Pure electric commercial vehicle energy efficiency grading test method and system and storage medium

Abstract

The invention relates to a pure electric commercial vehicle energy efficiency grading test method and system and a storage medium, and relates to the technical field of vehicle energy efficiency evaluation, and the method comprises the steps: obtaining three-level test indexes of a tested vehicle under a plurality of first-level evaluation dimensions; according to a preset scoring standard, scoring each third-level test index under each first-level evaluation dimension to obtain a score of each third-level test index; based on each third-level test index score and the corresponding third-level test index weight and second-level evaluation dimension weight, obtaining a dimension score of each first-level evaluation dimension; based on the dimension score of each first-level evaluation dimension and the corresponding first-level evaluation dimension weight, obtaining a total energy efficiency score of the tested vehicle; and determining the energy efficiency level of the tested vehicle according to a preset score interval in which the total energy efficiency score is located. Compared with the prior art, the method aims at constructing a multi-dimensional, quantitative and comprehensive grading evaluation system, and the overall energy efficiency level of the vehicle can be reflected scientifically, comprehensively and visually.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile energy efficiency evaluation, in particular to a pure electric commercial vehicle energy efficiency grading test method and system and a storage medium. BACKGROUND

[0002] With the global energy transformation and the promotion of the "double carbon" target, pure electric commercial vehicles, especially freight vehicles, are being widely used. Energy efficiency is a core indicator to measure the technological advancement, economy and environmental protection. Improving energy efficiency not only reduces the operating costs of users, but also is a key measure to reduce energy consumption and carbon emissions in the transportation industry.

[0003] Currently, for the energy efficiency evaluation of pure electric freight commercial vehicles, the industry mainly has the following limitations: (1) Single evaluation dimension: Existing test and evaluation standards mainly focus on the energy consumption or driving range of the vehicle under specific conditions (such as normal temperature and uniform speed), which cannot fully reflect the comprehensive energy efficiency performance of the vehicle under complex and diverse actual operating scenarios (such as high-speed cruising, high / low temperature environment, full-load operation, and use of air conditioning, etc.).

[0004] (2) Lack of comprehensive grading evaluation system: Existing technologies mainly use passability test or single numerical comparison, and lack a set of evaluation methods that scientifically quantify and weight different energy efficiency dimensions (such as carrying efficiency, driving efficiency, energy supplement efficiency, and air conditioning efficiency), and finally convert them into intuitive grades (such as first to fifth grade). This makes it difficult for consumers, industry managers and policy makers to quickly and intuitively compare and judge the energy efficiency levels of different vehicle models.

[0005] (3) Disconnected from actual operating needs: The core value of freight commercial vehicles lies in transportation efficiency. The existing evaluation methods lack consideration of "unit load energy consumption", fail to closely combine the carrying capacity of the vehicle with energy consumption, and cannot effectively evaluate the energy efficiency economy of the vehicle in real freight scenarios. At the same time, there is also a lack of unified evaluation indicators and integrated consideration of the efficiency of key subsystems (such as the drive motor system, the power battery system, and the air conditioning system) that affect the energy consumption of the vehicle.

[0006] Therefore, the industry urgently needs a method and standard that can fully, objectively, quantitatively and intuitively evaluate the comprehensive energy efficiency level of pure electric freight commercial vehicles and scientifically grade them. SUMMARY

[0007] Therefore, it is necessary to provide a pure electric commercial vehicle energy efficiency grading test method, system and storage medium aiming at the technical problems of single evaluation dimension, lack of comprehensive grading evaluation system and disconnection with actual operation demand, so as to build a multi-dimensional, quantitative and comprehensive grading evaluation system, and scientifically, comprehensively and intuitively reflect the overall energy efficiency level of the vehicle.

[0008] To solve the above technical problems, the technical solutions of the present application are as follows: In a first aspect, the present application provides a pure electric commercial vehicle energy efficiency grading test method, comprising: obtaining the third-level test indicators of the measured vehicle under multiple first-level evaluation dimensions; According to the preset scoring standard, each item of the third-level test indicators under each first-level evaluation dimension is scored to obtain the third-level test indicator score; Based on each third-level test indicator score and its corresponding third-level test indicator weight and second-level evaluation dimension weight, the dimension score of each first-level evaluation dimension is obtained; Based on the dimension score of each first-level evaluation dimension and its corresponding first-level evaluation dimension weight, the total energy efficiency score of the measured vehicle is obtained; According to the preset score interval where the total energy efficiency score is located, the energy efficiency level of the measured vehicle is determined.

[0009] In a second aspect, the present application further provides a pure electric commercial vehicle energy efficiency grading test system, which utilizes the pure electric commercial vehicle energy efficiency grading test method as described above, comprising: A data acquisition module is used to obtain the third-level test indicators of the measured vehicle under multiple first-level evaluation dimensions; An indicator scoring module is used to score each item of the third-level test indicators under each first-level evaluation dimension according to the preset scoring standard to obtain the third-level test indicator score; An indicator processing module is used to obtain the dimension score of each first-level evaluation dimension based on each third-level test indicator score and its corresponding third-level test indicator weight and second-level evaluation dimension weight; An energy efficiency scoring module is used to obtain the total energy efficiency score of the measured vehicle based on the dimension score of each first-level evaluation dimension and its corresponding first-level evaluation dimension weight; A level assessment module is used to determine the energy efficiency level of the measured vehicle according to the preset score interval where the total energy efficiency score is located.

[0010] In a third aspect, the present application further provides a computer-readable storage medium, which stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, at least one program, code set or instruction set is loaded and executed by a processor to realize the pure electric commercial vehicle energy efficiency grading test method as described above.

[0011] Compared with the prior art, the beneficial effects of the technical scheme of the present application are: The present application constructs four core dimension evaluation systems covering carrying energy efficiency, air conditioner energy efficiency, driving energy efficiency and energy supplement efficiency. Through quantitative scoring and weight calculation of three-level indexes, the limitations of traditional methods which only focus on single working condition energy consumption are solved, and the comprehensive energy efficiency performance of the vehicle in actual complex scenes is comprehensively reflected. Through linear interpolation scoring and hierarchical weighting algorithm, multi-dimensional test data is converted into intuitive energy efficiency grades, which is convenient for consumers to quickly compare the energy efficiency level of vehicle models, and provides standardized basis for industry supervision, which is superior to the existing method of only passing the test or evaluating single numerical value. According to the characteristics of freight commercial vehicles, a special standard test process under the speed of composite working condition is designed to ensure that the evaluation results are highly consistent with the actual operation scene. It is clearly applicable to N1 type pure electric commercial vehicles, and through modular weight configuration and standardized test process, it can be flexibly adapted to different vehicle models and technical iteration requirements, and promote the unification of industry energy efficiency standards. Through public scoring standards and subdivided dimension evaluation, it guides vehicle enterprises to optimize key subsystems, improves overall energy efficiency from the design end, and helps to achieve the "double carbon" goal. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 FIG. 1 is a flowchart of a pure electric commercial vehicle energy efficiency grading test method according to some embodiments of the present application; Figure 2 FIG. 2 is a schematic diagram of the temperature measurement point position of the carrying energy efficiency standard test process in the pure electric commercial vehicle energy efficiency grading test method according to some embodiments of the present application; Figure 3 FIG. 3 is a composition diagram of the shortening method speed segment in the carrying energy efficiency standard test process in the pure electric commercial vehicle energy efficiency grading test method according to some embodiments of the present application; Figure 4 FIG. 4 is a schematic diagram of the recommended measurement instrument installation position of the power system energy efficiency standard test process in the pure electric commercial vehicle energy efficiency grading test method according to some embodiments of the present application; Figure 5 FIG. 5 is a vehicle end conduction charging system architecture diagram of the conduction charging system energy efficiency standard test process in the pure electric commercial vehicle energy efficiency grading test method according to some embodiments of the present application; Figure 6 FIG. 6 is a structural schematic diagram of a pure electric commercial vehicle energy efficiency grading test system according to some embodiments of the present application. DETAILED DESCRIPTION

[0013] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the description of embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of units is not necessarily limited to those units, but may include other units not explicitly listed or inherent to those processes, methods, products, or apparatuses. The term "determine" broadly covers a wide variety of actions, including acquiring, calculating, processing, deriving, investigating, searching (e.g., searching in a table, database, or other data structure), probing, and similar actions; it may also include receiving (e.g., receiving information), accessing (e.g., accessing data in memory), and similar actions; it may also include generating, creating, establishing, and similar actions; and parsing, selecting, choosing, and similar actions, etc. Definitions of other terms will be given in the following description.

[0014] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. Furthermore, in the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if there is transmission of electrical signals or data between the connected objects.

[0015] It should be emphasized that the acquisition, transmission, storage, use, and processing of data in the technical solutions of this application all comply with the relevant provisions of national laws and regulations.

[0016] In the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, they do not mean that the applicant has used or necessarily used the solution.

[0017] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent. To better illustrate this embodiment, some parts in the accompanying drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions; It will be understood by those skilled in the art that certain well-known structures and their descriptions may be omitted in the accompanying drawings.

[0018] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Example 1 This embodiment provides a method for energy efficiency grading testing of pure electric commercial vehicles. (See attached document.)Figure 1 ,include: Obtain the tertiary test indicators of the vehicle under test under multiple primary evaluation dimensions; Based on the preset scoring criteria, each of the three-level test indicators under each primary evaluation dimension is scored to obtain the score of each of the three-level test indicators. Based on the score of each third-level test indicator and its corresponding weight and weight of the second-level evaluation dimension, the dimension score of each first-level evaluation dimension is obtained. The total energy efficiency score of the tested vehicle is obtained based on the dimensional score of each primary evaluation dimension and its corresponding primary evaluation dimension weight. The energy efficiency level of the tested vehicle is determined based on the preset score range in which the total energy efficiency score falls.

[0020] Compared to existing technologies, this method constructs an evaluation system encompassing four core dimensions: transportation energy efficiency, air conditioning energy efficiency, drive energy efficiency, and refueling energy efficiency. Through quantitative scoring and weight calculation of three-level indicators, it overcomes the limitations of traditional methods that only focus on energy consumption under a single operating condition, comprehensively reflecting the vehicle's overall energy efficiency performance in complex real-world scenarios. By using linear interpolation scoring and hierarchical weighting algorithms, multi-dimensional test data is transformed into intuitive energy efficiency levels, facilitating quick comparison of vehicle energy efficiency levels for consumers. It also provides standardized basis for industry regulation, outperforming existing methods that rely solely on passability tests or single numerical evaluations. Specifically designed for freight commercial vehicles, a specialized standard test process under composite operating conditions and speeds is implemented to ensure that evaluation results closely match actual operating scenarios. It is explicitly applicable to N1 category pure electric commercial vehicles, and through modular weight configuration and standardized test processes, it can flexibly adapt to different vehicle models and technological iteration needs, promoting the unification of industry energy efficiency standards. By publicly disclosing scoring standards and detailed dimension evaluations, it guides automakers to optimize key subsystems, improving overall energy efficiency from the design stage and contributing to the achievement of "dual carbon" goals.

[0021] In some preferred embodiments, the primary evaluation dimensions include vehicle energy efficiency, air conditioning energy efficiency, drive energy efficiency, and replenishment energy efficiency.

[0022] In some preferred embodiments, the three-level test indicators of the vehicle energy efficiency include: composite unit mass energy consumption, high-speed unit mass energy consumption, high-temperature unit mass energy consumption, and low-temperature unit mass energy consumption. The third-level test index for the energy efficiency of the air conditioner includes the power consumption of the vehicle's air conditioning system. The three-level test indicators for the drive energy efficiency include the percentage of high-efficiency zone and average efficiency; The three-level test indicators for the energy replenishment efficiency include fast charging energy utilization rate and DC circuit charging efficiency.

[0023] In some preferred embodiments, the vehicle under test is tested based on preset test procedures for energy efficiency standards of transportation (procedure A), air conditioning (procedure B), power system (procedure C), power battery system (procedure D), and conductive charging system (procedure E), respectively, to obtain the three-level test indicators of the vehicle under test under each first-level evaluation dimension, as shown in Table 1.

[0024] Table 1. Overview of Energy Efficiency Grading Test Methods for Pure Electric Light Commercial Vehicles

[0025] In this embodiment, the contents of the following documents constitute essential clauses of the process through normative references in each process. For dated references, only the version corresponding to that date applies to this document; for undated references, the latest version (including all amendments) applies to this document: GB / T 15089-2001 Classification of Motor Vehicles and Trailers GB 18352.6-2016 Limits and Measurement Methods for Pollutant Emissions from Light-Duty Vehicles (China Stage VI) GB / T 18386.1-2021 Test methods for energy consumption and driving range of electric vehicles - Part 1: Light-duty vehicles GB / T 38146.1-2019 China's automotive operating conditions - Part 1: Light-duty vehicles GB / T 18487.1 Conductive charging systems for electric vehicles - Part 1: General requirements GB / T 18488-2024 Drive motor system for electric vehicles GB / T 19596-2017 Electric Vehicle Terminology GB / T 27930 Digital communication protocol between off-board conductive chargers and electric vehicles GB / T 34658 Conformity Test of Communication Protocol between Off-board Conductive Charger and Battery Management System for Electric Vehicles The aforementioned vehicle energy efficiency standard test procedure (procedure A) includes: A.1 Test Conditions A.1.1 Environmental Conditions High-temperature environment: Temperature set to (35±2)℃; Air humidity set to (50±5)%RH; Light intensity set to (1000±45)W / m² 2 The solar radiation intensity is set based on the highest point of the vehicle body.

[0026] Normal temperature environment: The temperature is set to (23±2)℃.

[0027] Low temperature environment: The temperature is set to (-7±3)℃.

[0028] The laboratory temperature should be monitored during the test and measured at the cooling fan outlet. The reported ambient temperature should be the arithmetic mean of the laboratory temperatures measured at fixed intervals not exceeding 1 minute.

[0029] A.1.2 Test Equipment Requirements The testing equipment used for the test shall meet the relevant requirements of Annexes CD.1, CD.2 and CD.5 of GB 18352.6-2016.

[0030] Other relevant parameter requirements are shown in Table A.1.

[0031] Table A.1 Relevant parameters and accuracy of the test results

[0032] A.1.3 Vehicle Conditions All vehicle components must meet mass production requirements. The vehicle may be broken in according to the requirements of the automobile manufacturer or its authorized agent, ensuring good mechanical condition, and should be broken in for 1000km using the original power battery. The original power battery should undergo at least one cycle from full charge to its minimum state of charge. The lubricant specified by the automobile manufacturer should be used. Except for driving applications, all energy storage systems (electrical, hydraulic, pneumatic, etc.) should be charged to the maximum values ​​specified by the automobile manufacturer. Starting the vehicle's power system should be performed according to the automobile manufacturer's specifications. According to GB 18352.6-2016 C.1.2.4.4, confirm that the vehicle's control and transmission system settings are the same as the mass-produced model. According to GB 18352.6-2016 C.1.2.4.5, confirm that the vehicle's tire size is consistent with the automobile manufacturer's specifications.

[0033] A.1.4 Chassis dynamometer conditions According to C.1.2.4.2 of GB 18352.6-2016, the vehicle's operation on the dynamometer was determined. The vehicle's test mass was set to the maximum design gross mass. The vehicle's road load measurement and dynamometer settings were performed in accordance with Annex CC of GB 18352.6-2016, using the coasting method to determine the vehicle's road load, which served as the input condition for the chassis dynamometer's simulation program for road driving resistance during normal and high-temperature tests. For low-temperature tests, according to H.2.2.1 of Annex CC of GB 18352.6-2016, based on the vehicle's road load determined in Annex CC of GB 18352.6-2016, the resistance obtained after reducing the coasting time by 10% was used as the input condition for the chassis dynamometer's simulation program for road driving resistance during the -7℃ low-temperature test.

[0034] A.1.5 Driving Mode and Transmission Gear Setting Conditions Refer to Appendix C of GB / T 18386.1-2021 to confirm the driving mode and transmission gear settings, but the selection of driving mode and transmission gear should enable the test vehicle to follow the driving cycle specified in A.2.7.

[0035] A.1.6 Air Conditioning Installation Conditions According to Appendix F of GB / T 18386.1-2021, temperature measurement points should be arranged for each occupant seat in the front row. For longitudinally adjustable seats, they should be locked in the middle position of their travel or the closest rearward position. For height-adjustable seats, they should be adjusted to the manufacturer's design position or the lowest position. The seat back angle should be adjusted to the manufacturer's design angle or a position tilted 25° backward from the vertical. The locations of the temperature measurement points are as follows: Figure 2 As shown. Air conditioning should be installed in high-temperature environments according to Appendix B.2.4 of GB / T 18386.1-2021. Air conditioning should be installed in low-temperature environments according to Appendix A.2.4 of GB / T 18386.1-2021. Air conditioning should be turned off in normal temperature environments.

[0036] A.1.8 Test Cycle Cutoff Conditions The standard operating condition test cycle cutoff condition is when the actual speed cannot maintain the tolerance requirements specified in Annex C.1.2.6.6 of GB 18352.6-2016. The shortened test cycle cutoff condition is when the vehicle cannot maintain the tolerance requirements specified in Annex C.1.2.6.6 of GB 18352.6-2016 for 4 consecutive seconds in the constant speed section (CSSE). The constant speed (70±2) km / h test cycle cutoff condition is when the actual speed cannot maintain 90% of the target vehicle speed. When the test end conditions are met, keep the vehicle in the same gear and driving mode, allow the vehicle to coast to the minimum stable speed or 5 km / h, and then apply the brake pedal to stop.

[0037] A.1.9 Charging and discharging conditions of power batteries A.1.9.1 Discharge cutoff conditions for power batteries The vehicle travels at a constant speed of (70±5)% of its maximum speed over 30 minutes to discharge the power battery. The power battery discharge is cut off when the vehicle speed cannot be maintained at 65% of its maximum speed over 30 minutes.

[0038] A.1.9.2 Regular charging of power batteries Within 2 hours of completing the driving range test, the vehicle should be charged using conventional DC charging. The charging station should be a DC charging station with a power output of at least 120kW. The power measurement device should be installed between the power supply equipment and the power grid. The power measurement device should express the measured power in kWh and round the measured value to two decimal places.

[0039] Charging should be continuous. If a power outage occurs during charging, it should be recorded in the test report along with an explanation of the cause. Charging is considered complete when the onboard or external instruments indicate that the battery is fully charged. If the onboard or external instruments emit a clear signal indicating that the battery is not fully charged, the maximum charging time in this case is: 3 * the battery energy (kWh) / power supply (kW) specified by the vehicle manufacturer.

[0040] Before charging begins and after charging ends, if the vehicle needs to move, the vehicle's power cannot be used, and the regenerative braking system is not activated.

[0041] A.2 Test method for energy consumption per unit mass at low temperature A.2.1 Preprocessing Determine the vehicle status according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Perform routine charging of the power battery according to the requirements of A.1.9.2 until the power battery is fully charged.

[0042] A.2.2 Immersion Car The vehicle should be immersed in the low-temperature test environment of A.1.1 for 12 hours with all windows and doors closed and the hood closed.

[0043] If the immersion area and the environmental chamber for the formal test are not the same facility, the vehicle should be moved to the environmental chamber for the formal test as soon as possible after the immersion. If it passes through other temperature areas during the process, the time should not exceed 10 minutes, and the vehicle's power should not be used during the movement, and the regenerative braking system should not be activated.

[0044] A.2.3 Determination of energy consumption per unit load of vehicle under low temperature conditions Set the ambient temperature according to the low-temperature test requirements in A.1.1. Determine the vehicle condition according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Determine the driving mode and transmission gear according to A.1.5.

[0045] The test was conducted on the chassis dynamometer using the CLTC-C test cycle specified in A.1.7, following the conventional operating condition method. Simultaneously with the start of the test, the air conditioning was operated for low-temperature testing as per A.1.6. The test was stopped when the vehicle speed reached the requirements specified in A.1.8. A 10-minute stop was permitted every four CLTC-C test cycles. During the stop, the vehicle's start switch should be in the "OFF" position, the hood closed, the test bench fan turned off, the brake pedal released, and external power charging should not be used.

[0046] After the test conditions are completed, when the vehicle stops, record the distance D that the vehicle has traveled, expressed in km, and rounded to the nearest integer. This distance is the vehicle's driving range in low-temperature conditions.

[0047] After the driving range test is completed, a regular charge should be performed within 2 hours according to the requirements of A.1.9.2, and the charging energy E should be recorded. 电网 Unit: kWh.

[0048] A.3 Test Method for Energy Consumption per Unit Mass at High Temperature A.3.1 Preprocessing Determine the vehicle status according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Perform routine charging of the power battery according to the requirements of A.1.9.2 until the power battery is fully charged.

[0049] A.3.2 Soaking the vehicle The vehicle should be immersed in the high-temperature test environment of A.1.1 for 2 hours with all doors and windows closed and the hood closed.

[0050] A.3.3 Determination of energy consumption per unit load of vehicle under high temperature environment Set the ambient temperature according to the high-temperature test requirements in A.1.1. Determine the vehicle condition according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Determine the driving mode and transmission gear according to A.1.5.

[0051] The test was conducted on the chassis dynamometer using the CLTC-C test cycle specified in A.1.7, following the conventional operating condition method. Simultaneously with the start of the test, the air conditioning was operated for the high-temperature test as per A.1.6. The test was stopped when the vehicle's speed reached the requirements specified in A.1.8. A 10-minute stop was permitted every four CLTC-C test cycles. During the stop, the vehicle's start switch should be in the "OFF" position, the hood closed, the test bench fan turned off, the brake pedal released, and external power charging should not be used.

[0052] When the test conditions end and the vehicle stops, record the distance D that the vehicle has traveled, expressed in km, and rounded to the nearest integer. This distance is the vehicle's driving range under high temperature conditions.

[0053] After the driving range test is completed, a regular charge should be performed within 2 hours according to the requirements of A.1.9.2, and the charging energy E should be recorded. 电网 Unit: kWh.

[0054] A.4 Test Method for Energy Consumption per Unit Mass of Composite Load A.4.1 Preprocessing Determine the vehicle status according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Perform routine charging of the power battery according to the requirements of A.1.9.2 until the power battery is fully charged.

[0055] A.4.2 Soaking the vehicle The vehicle should be immersed in the normal temperature test environment described in A.1.1 for 12 hours with all windows closed.

[0056] If the immersion area and the environmental chamber for the formal test are not the same facility, the vehicle should be moved to the environmental chamber for the formal test as soon as possible after the immersion. If it passes through other temperature areas during the process, the time should not exceed 10 minutes, and the vehicle's power should not be used during the movement, and the regenerative braking system should not be activated.

[0057] A.4.3 Test Options For vehicles with a driving range not exceeding eight test cycles as specified in A.1.7, testing shall be conducted on a chassis dynamometer using the conventional operating condition method. For vehicles with a driving range exceeding eight test cycles as specified in A.1.7, testing shall be conducted using the shortened method.

[0058] The shortened speed segment consists of two test cycles and two constant speed segments. (See attached document.) Figure 3 DS1 and DS2 are test cycle sections, consisting of the test cycles specified in A.1.7; CSSM and CSSE are constant speed sections, consisting of a relatively high constant vehicle speed, used to discharge as quickly as possible and reduce test time.

[0059] A.4.4 Determination of Energy Consumption per Unit Load of Vehicles under Normal Temperature Environment Set the ambient temperature according to the normal temperature test requirements in A.1.1. Determine the vehicle condition according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Determine the driving mode and transmission gear according to A.1.5.

[0060] The test was conducted on the chassis dynamometer using the CLTC-C test cycle specified in A.1.7, following the test options in A.4.3. Simultaneously with the start of the test, the air conditioning was operated at room temperature as specified in A.1.6. The test was stopped when the vehicle's speed reached the requirements specified in A.1.8.

[0061] For vehicles tested according to the standard operating condition method, a 10-minute stop is permitted every four CLTC-C test cycles. During the stop, the vehicle's start switch should be in the "OFF" position, the hood closed, the test bench fan turned off, the brake pedal released, and external power supply should not be used for charging. At the end of the test cycle, when the vehicle stops, record the distance traveled, D, expressed in km, rounded to the nearest integer. This distance represents the vehicle's remaining driving range under normal temperature conditions.

[0062] For vehicles tested using the shortened method, the current and voltage of all REESSs should be measured during the test according to Appendix E of GB / T 18386.1-2021. It is not permitted to turn off any REESS current and voltage testing instruments during the immersion period. If a time-integrating device is used, the device should remain operational during the immersion period. The vehicle's remaining driving range D is calculated according to section 7.3.2 of GB / T 18386.1-2021 after two test cycles.

[0063] After the driving range test is completed, a regular charge should be performed within 2 hours according to the requirements of A.1.9.2, and the charging energy E should be recorded. 电网 Unit: kWh.

[0064] A.5 Test Method for Energy Consumption per Unit Load Mass at High Speed A.5.1 Preprocessing Determine the vehicle status according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Perform routine charging of the power battery according to the requirements of A.1.9.2 until the power battery is fully charged.

[0065] A.5.2 Soaking the vehicle The vehicle should be immersed in the normal temperature test environment described in A.1.1 for 12 hours with all windows closed.

[0066] If the immersion area and the environmental chamber for the formal test are not the same facility, the vehicle should be moved to the environmental chamber for the formal test as soon as possible after the immersion. If it passes through other temperature areas during the process, the time should not exceed 10 minutes, and the vehicle's power should not be used during the movement, and the regenerative braking system should not be activated.

[0067] A.5.3 Determination of Energy Consumption per Unit Mass of Vehicles under High-Speed ​​Operating Conditions at Normal Temperature Set the ambient temperature according to the normal temperature test requirements in A.1.1. Determine the vehicle condition according to A.1.3. Determine the chassis dynamometer settings and road load simulation according to A.1.4. Determine the driving mode and transmission gear according to A.1.5.

[0068] The test was conducted continuously on the chassis dynamometer using the constant speed (70±2) km / h test cycle specified in A.1.7. Simultaneously with the start of the test, the air conditioning was operated at room temperature as per A.1.6. The test was stopped when the vehicle reached the speed specified in A.1.8. Two stops were permitted during the test, each not exceeding 2 minutes. During the stops, the vehicle's start switch should be in the "OFF" position, the hood closed, the test bench fan turned off, the brake pedal released, and external power charging was prohibited.

[0069] When the test conditions end and the vehicle stops, record the distance D that the vehicle has traveled, expressed in km, and rounded to the nearest integer. This distance is the vehicle's driving range under constant speed conditions at normal temperature.

[0070] After the driving range test is completed, a regular charge should be performed within 2 hours according to the requirements of A.1.9.2, and the charging energy E should be recorded. 电网 Unit: kWh.

[0071] A.6 Calculation of Level 3 Test Indicators A.6.1 Test-related parameters and accuracy The relevant parameters and accuracy of the test results should meet the requirements of Table A.2.

[0072] Table A.2 Relevant parameters and accuracy of the test results

[0073] A.6.2 Calculation of Energy Consumption per Unit Mass Calculate the comprehensive energy consumption per unit load capacity of a pure electric light commercial vehicle according to formula (A.1):

[0074] in, This represents the energy consumption per unit load capacity of a pure electric light commercial vehicle (unit: Wh / km·kg). The load capacity of a vehicle is indicated by subtracting the baseline mass from the maximum design gross mass and then subtracting the mass of optional equipment (unit: kg). Energy received from the grid during charging using A.2.3 (unit: kWh); Energy received from the grid during charging using A.3.3 (unit: kWh); Energy received from the grid during charging using A.4.4 (in kWh); Energy received from the grid during charging using A.5.3 (unit: kWh); The vehicle's driving range under the low-temperature CLTC-C condition tested in A.2 (unit: km). The vehicle's driving range under the high-temperature CLTC-C condition tested in A.3 (unit: km). The vehicle's driving range under normal temperature CLTC-C conditions as tested in A.4 (unit: km). The vehicle's driving range (in km) under constant temperature and speed conditions of 70 km / h as tested in A.5.

[0075] The air conditioner energy efficiency standard test procedure (procedure B) includes: B.1 Test Conditions B.1.1 Environmental Conditions Extreme heat environment: Temperature set to (40±2)℃; Air humidity set to (50±5)%RH; Light intensity set to (1000±45)W / m² 2 The solar radiation intensity is set based on the highest point of the vehicle body.

[0076] The laboratory temperature should be monitored during the test and measured at the cooling fan outlet. The reported ambient temperature should be the arithmetic mean of the laboratory temperatures measured at fixed intervals not exceeding 1 minute.

[0077] B.1.2 Vehicle Conditions All vehicle components must meet mass production requirements. The vehicle may be broken in according to the requirements of the automobile manufacturer or its authorized agent, ensuring good mechanical condition, and should be broken in for 1000km using the original power battery. The original power battery should undergo at least one cycle from full charge to its minimum state of charge. The lubricant specified by the automobile manufacturer should be used. Except for driving applications, all energy storage systems (electrical, hydraulic, pneumatic, etc.) should be charged to the maximum values ​​specified by the automobile manufacturer. Starting the vehicle's power system should be performed according to the automobile manufacturer's specifications. According to GB 18352.6-2016 C.1.2.4.4, confirm that the vehicle's control and transmission system settings are the same as the mass-produced model. According to GB 18352.6-2016 C.1.2.4.5, confirm that the vehicle's tire size is consistent with the automobile manufacturer's specifications. According to T CECA-G 0231-2023 6.4, confirm the passenger compartment volume.

[0078] B.1.3 Chassis dynamometer conditions According to C.1.2.4.2 of GB 18352.6-2016, determine the operation of the vehicle on the dynamometer.

[0079] The test mass of the vehicle refers to the definition in 3.9 and Annex CC of GB 18352.6-2016, which includes the sum of the reference mass, the optional equipment mass and the representative load mass.

[0080] The road load measurement and dynamometer settings for the vehicle are in accordance with the provisions of Annex CC of GB 18352.6-2016. The road load of the vehicle under full load is determined by the coasting method, which serves as the input condition for the road driving resistance simulation program of the chassis dynamometer in the extreme heat environment driving cooling test.

[0081] B.1.4 Driving Mode Setting Conditions Refer to Appendix C of GB / T 18386.1-2021 to confirm the driving mode and transmission gear settings, but the selection of driving mode and transmission gear should enable the test vehicle to follow the driving cycle specified in A.1.7.

[0082] B.1.5 Air Conditioning Installation Conditions According to Appendix F of GB / T 18386.1-2021, head temperature measurement points shall be arranged in each passenger seat of the front row.

[0083] The vehicle air conditioning settings shall be uniformly set in accordance with the air conditioning settings of the manual control system in Appendix B.2.4.3 of GB / T 18386.1-2021, so that the average temperature of the head temperature measurement point inside the vehicle reaches (24±1)℃ as soon as possible and is maintained at (24±1)℃ by adjusting the temperature knob until the end of the test.

[0084] B.1.6 Test Cycle The China Light Commercial Vehicle Driving Cycle (CLTC-C) as described in Appendix A of GB / T 38146.1-2019 includes three speed ranges: low speed (1 section), medium speed (2 sections), and high speed (3 sections). For vehicles that cannot follow the uncorrected CLTC-C test cycle, a cycle correction should be performed according to CA.4 of Annex to GB 18352.6-2016. The cycle correction details, the driving mode used in the test, and the transmission gear should be noted in the test report.

[0085] B.2 On-road cooling test method B.2.1 Preprocessing The vehicle is fully charged and left to stand at room temperature for more than 12 hours.

[0086] B.2.2 Immersion Car With all doors and windows closed, after reaching the extremely hot environment required by B.1.1, immerse the car for 2 hours without powering it on during the immersion process.

[0087] B.2.3 Measurement of power consumption of vehicle air conditioning Set the ambient temperature according to the extreme heat environment requirements in B.1.1. Determine the vehicle status according to B.1.2. Determine the chassis dynamometer settings and road load simulation according to B.1.3. Determine the driving mode and transmission gear according to B.1.4. Set the air conditioning mode according to B.1.5. After the vehicle is immersed in the dynamometer, conduct continuous testing on the chassis dynamometer according to the CLTC-C test cycle specified in B.1.6. During the test, all doors and windows must be closed. After the average temperature at the temperature measurement points inside the vehicle reaches the target temperature of (24±1)℃, continue the CLTC-C cycle test for 1 hour. During the test, collect the current and voltage of the compressor, blower, and fan.

[0088] Calculate the power consumption of the vehicle's air conditioning system according to formula B.1. Unit: kWh; rounded to two decimal places.

[0089]

[0090] in, Indicates the compressor discharge power (unit: kW); This indicates the blower's discharge power (unit: kW). Indicates the discharge power of the cooling fan (unit: kW); Indicates the time the air conditioner was turned on (unit: seconds). Indicates the end time of the experiment (unit: s).

[0091] Calculate the power consumption per unit volume of air conditioner using formula B.2. Unit: kWh / m 3 Round to two decimal places.

[0092]

[0093] in, This indicates the power consumption of the vehicle's air conditioning system (unit: kWh). This indicates the passenger cabin volume (unit: m³). 3 ).

[0094] The power system energy efficiency standard test procedure (procedure C) includes: C.1 Test Condition Requirements C.1.1 Laboratory and Equipment Requirements C.1.1.1 Instrument accuracy During the test, the accuracy or error of the instrument should not be lower than the requirements in Table C.1. It should also meet the accuracy requirements of the actual measured parameters, especially for instruments used to measure electrical parameters, which should be able to meet the accuracy and waveform requirements for the corresponding DC parameters.

[0095] Table C.1 Accuracy of Test Instruments

[0096] C.1.1.2 Measurement Requirements During measurement, data from each measuring instrument should be read simultaneously, and the sampling time difference between different instruments should meet the allowable error requirements of the measurement parameters.

[0097] The test was conducted on a shaft-coupled dynamometer. Before the test, sensors capable of collecting bus terminal current and voltage data for each drive system unit needed to be installed. (Refer to...) Figure 4 Install the necessary measuring instruments. The test data acquisition frequency must be no less than 10Hz.

[0098] C.1.2 Environmental Requirements The experiment was conducted at an indoor ambient temperature of (23±5)℃.

[0099] C.1.3 Vehicle Preparation Requirements C.1.3.1 Vehicle Status All vehicle components must meet mass production requirements. The vehicle may be broken in according to the requirements of the automobile manufacturer or its authorized agent, ensuring good mechanical condition, and should be broken in for 1000km using the original power battery. The original power battery should undergo at least one cycle from full charge to the minimum state of charge (SOC). The lubricant specified by the automobile manufacturer should be used. Except for driving applications, all energy storage systems (electrical, hydraulic, pneumatic, etc.) should be charged to the maximum values ​​specified by the automobile manufacturer. Starting the vehicle's power system should be performed according to the automobile manufacturer's specifications. In accordance with GB18352.6-2016 C.1.2.4.4, confirm that the vehicle's control and transmission system settings are the same as the mass-produced model.

[0100] C.1.3.2 Battery Status During the test, the state of charge of the energy storage device should be maintained within the range of 30% to 60%.

[0101] C.1.3.4 Driving Mode Selection Refer to Appendix C of GB / T 18386.1-2021 to confirm the driving mode and transmission gear settings, ensuring they meet the test vehicle speed requirements.

[0102] If the vehicle is four-wheel drive and the driving mode is selectable, the automatic motor torque distribution mode should be selected.

[0103] C.2 Test Methods C.2.1 Test Preparation Before the constant speed test, the driving test operator uses the data acquisition system to detect the accelerator pedal displacement signal and calibrates the linear relationship between pedal opening and pedal displacement, based on the accelerator pedal displacement value corresponding to full pedal travel and the pedal displacement value corresponding to no pedal travel. The test results should be recorded according to Table C.2. Alternatively, the linear relationship between pedal opening and control voltage can be calibrated based on the accelerator pedal control voltage corresponding to full pedal travel and the pedal control voltage corresponding to no pedal travel.

[0104] Table C.2 Relationship between accelerator pedal displacement and accelerator pedal opening

[0105] C.2.2 Preprocessing Before the test, the vehicle was driven at a constant speed of (70±2) km / h at high speed for 20 minutes using a dynamometer to preheat the motor and transmission system. For vehicles that could not keep up with the target speed, the test was conducted at the highest speed that the vehicle could maintain, and this was noted in the test report.

[0106] C.2.3 Tests Set the target vehicle speed on the test bench, put the vehicle in D gear, press the accelerator pedal to the target opening, continuously collect test data for 5 seconds, and then proceed to the next target vehicle speed or accelerator pedal opening.

[0107] Test points should be set according to Table C.3 to complete tests at different accelerator pedal openings and vehicle speeds. For vehicles that cannot keep up with the target speed, the test should be conducted at the highest speed that the vehicle can maintain, and this should be noted in the test report.

[0108] Table C.3 Average Efficiency Test Conditions

[0109] C.3 Calculate the efficiency of the dynamic system C.3.1 Single Operating Point Efficiency Calculation Method For a single operating point in the test condition, if the power system is in driving mode, the driving efficiency is calculated by dividing the mechanical power output of the power system by the electrical power input to the power system. The formula is as follows:

[0110] in, Indicates the first test condition i For each working point, efficiency calculations are performed using data from a 5-second test. Indicates the first i Wheel end speeds at each driving working point (unit: r / min); Indicates the first iWheel end torque at each driving point (unit: N·m); Indicates the first i The power system input voltage at each driving operating point (unit: V); Indicates the first i The power system input current (unit: A) at each driving operating point.

[0111] The test results are rounded to two decimal places.

[0112] If the power system is in a recovery state, the recovery efficiency is calculated by dividing the electrical power of the power system by the mechanical power recovered by the power system. The formula is as follows:

[0113] in, Indicates the first i Wheel end speed at each recovery work point (unit: r / min); Indicates the first i Wheel end torque at each recovery working point (unit: N·m); Indicates the first i The power system input voltage (unit: V) of each recovery work point; Indicates the first i The power system input current (unit: A) at each recycling work point.

[0114] The test results are rounded to two decimal places.

[0115] In equations (C.1) and (C.2), for a multi-motor drive system or a multi-axis drive system, the electrical power input to the power system should be the sum of the power of the multiple motors; the output should be the sum of the mechanical power output of the drive shafts.

[0116] If the input current of the power system cannot be directly measured, the input electrical power of the power system can be calculated using formula (C.3):

[0117] in, Indicates the first i The power battery current at each operating point (unit: A); Indicates the first i Average DC-to-DC converter input current (in A) at each operating point.

[0118] The test results are rounded to two decimal places.

[0119] C.3.2 Average Efficiency Calculation Method The average efficiency of the power system is calculated based on the average of all collected data.

[0120] The test results are rounded to two decimal places.

[0121] The energy efficiency standard test procedure for the power battery system (procedure D) includes: D.1 Test Conditions D.1.1 Environment Setup Normal temperature environment: The temperature is set to (23±2)℃.

[0122] The laboratory temperature should be monitored during the test and measured at the cooling fan outlet. The reported ambient temperature should be the arithmetic mean of the laboratory temperatures measured at fixed intervals not exceeding 1 minute.

[0123] D.1.2 Test Equipment Requirements The testing equipment used for the test shall meet the relevant requirements of Annexes CD.1, CD.2 and CD.5 of GB 18352.6-2016.

[0124] Other relevant parameter requirements are detailed in A.1.2.

[0125] D.1.3 Vehicle Conditions All vehicle components must meet mass production requirements. The vehicle may be broken in according to the requirements of the automobile manufacturer or its authorized agent, ensuring good mechanical condition, and should be broken in for 1000km using the original power battery. The original power battery should undergo at least one cycle from full charge to its minimum state of charge. The lubricant specified by the automobile manufacturer should be used. Except for driving applications, all energy storage systems (electrical, hydraulic, pneumatic, etc.) should be charged to the maximum values ​​specified by the automobile manufacturer. Starting the vehicle's power system should be performed according to the automobile manufacturer's specifications. According to GB 18352.6-2016 C.1.2.4.4, confirm that the vehicle's control and transmission system settings are the same as the mass-produced model. According to GB 18352.6-2016 C.1.2.4.5, confirm that the vehicle's tire size is consistent with the automobile manufacturer's specifications.

[0126] D.1.4 Chassis dynamometer conditions Same as A.1.4 requirements.

[0127] D.1.5 Driving Mode and Gear Setting Conditions Refer to Appendix C of GB / T 18386.1-2021 to confirm the driving mode and transmission gear settings, but the selection of driving mode and transmission gear should enable the test vehicle to follow the driving cycle specified in A.1.6.

[0128] D.1.6 Data Recording and Recording Compartments Collect the current and voltage of the power battery system bus, and the data acquisition frequency should be no less than 10Hz.

[0129] D.1.7 Power Battery Charging The charging pile should be a DC charging pile with a power of not less than 120kW.

[0130] Charging should be continuous. If a power outage occurs during charging, it should be recorded in the test report along with an explanation of the cause. Charging is considered complete when the onboard or external instruments indicate that the battery is fully charged. If the onboard or external instruments emit a clear signal indicating that the battery is not fully charged, the maximum charging time in this case is: 3 * the battery energy (kWh) / power supply (kW) specified by the vehicle manufacturer.

[0131] D.1.8 Discharge Conditions Discharge was conducted according to the operating cycle method. For N1 category pure electric commercial vehicles, the operating cycle method followed the Chinese Light Commercial Vehicle Driving Cycle (CLTC-C) as described in Appendix A of GB / T 38146.1-2019, including three speed ranges: low speed (1 section), medium speed (2 sections), and high speed (3 sections). For vehicles that could not follow the uncorrected CLTC-C operating cycle test cycle, cycle correction was performed according to CA.4 of Appendix GB 18352.6-2016. The cycle correction details, the driving mode used in the test, and the transmission gear were noted in the test report.

[0132] D.1.9 Discharge Cut-off Conditions When the actual speed cannot maintain the tolerance requirements specified in Annex C.1.2.6.6 of GB 18352.6-2016, when the test end conditions are met, keep the vehicle gear and driving mode unchanged, allow the vehicle to coast to the minimum stable speed or 5 km / h, and then press the brake pedal to stop.

[0133] D.2 Test Methods D.2.1 Connect to the charging station and charge using the shortest charging strategy. Start timing from when current is input to the charging station until the power battery reaches 100% state of charge.

[0134] D.2.2 Immerse the vehicle for 12 hours at an ambient temperature of (23±2)℃. During vehicle movement, vehicle power is not permitted, and the regenerative braking system is not activated.

[0135] D.2.3 Under an ambient temperature of (23±2)℃, discharge according to D.1.8 until the discharge cutoff condition of D.1.9 is met.

[0136] D.2.4 Immerse the vehicle for 12 hours at an ambient temperature of (23±2)℃. During vehicle movement, vehicle power is not permitted, and the regenerative braking system is not activated.

[0137] D.2.5 Connect to the charging station and charge using the shortest charging strategy. Start timing from when current is input to the charging station until the power battery reaches 100% state of charge.

[0138] D.3 Calculation of Energy Efficiency of Power Battery System Calculate the energy efficiency of the power battery system according to formula (D.1), rounding to two decimal places:

[0139] in, This represents the discharge current value at the i-th sampling time, in amperes (A). This represents the discharge voltage value at the i-th sampling time, in volts (V). This indicates the sampling interval time for the discharge test, in seconds (s). This represents the charging current value at the i-th sampling time, in amperes (A). This represents the charging voltage value at the i-th sampling time, in volts (V). This indicates the sampling interval time for the charging test, in seconds (s).

[0140] The energy efficiency standard test procedure (procedure E) for the conductive charging system includes: E.1 Test Conditions E.1.1 Environment Setup During the test, the test environment should meet the following conditions: a) Ambient temperature: +15℃~+35℃; b) Relative humidity: 45%~75%; c) Atmospheric pressure: 86kPa~106kPa; d) Altitude: ≤2000 m.

[0141] E.1.2 Vehicle Pre-treatment Requirements Before conducting efficiency tests, the vehicle under test needs to be pre-processed to ensure it is in an effective state during the test. The steps are as follows: a) Place the vehicle under test in the test environment chamber; b) Discharge the SOC of the vehicle's power battery pack to 10% or less using a rotating hub. If the vehicle supports DC discharge, it can also be discharged at a rate of 0.5C or less using a discharge test system; c) Ensure the low-voltage battery of the vehicle under test is fully charged by external power supply.

[0142] E.1.3 Power Supply Equipment Requirements The power supply equipment used for testing should meet the following requirements: a) The rated maximum output voltage of the DC power supply equipment shall not be less than 1000V, the rated maximum output current shall not be less than 600A, and the number of power supply terminals shall be greater than or equal to the number of DC charging interfaces on the vehicle. b) The equipment shall comply with the basic requirements of GB / T 18487.1 and GB / T18487.5, and the communication control board or pile-end simulation device shall comply with the communication requirements of GB / T 27930 and GB / T 34658.

[0143] E.1.4 Power Supply and Test Instrument Requirements E.1.4.1 During the test, the power supply shall meet the following conditions: a) Frequency: 50 Hz ± 0.5 Hz; b) AC power supply voltage: 220 V / 380 V, allowable deviation ± 5%; c) AC power supply waveform: sine wave, waveform distortion factor not greater than 5%; d) AC power supply system imbalance: not greater than 5%; e) DC component of AC power supply system: offset not greater than 2% of peak value.

[0144] E.1.4.2 Unless otherwise specified, the instruments and meters used in the test shall meet the following requirements: a) The measuring range of measuring instruments and meters should cover the measuring range of the measured quantity; b) For instruments and meters used to measure efficiency, the relative error of power measurement should be better than 0.1%, and the resolution should be no less than 5 significant digits.

[0145] E.1.5 Data Recording and Recording Interval The recording interval for test data (such as time, temperature, current, and voltage) should not exceed 1 second.

[0146] E.2 Test Methods E.2.1 Test Procedure a) Perform vehicle pretreatment according to E.1.2; b) To avoid interference from external electrical components affecting the charging circuit, all functions unrelated to charging should be stopped before the efficiency test, putting the vehicle into a power-off state. This includes in-vehicle instruments, displays, audio systems, air conditioning, and other high and low voltage electrical appliances. If this cannot be stopped, they should be adjusted to the minimum energy consumption state and noted in the report; c) When measuring the efficiency of the DC charging circuit, connect the peripheral equipment accompanying the DC power supply to the corresponding DC charging interface of the vehicle under test. Other equipment or accessories should not be connected to any remaining open ports. If the vehicle has an AC charging circuit, connect the peripheral equipment accompanying the AC power supply to the corresponding AC charging interface of the vehicle under test. Other equipment or accessories should not be connected to any remaining open ports; d) Connect the voltage and current clamp meter or sensor measurement device of the power measuring instrument to the charging input side (charging interface of the charging system, i.e., vehicle socket) and DC output side (front stage of the power battery pack) of the vehicle under test, respectively. Figure 5The typical vehicle-side conductive charging system architecture serves as a reference case. Simultaneously, when using multiple power measuring instruments to measure the input and output electrical energy signals of the vehicle conductive charging system, a synchronization signal function should be available to ensure synchronous measurement of input and output; or a single multi-channel power measuring instrument can be used to achieve synchronous measurement of all power points; e) Start the power supply equipment and perform a charging operation on the vehicle under test; f) Record the real-time power during the entire full charging process, and use the energy accumulation calculation method in E.2.2 to record the average charging efficiency of the entire charging process in real time.

[0147] E.2.2 Calculation method for charging efficiency of DC charging circuit Charging efficiency of DC charging circuit in conductive charging system η DC According to the requirements of NB / T 32004, the unit time period is calculated using formula (E.1). T Calculation of internal energy accumulation method:

[0148] in, η DC This represents the average charging efficiency during the process of charging from 10% to 100% SOC; P DC-out This indicates the real-time charging active power value of the front-end DC side of the vehicle-side power battery pack, in W. P DC-in_i This represents the real-time active power value input to the i-th DC charging interface on the vehicle, in W. T This represents the cumulative time, in minutes.

[0149] In some preferred embodiments, within the corresponding preset scoring criteria, linear interpolation is performed on each of the tertiary test indicators under each primary evaluation dimension to obtain the scores of each tertiary test indicator.

[0150] In this embodiment, the energy efficiency evaluation of the vehicle is based on Table 2.

[0151] Table 2 Energy Efficiency Evaluation of Transportation Vehicles

[0152] The energy efficiency evaluation of air conditioners is based on Table 3.

[0153] Table 3 Air Conditioner Energy Efficiency Evaluation

[0154] Driven energy efficiency evaluation is based on Table 4.

[0155] Table 4 Drive Energy Efficiency Evaluation

[0156] The energy efficiency evaluation of supplementary energy is based on Table 5.

[0157] Table 5 Energy Efficiency Evaluation for Energy Supplementation

[0158] In some preferred embodiments, the weights of the first-level evaluation dimension, the second-level evaluation dimension, and the third-level test index are preset fixed values.

[0159] In this embodiment, the total score for energy efficiency classification is calculated based on the scores of each level of indicators and their weights, rounded to one decimal place. The weight configuration is shown in Table 6.

[0160] Table 6. Weighting of each evaluation level

[0161] In some preferred embodiments, the energy efficiency level is divided into five levels, corresponding to the total energy efficiency score in the ranges of [80, 100], [60, 80), [40, 60), [20, 40), and [0, 20), respectively. And / or, the scores of each dimension are also based on the same or different score ranges to obtain independent dimension energy efficiency levels.

[0162] In this embodiment, dimensional score M i The calculation formula is as follows:

[0163] in, M i Indicates the dimension score; N i This indicates the score of the three-level test indicators; δ 3 indicates the weight of the third-level test indicator; δ 2 indicates the weight of the secondary evaluation dimension.

[0164] Weighted scores for each dimension are calculated based on Table 7. M i A rating assessment will be conducted.

[0165] Table 7. Dimensional Energy Efficiency Rating Methods

[0166] The total score is calculated based on the dimensional scores and their respective weights according to the primary evaluation dimensions. S The calculation formula is as follows:

[0167] in, S This indicates the vehicle's total score; δ 1 indicates the weight of the first-level evaluation dimension.

[0168] The weighted score S is graded according to Table 8. A score of [0, 20) corresponds to Level 5; a score of [20, 40) corresponds to Level 4; a score of [40, 60) corresponds to Level 3; a score of [60, 80) corresponds to Level 2; and a score of [80, 100] corresponds to Level 1.

[0169] Table 8. Evaluation Methods for Energy Efficiency Levels of Pure Electric Light Commercial Vehicles

[0170] In some preferred embodiments, the method is applicable to N1 category pure electric light commercial vehicles with a maximum design gross vehicle weight not exceeding 3500 kg. N2 category pure electric freight vehicles with a maximum design gross vehicle weight less than 4500 kg can be treated similarly.

[0171] Example 2 This embodiment further provides a pure electric commercial vehicle energy efficiency grading test system based on Embodiment 1, utilizing the energy efficiency grading test method for pure electric commercial vehicles as described above. (See reference...) Figure 6 ,include: The data acquisition module is used to acquire the tertiary test indicators of the vehicle under test under multiple primary evaluation dimensions; The indicator scoring module is used to score each of the three-level test indicators under each primary evaluation dimension according to the preset scoring criteria, and obtain the scores of each of the three-level test indicators. The indicator processing module is used to obtain the dimension score of each first-level evaluation dimension based on the score of each third-level test indicator and its corresponding weight of the third-level test indicator and the weight of the second-level evaluation dimension. The energy efficiency scoring module is used to obtain the total energy efficiency score of the tested vehicle based on the dimension score of each primary evaluation dimension and its corresponding primary evaluation dimension weight. The rating module is used to determine the energy efficiency rating of the tested vehicle based on the preset score range in which the total energy efficiency score falls.

[0172] It is understood that the system in this embodiment corresponds to the method in Embodiment 1 above, and the options in Embodiment 1 above are also applicable to this embodiment, so they will not be described again here.

[0173] Example 3 This embodiment provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set. The at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor, causing the processor to perform some or all of the steps of the method provided in Embodiment 1 of this application.

[0174] It is understood that the storage medium can be transient or non-transient. Exemplarily, the storage medium includes, but is not limited to, 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.

[0175] By way of example, the processor may be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0176] By way of example, the read-only memory includes, but is not limited to, MASK ROM, PROM, EPROM, EEPROM, Flash, etc.

[0177] By way of example, the random access memory includes, but is not limited to, DRAM, SRAM, SDRAM, DDR SDRAM, etc.

[0178] In some examples, a computer program product is provided, which can be implemented by hardware, software, or a combination thereof. As a non-limiting example, the computer program product can be embodied in the storage medium, or it can be embodied in a software product, such as an SDK (Software Development Kit).

[0179] As a non-limiting example, a computer program product is provided, comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium, and executes the computer-executable instructions, causing the electronic device to perform some or all of the steps of the method described in the embodiments of this application.

[0180] In some examples, a computer program is provided, including computer-readable code, wherein, when the computer-readable code is run in a computer device, a processor in the computer device performs some or all of the steps for implementing the method.

[0181] This embodiment also proposes an electronic device, including a memory and a processor. The memory stores at least one instruction, at least one program, code set, or instruction set. When the processor executes the at least one instruction, at least one program, code set, or instruction set, it implements some or all of the steps of the method described in Embodiment 1.

[0182] In some examples, a hardware entity of the electronic device is provided, including: a processor, a memory, and a communication interface; wherein the processor typically controls the overall operation of the electronic device; the communication interface is used to enable the electronic device to communicate with other terminals or servers via a network; the memory is configured to store instructions and applications executable by the processor, and may also cache data to be processed or already processed (including but not limited to image data, audio data, voice communication data, and video communication data) to be processed by the processor and various modules in the electronic device, and may be implemented using flash memory (FLASH), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or random access memory (RAM).

[0183] A processor may include one or more processing elements. Therefore, a processor may include one or more integrated circuits (ICs) configured to perform the functions of the processor. Furthermore, each integrated circuit may include circuitry (e.g., a first circuit, a second circuit, and other circuitry) configured to perform the functions of the processor.

[0184] Furthermore, data can be transferred between the processor, communication interface, and memory via a bus, which can include any number of interconnected buses and bridges, connecting various circuits of one or more processors and memories together.

[0185] It is understood that the options in Embodiment 1 above also apply to this embodiment, so they will not be described again here.

[0186] The same or similar labels correspond to the same or similar parts; The terms used to describe positional relationships in the accompanying drawings are for illustrative purposes only and should not be construed as limiting this application. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0187] In different specific implementations, the methods or systems described in this application can be implemented in software, hardware, or a combination thereof. Furthermore, the order of the method steps can be changed, and various elements can be added, reordered, combined, omitted, or modified.

[0188] Obviously, the above embodiments of this application are merely examples for clearly illustrating this application, and are not intended to limit the implementation of this application, nor are they intended to limit this application. For those skilled in the art, other variations or modifications can be made based on the above description. The separate structural / functional modules or units can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part. The structure and function of the separate components can be implemented as a combined structure or component. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A method for energy efficiency grading testing of pure electric commercial vehicles, characterized in that, include: Obtain the tertiary test indicators of the vehicle under test under multiple primary evaluation dimensions; Based on the preset scoring criteria, each of the three-level test indicators under each primary evaluation dimension is scored to obtain the score of each of the three-level test indicators. Based on the score of each third-level test indicator and its corresponding weight and weight of the second-level evaluation dimension, the dimension score of each first-level evaluation dimension is obtained. The total energy efficiency score of the tested vehicle is obtained based on the dimensional score of each primary evaluation dimension and its corresponding primary evaluation dimension weight. The energy efficiency level of the tested vehicle is determined based on the preset score range in which the total energy efficiency score falls.

2. The energy efficiency grading test method for pure electric commercial vehicles according to claim 1, characterized in that, The primary evaluation dimensions include vehicle energy efficiency, air conditioning energy efficiency, drive energy efficiency, and replenishment energy efficiency.

3. The energy efficiency grading test method for pure electric commercial vehicles according to claim 2, characterized in that, The three-level test indicators for the energy efficiency of the vehicle include: composite energy consumption per unit mass, high-speed energy consumption per unit mass, high-temperature energy consumption per unit mass, and low-temperature energy consumption per unit mass. The third-level test index for the energy efficiency of the air conditioner includes the power consumption of the vehicle's air conditioning system. The three-level test indicators for the drive energy efficiency include the percentage of high-efficiency zone and average efficiency; The three-level test indicators for the energy replenishment efficiency include fast charging energy utilization rate and DC circuit charging efficiency.

4. The energy efficiency grading test method for pure electric commercial vehicles according to claim 3, characterized in that, Based on preset test procedures for energy efficiency standards of transportation, air conditioning, power system, power battery system, and conductive charging system, the vehicle under test is tested to obtain the three-level test indicators under each primary evaluation dimension of the vehicle under test.

5. The energy efficiency grading test method for pure electric commercial vehicles according to claim 4, characterized in that, Within the corresponding preset scoring criteria, linear interpolation is performed on each of the tertiary test indicators under each primary evaluation dimension to obtain the scores of each tertiary test indicator.

6. The energy efficiency grading test method for pure electric commercial vehicles according to claim 1, characterized in that, The weights of the first-level evaluation dimensions, the second-level evaluation dimensions, and the third-level test indicators are preset fixed values.

7. The energy efficiency grading test method for pure electric commercial vehicles according to claim 1, characterized in that, The energy efficiency levels are divided into five levels, corresponding to the total energy efficiency scores in the ranges of [80, 100], [60, 80), [40, 60), [20, 40), and [0, 20), respectively. And / or, the scores of each dimension are also based on the same or different score ranges to obtain independent dimension energy efficiency levels.

8. A method for energy efficiency grading testing of pure electric commercial vehicles according to any one of claims 1-7, characterized in that, The method is applicable to N1 category pure electric light commercial vehicles with a maximum design gross weight not exceeding 3500 kg.

9. A pure electric commercial vehicle energy efficiency grading test system, utilizing the energy efficiency grading test method for pure electric commercial vehicles as described in any one of claims 1-8, characterized in that, include: The data acquisition module is used to acquire the tertiary test indicators of the vehicle under test under multiple primary evaluation dimensions; The indicator scoring module is used to score each of the three-level test indicators under each primary evaluation dimension according to the preset scoring criteria, and obtain the scores of each of the three-level test indicators. The indicator processing module is used to obtain the dimension score of each first-level evaluation dimension based on the score of each third-level test indicator and its corresponding weight of the third-level test indicator and the weight of the second-level evaluation dimension. The energy efficiency scoring module is used to obtain the total energy efficiency score of the tested vehicle based on the dimension score of each primary evaluation dimension and its corresponding primary evaluation dimension weight. The rating module is used to determine the energy efficiency rating of the tested vehicle based on the preset score range in which the total energy efficiency score falls.

10. A computer-readable storage medium, characterized in that, The storage medium stores at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor to implement the method as described in any one of claims 1-8.

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