Analysis of Economic Differences in Electric Vehicles under Different Test Cycles
In order to explore the influence of different test conditions on the economy of electric vehi-cles,15 different test conditions were designed based on three test cycles,namely,the European test condition WLTP,the General Atlas cycle CADC,and the German high-speed test condition BAB,as well as different air conditioning temperatures,gears,driving modes,and ambient temperatures.A total of 12 WLTC tests and 3 non-WLTC tests were conducted to test the motor energy consumption,brake recovery energy,instantaneous brake energy recovery power,DCDC energy consumption,vehicle cabin tempera-ture,and charging efficiency under the 15 test conditions,and the test results were analyzed.The results show that the effects of different gears,driving modes,air conditioning settings,and test sequences on the motor energy consumption are not very significant in the ambient temperature tests of WLTC,CADC,and BAB 130;In the high-temperature test of WLTC,the motor energy consumption decreases slightly;and in the low-temperature test of WLTC at-7℃,the motor energy consumption increases significantly.In the WLTC-2 cycle,the recovered energy of the vehicle in B gear,sport mode,and-7℃ low-temperature test is 4.1％more,4％less,and 11.5％less than that of the WLTC standard test,respectively;and in the CADC-2 cycle,the recovered energy in B gear is up to 8.7％more than that in D gear.In the high SOC state,the braking energy recovery power is limited to 5kW at low temperature,while the braking energy recovery power is up to 17.5kW at ambient temperature.The vehicle's basic DCDC power requirement fluctuates around 300W;When the HVAC system is turned on at room temperature and the wind speed is very weak,the minimum DCDC power is about 100W higher than the basic power;At low temperatures,the vehicle heating increases the power requirement,and the DCDC power is the highest;For most of the test conditions,the temperature in the vehicle cockpit deviates from the HVAC set temperature to a cer-tain extent.In the room-temperature low-wind test,the brake energy recovery power of high-speed seg-ment 2 is not much different from that of high-speed segment 2 at high SOC conditions.In room tempera-ture low wind speed test,the average temperature in the cockpit was 2℃ higher than the set temperature of HVAC;In the room temperature medium wind speed test of WLTC and BAB130 test,the temperature in the cockpit was higher;when the vehicle driving mode was in sport mode,the temperature in the cock-pit was about 2.5℃ higher than the set temperature of HVAC.In the high temperature test,the tempera-ture in the cockpit was 3.7℃ higher than the set temperature of HVAC;In the 5℃ and-7℃ low-tem-perature tests,the in-cockpit temperature was 3.5℃ and 6℃ higher than the HVAC's set temperature,respectively.The grid-to-battery and grid-to-wheel efficiencies were 93.01％and 88.42％,respectively,indicating that the charging efficiency of the vehicle was stable after power consumption in all modes.
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