basic parameter information of the competitor vehicle, to obtain first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test respectively; a first determining module, configured to determine a low-voltage power consumption target of the vehicle under test based on the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test respectively; a second testing module, configured to perform a second static test and a second dynamic test on the vehicle under test based on the parsing parameter information and second basic parameter information of the vehicle under test, to obtain second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively; and a second determining module, configured to determine a low-voltage power consumption optimization strategy of the vehicle under test based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively and the low-voltage power consumption target.

[0007] Thirdly, embodiments of the present invention also provide an electronic device, including a processor and a memory, wherein the memory stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the vehicle low-voltage power consumption test method described in the first aspect above.

[0008] Fourthly, embodiments of the present invention also provide a storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are invoked and executed by a processor, the computer-executable instructions cause the processor to implement the vehicle low-voltage power consumption test method described in the first aspect above.

[0009] This invention provides a method, apparatus, electronic device, and storage medium for testing low-voltage power consumption of a vehicle. First, the CAN bus signal of a competing vehicle model is parsed to obtain parsed parameter information. Then, based on the parsed parameter information and the first basic parameter information of the competing vehicle model, a first static test and a first dynamic test are performed on the competing vehicle model to obtain first low-voltage load data corresponding to the first static test and the first dynamic test, respectively. Next, based on the first low-voltage load data of the competing vehicle model corresponding to the first static test and the first dynamic test, a low-voltage power consumption target for the vehicle under test is determined. Then, based on the parsed parameter information and the second basic parameter information of the vehicle under test, a second static test and a second dynamic test are performed on the vehicle under test to obtain second low-voltage load data corresponding to the second static test and the second dynamic test, respectively. Finally, based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, and the low-voltage power consumption target, a low-voltage power consumption optimization strategy for the vehicle under test is determined. By employing the aforementioned technologies, a systematic testing scheme can be formed through static and dynamic testing. By combining test data from competing models, the overall low-voltage power consumption of the vehicle under test can be comprehensively evaluated, and targeted low-voltage power consumption optimization strategies can be provided. This will improve the energy efficiency and range of new energy vehicles, thus meeting the needs of new energy vehicle technology development and market competition.

[0010] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0011] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0012] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating a method for testing low-voltage power consumption of a vehicle according to an embodiment of the present invention.

[0014] Figure 2 This is an example diagram of the network topology in an embodiment of the present invention;

[0015] Figure 3 This is an example diagram of the WLTC operating condition curve in an embodiment of the present invention;

[0016] Figure 4 This is a schematic diagram of the structure of a vehicle low-voltage power consumption testing device according to an embodiment of the present invention;

[0017] Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Currently, existing methods for testing the low-voltage power consumption of vehicles are usually based on simple static tests or dynamic tests under a single operating condition. These methods cannot fully reflect the low-voltage power consumption performance of vehicles under different operating conditions. Furthermore, the testing process lacks comparative analysis with competing models, making it difficult to accurately assess the energy consumption level of the currently developed vehicle.

[0020] Based on this, the present invention provides a method, apparatus, electronic device and storage medium for testing low-voltage power consumption of a vehicle, which can alleviate the above-mentioned problems existing in related technologies.

[0021] To facilitate understanding of this embodiment, a detailed description of a vehicle low-voltage power consumption testing method disclosed in this embodiment of the invention will be provided first. (See [link to relevant documentation]). Figure 1 As shown, the method may include the following steps:

[0022] Step S102: Analyze the CAN bus signal of the competitor's vehicle to obtain the analysis parameter information of the competitor's vehicle.

[0023] The CAN bus signals of competing models can be analyzed in detail. Table 1 shows the CAN bus signals that need to be analyzed, taking a hybrid vehicle as an example.

[0024] Table 1. Examples of CAN bus signals that need to be parsed in competitor models.

[0025]

[0026] As shown in Table 1, the CAN bus signals to be analyzed cover parameters such as current, voltage, and temperature from components including the engine, generator, drive motor, DC-DC converter, air conditioner, and power battery. By analyzing key signals, the control logic of competing vehicle models can be understood, such as... Figure 2The network topology shown intuitively illustrates the physical connections and communication paths between various ECUs (such as engine control modules, body controllers, infotainment systems, etc.) in a car.

[0027] Figure 1 In this context, LIN represents Local Interconnect Network, OBDI represents On-Board Diagnostics, CGW represents Central Gateway, CBSCAN represents Chassis System Controller Area Network, IPB represents Integrated Parking Brake, EPB represents Electronic Parking Brake System, EPS represents Electric Power Steering System, PWT CAN represents Powertrain Controller Area Network, HCU represents Vehicle Control Unit (or Vehicle Controller), WV3 represents Third Wheel Speed ​​Sensor, TCU represents Transmission Control Unit, EOP represents Electric Oil Pump, EMS represents Engine Management System, NE CAN represents New Energy Controller Area Network, MCUF represents Front Motor Controller, MCUR represents Rear Motor Controller, CDU represents Charging Control Unit, AVAS represents Vehicle Acoustic Warning System, BMS represents Battery Management System, SUP CAN represents Assist System Controller Area Network, SAM represents Intelligent Assist Module, EGS represents Electronic Shift System, ABM represents Adaptive Body Module, YAS represents Yaw Rate Sensor, BD CAN stands for Body Controller Area Network; BCM stands for Body Control Module; APM stands for Auxiliary Power Module; TPMS stands for Tire Pressure Monitoring System; AIPM stands for Air Intake Pressure Module; CLM stands for Compressor Load Module; LIM stands for Lighting Control Module; EBS stands for Electronic Braking System; CTP stands for Clutch Pedal Position Sensor; PEPS stands for Keyless Entry and Start System; IMMO stands for Engine Immobilizer; PLG stands for Pulse Generator; AIPMR stands for Right Front Air Intake Pressure Module; AVM stands for Panoramic View Monitor; RADAR stands for Radar (usually millimeter-wave radar); DMC stands for Diagnostic Module. The following modules are listed: TDL (Diagnostic Communication Interface), SRF (Rain / Light Sensor), RLS (Remote Control Receiver System), EBS (Electronic Braking System), CTP (Clutch Pedal Position Sensor), EAC (Electronic Air Conditioning Compressor), HVH (High-Pressure Heater), EXV (Electronic Expansion Valve), WV1 (First Wheel Speed ​​Sensor), WV2 (Second Wheel Speed ​​Sensor), HVH2 (Second High-Pressure Heater), IFTCAN (Infotainment and Telecommunications Controller Area Network), CWC (Child Seat Recognition System), ACP (Audio Control Panel), EAMP (Electronic Audio Amplifier), TBOX (Telecommunications Box), and Diag CAN (Diagnostic Controller Area Network).

[0028] The network topology can be analyzed first, and then the control logic of each unit can be further analyzed. For example, the control logic can be a driving mode policy, allowing users to select the driving mode via a switch or DVD screen when the power is on, and the driving mode will be displayed on the instrument panel.

[0029] For example, driving modes can be divided into Normal mode, ECO mode, Sport mode, and Snow mode. Normal mode is the vehicle's default setting, designed to balance power, comfort, and fuel economy, suitable for most daily driving scenarios. ECO mode prioritizes improving fuel economy and reducing energy consumption, limiting power output. Sport mode puts the vehicle into a more aggressive state, sacrificing some fuel economy for stronger performance. Snow mode is specifically designed for low-traction surfaces (such as ice, snow, and slippery surfaces), with the core objective of preventing wheel slippage and ensuring stability during start-up and driving. The operation for entering and exiting driving modes is as follows: When you need to enter a target mode, you can select it via the adjustment switch or the DVD screen; when you need to exit a target mode, you can select any of the other driving modes (i.e., other driving modes besides the target mode) while in the target mode via the adjustment switch or the DVD screen.

[0030] Understanding the control logic of competing models makes it easier to accurately select the vehicle's driving mode and operate the vehicle's electrical components according to the control logic during testing, resulting in more accurate test data.

[0031] Step S104: Based on the parsed parameter information and the first basic parameter information of the competitor's vehicle, perform a first static test and a first dynamic test on the competitor's vehicle to obtain the first low-voltage load data of the competitor's vehicle corresponding to the first static test and the first dynamic test, respectively.

[0032] The first basic parameter information may include vehicle model parameters, engine parameters, drive motor parameters, transmission parameters, power battery parameters, etc., and there are no restrictions on these.

[0033] Step S106: Determine the low-voltage power consumption target of the vehicle under test based on the first low-voltage load data of the competitor models corresponding to the first static test and the first dynamic test, respectively.

[0034] Step S108: Based on the parsed parameter information and the second basic parameter information of the vehicle under test, a second static test and a second dynamic test are performed on the vehicle under test to obtain the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively.

[0035] Step S110: Determine the low-voltage power consumption optimization strategy for the vehicle under test based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and the low-voltage power consumption target.

[0036] This invention provides a method for testing the low-voltage power consumption of a vehicle. First, the CAN bus signal of a competing vehicle model is parsed to obtain the parsed parameter information of the competing vehicle. Then, based on the parsed parameter information and the first basic parameter information of the competing vehicle, a first static test and a first dynamic test are performed on the competing vehicle to obtain first low-voltage load data corresponding to the first static test and the first dynamic test, respectively. Next, based on the first low-voltage load data of the competing vehicle corresponding to the first static test and the first dynamic test, a low-voltage power consumption target for the vehicle under test is determined. Then, based on the parsed parameter information and the second basic parameter information of the vehicle under test, a second static test and a second dynamic test are performed on the vehicle under test to obtain second low-voltage load data corresponding to the second static test and the second dynamic test, respectively. Finally, based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, and the low-voltage power consumption target, a low-voltage power consumption optimization strategy for the vehicle under test is determined. This approach allows for the formation of a systematic testing scheme through static and dynamic testing. By combining test data from competing models, the overall low-voltage power consumption of the vehicle under test can be comprehensively evaluated, and targeted low-voltage power consumption optimization strategies can be provided. This will improve the energy efficiency and range of new energy vehicles, thus meeting the needs of new energy vehicle technology development and market competition.

[0037] As one possible implementation, step S104 (i.e., performing a first static test and a first dynamic test on the competitor vehicle based on the parsed parameter information and the first basic parameter information of the competitor vehicle to obtain the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively) may include: performing a first static test on the competitor vehicle based on the parsed parameter information and the first basic parameter information, and recording the first current and voltage data of each first low-voltage load of the competitor vehicle during the first static test; performing a first dynamic test on the competitor vehicle based on the parsed parameter information and the first basic parameter information, and recording the second current and voltage data of each second low-voltage load of the competitor vehicle during the first dynamic test; and extracting the first current and voltage data and the second current and voltage data as the first low-voltage load data.

[0038] As one possible implementation, the aforementioned low-voltage power consumption target may include the power consumption target of each target low-voltage load of the vehicle under test and the total power consumption target of the vehicle under test; based on this, the aforementioned step S106 (i.e., determining the low-voltage power consumption target of the vehicle under test based on the first low-voltage load data of the competitor models corresponding to the first static test and the first dynamic test respectively) may include:

[0039] Step A1: Obtain the reference current and voltage data of each reference low-voltage load of the competitor model from the first low-voltage load data corresponding to the first static test and the first dynamic test, respectively, and determine the reference power data of each reference low-voltage load of the competitor model based on the target current and voltage data. Then, determine the reference total power data of the competitor model based on the reference power data. The reference low-voltage load corresponds one-to-one with the target low-voltage load.

[0040] Step A2: Determine the power consumption target based on the reference power data, and determine the total power consumption target based on the reference total power data.

[0041] For example, both the first static test and the second static test can be performed when the corresponding vehicle is in pure electric mode; both the first dynamic test and the second dynamic test can be performed when the corresponding vehicle is placed on a chassis dynamometer and the corresponding vehicle is in pure electric mode and battery hold mode respectively, according to a preset ambient temperature and WLTC operating condition; the preset ambient temperature may include a first preset ambient temperature representing high temperature and / or a second preset ambient temperature representing low temperature, wherein the first preset ambient temperature is greater than the second preset ambient temperature.

[0042] In practical applications, specific competing models can be determined based on the positioning and performance goals of the developed vehicle model, and the basic parameters of the competing models and the model under development (i.e., the model of the vehicle to be tested) can be clearly defined (as shown in Table 2). The parameters of different models are different and need to be determined according to the specific circumstances.

[0043] Table 2. Example of basic parameters for competing models

[0044]

[0045] Static testing simulates the energy consumption of various electrical loads in a vehicle when the vehicle is stationary, both when the user operates the relevant electrical loads inside the vehicle and when the vehicle is locked without the user inside. Table 3 below shows the low-voltage loads for static testing.

[0046] Table 3 List of Low-Voltage Loads for Static Testing

[0047]

[0048] Static testing is conducted under the following two conditions: EV mode (i.e., pure electric mode) Ready state, EV mode OFF state.

[0049] (1.1) The static test process for the EV mode Ready state is as follows:

[0050] According to the list of low-voltage loads for static testing in Table 3, arrange the current and voltage signal acquisition sensors and debug the data acquisition equipment to normal working condition; connect the CAN bus using CANoe or related equipment and ensure a normal connection; place the test vehicle (at this time, a competitor's model) on a flat surface, stationary, close the vehicle's hood (such as the engine hood), trunk lid, and all doors, adjust the driver's seat and fasten the seat belt, press the PEPS switch, the instrument panel lights up, the vehicle presses the brake pedal, and the instrument panel displays "Ready", indicating that the entire vehicle is connected to high voltage. At this time, the vehicle is in EV mode Ready state. At this time, the power battery, drive motor, DC-DC, high-voltage distribution box, on-board charger, PTC heater, and other high-voltage components are all connected to high voltage. The multimedia settings remain at default, and other parameter settings remain unchanged; in EV mode Ready state, record the current and voltage signals of all low-voltage loads and the CAN bus signals collected by the current and voltage signal acquisition sensors for no less than 30 minutes. After observing that the low-voltage load current signal is stable and unchanged, stop recording and save the data. Refer to Table 4 for the data recording format.

[0051] Table 4 Low-voltage load data acquisition table

[0052]

[0053] (1.2) The static test process for the EV mode OFF state is as follows:

[0054] According to the static test low-voltage load list in Table 3, arrange the current and voltage signal acquisition sensors and debug the data acquisition equipment to normal working condition; connect the CAN bus using CANoe or related equipment and ensure a normal connection; place the test vehicle (at this time, a competitor's model) on a flat surface, stationary, close the vehicle's front hood (such as the engine hood), trunk lid, and all doors, stop the vehicle, shift the gear to "P", press the PEPS switch, the vehicle power is cut off, the instrument panel is off, the entire vehicle is de-energized, and the vehicle is in EV mode OFF state. At this time, the power battery, drive motor, DC-DC converter, high-voltage distribution box, on-board charger, and P... High-voltage components such as the TC heater have been disconnected from the high voltage. After locking the vehicle by pressing the key and keeping it locked for 15 minutes, all high-voltage capacitors will discharge to a safe voltage range. Before the vehicle is de-energized, turn on the data acquisition device (i.e., the current and voltage signal acquisition sensor) to start recording data. In EV mode OFF state, record the current and voltage signals of all low-voltage loads and the CAN bus signal collected by the current and voltage signal acquisition sensor. The recording time should not be less than 45 minutes. Observe the low-voltage load current signal to determine if the vehicle has entered sleep state. After the current signal stabilizes and does not change, stop recording and save the data. Refer to Table 4 for the data recording format.

[0055] Dynamic testing simulates the energy consumption of various electrical loads while the vehicle is in motion. The ambient temperature for dynamic testing covers the region where the vehicle is sold. Unless otherwise specified, a high temperature of 40°C and a low temperature of -20°C are generally chosen. The 40°C high temperature covers the upper limit of high temperatures in most parts of the country; the higher the ambient temperature, the more energy the vehicle's power battery consumes. The -20°C low temperature is the critical point for starting a typical hybrid vehicle engine. If the ambient temperature is too low, the vehicle's power battery cannot discharge or discharges very little, and the vehicle can only be used as a gasoline vehicle, making it impossible to measure the power consumption in hybrid mode. To ensure consistency in test conditions, the same operating conditions are selected for each test. Generally, for BEV (Bare Electric Vehicle) / PHEV (Plug-in Hybrid Electric Vehicle) / REEV (Range Extended Electric Vehicle) models, the WLTC (Worldwide Harmonized Light Vehicles Test Cycle) is selected for dynamic testing because the WLTC cycle is closer to the real-world driving scenarios of users. It is mainly divided into four stages: low speed, medium speed, high speed, and ultra-high speed, with a total duration of about 30 minutes and a total distance of about 23.25 kilometers. Figure 3 This is an example diagram of the WLTC operating condition curve. Low-speed phase (e.g.) Figure 3 Low-to-medium speed range: average speed approximately 19 km / h, maximum speed approximately 34 km / h, simulating urban traffic congestion. Medium speed range (e.g.) Figure 3 Medium-speed range: average speed approximately 52 km / h, maximum 70 km / h, simulating suburban commuting. High-speed range (e.g.) Figure 3 High-speed section: Average speed approximately 78 km / h, maximum speed approximately 97 km / h, simulating intercity highway driving. Ultra-high-speed section (e.g.) Figure 3 (Ultra-high speed section): Average speed is about 97 km / h, maximum speed is about 131 km / h, simulating high-speed cruising.

[0056] Table 5 provides a reference for the low-voltage loads in dynamic testing. The low-voltage loads can be added or removed depending on the vehicle model. Dynamic testing primarily collects parameters such as current and voltage of these key low-voltage electrical loads, and then... ( Indicates the power of low-voltage electrical loads. This indicates the voltage across the low-voltage electrical load. (This represents the current flowing through the low-voltage electrical loads) Calculate the power of all individual low-voltage electrical loads, and add up the power of all low-voltage electrical loads to get the total power of the vehicle.

[0057] Table 5 List of Low-Voltage Loads for Dynamic Testing

[0058]

[0059] The dynamic tests were conducted according to the WLTC operating cycle, including EV mode WLTC dynamic tests and CS mode (battery hold mode) WLTC dynamic tests. The dynamic tests were conducted separately at ambient temperatures of 40℃ and -20℃. The high-temperature (40℃) WLTC dynamic test was conducted first. Before starting the high-temperature (40℃) WLTC dynamic test, the vehicle was placed in a 40℃ ambient temperature chamber for at least 12 hours to ensure the vehicle temperature matched the ambient temperature.

[0060] (2.1) The dynamic test process of WLTC in EV mode is as follows:

[0061] (2.1.1) The dynamic test of the EV mode WLTC condition was carried out on the chassis dynamometer. Before the test, the parameters of the chassis dynamometer were set by the coasting method based on the road coasting resistance data of the research vehicle (i.e. the vehicle model to be tested).

[0062] The methods for obtaining road coasting resistance data for the research vehicle model (i.e., the model of the vehicle under test) may include: driving the research vehicle model to a special test track or road and conducting a road coasting test; after the vehicle is accelerated to a certain speed, it is put into neutral and coasted to a stop; the coasting time and distance are recorded by a precision instrument, thereby calculating the road driving resistance of the vehicle at different speed points as the road coasting resistance data of the research vehicle model.

[0063] The method for setting the parameters of the chassis dynamometer can include: placing the vehicle (in this case, a competitor's model) on the chassis dynamometer; the operator inputting the previously measured road coasting resistance data into the control system of the chassis dynamometer; the control system using the coasting method algorithm to automatically adjust the load (such as current, torque, etc.) inside the chassis dynamometer so that the deceleration-time curve obtained from the coasting test of the vehicle on the chassis dynamometer closely matches the results of the road coasting test; once the chassis dynamometer parameters are set and verified, it means that the chassis dynamometer has successfully "simulated" the real road.

[0064] (2.1.2) Before the dynamic test of EV mode WLTC condition, the SOC of the vehicle power battery should be kept above 80%. According to the list of low voltage loads for dynamic test shown in Table 5, arrange the current and voltage signal acquisition sensors and debug the data acquisition equipment to normal working condition; connect the vehicle's CAN bus with CANoe or related equipment and ensure that the connection is normal.

[0065] Specifically, it can be connected to the vehicle's OBD-II diagnostic interface or a dedicated test interface via a cable through CANoe's supporting hardware interface (such as VN1600, VN8900, etc.). The current and voltage sensors will convert the signals they measure into digital information conforming to specific CAN messages through their respective electronic control units and send them to the CAN bus periodically.

[0066] (2.1.3) After setting the chassis dynamometer parameters, keep the vehicle settings (such as lights, ambient lights, instrument brightness, etc.) at their default settings, keep the vehicle audio system off, conduct the WLTC dynamic test under EV mode, record the current and voltage signals of all low-voltage loads and the CAN bus signals collected by the current and voltage signal acquisition sensors, stop data recording and saving after the test, and refer to Table 4 for the data recording format.

[0067] The specific steps for conducting WLTC dynamic testing on a chassis dynamometer are as follows: Turn on the main power switch on the drum power cabinet and confirm the voltage is 380V; turn on the drum main control computer and start the software setting program; after entering the software operation interface, log in to the system as an administrator and click the Reset button on the drum control cabinet to reset the drum control system circuit; click the Control On button on the drum control cabinet to power on the drum motor; close the drum cover, load the Warm-up program from the menu on the software operation interface, and select Time... In Control mode, preheat the drum equipment for approximately 30 minutes to ensure the drum bearings reach normal operating temperature. Smoothly drive the vehicle's drive wheels onto the chassis dynamometer rollers and secure the driven wheels using a tripod or similar device. Then lower the lift platform to ensure stable contact between the wheels and the rollers. According to the test requirements, set the corresponding equivalent inertia on the chassis dynamometer to simulate the vehicle's inertia during acceleration and deceleration. Set the chassis dynamometer's driving resistance to simulate the total resistance of a vehicle traveling on a straight road. According to the test requirements... A cooling fan is installed, and its airflow speed should be able to simulate the oncoming wind that the vehicle experiences during actual driving, in order to properly cool the engine compartment and simulate aerodynamic effects. The test is conducted in an environmental chamber, where the ambient temperature and humidity must be controlled within the standard range (ambient temperature is set to 40℃±2℃ or -20℃±2℃, and ambient humidity is controlled as needed). Before the test, the vehicle must be immersed for a sufficient period of time (e.g., more than 10 hours) to stabilize the oil temperature. The driver drives the vehicle on the chassis dynamometer according to the preset fuel consumption test cycle (i.e., WLTC) to begin the measurement.

[0068] (2.2) The dynamic test process of WLTC in CS mode is as follows:

[0069] (2.2.1) The dynamic test of the CS mode WLTC condition was carried out on the chassis dynamometer. Before the test, the parameters of the chassis dynamometer were set by the coasting method based on the road coasting resistance data of the research vehicle (i.e. the vehicle model to be tested).

[0070] (2.2.2) Before the dynamic test of WLTC operating condition in CS mode, the SOC of the vehicle power battery should be kept above 80%. According to the list of low-voltage loads for dynamic test shown in Table 5, arrange the current and voltage signal acquisition sensors and debug the data acquisition equipment to normal working condition. Connect the vehicle's CAN bus with CANoe or related equipment and ensure that the connection is normal.

[0071] (2.2.3) After setting the chassis dynamometer parameters, keep the vehicle settings (such as lights, ambient lights, instrument brightness, etc.) at their default settings, keep the vehicle audio system off, conduct the WLTC dynamic test under CS mode, record the current and voltage signals of all low-voltage loads and the CAN bus signals collected by the current and voltage signal acquisition sensors, stop data recording and saving after the test, and refer to Table 4 for the data recording format.

[0072] Both the EV mode WLTC dynamic test and the CS mode WLTC dynamic test can be carried out on the chassis dynamometer according to the specific implementation steps described above, which will not be repeated here.

[0073] After completing the WLTC dynamic test at a high temperature of 40℃, the vehicle was then subjected to a WLTC dynamic test at a low temperature of -20℃, conducted in both EV and CS modes. Before starting the WLTC dynamic test at a low temperature of -20℃, the vehicle was placed in a -20℃ ambient chamber for more than 12 hours to ensure that the vehicle temperature was consistent with the ambient temperature.

[0074] After completing the WLTC dynamic tests at both high temperature (40℃) and low temperature (-20℃), the large amount of data collected during the tests was processed, and outliers and noise interference were removed. The data was then categorized and stored according to different test conditions and low-voltage load types for subsequent analysis.

[0075] After testing competitor models, the test data is compiled and compared to identify key signals and gain a clear understanding of their technological capabilities. This data, combined with the market positioning and development needs of the vehicle under test, determines the low-voltage power consumption target for the target model. The low-voltage power consumption target can include the total power consumption target for the entire vehicle and the power consumption targets for each low-voltage load.

[0076] Table 6 below illustrates the relationship between the test data of competing models and low-voltage power consumption targets using several electrical load test data. The power data in Table 6 can be calculated as follows: first, based on... ( Indicates the power of low-voltage electrical loads. This indicates the voltage across the low-voltage electrical load. The power of a single electrical load is calculated by (representing the current flowing through the low-voltage electrical load), and then the power of all low-voltage electrical loads is added together to obtain the total power of the vehicle.

[0077] Table 6. Comparison of Test Data and Low-Voltage Power Consumption Targets for Competitor Models

[0078]

[0079] Based on the test data of competing models in Table 6, the total power consumption target of the developed model can be determined to be 237.6W (equal to the total power of the competing models). The power consumption targets of each major electrical appliance (i.e., low-voltage load) of the developed model are also clear.

[0080] As one possible implementation, step S108 (i.e., performing a second static test and a second dynamic test on the vehicle under test based on the parsed parameter information and the second basic parameter information of the vehicle under test to obtain the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively) may include: performing a second static test on the vehicle under test based on the parsed parameter information and the second basic parameter information, and recording the third current and voltage data of each third low-voltage load of the vehicle under test during the second static test; performing a second dynamic test on the vehicle under test based on the parsed parameter information and the second basic parameter information, and recording the fourth current and voltage data of each fourth low-voltage load of the vehicle under test during the second dynamic test; and extracting the third current and voltage data and the fourth current and voltage data as the second low-voltage load data.

[0081] As one possible implementation, step S110 (i.e., determining the low-voltage power consumption optimization strategy of the vehicle under test based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and the low-voltage power consumption target) may include: determining the vehicle's overall low-voltage power consumption based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and determining the low-voltage power consumption optimization strategy based on the low-voltage power consumption target and the overall low-voltage power consumption.

[0082] For example, the low-voltage power consumption of the vehicle may include the target power data of each target low-voltage load of the vehicle under test and the target total power data of the vehicle under test. The method for determining the low-voltage power consumption of the vehicle under test may be: obtaining the target current and voltage data of each target low-voltage load of the vehicle under test from the second low-voltage load data corresponding to the second static test and the second dynamic test respectively, and determining the target power data based on the target current and voltage data, and then determining the target total power data based on the target power data.

[0083] After completing the static and dynamic tests of competing models and determining the total power consumption target and the power consumption targets for each low-voltage load of the model under development, static and dynamic tests of the vehicle under test can be carried out. The static and dynamic testing procedures for the vehicle under test are the same as those for competing models, and will not be repeated here. The dynamic tests of the vehicle under test are also conducted separately at ambient temperatures of 40℃ and -20℃.

[0084] After all static and dynamic tests of the vehicle under test are completed, the large amount of data collected during the test is sorted out, abnormal data and noise interference are removed, and the data is classified and stored according to different test conditions, low-voltage load types, etc., for subsequent analysis.

[0085] Analyze the power consumption of each low-voltage electrical load obtained after static and dynamic testing of the vehicle under test, and then compare it with the power consumption target of each low-voltage electrical load to identify the gap and pinpoint the specific low-voltage electrical loads whose power consumption needs to be reduced (i.e., power consumption greater than the power consumption target). Table 7 below provides an example, with the target referring to the competitor data in Table 2 above, and then comparing the low-voltage power consumption data with the low-voltage power consumption target.

[0086] Table 7 Comparison of Low-Voltage Power Consumption Data and Low-Voltage Power Consumption Target

[0087]

[0088] The data in Table 7 shows that the total power consumption is 77.732W higher than the total power consumption target (i.e., the sum of the power consumption targets for different low-voltage loads, specifically 237.658W in Table 7).

[0089] Low-voltage loads that fail to meet the power consumption target (i.e., those exceeding the target) can be sorted in descending order of the difference between their power consumption and the target. Based on this sorting, the top k low-voltage loads (those ranking in the top k positions) can be selected to form a TOP list. These low-voltage loads in the TOP list will then be the focus of future monitoring and rectification. For example, as shown in Table 7, the top five low-voltage loads are, in order, the engine ECU, ADAS, multimedia system, battery thermal management water pump, and electronically controlled cooling water pump. These five low-voltage loads can be the focus of future monitoring and rectification.

[0090] Based on data analysis results, specific corrective measures can be developed for low-voltage power consumption issues that have not met targets (e.g., power consumption targets for individual low-voltage loads, and the overall vehicle power consumption target). These measures may include optimizing component design, adjusting system control strategies, and replacing components with low-power ones. The relevant systems or components of the vehicle can be modified according to these measures, and the modified vehicle can be retested to verify the effectiveness of the corrective measures. If the target is still not met after modification, the problem needs to be re-analyzed, the corrective measures adjusted, and the modification and verification repeated until the target is achieved.

[0091] For ease of understanding, the implementation process of the above-mentioned vehicle low-voltage power consumption test method is described in the following example using a specific application.

[0092] The implementation process of the above-mentioned vehicle low-voltage power consumption test method can be carried out according to the following steps:

[0093] Step 1: Based on the positioning and performance goals of the developed vehicle model, determine the specific competing models and clarify the parameters of the competing models (see Table 2 for details).

[0094] Step 2: After identifying the competing models, begin testing them.

[0095] Testing competitor models may include the following steps 21 to 22:

[0096] Step 21: Analysis of CAN bus signals from competing models.

[0097] Due to confidentiality reasons, the electrical architecture of competing models is generally unknown, and therefore the internal control logic of competing models is also unknown. Therefore, it is necessary to analyze the CAN bus signals to understand the status information of various loads and sensor data of the entire competing model. The analyzed data information can be found in Table 1.

[0098] Step 22: Static and dynamic testing of competitor models.

[0099] After understanding the control logic of the competitors by analyzing the CAN bus signals, we began to test the relevant low-voltage loads of the competitors. Specifically, this included static and dynamic tests on the competitor models. The specific operation process of static and dynamic tests can be found in the relevant content above, and will not be repeated here.

[0100] Step 3, Goal setting.

[0101] After completing the static and dynamic tests of competing models, the low-voltage power consumption target of the developed model can be determined based on the test data of competing models and in combination with the market positioning and development needs of the developed model. The low-voltage power consumption target can include the total power consumption target of the whole vehicle and the power consumption target of each low-voltage load. The target setting process can refer to the relevant content in Table 6 above.

[0102] Step 4: Static and dynamic testing of the developed vehicle model.

[0103] For details on the operation procedures of static testing and dynamic testing, please refer to the relevant content above, which will not be repeated here.

[0104] Step 5: Data analysis, rectification, and verification.

[0105] The test data of the developed vehicle model can be compared with the set targets to identify which low-voltage loads have achieved their respective power consumption targets and which have not. Low-voltage power consumption data under different operating conditions should be analyzed to study the impact of operating conditions on power consumption. A TOP list should be compiled based on the low-voltage loads that have not met the targets, and these low-voltage power consumption issues should be broken down into specific systems or components to clarify the directions for rectification. For details, please refer to the relevant content in the previous section on identifying key areas for future attention and rectification.

[0106] Based on data analysis results, specific rectification measures can be formulated to address the low-voltage power consumption issue that has not met the target. These measures will then be implemented to rectify the relevant systems or components of the vehicle. During the rectification process, strict adherence to technical requirements and operating procedures is essential to ensure quality. The rectified vehicle can be retested to verify the effectiveness of the rectification measures. If the target is still not met after rectification, the problem needs to be re-analyzed, the rectification measures adjusted, and the rectification and verification repeated until the target is achieved.

[0107] Through steps 1 to 5 above, we can comprehensively and accurately grasp the low-voltage power consumption of the entire new energy vehicle (including energy consumption data of each low-voltage load under different operating conditions), clearly identify the advantages and disadvantages of the developed model in terms of low-voltage power consumption compared with competing models, and provide a clear direction for product optimization and improvement; we can also address the low-voltage power consumption problem that has not reached the target through effective rectification measures to make the low-voltage power consumption of the entire vehicle reach or exceed the predetermined target, thereby improving the energy utilization efficiency and overall performance of new energy vehicles.

[0108] In practical applications, the above-mentioned vehicle low-voltage power consumption test method can be applied to different vehicle models using different equipment and instruments to measure the low-voltage power consumption of the whole vehicle, system or component.

[0109] The aforementioned vehicle low-voltage power consumption test method, through a scientific, reasonable, comprehensive and detailed test process and a rigorous data analysis and rectification verification mechanism, can cover a variety of operating conditions and user scenarios. It also provides accurate energy consumption optimization suggestions by combining test data from competing models, providing strong support for the optimization of low-voltage power consumption in new energy vehicles, thereby improving the energy efficiency and range of new energy vehicles and meeting the needs of new energy vehicle technology development and market competition.

[0110] Based on the above-described vehicle low-voltage power consumption testing method, this invention also provides a vehicle low-voltage power consumption testing device, see [link to relevant documentation]. Figure 4 As shown, the device may include the following modules:

[0111] The parsing module 402 is used to parse the CAN bus signal of the competitor's vehicle to obtain the parsing parameter information of the competitor's vehicle.

[0112] The first test module 404 is used to perform a first static test and a first dynamic test on the competitor vehicle based on the parsed parameter information and the first basic parameter information of the competitor vehicle, so as to obtain the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test respectively.

[0113] The first determining module 406 is used to determine the low-voltage power consumption target of the vehicle under test based on the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively.

[0114] The second test module 408 is used to perform a second static test and a second dynamic test on the vehicle under test based on the parsed parameter information and the second basic parameter information of the vehicle under test, so as to obtain the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively.

[0115] The second determining module 410 is used to determine the low-voltage power consumption optimization strategy of the vehicle under test based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively, and the low-voltage power consumption target.

[0116] By using the aforementioned vehicle low-voltage power consumption testing device, a systematic testing scheme can be formed through static and dynamic testing. Combined with test data from competing models, the vehicle's low-voltage power consumption can be comprehensively evaluated, and targeted low-voltage power consumption optimization strategies can be provided. This will improve the energy efficiency and range of new energy vehicles, and help meet the needs of new energy vehicle technology development and market competition.

[0117] The vehicle low-voltage power consumption test device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned vehicle low-voltage power consumption test method embodiment. For the sake of brevity, any parts not mentioned in the vehicle low-voltage power consumption test device embodiment can be referred to the corresponding content in the aforementioned vehicle low-voltage power consumption test method embodiment.

[0118] This invention also provides an electronic device, such as... Figure 5The diagram shows the structure of the electronic device, which includes a processor 51 and a memory 50. The memory 50 stores computer-executable instructions that can be executed by the processor 51. The processor 51 executes the computer-executable instructions to implement the above-mentioned vehicle low-voltage power consumption test method.

[0119] exist Figure 5 In the illustrated embodiment, the electronic device further includes a bus 52 and a communication interface 53, wherein the processor 51, the communication interface 53, and the memory 50 are connected via the bus 52.

[0120] The memory 50 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 53 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 52 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 52 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0121] The processor 51 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the aforementioned vehicle low-voltage power consumption test method can be completed by the integrated logic circuits in the processor 51 or by software instructions. The processor 51 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the vehicle low-voltage power consumption test method disclosed in this embodiment can be directly implemented by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory. The processor 51 reads the information in the memory and, in conjunction with its hardware, completes the steps of the vehicle low-voltage power consumption test method described in the aforementioned embodiment.

[0122] This invention also provides a computer-readable storage medium storing computer-executable instructions. When these computer-executable instructions are called and executed by a processor, they cause the processor to implement the aforementioned vehicle low-voltage power consumption test method. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0123] The computer program product of the vehicle low-voltage power consumption test method, device and electronic device provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the vehicle low-voltage power consumption test method described in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0124] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention.

[0125] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0126] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0127] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A vehicle low-voltage power consumption test method, characterized in that, include: Analyze the CAN bus signals of competing models to obtain the analytical parameter information of the competing models; Based on the analytical parameter information and the first basic parameter information of the competitor vehicle, a first static test and a first dynamic test are performed on the competitor vehicle to obtain the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively; wherein, the first basic parameter information includes the vehicle parameters, engine parameters, drive motor parameters, transmission parameters and power battery parameters of the competitor vehicle; The low-voltage power consumption target of the vehicle under test is determined based on the first low-voltage load data of the competing models corresponding to the first static test and the first dynamic test, respectively. Based on the analytical parameter information and the second basic parameter information of the vehicle under test, a second static test and a second dynamic test are performed on the vehicle under test to obtain second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively; wherein, the second basic parameter information includes the vehicle model parameters, engine parameters, drive motor parameters, transmission parameters and power battery parameters of the vehicle under test; The low-voltage power consumption optimization strategy for the vehicle under test is determined based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and the low-voltage power consumption target.

2. The method for testing low-voltage power consumption of a vehicle according to claim 1, characterized in that, Based on the analyzed parameter information and the first basic parameter information of the competitor vehicle, a first static test and a first dynamic test are performed on the competitor vehicle to obtain first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively, including: Based on the analytical parameter information and the first basic parameter information, a first static test is performed on the competitor vehicle model, and the first current and voltage data of each first low-voltage load of the competitor vehicle model are recorded during the first static test. Based on the analytical parameter information and the first basic parameter information, a first dynamic test is performed on the competitor vehicle model, and the second current and voltage data of each second low-voltage load of the competitor vehicle model are recorded during the first dynamic test. The first current and voltage data and the second current and voltage data are extracted as the first low-voltage load data.

3. The method for testing low-voltage power consumption of a vehicle according to claim 2, characterized in that, The low-voltage power consumption target includes the power consumption target of each target low-voltage load of the vehicle under test and the total power consumption target of the vehicle under test; Based on the low-voltage load data of the competing vehicle models corresponding to the first static test and the first dynamic test, the low-voltage power consumption target of the vehicle under test is determined, including: Reference current and voltage data of each reference low-voltage load of the competitor model are obtained from the first low-voltage load data corresponding to the first static test and the first dynamic test, respectively. Reference power data of each reference low-voltage load of the competitor model is determined based on the reference current and voltage data. Then, reference total power data of the competitor model is determined based on the reference power data. The reference low-voltage load corresponds one-to-one with the target low-voltage load. The power consumption target is determined based on the reference power data, and the total power consumption target is determined based on the reference total power data.

4. The vehicle low-voltage power consumption test method according to claim 3, characterized in that, Based on the parsed parameter information and the second basic parameter information of the vehicle under test, a second static test and a second dynamic test are performed on the vehicle under test to obtain second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test, respectively, including: The vehicle under test is subjected to a second static test based on the analytical parameter information and the second basic parameter information, and the third current and voltage data of each third low-voltage load of the vehicle under test are recorded during the second static test. The vehicle under test is subjected to a second dynamic test based on the analytical parameter information and the second basic parameter information, and the fourth current and voltage data of each fourth low-voltage load of the vehicle under test are recorded during the second dynamic test. The third current and voltage data and the fourth current and voltage data are extracted as the second low-voltage load data.

5. The vehicle low-voltage power consumption test method according to claim 4, characterized in that, The low-voltage power consumption optimization strategy for the vehicle under test is determined based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and the low-voltage power consumption target. This includes: determining the overall low-voltage power consumption of the vehicle under test based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, and determining the low-voltage power consumption optimization strategy based on the low-voltage power consumption target and the overall low-voltage power consumption.

6. The method for testing low-voltage power consumption of a vehicle according to claim 5, characterized in that, The low-voltage power consumption of the vehicle includes the target power data of each target low-voltage load of the vehicle under test and the target total power data of the vehicle under test. The vehicle-wide low-voltage power consumption of the vehicle under test is determined based on the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively, including: The target current and voltage data of each target low-voltage load of the vehicle under test are obtained from the second low-voltage load data corresponding to the second static test and the second dynamic test, respectively. The target power data is determined based on the target current and voltage data, and then the target total power data is determined based on the target power data.

7. The method for testing low-voltage power consumption of a vehicle according to claim 4, characterized in that, Both the first static test and the second static test are conducted when the corresponding vehicle is in pure electric mode; both the first dynamic test and the second dynamic test are conducted when the corresponding vehicle is placed on a chassis dynamometer and the corresponding vehicle is in pure electric mode and battery hold mode respectively, according to preset ambient temperature and WLTC conditions; the preset ambient temperature includes a first preset ambient temperature representing high temperature and / or a second preset ambient temperature representing low temperature, wherein the first preset ambient temperature is greater than the second preset ambient temperature.

8. A vehicle low-voltage power consumption testing device, characterized in that, include: The parsing module is used to parse the CAN bus signals of competing models to obtain the parsing parameter information of the competing models; The first testing module is used to perform a first static test and a first dynamic test on the competitor vehicle based on the parsed parameter information and the first basic parameter information of the competitor vehicle, so as to obtain the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test respectively; wherein, the first basic parameter information includes the vehicle parameters, engine parameters, drive motor parameters, transmission parameters and power battery parameters of the competitor vehicle; The first determining module is used to determine the low-voltage power consumption target of the vehicle under test based on the first low-voltage load data of the competitor vehicle corresponding to the first static test and the first dynamic test, respectively. The second testing module is used to perform a second static test and a second dynamic test on the vehicle under test based on the parsed parameter information and the second basic parameter information of the vehicle under test, so as to obtain the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively; wherein, the second basic parameter information includes the vehicle model parameters, engine parameters, drive motor parameters, transmission parameters and power battery parameters of the vehicle under test; The second determining module is used to determine the low-voltage power consumption optimization strategy of the vehicle under test based on the second low-voltage load data of the vehicle under test corresponding to the second static test and the second dynamic test respectively, and the low-voltage power consumption target.

9. An electronic device, characterized in that, The device includes a processor and a memory, the memory storing computer-executable instructions that can be executed by the processor, the processor executing the computer-executable instructions to implement the vehicle low-voltage power consumption test method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the vehicle low-voltage power consumption test method according to any one of claims 1 to 7.

Images