Methods, apparatus, equipment and readable storage media for evaluating the performance of automotive cooling systems

Abstract

This application relates to a method, apparatus, device, and readable storage medium for evaluating the performance of an automotive cooling system, belonging to the field of vehicle performance evaluation technology. The method includes determining the target energy consumption type of the vehicle under test based on a pre-run test; determining the initial state of charge (SOC) value of the vehicle under test based on the target energy consumption type; controlling the vehicle under test to operate under preset mode conditions based on the initial SOC value to obtain the fuel cell stack inlet and outlet water temperatures at different times; determining whether the vehicle under test has reached thermal equilibrium based on the fuel cell stack inlet and outlet water temperatures; if thermal equilibrium is reached, the performance evaluation result of the cooling system is deemed qualified; otherwise, the performance evaluation result of the cooling system is deemed unqualified. This application classifies the fuel cell vehicles under test to differentiate the initial evaluation conditions for vehicles with different powertrain structures and energy ratios, and clarifies the initial energy state of the vehicle test, effectively ensuring the accuracy of the evaluation results.

Description

Technical Field

[0001] This application relates to the field of vehicle performance evaluation technology, and in particular to a method, apparatus, equipment and readable storage medium for evaluating the performance of an automotive cooling system. Background Technology

[0002] Unlike traditional gasoline-powered vehicles that operate at hundreds of degrees Celsius, fuel cell vehicles, due to their chemical reaction principles, typically operate within a stack at temperatures between 60 and 90 degrees Celsius. This results in a smaller temperature difference between the fuel cell vehicle's operating temperature and the ambient temperature, leading to lower heat exchange efficiency. Therefore, maintaining a 5-10 degree Celsius temperature difference between the inlet and outlet water of the fuel cell system to achieve thermal equilibrium places high demands on the cooling system's capabilities. This is especially true under typical high-temperature, high-load environments where heat dissipation conditions are extremely harsh. Achieving thermal equilibrium under sustained high-load output places even more stringent demands on the cooling system's performance. Thus, evaluating the cooling system's performance is a crucial performance indicator.

[0003] Currently, the performance evaluation of fuel cell vehicle cooling systems typically follows the traditional single-heat-source method. This involves evaluating the cooling system's performance under steady-state conditions and maximum load conditions at different vehicle speeds and gradients. However, this approach fails to consider the complexities of hybrid fuel cell vehicles, such as various powertrain architectures, dual-heat-source energy distribution, and multiple cooling systems. Consequently, the evaluation results are less accurate, which can easily lead to performance issues and customer complaints. Summary of the Invention

[0004] This application provides a method, apparatus, device, and readable storage medium for evaluating the performance of an automotive cooling system, in order to solve the problem of poor accuracy of evaluation results caused by traditional single-heat-source methods for evaluating the performance of cooling systems in related technologies.

[0005] Firstly, a method for evaluating the performance of an automotive cooling system is provided, including the following steps:

[0006] The target energy consumption type of the vehicle under test is determined based on the pre-run test;

[0007] The initial SOC value of the vehicle under test is determined based on the target energy consumption type;

[0008] Based on the initial SOC value, the vehicle under test is controlled to drive under preset mode conditions in order to obtain the fuel cell inlet water temperature and fuel cell outlet water temperature at different times.

[0009] Based on the fuel cell inlet water temperature and the fuel cell outlet water temperature, it is determined whether the vehicle under test has reached thermal equilibrium.

[0010] If thermal equilibrium is reached, the performance evaluation result of the cooling system is deemed qualified.

[0011] If thermal equilibrium is not reached, the performance evaluation result of the cooling system is deemed unqualified.

[0012] In some embodiments, determining the target energy consumption type of the vehicle under test based on pre-run tests includes:

[0013] The test conditions are determined based on the maximum permissible load of the vehicle under test, and the test conditions include the test mass, the resistance weighting coefficient, and the test resistance.

[0014] The vehicle under test is controlled to drive under the test conditions in order to determine the total output energy of the fuel cell system, the total output energy of the power battery, and the SOC value of the power battery.

[0015] The target energy consumption type of the vehicle under test is determined based on the total energy output of the gas-electric system and the total energy output of the power battery.

[0016] In some embodiments, determining the target energy consumption type of the vehicle under test based on the total output energy of the fuel cell system and the total output energy of the power battery includes:

[0017] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is less than or equal to a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be hydrogen energy consumption type.

[0018] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is greater than a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be electrical energy consumption type.

[0019] In some embodiments, determining the initial SOC value of the vehicle under test based on the target energy consumption type includes:

[0020] When the target energy consumption type is electrical energy consumption, the SOC value of the power battery is used as the starting SOC value of the vehicle under test.

[0021] When the target energy consumption type is hydrogen energy consumption, the preset SOC value is used as the starting SOC value of the vehicle under test.

[0022] In some embodiments, determining whether the vehicle under test has reached thermal equilibrium based on the fuel cell inlet water temperature and the fuel cell outlet water temperature includes:

[0023] If the temperature changes of both the inlet and outlet water temperatures of the fuel cell stack do not exceed the temperature threshold within a continuous preset time, and the temperature difference between the inlet and outlet water temperatures does not exceed the temperature difference threshold, then the vehicle under test is determined to have reached thermal equilibrium.

[0024] In some embodiments, the preset mode operating conditions include at least two, and after the step of determining that the performance evaluation result of the cooling system is qualified if a thermal equilibrium state is reached, the method further includes:

[0025] The performance level of the cooling system of the vehicle under test is determined based on the time taken for the vehicle to reach thermal equilibrium under different operating conditions.

[0026] In some embodiments, the preset mode operating conditions include an economy mode operating condition and a power mode operating condition. Determining the performance level of the cooling system of the vehicle under test based on the time taken for the vehicle to reach thermal equilibrium under different mode operating conditions includes:

[0027] If the first time taken for the vehicle under test to reach thermal equilibrium under economic mode is not greater than the first time threshold and the second time taken for the vehicle under test to reach thermal equilibrium under power mode is not greater than the second time threshold, then the performance level of the cooling system of the vehicle under test is determined to be the first level.

[0028] If the first duration is not greater than the first duration threshold or the second duration is not greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the second level.

[0029] If the first duration is greater than the first duration threshold and the second duration is greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the third level. The performance levels are from high to low as the first level, the second level and the third level.

[0030] Secondly, a device for evaluating the performance of an automotive cooling system is provided, comprising:

[0031] Type determination unit, which is used to determine the target energy consumption type of the vehicle under test based on pre-run test;

[0032] An initial energy determination unit is used to determine the initial SOC value of the vehicle under test based on the target energy consumption type.

[0033] The parameter acquisition unit is used to control the vehicle under test to drive under a preset mode condition based on the initial SOC value, so as to acquire the fuel cell inlet water temperature and fuel cell outlet water temperature at different times.

[0034] A performance evaluation unit, which is used to determine whether the vehicle under test reaches a thermal equilibrium state based on the inlet temperature and outlet temperature of the fuel cell stack; if it reaches the thermal equilibrium state, it is determined that the performance evaluation result of the cooling system is qualified; if it does not reach the thermal equilibrium state, it is determined that the performance evaluation result of the cooling system is unqualified.

[0035] In a third aspect, there is provided an apparatus for evaluating the performance of an automotive cooling system, including: a memory and a processor, where at least one instruction is stored in the memory, and the at least one instruction is loaded and executed by the processor to implement the aforementioned method for evaluating the performance of an automotive cooling system.

[0036] In a fourth aspect, there is provided a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the aforementioned method for evaluating the performance of an automotive cooling system.

[0037] This application provides a method, device, equipment, and readable storage medium for evaluating the performance of an automotive cooling system, including determining the target energy consumption type of the vehicle under test based on a pre-run test; determining the starting SOC value of the vehicle under test according to the target energy consumption type; controlling the vehicle under test to travel under a preset mode condition based on the starting SOC value to respectively obtain the inlet temperature and outlet temperature of the fuel cell stack corresponding to different moments; determining whether the vehicle under test reaches a thermal equilibrium state based on the inlet temperature and outlet temperature of the fuel cell stack; if it reaches the thermal equilibrium state, it is determined that the performance evaluation result of the cooling system is qualified; if it does not reach the thermal equilibrium state, it is determined that the performance evaluation result of the cooling system is unqualified. By classifying the fuel cell vehicles to be tested, this application differentiates the evaluation initial conditions for vehicles with different power system structures and different proportions of electrical energy, and clarifies the starting energy state of vehicle testing, avoiding large differences in the evaluation results of the same vehicle, thereby effectively ensuring the accuracy of the evaluation results. Description of the Drawings

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of this application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0039] Figure 1 It is a schematic flowchart of a method for evaluating the performance of an automotive cooling system provided by an embodiment of this application;

[0040] Figure 2 It is a specific schematic flowchart of the performance evaluation of an automotive cooling system provided by an embodiment of this application;

[0041] Figure 3 This is a schematic diagram of the layout of measuring points for the power system structure provided in an embodiment of this application;

[0042] Figure 4 A schematic diagram showing the curves of the change of fuel cell inlet water temperature and fuel cell outlet water temperature over time, provided in an embodiment of this application.

[0043] Figure 5 This is a schematic diagram of the economic mode operating conditions provided in the embodiments of this application;

[0044] Figure 6 This is a schematic diagram of the power mode operating conditions provided in the embodiments of this application;

[0045] Figure 7 This is a schematic diagram of the structure of an automotive cooling system performance evaluation device provided in an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] This application provides a method, apparatus, device, and readable storage medium for evaluating the performance of an automotive cooling system, which can solve the problem of poor accuracy of evaluation results caused by traditional single heat source methods for evaluating the performance of cooling systems in related technologies.

[0048] See Figure 1 and Figure 2 As shown in the figure, this application provides a method for evaluating the performance of an automotive cooling system, including the following steps:

[0049] Step S10: Determine the target energy consumption type of the vehicle under test based on the pre-run test.

[0050] As an example, it should be understood that current methods for evaluating cooling system performance using traditional single-heat-source approaches typically fail to consider the complexities of hybrid fuel cell vehicles, such as diverse powertrain architectures, dual-heat-source energy distribution, and multiple cooling systems. This lack of vehicle classification prevents differentiation of initial evaluation conditions for vehicles with different powertrain structures and varying electric energy ratios; in other words, the initial energy state of the vehicle is unclear. Furthermore, the difference between scenarios where fuel cell power is the primary output and where the battery is the primary output can lead to significant discrepancies in evaluation results for the same vehicle. Therefore, these methods are unsuitable for the actual characteristics and usage scenarios of fuel cell electric vehicles, meaning the evaluation metrics are inappropriate. It is evident that current evaluation technologies primarily focus on the cooling performance of the fuel cell system itself, neglecting the cooling effects on other components requiring cooling, such as the battery. This lack of a comprehensive vehicle-level evaluation method results in poor repeatability and reproducibility of evaluation results, potentially leading to performance issues and customer complaints.

[0051] In this embodiment, the energy consumption type of the vehicle under test will be determined through pre-run tests, i.e., whether the vehicle under test is a type B hydrogen energy consumption type or a type A electric energy consumption type. This will provide data support for determining the starting energy for the cooling system performance test of the vehicle under test, so that this embodiment can be applied to models with different power system structures and different energy consumption strategies, avoiding the problem of "excellent test results but unqualified actual application performance" caused by inaccurate test conditions.

[0052] Furthermore, the determination of the target energy consumption type of the vehicle under test based on the pre-run test includes:

[0053] The test conditions are determined based on the maximum permissible load of the vehicle under test, and the test conditions include the test mass, the resistance weighting coefficient, and the test resistance.

[0054] The vehicle under test is controlled to drive under the test conditions in order to determine the total output energy of the fuel cell system, the total output energy of the power battery, and the SOC value of the power battery.

[0055] The target energy consumption type of the vehicle under test is determined based on the total energy output of the gas-electric system and the total energy output of the power battery.

[0056] In this exemplary embodiment, the target energy consumption type of the vehicle under test will be determined through a pre-run test. However, before conducting the pre-run test, it is necessary to determine the test conditions, such as the test mass, resistance weighting coefficient, and test resistance, based on the maximum permissible load mass of the vehicle under test. Specifically, assuming the maximum permissible load mass of the vehicle under test is M, if M ≤ 180 kg, then the test mass = curb weight + maximum permissible load mass, and the resistance weighting coefficient is a1; if 180 kg < M ≤ 360 kg, then the test mass = curb weight + 180 kg, and the resistance weighting coefficient is a2; if M > 360 kg, then the test mass = curb weight + 50% M (M includes the driver's weight and the necessary test equipment weight), and the resistance weighting coefficient is a3. It should be noted that the resistance weighting coefficient can be calculated through simulation based on the resistance data of the vehicle model under different loads.

[0057] For different maximum permissible load capacities, the test resistance can be calculated using the following formula: Test resistance = Reference resistance * Resistance weighting coefficient, where the reference resistance is the design value, which can be provided by the manufacturer or obtained from the sliding resistance test.

[0058] Next, the test vehicle undergoes pre-run hydrogen refueling, charging, and SOC (State of Charge) settings. For plug-in fuel cell electric vehicles, the battery SOC is fully charged, while for non-plug-in fuel cell vehicles, it is set to the maximum allowable value within the design range. Furthermore, the test vehicle should be refueled to a full hydrogen tank at its rated operating pressure.

[0059] Then, the temperature sensor, voltage and current sensor, etc., are installed and connected to the data acquisition system. The measurement points are then determined (see Table 1 for measurement point information) and laid out (the layout of measurement points 1 to 4 is shown in [reference]). Figure 3 (As shown), then install the vehicle to be tested on an environmental rotating hub with an ambient temperature of 25℃ to complete the preparation work for the pre-run test.

[0060] Table 1 List of Measurement Points

[0061]

[0062]

[0063] Based on the previously determined test mass and test resistance corresponding to the vehicle under test, the vehicle under test was subjected to a 30-minute pre-run at 160 km / h on a rotating wheel at 25°C. During the pre-run, the output current I of the fuel cell electric system at measurement point 1 was measured. f The output voltage U of the gas-fired power system corresponding to measuring point 2 f The power battery output current I corresponding to measuring point 3E The power battery output voltage U corresponding to measuring point 4 E Record the data and read the SOC value of the power battery at the end of the pre-run via the in-vehicle communication interface (e.g., the SOC value of the power battery is a%).

[0064] Then, based on the output current I of the gas-electric system f And the output voltage U of the gas-fired power system f Calculate the total output energy of the gas-electric system, specifically I f and U f Substituting into the following formula, the total output energy E of the gas-fired power system can be calculated. f :

[0065]

[0066] In the formula, T represents the data collection time.

[0067] Meanwhile, according to the power battery output current I E and the output voltage U of the power battery E Calculate the total output energy of the power battery, specifically I E and U E Substituting into the following formula, the total output energy E of the power battery can be calculated. E :

[0068]

[0069] In the formula, T represents the data collection time.

[0070] After determining the total energy output of the fuel cell system and the total energy output of the battery, it becomes clear whether the vehicle under test primarily uses fuel cell power or the battery. Therefore, based on the total energy output of these two systems, the target energy consumption type of the vehicle under test can be determined, enabling the classification of fuel cell vehicles. This further clarifies the applicable test conditions and procedures for models with different energy proportions and energy distribution strategies. Furthermore, this embodiment also considers the impact of load on performance. Different resistance weighting coefficients are set for models with different load capacities, and the performance of the cooling system after the load definition is implemented is evaluated to avoid user complaints due to excessive differences between the test load and the actual usage load.

[0071] Furthermore, determining the target energy consumption type of the vehicle under test based on the total output energy of the fuel cell system and the total output energy of the power battery includes:

[0072] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is less than or equal to a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be hydrogen energy consumption type.

[0073] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is greater than a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be electrical energy consumption type.

[0074] As an example, in this embodiment, the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is calculated, and the target energy consumption type of the vehicle under test is determined based on the relationship between this percentage and a preset percentage threshold. Specifically, the target energy consumption type of the vehicle under test can be determined using the following formula:

[0075] E E / E f ×100%≤x%

[0076] In the formula, x% is a percentage threshold, which can be determined according to actual needs and is not limited here. If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system satisfies the above formula, it indicates that the target energy consumption type of the vehicle under test is hydrogen energy consumption type; if the percentage between the total energy output of the power battery and the total energy output of the fuel cell system does not satisfy the above formula, it indicates that the target energy consumption type of the vehicle under test is electric energy consumption type.

[0077] Step S20: Determine the initial SOC value of the vehicle under test based on the target energy consumption type. Specifically, when the target energy consumption type is electrical energy consumption, the SOC value of the power battery is used as the initial SOC value of the vehicle under test; when the target energy consumption type is hydrogen energy consumption, the preset SOC value is used as the initial SOC value of the vehicle under test.

[0078] In this exemplary embodiment, after determining the energy consumption type of the vehicle under test, an initial SOC value is set for the vehicle. Specifically, if the vehicle under test is determined to be a Type A vehicle with high energy consumption (electric energy), the SOC value of the power battery obtained in the pre-run test is used as the initial SOC value of the vehicle. For example, assuming the power battery SOC value is a%, the initial SOC value of the vehicle is set to a%. If the vehicle under test is determined to be a Type B vehicle with high hydrogen consumption, the initial SOC value of the vehicle can be set to a preset SOC value. It should be noted that the preset SOC value can be based on the manufacturer's recommended value within the design range. For example, if the manufacturer's recommended value is b%, the initial SOC value of the vehicle is set to b.

[0079] Step S30: Based on the initial SOC value, control the vehicle under test to drive under preset mode conditions to obtain the fuel cell inlet water temperature and fuel cell outlet water temperature at different times.

[0080] As an example, in this embodiment, after setting the initial SOC value for different vehicle models, the cooling system performance of the vehicle under test will be tested, even if the vehicle under test is driven under preset operating conditions, to obtain the curves of the changes in fuel cell inlet water temperature and fuel cell outlet water temperature over time (see...). Figure 4 As shown in the figure, the fuel cell inlet water temperature and fuel cell outlet water temperature at different times can be obtained.

[0081] Step S40: Determine whether the vehicle under test has reached thermal equilibrium based on the fuel cell inlet water temperature and the fuel cell outlet water temperature; if thermal equilibrium has been reached, the performance evaluation result of the cooling system is deemed qualified; if thermal equilibrium has not been reached, the performance evaluation result of the cooling system is deemed unqualified. Specifically, when the temperature changes of both the fuel cell inlet water temperature and the fuel cell outlet water temperature do not exceed a temperature threshold within a continuous preset time, and the temperature difference between the fuel cell inlet water temperature and the fuel cell outlet water temperature does not exceed a temperature difference threshold, the vehicle under test is determined to have reached thermal equilibrium.

[0082] As an example, in this embodiment, the temperature difference between the inlet and outlet water is used as one of the criteria for judging the test results, to reflect the performance requirements of the cooling system in the fuel cell system. Specifically, during the monitoring of the changes in the inlet and outlet water temperatures of the fuel cell stack over time, if the inlet and outlet water temperatures simultaneously meet the following two conditions before the end of the operating condition, the vehicle under test is considered to have reached thermal equilibrium: ① Within a continuous preset time period (e.g., within 5 minutes), the temperature changes of both the inlet and outlet water temperatures do not exceed the temperature threshold (e.g., ±5℃); ② Simultaneously, the temperature difference between the outlet and inlet water temperatures does not exceed the temperature difference threshold (e.g., 10℃). At this point, the cooling system is considered to be qualified, and this qualification is taken as the performance evaluation result of the cooling system. However, if the inlet and outlet water temperatures fail to simultaneously meet the above conditions before the end of the operating condition, the vehicle under test is considered to have not reached thermal equilibrium, and therefore the cooling system is deemed unqualified, and this unqualified result is taken as the performance evaluation result of the cooling system.

[0083] Furthermore, the preset mode operating conditions include at least two types, and after the step of determining that the performance evaluation result of the cooling system is qualified if a thermal equilibrium state is reached, it also includes:

[0084] The performance level of the cooling system of the vehicle under test is determined based on the time taken for the vehicle to reach thermal equilibrium under different operating conditions.

[0085] As an example, in this embodiment, the vehicle under test will be driven under different operating conditions, and the thermal equilibrium state under different operating conditions will be determined. Then, the performance of the cooling system of the vehicle under test will be graded and evaluated based on the time required for the vehicle to reach thermal equilibrium under different operating conditions. This evaluation result will enable a graded comparison of the capabilities of different cooling systems, that is, provide an evaluation standard, and thus provide important reference for the development and improvement of vehicle power and economy.

[0086] Furthermore, the preset operating modes include an economy mode and a power mode. Determining the performance level of the vehicle's cooling system based on the time taken for the vehicle to reach thermal equilibrium under different operating modes includes:

[0087] If the first time taken for the vehicle under test to reach thermal equilibrium under economic mode is not greater than the first time threshold and the second time taken for the vehicle under test to reach thermal equilibrium under power mode is not greater than the second time threshold, then the performance level of the cooling system of the vehicle under test is determined to be the first level.

[0088] If the first duration is not greater than the first duration threshold or the second duration is not greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the second level.

[0089] If the first duration is greater than the first duration threshold and the second duration is greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the third level. The performance levels are from high to low as the first level, the second level and the third level.

[0090] It should be understood, as an example, that the current vehicle road conditions used in evaluating vehicle cooling system performance do not reflect actual road conditions in China (e.g., driving 80km on a 12% gradient road for 20 minutes, a road condition that does not exist in reality), leading to over-development and wasted costs. In this embodiment, however, dynamic test conditions based on actual road sampling will be used, which are more representative. For example, based on actual road conditions, usage scenarios, and road test data, typical operating conditions are derived: an economy mode and a power mode. This embodiment sets these operating conditions as an economy mode and a power mode, respectively, to objectively evaluate the vehicle cooling system performance under two different test scenarios.

[0091] The following examples illustrate the test conditions, temperature, slope, and other information for different test scenarios corresponding to the two modes. For instance, see... Figure 5 As shown, the economy mode is set to operate at an ambient temperature of 45°C for 10 minutes at 40 km / h and for 60 minutes at 160 km / h; see [link / reference]. Figure 6As shown, the power mode operating condition is set to climb on a road with a slope of 8.7% at 60 km / h for 15 minutes and climb on a road with a slope of 3% at 120 km / h for 20 minutes at an ambient temperature of 38°C. The reason for setting the ambient temperature corresponding to the power mode operating condition to 38°C is that the temperature in mountainous areas is usually lower than that in plain areas. Therefore, the test temperature adopted is the highest temperature measured in the field in summer at an altitude of 2400 meters. So, for the power mode operating condition of continuous climbing, the test temperature is lower than 45°C, which is the test temperature for the economic mode operating condition without slope.

[0092] Then, install the vehicle under test on a test roller with adjustable slope, select the corresponding mode operating conditions, and conduct the driving tests for the "economic mode operating condition" and the "power mode operating condition" in sequence. The test order of the two operating conditions can be determined according to actual needs. It should be noted that if there are multiple driving modes available for the vehicle under test, the economic driving mode or a driving mode equivalent to the most energy-saving effect can be used for the driving in the economic mode operating condition, and the sport driving mode or a driving mode equivalent to the highest performance output can be used for the driving in the power mode operating condition; if there is only one driving mode for the vehicle under test, the same driving mode is used for the driving in the economic mode operating condition and the sport mode operating condition.

[0093] Similarly, monitor the changes in the inlet temperature and outlet temperature of the fuel cell stack over time under the economic mode operating condition and the power mode operating condition respectively, determine the thermal balance state under the two mode operating conditions respectively, and then determine the performance level of the cooling system of the vehicle under test according to the time required for the vehicle under test to reach the thermal balance state under the two mode operating conditions.

[0094] Specifically, if the vehicle under test reaches the thermal balance state under both the economic mode operating condition and the power mode operating condition, it indicates that the performance of the cooling system of the vehicle under test meets the qualified state under both modes. At this time, it will be further determined whether the vehicle under test reaches the thermal balance state within the specified time under the two mode operating conditions, that is, under the economic mode operating condition, whether the vehicle under test reaches the thermal balance state within the first time threshold, and under the power mode operating condition, whether the vehicle under test reaches the thermal balance state within the second time threshold. It should be noted that the specific values of the first time threshold and the second time threshold can be determined according to actual needs, and the two can be the same or different, which is not limited here.

[0095] For example, taking the first and second time thresholds as both 30 minutes: (1) If the first time taken for the vehicle under test to reach thermal equilibrium under the economic mode is no more than 30 minutes, that is, the vehicle under test reaches thermal equilibrium within 30 minutes, then its cooling system is judged to have excellent cooling capacity under the economic mode. If the first time is greater than 30 minutes, then its cooling system is judged to have qualified cooling capacity under the economic mode. (2) If the second time taken for the vehicle under test to reach thermal equilibrium under the power mode is no more than 30 minutes, that is, the vehicle under test reaches thermal equilibrium within 30 minutes, then its cooling system is judged to have excellent cooling capacity under the power mode. If the second time is greater than 30 minutes, then its cooling system is judged to have qualified cooling capacity under the power mode.

[0096] Based on the above criteria, if the cooling system of the vehicle under test is excellent in both Economy and Power modes, its performance level is classified as Level 1 (e.g., Level A). If the cooling system is excellent only in either Economy or Power mode, meaning it only achieves an "excellent" rating in one mode (e.g., excellent in Economy mode but acceptable in Power mode), its performance level is classified as Level 2 (e.g., Level B). If the cooling system is acceptable in both Economy and Power modes, its performance level is classified as Level 3 (e.g., Level C). It should be noted that the performance levels, from highest to lowest, are Level 1, Level 2, and Level 3, i.e., A > B > C.

[0097] In summary, this embodiment provides a cooling system performance evaluation method applicable to the entire vehicle level. Specifically, it assigns different resistance weighting coefficients based on the vehicle's load capacity, calculates the test resistance under load, and obtains the initial SOC value through pre-running. Simultaneously, it categorizes vehicles based on the output power ratio of the fuel cell system and the power battery, setting different initial SOC values ​​for different types of vehicles under test to avoid significant differences in evaluation results for the same vehicle, thus effectively ensuring the accuracy of the evaluation results. Furthermore, it provides a grading method for cooling system capabilities, enabling a tiered comparison of the advantages and disadvantages of different cooling system capabilities, thereby providing important reference for the development and improvement of vehicle power and fuel economy.

[0098] This application embodiment also provides a vehicle cooling system performance evaluation device, including:

[0099] Type determination unit, which is used to determine the target energy consumption type of the vehicle under test based on pre-run test;

[0100] An initial energy determination unit is used to determine the initial SOC value of the vehicle under test based on the target energy consumption type.

[0101] The parameter acquisition unit is used to control the vehicle under test to drive under a preset mode condition based on the initial SOC value, so as to acquire the fuel cell inlet water temperature and fuel cell outlet water temperature at different times.

[0102] The performance evaluation unit is used to determine whether the vehicle under test has reached a thermal equilibrium state based on the inlet water temperature and outlet water temperature of the fuel cell stack; if it has reached a thermal equilibrium state, the performance evaluation result of the cooling system is determined to be qualified; if it has not reached a thermal equilibrium state, the performance evaluation result of the cooling system is determined to be unqualified.

[0103] Furthermore, the type determination unit is specifically used for:

[0104] The test conditions are determined based on the maximum permissible load of the vehicle under test, and the test conditions include the test mass, the resistance weighting coefficient, and the test resistance.

[0105] The vehicle under test is controlled to drive under the test conditions in order to determine the total output energy of the fuel cell system, the total output energy of the power battery, and the SOC value of the power battery.

[0106] The target energy consumption type of the vehicle under test is determined based on the total energy output of the gas-electric system and the total energy output of the power battery.

[0107] Furthermore, the type determination unit is specifically used for:

[0108] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is less than or equal to a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be hydrogen energy consumption type.

[0109] If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is greater than a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be electrical energy consumption type.

[0110] Furthermore, the initial energy determination unit is specifically used for:

[0111] When the target energy consumption type is electrical energy consumption, the SOC value of the power battery is used as the starting SOC value of the vehicle under test.

[0112] When the target energy consumption type is hydrogen energy consumption, the preset SOC value is used as the starting SOC value of the vehicle under test.

[0113] Furthermore, the performance evaluation unit is specifically used for:

[0114] If the temperature changes of both the inlet and outlet water temperatures of the fuel cell stack do not exceed the temperature threshold within a continuous preset time, and the temperature difference between the inlet and outlet water temperatures does not exceed the temperature difference threshold, then the vehicle under test is determined to have reached thermal equilibrium.

[0115] Furthermore, the preset mode operating conditions include at least two types, and the performance evaluation unit is also used for:

[0116] The performance level of the cooling system of the vehicle under test is determined based on the time taken for the vehicle to reach thermal equilibrium under different operating conditions.

[0117] Furthermore, the preset operating conditions include an economy operating condition and a power operating condition, and the performance evaluation unit is specifically used for:

[0118] If the first time taken for the vehicle under test to reach thermal equilibrium under economic mode is not greater than the first time threshold and the second time taken for the vehicle under test to reach thermal equilibrium under power mode is not greater than the second time threshold, then the performance level of the cooling system of the vehicle under test is determined to be the first level.

[0119] If the first duration is not greater than the first duration threshold or the second duration is not greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the second level.

[0120] If the first duration is greater than the first duration threshold and the second duration is greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the third level. The performance levels are from high to low as the first level, the second level and the third level.

[0121] It should be noted that those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and each unit can be referred to the corresponding process in the aforementioned embodiment of the automotive cooling system performance evaluation method, and will not be repeated here.

[0122] The apparatus provided in the above embodiments can be implemented as a computer program, which can be used in, for example... Figure 7 The vehicle cooling system performance evaluation equipment shown is running on it.

[0123] This application also provides an automotive cooling system performance evaluation device, including: a memory, a processor, and a network interface connected via a system bus. The memory stores at least one instruction, which is loaded and executed by the processor to implement all or part of the steps of the aforementioned automotive cooling system performance evaluation method.

[0124] The network interface is used for network communication, such as sending assigned tasks. Those skilled in the art will understand that... Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0125] A processor can be a CPU, or other general-purpose processors, DSPs (Digital Signal Processors), ASICs (Application Specific Integrated Circuits), FPGAs (Field Programmable Gate Arrays), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. A general-purpose processor can be a microprocessor, or any conventional processor. The processor is the control center of a computer device, connecting all parts of the computer device through various interfaces and lines.

[0126] Memory can be used to store computer programs and / or modules. The processor implements various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can mainly include a program storage area and a data storage area. The program storage area can store the operating system, at least one application program required for a function (such as video playback, image playback, etc.), etc.; the data storage area can store data created based on the use of the mobile phone (such as video data, image data, etc.). Furthermore, memory can include high-speed random access memory (RAM), and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, SMC (SmartMediaCard), SD (Secure Digital) cards, flash cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0127] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements all or part of the steps of the aforementioned automotive cooling system performance evaluation method.

[0128] The embodiments of this application can implement all or part of the aforementioned processes, or they can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various methods described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, ROM (Read-Only memory), RAM (Random Access memory), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added to or subtracted according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0129] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, servers, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0130] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0131] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0132] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for evaluating the performance of an automotive cooling system, characterized in that, Includes the following steps: The target energy consumption type of the vehicle under test is determined based on the pre-run test; The initial SOC value of the vehicle under test is determined based on the target energy consumption type; Based on the initial SOC value, the vehicle under test is controlled to drive under preset mode conditions in order to obtain the fuel cell inlet water temperature and fuel cell outlet water temperature at different times. Based on the fuel cell inlet water temperature and the fuel cell outlet water temperature, it is determined whether the vehicle under test has reached thermal equilibrium. If thermal equilibrium is reached, the performance evaluation result of the cooling system is deemed qualified. If thermal equilibrium is not reached, the performance evaluation result of the cooling system is deemed unqualified.

2. The method for evaluating the performance of an automotive cooling system as described in claim 1, characterized in that, The target energy consumption type of the vehicle under test, determined based on pre-run tests, includes: The test conditions are determined based on the maximum permissible load of the vehicle under test, and the test conditions include the test mass, the resistance weighting coefficient, and the test resistance. The vehicle under test is controlled to drive under the test conditions in order to determine the total output energy of the fuel cell system, the total output energy of the power battery, and the SOC value of the power battery. The target energy consumption type of the vehicle under test is determined based on the total energy output of the gas-electric system and the total energy output of the power battery.

3. The method for evaluating the performance of an automotive cooling system as described in claim 2, characterized in that, The determination of the target energy consumption type of the vehicle under test based on the total output energy of the fuel cell system and the total output energy of the power battery includes: If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is less than or equal to a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be hydrogen energy consumption type. If the percentage between the total energy output of the power battery and the total energy output of the fuel cell system is greater than a percentage threshold, then the target energy consumption type of the vehicle under test is determined to be electrical energy consumption type.

4. The method for evaluating the performance of an automotive cooling system as described in claim 3, characterized in that, Determining the initial SOC value of the vehicle under test based on the target energy consumption type includes: When the target energy consumption type is electrical energy consumption, the SOC value of the power battery is used as the starting SOC value of the vehicle under test. When the target energy consumption type is hydrogen energy consumption, the preset SOC value is used as the starting SOC value of the vehicle under test.

5. The method for evaluating the performance of an automotive cooling system as described in claim 1, characterized in that, The step of determining whether the vehicle under test has reached thermal equilibrium based on the inlet water temperature and outlet water temperature of the fuel cell stack includes: If the temperature changes of both the inlet and outlet water temperatures of the fuel cell stack do not exceed the temperature threshold within a continuous preset time, and the temperature difference between the inlet and outlet water temperatures does not exceed the temperature difference threshold, then the vehicle under test is determined to have reached thermal equilibrium.

6. The method for evaluating the performance of an automotive cooling system as described in claim 1, characterized in that, The preset operating mode includes at least two conditions. After the step of determining that the performance evaluation result of the cooling system is qualified if a thermal equilibrium state is reached, the following steps are also included: The performance level of the cooling system of the vehicle under test is determined based on the time taken for the vehicle to reach thermal equilibrium under different operating conditions.

7. The method for evaluating the performance of an automotive cooling system as described in claim 1, characterized in that, The preset operating modes include an economy mode and a power mode. Determining the performance level of the vehicle's cooling system based on the time taken for the vehicle to reach thermal equilibrium under different operating modes includes: If the first time taken for the vehicle under test to reach thermal equilibrium under economic mode is not greater than the first time threshold and the second time taken for the vehicle under test to reach thermal equilibrium under power mode is not greater than the second time threshold, then the performance level of the cooling system of the vehicle under test is determined to be the first level. If the first duration is not greater than the first duration threshold or the second duration is not greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the second level. If the first duration is greater than the first duration threshold and the second duration is greater than the second duration threshold, the performance level of the cooling system of the vehicle under test is determined to be the third level. The performance levels are from high to low as the first level, the second level and the third level.

8. A performance evaluation device for an automotive cooling system, characterized in that, include: Type determination unit, which is used to determine the target energy consumption type of the vehicle under test based on pre-run test; An initial energy determination unit is used to determine the initial SOC value of the vehicle under test based on the target energy consumption type. The parameter acquisition unit is used to control the vehicle under test to drive under a preset mode condition based on the initial SOC value, so as to acquire the fuel cell inlet water temperature and fuel cell outlet water temperature at different times. A performance evaluation unit is used to determine whether the vehicle under test has reached thermal equilibrium based on the inlet water temperature and outlet water temperature of the fuel cell stack. If thermal equilibrium is reached, the performance evaluation result of the cooling system is deemed qualified; if thermal equilibrium is not reached, the performance evaluation result of the cooling system is deemed unqualified.

9. A performance evaluation device for an automotive cooling system, characterized in that, include: A memory and a processor, wherein the memory stores at least one instruction, which is loaded and executed by the processor to implement the vehicle cooling system performance evaluation method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program that, when executed by a processor, implements the vehicle cooling system performance evaluation method according to any one of claims 1 to 7.

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