Full-mileage test method for plug-in hybrid power vehicle model

Abstract

The invention discloses a full-mileage test method for a plug-in hybrid power vehicle model. The method comprises the following steps: after pretreatment of drum sliding operation of a test vehicle on a chassis dynamometer is completed, the test vehicle is filled with oil and is fully charged; the engine oil temperature and the cooling liquid temperature of the engine before the vehicle test are set to be preset temperatures through standing; the running WLTC / CLTC cycle is repeated, the mileage test is carried out on the test vehicle on the chassis dynamometer in stages until the vehicle speed cannot meet the specified speed tolerance requirement, and then full mileage calculation is carried out, specifically, the pure electric driving mileage is the sum of the first-stage pure electric driving mileage and the second-stage pure electric driving mileage; and the full-oil and full-electricity driving range is the sum of the pure electric driving range and the hybrid power driving range. Based on the change of the driving mode in the test process, the mileage is monitored in stages, and the accuracy, reproducibility and universality of the working condition test can be ensured by standardizing the test environment and test equipment.

Description

Technical Field

[0001] This invention relates to the field of vehicle mileage testing technology, and in particular to a method for full mileage testing of plug-in hybrid electric vehicles. Background Technology

[0002] In recent years, plug-in hybrid electric vehicles (PHEVs) have achieved a leapfrog breakthrough in comprehensive range through deep restructuring of the powertrain and optimization of overall energy efficiency. In today's increasingly competitive new energy vehicle market, the combined range of a full tank of gas and a full charge for PHEVs has become a focal point for both consumers and the industry. This metric not only reflects users' core expectation of "no range anxiety" but also reveals the complex interplay between technological iteration, market strategies, and consumer psychology.

[0003] Currently, automakers are transforming "long range" from a technical parameter into a competitive advantage by increasing fuel tank capacity, improving thermal efficiency, and optimizing energy management. Consumers directly experience the benefits of plug-in hybrid vehicles, which significantly reduce refueling frequency and energy costs during long-distance travel. For example, a model with a 65L fuel tank and a 15.87kWh battery consumes only 55% of the energy cost of a high-speed rail ticket when fully fueled and charged. This "oil-electric complementarity" advantage is even more significant given fluctuating fuel prices and uneven distribution of charging infrastructure.

[0004] However, behind the market enthusiasm lies controversy: some users question whether simply piling on fuel tank and battery capacity in "paper data" may mask the limitations of real-world usage scenarios, such as increased energy consumption at high speeds and battery degradation in low-temperature environments. From a technical perspective, automakers are attempting to balance driving range and vehicle cost by innovating series-parallel hybrid architectures (such as 3-speed DHT), intelligent SOC dynamic control, and the application of lightweight materials, while simultaneously improving fuel economy (fuel consumption as low as 3.8L / 100km when the battery is depleted).

[0005] It is worth noting that this "range race" is driving the collaborative evolution of the industry chain: from high-precision sensors monitoring energy flow in real time to AI algorithms predicting driving habits and optimizing energy consumption, technological breakthroughs are not only reshaping users' perception of new energy vehicles, but also forcing the charging infrastructure and energy service models to accelerate their iteration.

[0006] Despite controversies such as "discrepancies between laboratory data and real-world road conditions" and "excessive advertising misleading consumers," it is undeniable that the driving range on a full tank of gas and a full charge has become an important benchmark for measuring the maturity of plug-in hybrid technology. The improved energy efficiency and adaptability to multiple scenarios it embodies are paving a new path for the new energy vehicle industry to transform from "policy-driven" to "value-driven."

[0007] The full-mileage metric for plug-in hybrid electric vehicles (PHEVs), as a core indicator for measuring the technological maturity and practical value of vehicles, is undergoing a methodological evolution from a technology verification tool to an industry standard system. Therefore, developing new technologies for full-mileage testing of PHEVs is of practical significance. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings and defects of existing technologies and provide a method for full-mileage testing of plug-in hybrid electric vehicles. Based on changes in drive mode during the testing process, this invention proposes phased monitoring of mileage and ensures the accuracy and reproducibility of the test by standardizing the test environment and equipment. It is a widely applicable operating condition testing method.

[0009] This invention is achieved through the following technical solution:

[0010] A method for full-mileage testing of plug-in hybrid electric vehicles involves adding / changing the recommended minimum grade fuel to the test vehicle, confirming that the vehicle has no fault codes, and fully charging the vehicle's rechargeable energy storage system; confirming tire pressure; performing a pre-treatment operation of a rotating drum on a chassis dynamometer; filling the vehicle with fuel and fully charging it; and not starting the engine after refueling. The method also involves allowing the vehicle to stand still so that the engine oil and coolant temperatures are at preset levels before the test.

[0011] Repeatedly drive the WLTC / CLTC cycle, performing staged mileage tests on the test vehicle on a chassis dynamometer until the vehicle speed can no longer meet the specified speed tolerance requirements, including:

[0012] Phase 1 pure electric driving range test: After the vehicle is slowly charged to full charge, the power consumption mode test is started and continues until the engine or range extender starts. The corresponding driving distance is recorded as the phase 1 pure electric driving range.

[0013] Hybrid driving range test: From the start of the engine or range extender in the first stage of pure electric driving range test until the engine or range extender is completely shut down, the corresponding driving range is recorded as the hybrid driving range.

[0014] Phase II pure electric driving range test: Starting from a complete stop of the engine or range extender, the test continues until the vehicle speed can no longer meet the specified speed tolerance requirements. The corresponding driving range is recorded as the Phase II pure electric driving range.

[0015] Full mileage calculation: The pure electric driving range is the sum of the pure electric driving range in Stage 1 and Stage 2. The full fuel and full charge driving range is the sum of the pure electric driving range and the hybrid driving range.

[0016] Preferably, the vehicle is immersed in an environment of 23±3℃ for 6h to 36h.

[0017] Preferably, the preset temperature is 23±2℃.

[0018] Preferably, during the cyclic test, the absolute humidity H of the test chamber air and the engine intake air meets the requirements of 5.5 g / kg ≤ H ≤ 12.2 g / kg, and the ambient temperature of the test chamber is 23 ± 5℃.

[0019] Preferably, the engine or range extender is determined to start when any of the following conditions are met: a) the vehicle emission equipment detects exhaust emissions; b) the vehicle data acquisition equipment shows that the engine speed is not zero; c) the on-board energy flow shows that the engine has started.

[0020] Preferably, the engine or range extender is determined to be completely stopped when any of the following conditions are met: a) the vehicle displays that the fuel is exhausted and the on-board energy flow indicates that the engine is off; b) the vehicle data acquisition equipment displays that the engine speed is zero or the engine enable signal is zero.

[0021] Preferably, the pretreatment of the drum sliding operation on the chassis testing machine is performed for at least one test cycle.

[0022] Preferably, after the test is completed and the full mileage data is obtained, the following are also included:

[0023] The evaluation indicators of the test vehicle are scored according to preset standards based on the mileage data obtained from the test.

[0024] Preferably, the evaluation indicators are the total mileage of the plug-in hybrid vehicle and the pure electric driving range.

[0025] Preferably, the step of scoring the evaluation indicators of the test vehicle based on the mileage data obtained from the test according to a preset standard includes:

[0026] The mileage data obtained from the test is processed by linear interpolation within the interval to obtain an estimated mileage. Based on the estimated mileage, the evaluation index of the test vehicle is scored according to a preset standard.

[0027] The present invention provides a comprehensive range test method for plug-in hybrid electric vehicles (PHEVs) that covers the entire range from a full tank of fuel and a fully charged battery to a completely depleted battery. Compared with traditional test methods, this method achieves a systematic breakthrough in dimensions such as test environment control, equipment precision, and data acquisition and analysis, providing the industry with a universal standard framework that is both scientific and practical.

[0028] The full-mileage test of plug-in hybrid electric vehicles (PHEVs) has become a core indicator for measuring their technological maturity and practical value. The rise of this testing indicator stems from multiple drivers, including technological breakthroughs, policy regulations, market competition, and user demand, while also exposing the limitations of the current standard system.

[0029] The method of this invention specifies detailed requirements for the experimental environment and testing equipment. The test results are accurate, universal, and reproducible. It also provides vehicle manufacturers with a research and development testing method and develops a universal testing standard for laboratories. As the testing method becomes standardized and the scenarios diversify, its value will extend from single technology verification vehicles to research and development testing in various driving scenarios. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the segmented test for full-mileage testing of plug-in hybrid electric vehicles according to the present invention.

[0031] Figure 2 The first schematic diagram of the full-mileage test conditions for plug-in hybrid electric vehicles based on the time axis.

[0032] Figure 3 This is the second schematic diagram of the full-mileage test conditions for plug-in hybrid electric vehicles based on the time axis. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0034] Terms and Definitions

[0035] Phase 1 pure electric driving range: The distance the vehicle travels after being slowly charged to full charge and the battery consumption mode test begins until the engine or range extender starts.

[0036] Hybrid driving range: Stage 1 pure electric driving range test, the distance the vehicle travels from the start of the engine or range extender until the engine or range extender stops completely.

[0037] Stage II pure electric driving range: The distance the vehicle travels when the engine or range extender is completely stopped until the vehicle can no longer meet the tolerance requirements specified in GB 18352.6-2016 C1.2.6.6.

[0038] Pure electric driving range: The total pure electric driving range is the sum of the pure electric driving range in the first stage and the pure electric driving range in the second stage.

[0039] Full tank and full battery range: The sum of the hybrid range and the pure electric range is the full tank and full battery range.

[0040] In an exemplary embodiment of this application, the method for full-mileage testing of plug-in hybrid electric vehicles includes the following steps:

[0041] Add / replace the recommended lowest grade fuel to the test vehicle, confirm that there are no fault codes (or no fault codes affecting fuel consumption), and fully charge the vehicle's rechargeable energy storage system; confirm the tire pressure, complete the pre-processing of the drum coasting operation on the chassis dynamometer, fill the fuel tank and fully charge the system, and do not start the engine after filling the fuel tank; allow the vehicle to stand still so that the engine oil temperature and coolant temperature are at the preset temperature before the test.

[0042] Repeatedly drive the WLTC / CLTC cycle, performing staged mileage tests on the test vehicle on a chassis dynamometer until the vehicle speed can no longer meet the specified speed tolerance requirements, including:

[0043] Phase 1 pure electric driving range test: After the vehicle is slowly charged to full charge, the power consumption mode test is started and continues until the engine or range extender starts. The corresponding driving distance is recorded as the phase 1 pure electric driving range.

[0044] Hybrid driving range test: From the start of the engine or range extender in the first stage of pure electric driving range test until the engine or range extender is completely shut down, the corresponding driving range is recorded as the hybrid driving range.

[0045] Phase II pure electric driving range test: Starting from a complete stop of the engine or range extender, the test continues until the vehicle speed can no longer meet the specified speed tolerance requirements. The corresponding driving range is recorded as the Phase II pure electric driving range.

[0046] Full mileage calculation: The pure electric driving range is the sum of the pure electric driving range in Stage 1 and Stage 2. The full fuel and full charge driving range is the sum of the pure electric driving range and the hybrid driving range.

[0047] Among them, determining the first start point of the engine or range extender in the multi-cycle operating condition segment and the engine and range extender stop operating points are as follows: Figure 1 As shown.

[0048] In this embodiment of the application, the environmental requirements and parameters of the test can be in accordance with the provisions of C1.2.2 in GB18352.6-2016 or other provisions. For example, during the cyclic test, the absolute humidity H of the test chamber air and the engine intake air meets 5.5g / kg≤H (water / dry air)≤12.2g / kg, and the ambient temperature of the test chamber is 23±5℃.

[0049] When the vehicle is stationary, it can be immersed in an environment of 23±3℃ for 6h to 36h to bring the preset temperature to 23±2℃, with the engine hood closed during the immersion period.

[0050] In this application, the chassis dynamometer can be selected according to the test platform specifications and settings in Appendix CD.1 of GB18352.6-2016.

[0051] Preferably, the engine or range extender is determined to start when any of the following conditions are met: a) the vehicle emission equipment detects exhaust emissions; b) the vehicle data acquisition equipment shows that the engine speed is not zero; c) the on-board energy flow shows that the engine has started.

[0052] Preferably, the engine or range extender is determined to be completely stopped when any of the following conditions are met: a) the vehicle displays that the fuel is exhausted and the on-board energy flow indicates that the engine is off; b) the vehicle data acquisition equipment displays that the engine speed is zero or the engine enable signal is zero.

[0053] When selecting test vehicles, all components should meet mass production requirements; if the test vehicle differs from the mass production vehicle, detailed specifications must be provided. Test vehicles can be broken in according to the needs of the automobile manufacturer or its authorized agent, ensuring good mechanical condition, with a break-in mileage not exceeding 15,000 km. Furthermore, other requirements for test vehicle setup can be in accordance with the requirements of C.1.2.4.2 - C.1.2.4.5 and C.1.2.4.7 in GB18352.6-2016.

[0054] In this embodiment, when the test vehicle is warmed up, at least one WLTC / CLTC test cycle is performed on the chassis testing machine according to the pre-treatment of the drum coasting operation in CC.8 of GB18352.6-2016. The pre-treatment coasting can determine the loading resistance of the chassis dynamometer. After the pre-treatment, the battery is fully charged (battery SOC reaches 100%) and the vehicle is filled with test fuel to provide a reference charge for subsequent driving.

[0055] When conducting test cycles on a chassis dynamometer, the Worldwide Harmonized Light Vehicle Test Cycle (WLTC) as described in Annex CA of GB 18352.6-2016 can be followed, including Low, Medium, High, and Extra High speeds; or the China Light Vehicle Driving Conditions (CLTC) as described in Appendix A of GB / T38146.1-2019, including CLTC-P and CLTC-C. CLTC-P is applicable to M1 category vehicles, and CLTC-C is applicable to N1 category vehicles and M2 category vehicles with a maximum design gross weight not exceeding 3500 kg, including Low (1 unit), Medium (2 units), and High (3 units). The WLTC / CLTC cycle should be repeated until the vehicle speed no longer meets the speed tolerance requirements of C.1.2.6.6 in GB 18352.6-2016, at which point the test should be stopped.

[0056] In this application, during the cyclic test, the vehicle is fixed to a chassis dynamometer, and road driving is simulated by applying resistance. The chassis dynamometer is then correlated with engine data to obtain... Figure 2 , Figure 3 The first engine start time shown indicates the accurate first pure electric mileage accumulated from the previous speed. The hybrid system then performs a second-stage accumulation cycle until the fuel is exhausted and the engine stops working because the fuel is no longer sufficient to provide power. At this point, the vehicle still has a certain amount of battery power, which can meet the test conditions and continue driving until the vehicle speed can no longer meet the driving condition deviation requirements, at which point the test stops. This gives the third pure electric mileage from the last engine stop to the end of the test, and the test is completed.

[0057] During the testing process, the obtained test data should be filled in Table 1 below:

[0058] Table 1

[0059]

[0060] Calculate the relevant mileage data based on the data in Table 1, and fill it in Table 2 to form a test report.

[0061] Table 2

[0062]

[0063] In this embodiment of the application, after the test is completed and the full mileage data is obtained, the method further includes:

[0064] The evaluation indicators of the test vehicle are scored according to preset standards based on the mileage data obtained from the test.

[0065] Preferably, the evaluation indicators are the total mileage of the plug-in hybrid vehicle and the pure electric driving range.

[0066] In this embodiment of the application, the step of scoring the evaluation indicators of the test vehicle according to a preset standard based on the mileage data obtained from the test includes:

[0067] The mileage data obtained from the test is processed by linear interpolation within the interval to obtain an estimated mileage. Based on the estimated mileage, the evaluation index of the test vehicle is scored according to a preset standard.

[0068] Table 3 shows the scoring of the mileage data obtained from the test after linear interpolation within the interval.

[0069] Table 3

[0070]

[0071] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. It will be apparent to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention.

[0072] Therefore, the embodiments should be regarded as exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of the equivalents of the claims be included within the invention.

[0073] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for full-mileage testing of plug-in hybrid electric vehicles, characterized in that, Includes the following steps: Add / replace the recommended lowest grade fuel to the test vehicle, confirm that there are no fault codes in the vehicle, and fully charge the vehicle's rechargeable energy storage system; confirm the tire pressure, complete the pre-treatment of the drum coasting operation on the chassis dynamometer, fill the fuel and fully charge the system, and do not start the engine after filling the fuel; allow the vehicle to stand still so that the engine oil temperature and coolant temperature are at the preset temperature before the test. Repeatedly drive the WLTC / CLTC cycle, performing staged mileage tests on the test vehicle on a chassis dynamometer until the vehicle speed can no longer meet the specified speed tolerance requirements, including: Phase 1 pure electric driving range test: After the vehicle is slowly charged to full charge, the power consumption mode test is started and continues until the engine or range extender starts. The corresponding driving distance is recorded as the phase 1 pure electric driving range. Hybrid driving range test: From the start of the engine or range extender in the first stage of pure electric driving range test until the engine or range extender is completely shut down, the corresponding driving range is recorded as the hybrid driving range. Phase II pure electric driving range test: Starting from a complete stop of the engine or range extender, the test continues until the vehicle speed can no longer meet the specified speed tolerance requirements. The corresponding driving range is recorded as the Phase II pure electric driving range. Full mileage calculation: The pure electric driving range is the sum of the pure electric driving range in Stage 1 and Stage 2. The full fuel and full charge driving range is the sum of the pure electric driving range and the hybrid driving range.

2. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, Immerse the vehicle in an environment of 23±3℃ for 6 to 36 hours.

3. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, The preset temperature is 23±2℃.

4. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, During the cyclic test, the absolute humidity H of the test chamber air and engine intake air meets the requirements of 5.5g / kg≤H≤12.2g / kg, and the ambient temperature of the test chamber is 23±5℃.

5. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, The engine or range extender is determined to be started when any of the following conditions are met: a) the vehicle emission equipment detects exhaust emissions; b) The vehicle data acquisition equipment shows that the engine speed is not zero; c) The on-board energy flow shows that the engine has started.

6. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, The engine or range extender is considered to have completely stopped when any of the following conditions are met: a) the vehicle displays that the fuel is depleted and the onboard energy flow indicates that the engine is off; b) the vehicle data acquisition equipment displays that the engine speed is zero or the engine enable signal is zero.

7. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 1, characterized in that, The pretreatment of the drum sliding operation on the chassis testing machine should be performed for at least one test cycle.

8. The method for full-mileage testing of plug-in hybrid electric vehicles according to any one of claims 1-7, characterized in that, After the test is completed and the full mileage data is obtained, the following is also included: The evaluation indicators of the test vehicle are scored according to preset standards based on the mileage data obtained from the test.

9. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 8, characterized in that, The evaluation indicators are the total mileage and pure electric range of plug-in hybrid electric vehicles.

10. The method for full-mileage testing of plug-in hybrid electric vehicles according to claim 8, characterized in that, The evaluation indicators of the test vehicle based on the mileage data obtained from the test are scored according to preset standards, including: The mileage data obtained from the test is processed by linear interpolation within the interval to obtain an estimated mileage. Based on the estimated mileage, the evaluation index of the test vehicle is scored according to a preset standard.

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