Fuel cell whole vehicle energy flow test system and test method

Abstract

The invention discloses a fuel cell whole vehicle energy flow test system and test method. According to the testing system, an upper computer is in electric connection or communication connection with a plurality of subsystems of a whole vehicle through a CAN network, and voltage and current, temperature, pressure, vehicle speed, torque and rotating speed data uploaded by all parts in real time or within specified time are collected and recorded at the same time; and the upper computer calculates and analyzes the flow of the energy flow of the whole vehicle according to the data collected by the real-time state of the vehicle. According to the invention, all data are collected on the fuel cell vehicle, the energy flow condition of the whole vehicle under different environments and different working conditions is analyzed and known, and data support is provided for providing an optimization direction for a fuel cell system and all parts of the whole vehicle and reducing the energy hydrogen consumption of the whole vehicle; and optimizing an integrated framework of the fuel cell whole vehicle and a whole vehicle energy management strategy for mutual cooperation of the fuel cell and the power cell according to the real vehicle data.

Description

Technical Field

[0001] The present invention relates to a fuel cell energy flow testing system and a testing method, and in particular to a fuel cell vehicle energy flow testing system and a testing method. Background Art

[0002] Fuel Cell Electric Vehicles (FCEVs) are vehicles that use hydrogen and oxygen to generate electricity through an electrochemical reaction to drive an electric motor. This technology is based on the basic principles of fuel cells and combines advanced automotive engineering and materials science, as well as energy storage and conversion technologies. Fuel cells directly generate electricity through the electrochemical reaction of hydrogen and oxygen, while producing water as the only byproduct. This process is much more thermally efficient than traditional internal combustion engines and has no polluting emissions. Fuel cell vehicles represent a clean energy future that is expected to play an important role in reducing greenhouse gas emissions and improving air quality. As technology continues to advance and the market matures, fuel cell vehicles are expected to occupy a place in the future transportation system.

[0003] The fuel cell vehicle energy flow test system and test method is a key link to ensure the energy efficiency and endurance of the vehicle. It determines the energy consumption of the fuel cell system, battery pack, motor and other on-board systems under different working conditions, evaluates the effectiveness of the energy management strategy, such as whether the fuel cell can effectively charge the battery in light load mode to prepare for subsequent large torque requirements, and tests the energy distribution between the fuel cell and the battery pack to ensure that the two can work seamlessly under different driving conditions. Verify whether the motor can effectively convert into a generator in the braking mode of the vehicle to recover energy and recharge the battery, which is the so-called "regenerative braking", confirm the performance of the fuel cell system under various environmental conditions, including low-temperature starting capability and stability under high temperature, test the performance of the vehicle under different driving cycles, and ensure that good energy efficiency can be maintained in urban, highway and mountainous road conditions. The data obtained from the test can optimize the design of the fuel cell system, reduce material use, reduce production costs, and improve efficiency. Through these tests, manufacturers can ensure that the overall performance of fuel cell vehicles meets the design goals, while also providing consumers with a competitive driving experience. In addition, these test data can also be used to continuously improve vehicle design and promote the development of fuel cell technology.

[0004] Existing vehicle energy flow test methods are all aimed at fuel vehicles and pure electric vehicles, and most of the tests are limited to local testing of each subsystem. Laboratory tests are often carried out under ideal conditions and cannot fully simulate the various complex situations in the real world, such as different driving styles, road conditions, temperature, altitude, etc. Repeated tests may not fully reflect the performance of the vehicle under extreme conditions; the complexity of dynamic conditions, vehicles will encounter various different conditions in actual use, and tests may be limited to predefined cycles or conditions, which may not fully reflect the actual performance of the vehicle. Energy flow testing needs to consider the interactions between the various subsystems of the vehicle, such as batteries, motors, thermal management systems, etc. These systems may exhibit nonlinear or dynamic behavior in actual use, and the test may not be able to fully capture these details. Summary of the invention

[0005] In order to solve the above problems, the present invention proposes a testing system and a testing method to perform real-time testing and analysis on a whole vehicle. The present invention collects all data on the fuel cell vehicle, including real-time data of the fuel cell, power battery, motor and vehicle accessories, and performs flow distribution and data analysis of the energy flow of the whole vehicle. The energy flow of the whole vehicle under different environments and different working conditions is analyzed and understood, and optimization directions are provided for the fuel cell system and various components of the whole vehicle, as well as data support for reducing the energy hydrogen consumption of the whole vehicle. The integrated architecture of the fuel cell vehicle and the vehicle energy management strategy of the coordination between the fuel cell and the power battery are optimized according to the actual vehicle data.

[0006] The technical solution of the present invention is as follows.

[0007] A fuel cell vehicle energy flow test system. It is mainly composed of a host computer, a fuel cell system, a hydrogen storage system, a fuel cell stack, a DCF (boost DC), an air compressor, a hydrogen pump, a water pump, a PTC heater, a DCL (buck DC), a battery water cooling unit, an air conditioning compressor, a brake pump, a steering oil pump, a vehicle low-voltage accessories, a DCDC, a drive motor, a motor controller, an all-in-one controller, a power battery and a vehicle energy flow test system. Figure 1 As shown ( Figure 1 The upward arrow in the figure represents an electrical connection or a communication connection, and the downward arrow represents a control component).

[0008] The vehicle energy flow test system includes a host computer that is electrically or communicatively connected to multiple subsystems of the vehicle through a CAN network (such as a fuel cell system, a power battery system, a power motor system, etc.), and simultaneously collects and records the voltage, current, temperature, pressure, vehicle speed, torque, and rotation speed data uploaded by each component in real time or within a specified time. The host computer 1 calculates and analyzes the flow of the vehicle energy flow through the data collected by the real-time vehicle status.

[0009] A test method for a fuel cell vehicle energy flow test system comprises the following steps:

[0010] (1) The hydrogen storage system is connected to the hydrogen mechanical inlet of the fuel cell system through a mechanical interface to supply energy source, and hydrogen is given to the fuel cell system. At the same time, the hydrogen storage system collects the temperature and pressure in the hydrogen bottle in real time or within a specified collection time, as well as the hydrogen consumption through the CAN network to the host computer for collection. The hydrogen consumption and energy generated during the current measurement time can be analyzed in real time according to the formula.

[0011] Formula I:

[0012]

[0013] M H2 ——Fuel consumption during the measurement time, in grams (g);

[0014] m——molar mass of hydrogen molecule (2.016), in grams per mole (g / mol);

[0015] V——The total volume of the high-pressure part and accessories in the fuel tank (pressure reducing valve, pipeline, etc.), in liters (L);

[0016] R——common gas constant, R=0.0083145[MPa·L / (mol·K)];

[0017] P1——The number of gas molecules in the tank at the beginning of the test, pressure, in megapascals (MPa);

[0018] P2——The number of gas molecules in the tank at the end of the test, pressure, in megapascals (MPa);

[0019] T1——The number of gas molecules in the tank at the beginning of the test, the temperature, in Kelvin (K);

[0020] T2——The number of gas molecules in the tank at the end of the test, the temperature, in Kelvin (K);

[0021] Z1——Hydrogen compressibility factor at P1T1, solved as follows;

[0022]

[0023] P——pressure, in megapascals (MPa);

[0024] T1——temperature, in Kelvin (K);

[0025] v ij ——Constant, see the table below; (i, j are the corresponding coefficients in the table below)

[0026] For a certain set of temperature T and pressure P, a corresponding compression factor Z can be calculated using the formula.

[0027]

[0028] (2) In the fuel cell system, the hydrogen supplied by the hydrogen storage system and the air supplied by the air compressor react chemically in the fuel cell stack to generate electricity, which is then output by the fuel cell stack. The real-time data or data within a specified time sent by the DCF input voltage and current indicate the energy generated by the fuel cell stack. The power obtained by calculating the voltage and current in each sampling period is integrated to obtain the accumulated energy.

[0029] Formula II:

[0030]

[0031] Q 电堆 ——is the energy generated by the battery stack within the set sampling time, and t is the actual set sampling time.

[0032] V DCF_In (t)——is the input voltage of DCF during the sampling time.

[0033] I DCF_In (t)——is the input current of DCF during the adoption time.

[0034] In the fuel cell system, the output voltage and current of DCF, the real-time data or the data within a specified time, indicate the energy generated by the DCF output. At the same time, the output voltage and current of the air compressor, hydrogen pump, water pump, PTC, and DCL are integrated with the power obtained by the calculated voltage and current in each sampling period to obtain the accumulated energy. In this way, the efficiency and hydrogen utilization rate of the entire fuel cell system can be obtained. Under the entire operating condition, the energy output by the fuel cell, the energy generated by the stack, the energy generated by the consumption of hydrogen, and the efficiency of the stack can be obtained. It can be determined whether the status of the fuel cell system is normal, and the loss of calorific value energy at each stage can also be obtained, which serves as data support for the optimization of energy management strategies.

[0035] Formula III:

[0036]

[0037] Q F ——is the energy generated by the fuel cell system within the set sampling time, and t is the actual set sampling time.

[0038] VD CF_Out (t)——is the output voltage of DCF during the sampling time.

[0039] I DCF_Ou (t)——is the output current of DCF during the adoption time.

[0040] The dynamic average efficiency of the fuel cell engine is calculated according to the following formula IV:

[0041]

[0042] Q F ——The energy generated by the fuel cell system within the set sampling time.

[0043] M H2 ——Actual hydrogen consumption of the fuel cell engine, in grams (g);

[0044] LHV H2 ——Hydrogen low calorific value, 1.2×10 5 kJ / kg.

[0045] η FD ——Average efficiency of fuel cell engines.

[0046] (3) In the power battery, the electric energy generated by the fuel cell system and the electric energy generated by the braking recovery or coasting recovery of the drive motor and the electric energy consumed by the drive motor when it is working are sent by the power battery on the CAN network bus within a specified time. The input battery voltage and output battery voltage information within a specified time indicate the energy flow of the battery instantaneously or within a specified time. The power obtained by calculating the voltage and current is integrated in each sampling period (refer to Formula II), which can reflect the value of the accumulated energy input into the power battery and the energy value output by the power battery. At the same time, the efficiency of the battery cycle charge and discharge and the energy loss value under different working conditions can also be observed, providing data support for controlling the optimal SOC and the value with the minimum efficiency loss.

[0047] (4) The output and recovery of energy brought about by the torque output by the drive motor and the torque recovered by braking. The drive motor sends torque and speed information within a specified time on the CAN network bus, and at the same time determines whether the brake pedal is pressed and whether the torque is positive or negative. It can determine whether the vehicle is driving, coasting, or braking. At the same time, the power obtained by collecting the torque and speed in each sampling period is integrated, which can reflect the energy and energy loss of the motor output to the wheel to convert electrical energy into mechanical energy, and the energy and energy loss of the motor input to the power battery to convert mechanical energy into electrical energy. The consumption value of the motor can reflect whether the weight carried by the whole vehicle and the motor efficiency are in the optimal state for a long time under the current working conditions.

[0048] Formula IV:

[0049] Q mot =∫0T T mot (t)·N mot (t) / 9550dt

[0050] Q mot ——The energy generated by the driving motor within the set sampling time.

[0051] T mot ——The actual torque value of the drive motor, in grams (N).

[0052] N mot ——The actual speed of the drive motor, in grams per rpm.

[0053] (5) By analyzing the total mileage of the test, the total energy consumption of each component of the entire energy flow can be converted into energy consumption per 100 kilometers. In this way, the energy consumption of different vehicles, different working conditions, different environments, different driving habits and other variable factors can be compared. At the same time, the energy consumption status and average efficiency of the fuel cell system per 100 kilometers can be observed, and whether the fuel cell is operating within the vehicle range can be analyzed to find out the important reasons affecting energy consumption, and provide direction for improving the energy management strategy (for example, during the entire operating condition, the proportion of energy generated by the fuel cell allocated to the power battery and the drive motor can reflect whether the current energy management control strategy needs to be further optimized; the efficiency of the fuel cell is combined with the system efficiency of the product itself to observe whether the fuel cell is in a normal state, etc.).

[0054] The fuel cell vehicle energy flow test system and test method of the present invention can accurately collect and process various data on the vehicle, including fuel and power status, current, voltage, temperature of each subsystem, pressure and status information of batteries and accessories on the vehicle, analyze and understand the energy flow of the vehicle under different environments and different working conditions, provide data support for the fuel cell system and various components of the vehicle and reduce the energy consumption of the vehicle, optimize the integrated architecture of the fuel cell vehicle and the vehicle energy management strategy of the cooperation between the fuel cell and the power battery.

[0055] Compared with the prior art, the advantages of the present invention are:

[0056] 1. It can analyze the energy flow data of the whole vehicle in real time, observe the direction of energy flow, the energy value lost, and find out the source and destination of the energy generated by each gram of hydrogen.

[0057] 2. Analyze the energy consumption of the vehicle per 100 kilometers based on the mileage, compare the energy consumption of different vehicles, different working conditions, different environments, different driving habits and other variable factors, and analyze the influencing factors.

[0058] 3. Analyze and understand the energy flow of the whole vehicle under different environments and working conditions, provide optimization direction for the fuel cell system and various components of the whole vehicle, and provide data support for reducing the energy and hydrogen consumption of the whole vehicle.

[0059] 4. It can accurately collect and process various data on the whole vehicle, including fuel and power status, current, voltage, temperature and pressure of each subsystem, and status information of the battery and various accessories on the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 This is a schematic diagram of the fuel cell vehicle energy flow test system;

[0061] Figure 2 It is the energy flow of the fuel cell vehicle and the upper computer display module diagram;

[0062] Figure 3 This is the connection diagram of the fuel cell vehicle components;

[0063] Figure 4 This is a fuel cell vehicle energy flow test analysis diagram before optimization in Example 1;

[0064] Figure 5 This is a test analysis diagram of energy flow of the fuel cell vehicle after optimization in Example 2;

[0065] Figure 6 It is the fuel cell energy calculation formula data script diagram;

[0066] Figure 7 Collect data graph for fuel cell host computer.

[0067] The components in the figure are as follows:

[0068] Host computer 1, fuel cell system 2, hydrogen storage system 3, fuel cell stack 4, DCF (boost DC) 5, air compressor 6, hydrogen pump 7, water pump 8, PTC heater 9, DCL (step-down DC) 10, battery water cooling unit 11, air conditioning compressor 12, brake air pump 13, steering oil pump 14, vehicle low-voltage accessories 15, DCDC 16, drive motor 17, motor controller 18, all-in-one controller 19, power battery 20, vehicle energy flow test system 21. DETAILED DESCRIPTION

[0069] In the present embodiment, a fuel cell vehicle energy flow test system is provided, in which a host computer 1 is electrically or communicatively connected to multiple subsystems of the vehicle through a CAN network, and simultaneously collects and records voltage, current, temperature, pressure, vehicle speed, torque and rotational speed data uploaded by each component in real time or within a specified time; the host computer 1 calculates and analyzes the flow of energy flow of the whole vehicle through the data collected through the real-time status of the vehicle.

[0070] The subsystem includes a fuel cell system 2, a vehicle accessory subsystem, a power motor system and a hydrogen storage system 3; the power battery system includes a battery water cooling unit 11 and a power battery 20; the fuel cell system is connected to an all-in-one controller 19, and the all-in-one controller 19 controls the battery water cooling unit 11, the vehicle accessory subsystem and the power motor system in the power battery system; the all-in-one controller 19 is connected to the power battery 20 in the power battery system, and the battery water cooling unit 11 and the power battery 20 are connected to the CAN network; the hydrogen storage system 3 is connected to the fuel cell system 2, and the hydrogen storage system 3 is connected to the CAN network. The power motor system includes a motor controller 18 and a drive motor 17; the motor controller 18 controls the drive motor 17; the motor controller 18 is connected to the CAN network.

[0071] In this embodiment, the vehicle accessory subsystem includes an air-conditioning compressor 12, a brake air pump 13, a steering oil pump 14, a DCDC controller 16 and a low-voltage accessory 15; the all-in-one controller 19 controls the air-conditioning compressor 12, the brake air pump 13, the steering oil pump 14 and the DCDC controller 16 respectively; the DCDC controller 16 controls the low-voltage accessory 15; the air-conditioning compressor 12, the brake air pump 13, the steering oil pump 14 and the DCDC controller 16 are respectively connected to the CAN network.

[0072] In this embodiment, the fuel cell system includes a fuel cell stack 4, a DCF 5, an air compressor 6, a hydrogen pump 7, a water pump 8, a PTC heater 9 and a DCL10; the fuel cell stack 4 is connected to the DCF5; the DCF 5 controls the air compressor 6, the hydrogen pump 7, the water pump 8, the PTC heater 9 and the DCL10 respectively; the DCF 5, the air compressor 6, the hydrogen pump 7, the water pump 8, the PTC heater 9 and the DCL10 are respectively connected to the CAN network.

[0073] Example 1

[0074] The host computer 1 is electrically connected or communicated with multiple subsystems of the vehicle through the CAN network (such as the fuel cell system, power battery system, power motor system, vehicle accessory system, etc.), and at the same time collects and records the voltage, current, temperature, pressure, vehicle speed, torque, and rotation speed data uploaded by each component in real time or within a specified time. The host computer 1 calculates and analyzes the flow of energy flow of the vehicle through the data collected by the real-time vehicle status.

[0075] like Figure 4In the figure, the energy flow of the whole vehicle is obtained by analyzing the data of a whole vehicle in normal road operation. The direction of the arrow in the figure represents the direction of energy flow. For example, in this test condition, the energy is provided by the hydrogen in the hydrogen storage system 3, and the fuel cell system DCF5 is used to boost the power generation. Part of the power energy is used to charge the power battery 20, and part of the power energy is provided to the drive motor 17;

[0076] Part of the power of the power battery 20 is provided by the drive motor 17, part of the power is supplied to the low-voltage accessories through the DCDC transformer 16, and part of the power is distributed to the steering oil pump 14, the brake pump 13, the air conditioning compressor 12, and the battery water cooling unit power supply 11 of the vehicle through the all-in-one controller 19;

[0077] The energy of the drive motor comes from the fuel cell system 2 and the power battery 20. According to the brake energy recovery principle of the drive motor 17, part of the energy will be charged into the power battery 20, and part of the energy will be lost through heat. The energy of the drive motor 17 is transmitted to the wheel hub of the vehicle through the reducer, drive shaft and brake to drive the wheels to rotate.

[0078] from Figure 6 The script is compiled using Python programming language and pre-programmed according to the logic of formula I, formula II, formula III, formula IV and data screening. Figure 7 The background raw data within the sampling time set by the host computer is sorted, filtered and calculated according to the compiled program script. For example, the energy value of the DCF input work in the black box is 448.31kwh. The program uses the algorithm of formula Ⅱ to calculate the DCF input voltage and current on the raw data collected by the host computer and integrate the energy value obtained by transportation, and at the same time feeds back to the corresponding block diagram of the host computer to be displayed. The calculation method under the same logic is: the hydrogen consumption per 100 kilometers is calculated by formula Ⅰ on the raw data, the DCF controller input energy involved is calculated by formula Ⅱ in the original calculation, the DCF controller output energy, the average efficiency of the fuel cell system and the energy flow of the power battery are all calculated by formula Ⅲ in the original calculation, and the energy work of the drive motor is calculated by formula Ⅳ in the original calculation. The energy data obtained after complete data calculation is displayed in the corresponding block diagram of the host computer.

[0079] From Table 1 and Figure 4 The energy flow data and the losses and efficiencies of various components and subsystems can be seen. In the data analysis, it is possible to observe whether the components with large energy losses, such as the drive motor, the power battery loss, and the DCF transformer loss are within the normal range, verify whether the efficiency of the drive motor, the charging and discharging efficiency of the power battery, the fuel cell efficiency, and the efficiency of the fuel cell stack are within a reasonable range, and whether the energy loss caused by the DCF transformer boost and the boost efficiency are within the normal range, so as to determine whether the corresponding components have faults.

[0080]

[0081] Table 1

[0082] Due to different test conditions, the mileage will be different, which can be converted into energy consumption data per 100 kilometers, and compared with the energy flow data of other vehicles, to analyze the hydrogen consumption per 100 kilometers, the power generation of the fuel cell system per 100 kilometers, the power generation of the fuel cell stack per 100 kilometers, and the mechanical work of the motor per 100 kilometers; from the mechanical function of the motor per 100 kilometers, the load conditions of different vehicles at the time can be analyzed, and according to the average speed of different vehicles, whether the average accelerator pedal has a strong positive proportional relationship with the motor power, observe which factors are positively correlated with the high or low hydrogen consumption, and whether the driver's driving behavior has a strong correlation with the mechanical function of the motor. All of these provide improvement directions for energy management strategies and even vehicle control strategies.

[0083] The system efficiency of the fuel cell system under the entire test condition can be used to determine whether it is within the efficiency range of the system when it leaves the factory; the efficiency of the fuel cell stack can be used to determine whether the stack is in a healthy state, thereby inferring the life value of the stack.

[0084] Analyze the coasting feedback energy and braking feedback energy of the drive motor to determine which gear the driver is in for energy recovery at the time, and whether the heat loss between the actual conversion of the recovered mechanical energy into the recovered electrical energy input into the power battery is within a normal range;

[0085] From the perspective of energy management, the input and output of the power battery have charging and discharging efficiency, and the efficiency affects the energy loss. For the whole vehicle, the most efficient way for the power output of the fuel cell is to be directly consumed by the motor instead of inputting the electricity into the power battery. Figure 4 Analysis shows that 47.1% of the electricity is directly consumed by the motor, while 52.9% of the electricity is input into the power battery. If the power battery is discharged, there will be charging and discharging losses. From the perspective of energy management strategy, in addition to the characteristics of the battery stack itself, the proportion of electricity input into the power battery should be reduced as much as possible. At the same time, it can be observed that when the fuel cell does not need to output high power, the system efficiency is significantly increased. These directions provide directions for how to improve the energy management strategy.

[0086] Example 2

[0087] The host computer 1 is electrically connected or communicated with multiple subsystems of the vehicle through the CAN network (such as the fuel cell system, power battery system, power motor system, vehicle accessory system, etc.), and at the same time collects and records the voltage, current, temperature, pressure, vehicle speed, torque, and rotation speed data uploaded by each component in real time or within a specified time. The host computer 1 calculates and analyzes the flow of energy flow of the vehicle through the data collected by the real-time vehicle status.

[0088] The data collection and analysis method in Example 1 provides a direction for improving the vehicle energy management strategy. Figure 5 The data structure obtained by the optimized energy management strategy in the test method can reflect the superiority of the strategy through the comparison of hydrogen consumption per 100 kilometers, the average efficiency of the fuel cell system, and the ratio of the fuel cell to the motor and battery. At the same time, the difference in operating conditions of vehicles can also be reflected based on the motor consumption per 100 kilometers.

[0089] At the same time, it can obtain the real-time dynamic efficiency and operating efficiency of each component, thereby exploring the optimization space of the fuel cell system, power system and body system, performing precise optimization work, and ultimately achieving and reducing the energy consumption of the entire fuel cell vehicle.

[0090] The energy flow test method can solve the difference problems caused by the fuel cell system and its components when they are tested separately and at the vehicle level, shortening the development cycle and cost of the whole vehicle and fuel cell system, and also reducing the time and number of individual tests of all components; and during the test process, the real-time changes of each data and the impact of the changes can be monitored in real time and analyzed offline by the host computer 1. The test data is combined with the test method, and the real-time process data and offline statistical data can be used as the calibration basis of the whole vehicle, fuel cell system and various components, which greatly saves the calibration time, provides strong data support for the efficiency optimization of each system and component of the whole vehicle, and can appropriately reduce costs according to actual conditions.

[0091] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A fuel cell vehicle energy flow test system, characterized in that: The host computer (1) is electrically connected or communicatively connected to multiple subsystems of the vehicle via a CAN network, and simultaneously collects and records voltage, current, temperature, pressure, vehicle speed, torque and rotation speed data uploaded by each component in real time or within a specified time; the host computer (1) calculates and analyzes the flow of energy flow of the vehicle through the data collected based on the real-time status of the vehicle.

2. The fuel cell vehicle energy flow test system according to claim 1 is characterized in that: The subsystem comprises a fuel cell system (2), a vehicle accessory subsystem, a power motor system and a hydrogen storage system (3); the power battery system comprises a battery water cooling unit (11) and a power battery (20); the fuel cell system is connected to an all-in-one controller 19, and the all-in-one controller (19) controls the battery water cooling unit (11), the vehicle accessory subsystem and the power motor system in the power battery system; the all-in-one controller (19) is connected to the power battery (20) in the power battery system, and the battery water cooling unit (11) and the power battery (20) are connected to a CAN network; The hydrogen storage system 3 is connected to the fuel cell system (2).

3. The fuel cell vehicle energy flow test system according to claim 2 is characterized in that: The vehicle accessory subsystem comprises an air conditioning compressor (12), a brake air pump (13), a steering oil pump (14), a DCDC controller (16) and a low-voltage accessory (15); the all-in-one controller (19) controls the air conditioning compressor (12), the brake air pump (13), the steering oil pump (14) and the DCDC controller (16) respectively; the DCDC controller (16) controls the low-voltage accessory (15); the air conditioning compressor (12), the brake air pump (13), the steering oil pump (14) and the DCDC controller (16) are respectively connected to a CAN network.

4. The fuel cell vehicle energy flow test system according to claim 2, characterized in that: The fuel cell system comprises a fuel cell stack (4), a DCF (5), an air compressor (6), a hydrogen pump (7), a water pump (8), a PTC heater (9) and a DCL (10); the fuel cell stack (4) is connected to the DCF (5); the DCF (5) controls the air compressor (6), the hydrogen pump (7), the water pump (8), the PTC heater (9) and the DCL (10) respectively; the DCF (5), the air compressor (6), the hydrogen pump (7), the water pump (8), the PTC heater (9) and the DCL (10) are respectively connected to a CAN network.

5. The fuel cell vehicle energy flow test system according to claim 2, characterized in that: The power motor system comprises a motor controller (18) and a drive motor (17); the motor controller (18) controls the drive motor (17); and the motor controller (18) is connected to a CAN network.

6. The fuel cell vehicle energy flow test system according to claim 2, characterized in that: The hydrogen storage system (3) is connected to the CAN network.

7. The method for testing the system according to any one of claims 1 to 6, characterized in that: The steps include: (1) The hydrogen storage system (3) supplies hydrogen to the fuel cell system (2). At the same time, the hydrogen storage system uploads the temperature and pressure in the hydrogen bottle in real time or within a specified collection time, as well as the hydrogen consumption to the host computer (1) through the CAN network for collection, and analyzes the hydrogen consumption and the energy generated within the current measurement time in real time according to Formula I; Formula I M H2 ——Fuel consumption during the measurement time, in grams (g); m——molar mass of hydrogen molecule (2.016), in grams per mole (g / mol); V——The total volume of the high-pressure part and accessories in the hydrogen storage system (pressure reducing valve, pipeline, etc.), in liters (L); R——common gas constant, R=0.0083145[MPa·L / (mol·K)]; P1——The number of gas molecules in the tank at the beginning of the test, pressure, in megapascals (MPa); P2——The number of gas molecules in the tank at the end of the test, pressure, in megapascals (MPa); T1——The number of gas molecules in the tank at the beginning of the test, the temperature, in Kelvin (K); T2——The number of gas molecules in the tank at the end of the test, the temperature, in Kelvin (K); Z1——Hydrogen compressibility factor at P1 T1, solved as follows; P——pressure, in megapascals (MPa); T——temperature, in Kelvin (K); v ij --constant; (2) In the fuel cell system (2), the hydrogen supplied by the hydrogen storage system (3) and the air supplied by the air compressor 6 react chemically in the fuel cell stack (4) to generate electric energy, and the fuel cell stack (4) outputs the electric energy to the outside. The input voltage and current of the DCF (5) sends real-time data or data within a specified time, indicating the energy generated by the fuel cell stack. The power obtained by the calculated voltage and current is integrated in each sampling period to obtain the accumulated energy, which is calculated as shown in Formula II. In the fuel cell system (2), the output voltage and current of the DCF (5) are real-time data or data within a specified time, indicating the energy generated by the DCF 5 output to the outside. At the same time, the output voltage and current of the air compressor (6), the hydrogen pump (7), the water pump (8), the PTC heater (9), and the DCL (10) are integrated with the power obtained by calculating the voltage and current in each sampling period to obtain the accumulated energy. The calculation formula is as shown in Formula III. Formula IV is used to obtain the efficiency and hydrogen utilization rate of the entire fuel cell system. Under the entire operating condition, the energy output by the fuel cell, the energy generated by the stack, the energy generated by the consumption of hydrogen, and the efficiency of the stack can be used to determine whether the status of the fuel cell system is normal. At the same time, the loss of calorific value energy at each stage can also be obtained, which serves as data support for the optimization of energy management strategies. (3) In the power battery (20), the electric energy generated by the fuel cell system (2) and the electric energy generated by the braking recovery or coasting recovery of the drive motor (17) and the electric energy consumed by the drive motor when it is working are included. The power battery sends the input battery voltage and output battery voltage information within a specified time on the CAN network bus, indicating the energy flow of the battery instantaneously or within a specified time. The power obtained by calculating the voltage and current is integrated in each sampling period to reflect the value of the accumulated energy input into the power battery and the energy value output by the power battery. At the same time, the efficiency of the battery cycle charge and discharge and the energy loss value under different working conditions are observed, providing data support for controlling the SOC to be at the optimal value and the minimum efficiency loss value; (4) The output and recovery of energy brought about by the torque output by the drive motor (17) and the torque recovered by braking. The drive motor sends torque and speed information within a specified time on the CAN network bus, and at the same time determines whether the brake pedal is pressed and whether the torque is positive or negative. It can determine whether the vehicle is driving, coasting, or braking. At the same time, the power obtained by collecting the torque and speed in each sampling period is integrated, which can reflect the energy and energy loss of the motor output to the wheel to convert electrical energy into mechanical energy, and the energy and energy loss of the motor input to the power battery to convert mechanical energy into electrical energy. The consumption value of the motor can reflect whether the weight carried by the whole vehicle and the motor efficiency are in the optimal state for a long time under the current working conditions; (5) By analyzing the total mileage of the test, the total energy consumption of each component of the entire energy flow is converted into energy consumption per 100 kilometers, and the energy consumption of variable factors such as different vehicles, different working conditions, different environments, and different driving habits is compared. At the same time, the energy consumption status and average efficiency of the fuel cell system per 100 kilometers can be observed, and whether the fuel cell is operating within the vehicle range can be analyzed. The important reasons that affect energy consumption can be found out, providing direction for improving energy management strategies.

8. The testing method according to claim 7, characterized in that: In step (1), the v ij The constants are shown in the following table. For a certain set of temperature T and pressure P, a corresponding compression factor Z can be obtained using the formula; 。 9. The testing method according to claim 7, characterized in that: In step (2), Formula II is: Q 电堆 =∫0 T V DCF_In (t)I DCF_In (t)dt Q 电堆 ——is the energy generated by the stack within the set sampling time, and t is the actual sampling time set; V DCF_In (t)——is the input voltage of DCF during the sampling time; I DCF_In (t)——DCF input current during the adoption time; Formula III is: Q F =∫0 T V DCF_Out (t)I DCF_Out (t)dt Q F ——is the energy generated by the fuel cell system within the set sampling time, and t is the actual sampling time set; V DCF_Out (t)——is the input voltage of DCF during the sampling time; I DCF_Out (t)——DCF input current during the adoption time; Formula IV The dynamic average efficiency of the fuel cell engine is calculated according to the following formula Q F ——The energy generated by the fuel cell system within the set sampling time; M H2 ——The actual hydrogen consumption of the fuel cell engine, in grams (g); LHV H2 ——Hydrogen low calorific value, 1.2×10 5 kJ / kg; η FD ——Average efficiency of fuel cell engines.

10. The testing method according to claim 7, characterized in that: In step (4), the power obtained by collecting torque and speed is integrated as follows: Q mot =∫0 T T mot (t)·N mot (t) / 9550dt Q mot ——The energy generated by the drive motor within the set sampling time; T mot ——The actual torque value of the drive motor, in grams (N); N mot ——The actual speed of the drive motor, in grams per rpm.

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