A method and system for correcting fuel consumption of a hybrid vehicle

Abstract

The application relates to the technical field of physical formula driven new energy vehicle fuel consumption measurement, in particular to a hybrid vehicle fuel consumption correction method and system, which comprises the following steps: performing an electric quantity maintaining mode test on a hybrid vehicle, collecting the electric quantity change amount of all chargeable energy storage systems, the driving mileage and the uncorrected fuel consumption during the test; if the cycle correction standard is greater than a set threshold, the charging electric quantity and the equivalent full electric mileage of the hybrid vehicle in the electric quantity consumption mode test are obtained; the electric energy consumption corresponding to each unit of driving mileage is calculated as an electric energy-mileage factor according to the charging electric quantity and the equivalent full electric mileage; the equivalent total energy consumption required for each unit of driving mileage is calculated; and finally, the uncorrected fuel consumption is corrected based on the correction amount. The application corrects the test result of the hybrid vehicle fuel consumption under the electric quantity maintaining mode.

Description

Technical Field

[0001] This application relates to the field of physical formula-driven fuel consumption measurement technology for new energy vehicles, and more specifically, to a method and system for correcting the fuel consumption of hybrid vehicles. Background Technology

[0002] Hybrid electric vehicles (HEVs) utilize both an internal combustion engine and an electric motor as power systems. Their energy consumption testing typically involves two procedures: Charge Consumption (CD) mode and Charge Hold (CS) mode. The CS mode test aims to measure fuel consumption when the battery charge is maintained at a certain level. However, in actual testing, the battery charge is difficult to keep absolutely constant. When the change in battery charge (ΔE) exceeds a certain threshold in the CS mode test (as stipulated in the current national standard GB / T19753—2021, when the cycle correction standard c is greater than 0.005, a correction is required), the measured fuel consumption must be corrected to eliminate the impact of charge change on the fuel consumption result.

[0003] In existing technologies, the correction of fuel consumption in CS mode is mainly achieved through the following methods: (1) Linear regression correction method. A linear regression relationship between the change in electricity consumption and fuel consumption is established through multiple experiments to determine the correction coefficient. This method requires at least 5 experiments, which is costly and time-consuming, and the stability of the regression coefficient is greatly affected by the distribution of the experimental data.

[0004] (2) Simple Energy Conversion Method. This method simply converts changes in battery charge into equivalent fuel consumption based on the calorific value of the fuel. However, this method does not consider the dynamic conversion efficiency between electrical energy and fuel during actual vehicle use, resulting in low accuracy.

[0005] (3) SOC-based penalty function correction method. In the energy management strategy, the equivalent factor is adjusted through SOC feedback. This method is mainly aimed at the optimization of control strategy and is not suitable for standardized bench test fuel consumption correction.

[0006] Furthermore, when other standardized tests are initiated based on the CS mode, due to different requirements for the test results, whether the test ends with charging or discharging, corrections must be made when the change in power exceeds the set value (generally 0.005). In this case, the aforementioned five additional tests must be conducted for different control strategies to obtain the correction coefficient, which leads to a sharp increase in test costs, making it impossible for this standardized testing work to be further applied in the industry.

[0007] As can be seen from the above, the existing CS mode fuel consumption correction technology has problems such as high test cost, long cycle, insufficient correction accuracy and limited applicable scenarios. There is an urgent need for a fuel consumption correction scheme that can improve the correction accuracy and is applicable to standardized bench tests without significantly increasing the number of tests. Summary of the Invention

[0008] The purpose of this application is to provide a method and system for correcting the fuel consumption of hybrid electric vehicles, which corrects the fuel consumption test results of hybrid electric vehicles in charge sustaining (CS) mode.

[0009] To achieve the above objectives, this application adopts the following technical solution: In a first aspect, this application provides a method for correcting the fuel consumption of a hybrid vehicle, including: A battery hold-up mode test was conducted on the hybrid vehicle, and the changes in battery power, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems were collected during the test. If the cyclic correction standard is greater than the set threshold, obtain the charging power and equivalent all-electric range of the hybrid vehicle in the power consumption mode test. Based on the charging capacity and equivalent total electric range, calculate the energy consumption per unit distance traveled, which is used as the energy-range factor. Based on the change in battery power and the mileage traveled, calculate the change in battery power per unit mileage traveled - the mileage factor. The energy-mileage factor and the energy change-mileage factor are superimposed under the same unit mileage to calculate the equivalent total energy consumption required for each unit of driving mileage; Divide the uncorrected fuel consumption by the equivalent total energy consumption to obtain the oil-to-electricity conversion correction factor; The correction amount is calculated based on the oil-to-electricity conversion correction coefficient and the change in electricity consumption-mileage factor, and the uncorrected fuel consumption is corrected based on the correction amount.

[0010] Secondly, this application provides a fuel consumption correction system for a hybrid vehicle, comprising: The data acquisition module is used to perform a battery retention mode test on the hybrid vehicle and collect the changes in the amount of electricity, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems during the test. If the cyclic correction standard is greater than a set threshold, the module obtains the charging amount and equivalent all-electric range of the hybrid vehicle in the battery consumption mode test. The storage module is used to store changes in battery power, driving range, uncorrected fuel consumption, charging capacity, and equivalent all-electric range. The processing module is configured to: calculate the energy consumption per unit mileage based on the charging capacity and equivalent all-electric mileage, as an energy-mileage factor; calculate the energy change-mileage factor per unit mileage based on the energy change and mileage; superimpose the energy-mileage factor and the energy change-mileage factor for the same unit mileage to calculate the equivalent total energy consumption required per unit mileage; divide the uncorrected fuel consumption by the equivalent total energy consumption to obtain an oil-electric conversion correction coefficient; calculate a correction amount based on the oil-electric conversion correction coefficient and the energy change-mileage factor, and correct the uncorrected fuel consumption based on the correction amount. The output module is used to output the corrected fuel consumption.

[0011] This application has the following substantial features and significant progress compared to the prior art: This application uses the measured E in the CD mode experiment. AC Based on EAER, a conversion benchmark for "electric energy → range" (i.e., electric energy-range factor) was constructed, and all parameters were measured in the standard test procedures for hybrid electric vehicles, eliminating the need for additional test runs and significantly reducing test costs and time. The physical meaning of the overall correction process in this application is reasonable and clear. The entire process does not view oil and electricity in isolation, but rather uses the bridge of "charging capacity ÷ equivalent all-electric range" to uniformly convert electric energy into the dimension of "equivalent fuel consumption." This allows oil and electricity to be compared and subtracted on the same energy scale, thereby more accurately correcting the fuel consumption deviation caused by battery power fluctuations in CS mode testing, ultimately obtaining a more realistic engine "net fuel consumption." Attached Figure Description

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

[0013] Figure 1 This is a flowchart of a method for correcting the fuel consumption of a hybrid vehicle provided in this embodiment; Figure 2 This is a schematic diagram of the structure of the hybrid vehicle fuel consumption correction system provided in the embodiments of this application. Detailed Implementation

[0014] The following description, in conjunction with the accompanying drawings, illustrates exemplary embodiments of this application, including various details to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this application. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0015] To facilitate the description of the methods and systems provided in the embodiments of this application, the English terms appearing in the text will be described first: REESS, or Rechargeable Energy Storage System, refers to an energy storage device in a vehicle that can be repeatedly charged and discharged. It usually refers to the power battery pack, but may also include auxiliary batteries.

[0016] CD, Charge Depleting mode. During vehicle operation, the battery charge decreases on average, and the vehicle is primarily powered by electricity supplied from the grid.

[0017] CS stands for Charge Sustaining. The battery charge remains balanced while the vehicle is in motion, with the State of Charge (SOC) remaining essentially unchanged before and after operation, primarily driven by the internal combustion engine.

[0018] E AC The total electrical energy obtained from the external power grid (Energy from AC). According to Clause 6.2.2.6 of GB / T 19753—2021, after the power consumption mode test, it is obtained by measuring the total amount of electricity charged into the vehicle's rechargeable energy storage system (REESS) from the external power grid, and the unit is Wh.

[0019] EAER, Equivalent All-Electric Range. Calculated according to Clause 7.1.3.2 of GB / T 19753—2021, in km. It is the equivalent pure electric range calculated from the total CD test mileage after deducting the engine-driven portion, based on the pure electric energy consumption rate.

[0020] ΔE CS , is the change in electrical energy of all REESS during the entire CS mode test, in Wh; a positive value indicates net charging, and a negative value indicates net discharging.

[0021] d CS Distance in CS mode, measured in km.

[0022] FC CS,nbThe uncorrected fuel consumption in CS mode. Optionally, FC can be calculated using the carbon balance method. CS,nb The unit is L / 100km. The carbon balance method is a calculation method that calculates fuel consumption by measuring the carbon content of CO2, CO, HC, etc., in exhaust gases. Almost all carbon in fuel is converted into these three substances after combustion, therefore fuel consumption can be calculated from emissions.

[0023] Figure 1 This is a flowchart of a method for correcting the fuel consumption of a hybrid electric vehicle provided in this embodiment, utilizing the charging capacity (E) obtained by the hybrid electric vehicle in the energy consumption mode test. AC By constructing a correction coefficient with a clear physical meaning and closed dimension, and using the equivalent all-electric range (EAER), the fuel consumption of the battery-holding mode test is accurately corrected to eliminate the fuel consumption measurement deviation introduced by changes in battery charge (including both charging and discharging) in the CS mode test.

[0024] See Figure 1 The method provided in this application includes: S110. Perform a battery retention mode test on the hybrid vehicle and collect data on the change in battery level, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems during the test. S120. If the cyclic correction standard is greater than the set threshold, obtain the charging power and equivalent all-electric range of the hybrid vehicle in the power consumption mode test.

[0025] The cycle correction standard c is a core threshold parameter in GB / T 19753—2021 used to determine the validity of CS mode tests and whether fuel consumption needs correction. c reflects the importance of changes in electricity consumption relative to fuel energy consumption. The larger the c value, the higher the proportion of changes in electricity consumption (deficit or surplus) in the overall energy balance, and the more significant its impact on fuel consumption results. When the cycle correction standard c is greater than 0.005, the measured fuel consumption FC needs to be corrected. CS,nb Make corrections. Conversely, if the cyclic correction standard c is less than or equal to 0.005, then FC can be output directly. CS,nb .

[0026] The applicant discovered that, in the standard testing procedure for hybrid vehicles, the CD mode test has already measured the charging capacity E. AC And the equivalent all-electric range EAER (for example, the charging capacity E obtained from vehicle announcement test data). AC And equivalent all-electric range (EAER). ACIt represents the total electrical energy the vehicle draws from the external power grid, and also the total electrical energy consumption in CD mode. EAER is the equivalent mileage driven in pure electric mode under CD+CS mode, so E AC / EAER represents the energy consumption per unit distance traveled by the vehicle. AC Multiplying / EAER by the mileage of this CS test yields the total electrical energy consumption corresponding to completing this CS test mileage. This total electrical energy consumption, which should ideally be supplied by the external power grid, is now considered to be replaced by fuel consumption from the engine. Therefore, this total electrical energy consumption is treated as an "equivalent fuel consumption." Adding this equivalent fuel consumption to the change in electricity consumption per unit mileage during the CS test yields the equivalent total energy consumption, corresponding to the uncorrected fuel consumption in the CS test. Dividing the fuel consumption by the equivalent total energy consumption gives the fuel-to-electricity conversion correction factor, which reflects the relationship between the measured fuel consumption and the equivalent total energy consumption.

[0027] S130. Calculate the energy consumption per unit distance traveled based on the charging capacity and the equivalent total electric range, and use this as the energy-range factor.

[0028] α = E AC / EAER; Among them, E AC 1 is the charging capacity, in Wh; EAER is the equivalent all-electric range, in km; α is the energy consumption per km driven by the hybrid vehicle, in Wh / km. This energy-range factor comprehensively reflects the energy utilization efficiency of the vehicle in pure electric drive mode and is the physical benchmark for all subsequent calculations.

[0029] S140. Based on the change in battery power and the mileage traveled, calculate the change in battery power per unit mileage traveled – the mileage factor.

[0030] ΔE CS,100 = (ΔE CS / d CS ) × 100; Where, ΔE CS It is the change in electricity consumption, measured in Wh; d CS It is the driving mileage, in km; ΔE CS,100 This is the change in battery power converted to a 100km driving distance – the mileage factor, with the unit being Wh / 100km. This step unifies the change in battery power in this test to the 100km benchmark, ensuring that it matches the unit of fuel consumption (L / 100km).

[0031] S150. The energy-mileage factor and the change in energy amount-mileage factor are superimposed under the same unit mileage to calculate the equivalent total energy consumption required for each unit of travel.

[0032] D = 100α + ΔE CS,100 ;or, D = (E AC / EAER + ΔE CS / d CS ) × 100; Where D is the theoretically required equivalent total energy consumption (including the electric drive part and the electric charge change part) for a hybrid vehicle to complete a 100km driving range in the battery hold mode test, and the unit is Wh / 100km.

[0033] In the above formula, when the battery exhibits discharge behavior in the CS mode test (ΔE) CS (negative value), the second term in D (ΔE) CS / d CS A negative ΔE indicates that electrical energy is used for driving, reducing the equivalent total energy consumption; when the battery is charging (ΔE... CS (positive value), the second term in D (ΔE) CS / d CS A positive value indicates that some fuel is converted into electrical energy, increasing the equivalent total energy consumption.

[0034] S160. Divide the uncorrected fuel consumption by the equivalent total energy consumption to obtain the oil-to-electricity conversion correction factor.

[0035] K = FC CS,nb / D Where K is the oil-to-electricity conversion correction factor, with units of L / Wh. K represents the equivalent fuel consumption corresponding to every 1 Wh of change in electrical energy generated (increased or consumed).

[0036] S170. Calculate the correction amount based on the oil-electricity conversion correction coefficient and the change in electricity consumption-mileage factor, and correct the uncorrected fuel consumption based on the correction amount.

[0037] FC CS,corr =FC CS,nb K × ΔE CS,100 ; Where K is the oil-to-electricity conversion correction factor, with units of L / Wh; K × ΔE CS,100 It is a correction amount, in L / 100km; FC CS,nb This is the uncorrected fuel consumption, expressed in L / 100km; FC CS,corr The revised fuel consumption is expressed in L / 100km.

[0038] During battery discharge, ΔE CS and ΔE CS,100 The value is negative, the correction amount is negative, and the fuel consumption reduction due to electric power steering needs to be added back to the uncorrected fuel consumption (the vehicle's fuel consumption / oil consumption is reduced due to electric power steering, so it needs to be added back); when the battery is charging, ΔE CS and ΔE CS,100 If the value is positive, the correction amount is positive, and the fuel consumption used for power generation needs to be subtracted from the uncorrected fuel consumption (because some fuel is used for power generation, the fuel consumption used for power generation needs to be deducted from the uncorrected fuel consumption).

[0039] The dimensional closure of the method described in this application is verified as follows: α = E AC / EAER: Unit: Wh / km; ΔE CS,100 = (ΔE CS / d CS ) × 100: Unit: Wh / 100km; D = (E AC / EAER + ΔE CS / d CS ) × 100: Unit: Wh / 100km; K = FC CS,nb / D: Unit L / Wh; FC CS,corr =FC CS,nb K × ΔE CS,100 Unit: L / 100km.

[0040] The dimensions are completely closed, and the correction result is consistent with the unit of fuel consumption / oil consumption.

[0041] The formula provided above in this application is equivalently transformed as follows: FC CS,corr =FC CS,nb × [ 1 (ΔE CS / d CS ) / ( E AC / EAER + ΔE CS / d CS ) ]; This modified form further reveals the core physical meaning of this application: the corrected fuel consumption is equal to the measured fuel consumption (i.e., the uncorrected fuel consumption) multiplied by "the complement of the proportion of the electrically driven part in the equivalent total energy consumption". In other words, the essence of the correction is to remove (or add back) the "false" fuel consumption component caused by changes in electricity from the measured fuel consumption.

[0042] The following uses a hybrid electric vehicle with an external charging capability as an example to illustrate the method provided in this embodiment in detail: First, the car was tested in CD mode and CS mode according to the test procedures specified in GB / T 19753—2021: After the CD mode test is completed, the charging capacity shall be measured in accordance with Clause 6.2.2.6 of the standard: E AC = 12500 Wh; According to Clause 7.1.3.2 of the standard, the equivalent all-electric range is calculated as follows: EAER = 85 km; Calculate the energy-mileage factor: α = 12500 / 85 = 147.06 Wh / km.

[0043] After the CS mode test was completed, the driving mileage was collected: d CS = 80.5 km; Change in electricity consumption: ΔE CS = 320 Wh (negative values ​​indicate battery discharge); Uncorrected fuel consumption in CS mode test: FC CS,nb = 6.50 L / 100km.

[0044] Calculate the change in electricity consumption per 100 kilometers: ΔE CS,100 = ( (320 / 80.5) × 100 = 397.52 Wh / 100km; Calculate the equivalent total energy consumption per 100 kilometers: D = (147.06 + ( 320 / 80.5)) × 100 = (147.06 3.98) × 100 = 14308 Wh / 100km; Calculate the correction factor for oil-to-electricity conversion: K = 6.50 / 14308 = 0.0004543 L / Wh.

[0045] Correction amount = 0.0004543 × ( 397.52) = 0.1806 L / 100km; FC CS,corr = 6.50 ( 0.1806) = 6.68 L / 100km.

[0046] Results Analysis: Battery discharge (ΔE) in CS mode test CS (Negative), the electric motor-assisted drive reduced the measured fuel consumption. After correction, the fuel consumption increased from 6.50 L / 100km to 6.68 L / 100km, eliminating the "artificially low" effect brought by electric power assistance and reflecting the true level of engine fuel consumption.

[0047] Taking another OVC-HEV vehicle as an example, in the CS mode test, the battery exhibited charging behavior (ΔE). CS (positive) E AC = 15200 Wh, EAER = 92 km, α = 165.22 Wh / km; d CS = 75.3 km, ΔE CS = +280 Wh (positive value indicates battery charging); FC CS,nb = 7.20 L / 100km.

[0048] Calculation process: ΔE CS,100 = (280 / 75.3) × 100 = 371.85 Wh / 100km; D = (165.22 + 280 / 75.3) × 100 = (165.22 + 3.72) × 100 = 16894 Wh / 100km; K = 7.20 / 16894 = 0.0004262 L / Wh; Correction amount = 0.0004262 × 371.85 = 0.1585 L / 100km; FC CS,corr = 7.20 0.1585 = 7.04 L / 100km.

[0049] Results Analysis: Battery charging (ΔE) in CS mode test CS (If the result is positive), some fuel is converted into electrical energy for storage, which leads to a higher measured fuel consumption. After correction, the fuel consumption decreased from 7.20 L / 100km to 7.04 L / 100km, eliminating the "artificially high" effect caused by power generation.

[0050] The following comparative example illustrates the beneficial effects of the method provided in this application: According to Appendix A of GB / T 19753—2021, traditional methods require at least five CS model trials to establish a linear regression relationship. Taking the same plug-in hybrid electric vehicle as an example: Traditional method: Five trials, regression analysis to determine the correction coefficient K fuel This adds extra time, and because each test requires a cold start with the vehicle immersed in water, while some standard tests conducted using the CS mode may inherently require a warm-up test, taking even longer. The test is expected to be completed in 5 days, assuming all 5 test results meet the requirements.

[0051] The method in this application directly uses the E from the vehicle announcement test. AC The EAER data, as well as the CS mode experiment that was already necessary, did not take any extra time.

[0052] Comparison results:

[0053] See Figure 2 This application also provides a fuel consumption correction system for hybrid vehicles, including: a data acquisition module, a storage module, a processing module, and an output module. The function of each module is described in detail below: The data acquisition module is used to perform a battery retention mode test on the hybrid vehicle and collect the changes in the amount of electricity, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems during the test. If the cyclic correction standard is greater than a set threshold, the module obtains the charging amount and equivalent all-electric range of the hybrid vehicle in the battery consumption mode test. The storage module is used to store changes in battery power, driving range, uncorrected fuel consumption, charging capacity, and equivalent all-electric range. The processing module is configured to: calculate the energy consumption per unit mileage based on the charging capacity and equivalent all-electric mileage, as an energy-mileage factor; calculate the energy change-mileage factor per unit mileage based on the energy change and mileage; superimpose the energy-mileage factor and the energy change-mileage factor for the same unit mileage to calculate the equivalent total energy consumption required per unit mileage; divide the uncorrected fuel consumption by the equivalent total energy consumption to obtain an oil-electric conversion correction coefficient; calculate a correction amount based on the oil-electric conversion correction coefficient and the energy change-mileage factor, and correct the uncorrected fuel consumption based on the correction amount. The output module is used to output the corrected fuel consumption; if the cyclic correction standard is less than or equal to the set threshold, the uncorrected fuel consumption can be output directly.

[0054] The modules in the hybrid vehicle fuel consumption correction system can be integrated into the control system of the chassis dynamometer, a separate fuel consumption test and analysis instrument, or host computer software.

[0055] The method and system for correcting the fuel consumption of hybrid vehicles provided in this application have the following technical advantages: (1) The physical meaning is clear. This application uses the measured E in the CD mode experiment. AC Based on EAER, a conversion benchmark for "electric energy → mileage" (i.e., electric energy-mileage factor) was constructed. This benchmark is directly derived from the measured data of the same vehicle, reflecting the vehicle's true electric energy utilization efficiency. Its physical meaning is clear, avoiding the subjectivity of artificially setting equivalent factors.

[0056] (2) Complete dimensional closure. This application strictly follows the principle of dimensional analysis. From Wh / km to Wh / 100km and then to L / 100km, each step of the unit conversion has a clear physical meaning. The final correction unit is consistent with the fuel consumption unit, and can be directly added or subtracted.

[0057] (3) Unified handling of charging and discharging scenarios. This application uses a symbol mechanism to uniformly handle battery charging (ΔE) in CS mode tests. CS >0) and discharge (ΔE) CS In the two cases of <0, the correction formula is uniform, and there is no need to establish different correction rules.

[0058] (4) Make full use of existing experimental data. The E required for this application AC Both EAER and EAER are parameters that have already been measured in the standard test procedures for hybrid vehicles, eliminating the need for additional test runs and significantly reducing test costs and time.

[0059] (5) Wide range of applications. This application is applicable not only to pluggable hybrid electric vehicles (OVC-HEV) but also to non-pluggable hybrid electric vehicles (NOVC-HEV); it is applicable not only to type certification testing but also to production conformity inspection.

[0060] (6) High correction accuracy. This application uses the vehicle's own measured data as a benchmark, avoiding the systematic deviation caused by the universal conversion factor, and the correction result is closer to the vehicle's real fuel consumption level.

[0061] (7) The physical meaning of the overall correction process is reasonable and clear. The whole process does not view oil and electricity in isolation, but uses the bridge of "charging power ÷ equivalent all-electric range" to unify the conversion of electrical energy into the dimension of "equivalent fuel consumption". This allows oil and electricity to be compared and added or subtracted on the same energy scale, so as to more accurately correct the fuel consumption deviation caused by battery power fluctuations in CS mode testing, and finally obtain a more realistic engine "net fuel consumption".

[0062] This embodiment provides a medium storing computer instructions for instructing a computer to perform the methods described above. The computer instructions on this medium, used to instruct the computer to perform the methods described above, thus possess at least the same advantages as the methods described above.

[0063] The medium in this application may be any combination of one or more computer-readable media. The medium may be a computer-readable signal medium or a computer-readable storage medium. The medium may be, for example,, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of the medium (a non-exhaustive list) include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, the medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0064] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0065] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wire, optical fiber, RF (Radio Frequency), or any suitable combination thereof.

[0066] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0067] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this application can be achieved, and this is not limited herein.

[0068] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for correcting the fuel consumption of a hybrid vehicle, characterized in that, include: A battery hold-up mode test was conducted on the hybrid vehicle, and the changes in battery power, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems were collected during the test. If the cyclic correction standard is greater than the set threshold, obtain the charging power and equivalent all-electric range of the hybrid vehicle in the power consumption mode test. Based on the charging capacity and equivalent total electric range, calculate the energy consumption per unit distance traveled, which is used as the energy-range factor. Based on the change in battery power and the mileage traveled, calculate the change in battery power per unit mileage traveled - the mileage factor. The energy-mileage factor and the energy change-mileage factor are superimposed under the same unit mileage to calculate the equivalent total energy consumption required for each unit of driving mileage; Divide the uncorrected fuel consumption by the equivalent total energy consumption to obtain the oil-to-electricity conversion correction factor; The correction amount is calculated based on the oil-to-electricity conversion correction coefficient and the change in electricity consumption-mileage factor, and the uncorrected fuel consumption is corrected based on the correction amount.

2. The method according to claim 1, characterized in that, The uncorrected fuel consumption figures were calculated using the carbon balance method during the power retention mode test.

3. The method according to claim 2, characterized in that, Based on the charging capacity and equivalent total electric range, the energy consumption per unit distance traveled is calculated as the energy-range factor, including: α = E AC / EAER; Among them, E AC 1 represents the charging capacity, measured in Wh; EAER represents the equivalent all-electric range, measured in km; α represents the energy consumption per kilometer driven by the hybrid vehicle, measured in Wh / km.

4. The method according to claim 3, characterized in that, Based on the change in battery power and the mileage traveled, calculate the change in battery power per unit mileage traveled – the mileage factor, including: ΔE CS,100 = (ΔE CS / d CS ) × 100; Where, ΔE CS It is the change in electricity consumption, measured in Wh; d CS It is the driving mileage, in km; ΔE CS,100 It is the change in electricity consumption converted to a driving range of 100km - the range factor, with the unit being Wh / 100km.

5. The method according to claim 4, characterized in that, The energy-mileage factor and the energy change-mileage factor are superimposed on each unit of mileage to calculate the equivalent total energy consumption required per unit of mileage, including: D =100a+ΔE CS,100 ; Where D is the theoretical equivalent total energy consumption required for a hybrid vehicle to complete a 100km driving range in the battery hold mode test, and the unit is Wh / 100km.

6. The method according to claim 5, characterized in that, The correction amount is calculated based on the oil-to-electricity conversion correction coefficient and the change in electricity consumption - mileage factor, and the uncorrected fuel consumption is corrected based on the correction amount, including: FC CS,corr = FC CS,nb K × ΔE CS,100 ; Where K is the oil-to-electricity conversion correction factor, with units of L / Wh; K × ΔE CS,100 It is a correction amount, in L / 100km; FC CS,nb This is the uncorrected fuel consumption, expressed in L / 100km; FC CS,corr Corrected fuel consumption, in L / 100km.

7. The method according to claim 6, characterized in that, During battery discharge, ΔE CS and ΔE CS,100 If the value is negative, the correction amount is negative, and the fuel consumption reduction due to electric assist needs to be added to the uncorrected fuel consumption. During battery charging, ΔE CS and ΔE CS,100 If the value is positive, the correction amount is positive, and the fuel consumption used for power generation needs to be subtracted from the uncorrected fuel consumption.

8. The method according to claim 7, characterized in that, Also includes: If the cyclic correction standard is less than or equal to the set threshold, the uncorrected fuel consumption is output directly.

9. The method according to claim 8, characterized in that, It is applicable to both plug-in hybrid electric vehicles and non-plug-in hybrid electric vehicles.

10. A fuel consumption correction system for a hybrid electric vehicle, characterized in that, include: The data acquisition module is used to perform a battery hold-up mode test on hybrid electric vehicles and collect data on the changes in battery power, driving range, and uncorrected fuel consumption of all rechargeable energy storage systems during the test. If the cyclic correction standard is greater than the set threshold, obtain the charging power and equivalent all-electric range of the hybrid vehicle in the power consumption mode test. The storage module is used to store changes in battery power, driving range, uncorrected fuel consumption, charging capacity, and equivalent all-electric range. The processing module is used to calculate the energy consumption per unit distance traveled based on the charging capacity and the equivalent total electric range, and use it as the energy-range factor. Based on the change in battery power and the mileage traveled, calculate the change in battery power per unit mileage traveled - the mileage factor. The energy-mileage factor and the energy change-mileage factor are superimposed under the same unit mileage to calculate the equivalent total energy consumption required per unit mileage; the uncorrected fuel consumption is divided by the equivalent total energy consumption to obtain the oil-electricity conversion correction coefficient. The correction amount is calculated based on the oil-to-electricity conversion correction coefficient and the change in electricity consumption-mileage factor, and the uncorrected fuel consumption is corrected based on the correction amount; The output module is used to output the corrected fuel consumption.

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