A method and system for determining the range of a fuel cell bus

Abstract

The present application relates to the technical field of vehicle control, in particular to a method and system for determining the endurance mileage of a fuel cell passenger vehicle, wherein the driving mileage and the total power consumption of the vehicle are obtained by acquiring vehicle speed information, battery information and hydrogen system information, the average power consumption is determined by using the ratio of the two, the hydrogen consumption mass and the corresponding hydrogen system output power are obtained by acquiring the pressure and temperature of hydrogen based on the ideal gas state equation, the hydrogen-electric conversion coefficient is determined by using the ratio of the two, the current information of each component of the vehicle is converted into corresponding power consumption information, the total conversion power of the hydrogen system is obtained by combining the battery power information, the hydrogen-electric conversion efficiency is obtained by comparing the total conversion power of the hydrogen system with the hydrogen system output power, the hydrogen-electric conversion coefficient is adjusted, the remaining hydrogen at the current time is converted into charging power, the charging power obtained is combined with the remaining battery power and the average power consumption in the current operation cycle to obtain the endurance mileage.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a method and system for determining the cruising range of a fuel cell bus. BACKGROUND

[0002] The statements in this section merely provide background information related to the present application and do not necessarily constitute the prior art.

[0003] A fuel cell bus is a new energy bus that uses hydrogen as fuel and is driven by electric energy generated through electrochemical reaction. It has the advantages of zero emission, high efficiency and low noise. Such buses are often equipped with calculation tools that can estimate the distance that can be traveled with the remaining fuel or electric quantity. Most current calculation tools convert hydrogen energy into electric energy by setting a fixed conversion coefficient, and then estimate the cruising range by combining average electric consumption experience values. Since the working efficiency of fuel cells is greatly affected by changes in the operating environment, and different driving conditions also cause different average electric consumption of the vehicle, using a fixed hydrogen-electric conversion coefficient and average electric consumption experience values to calculate the cruising range in different driving environments or driving conditions may result in a large difference between the estimated value and the actual drivable distance, thereby affecting the driver's understanding of the actual situation of the vehicle and making incorrect judgments. SUMMARY

[0004] To solve the technical problems in the background art, the present application provides a method and system for determining the cruising range of a fuel cell bus, which dynamically adjusts the hydrogen-electric conversion coefficient based on the average electric consumption of the vehicle in actual operating conditions, the hydrogen system output, the remaining hydrogen quantity, the battery electric quantity and the total vehicle power consumption, thereby estimating the cruising range in real time and ensuring accurate prediction and calculation of the cruising range of the fuel cell bus in different driving environments or driving conditions.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0006] The first aspect of the present application provides a method for determining the cruising range of a fuel cell bus, comprising the following steps:

[0007] Obtain the vehicle speed signal, voltage signal and current signal in the vehicle speed information, battery information and hydrogen system information to obtain the driving distance and total vehicle power consumption in the current operating period, and determine the average electric consumption in the current operating period by using the ratio of the two;

[0008] Obtain the pressure and temperature of hydrogen in the hydrogen system, and obtain the hydrogen consumption mass and the corresponding hydrogen system output electric quantity in the current operating period based on the ideal gas state equation, and determine the hydrogen-electric conversion coefficient by using the ratio of the two;

[0009] The current information of each part of the vehicle is acquired, converted into corresponding power consumption information, and combined with the battery power information to obtain the total conversion power of the hydrogen system. By comparing with the obtained hydrogen system output power, the hydrogen-electric conversion efficiency is obtained. The product between the obtained hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient.

[0010] According to the adjusted hydrogen-electric conversion coefficient, the remaining hydrogen at the current moment is converted into charging power. The obtained charging power is combined with the remaining battery power and the average power consumption in the current operation period to obtain the cruising range.

[0011] Further, the current operation period is specifically: by monitoring the vehicle operating state, if the last moment is a low pressure state and the current moment is a high pressure state, it is considered that the power-on is completed and the timing is started. The time is an operation period.

[0012] Further, the total power consumption of the vehicle is specifically: the battery current I b , the battery voltage U b , the hydrogen system output current I q , and the hydrogen system output voltage U q , the battery current discharge is positive, the charging is negative, the hydrogen system output current is positive, and the total power consumption of the vehicle is obtained by integral processing.

[0013] Further, the hydrogen consumption mass in the current operation period is obtained, which is specifically: the hydrogen pressure and the hydrogen temperature at the initial moment of the vehicle power-on, and the current hydrogen pressure and the current hydrogen temperature during the vehicle operation are obtained. Based on the ideal gas state equation, the hydrogen mass at the initial moment and the hydrogen mass at the current moment are obtained respectively. The difference between the two is the hydrogen consumption mass in the current operation period.

[0014] Further, the hydrogen system output power is specifically: the product of the hydrogen system output current I q and the hydrogen system output voltage U q is integrated from the initial moment of power-on to obtain the hydrogen system output power E q in the current operation period.

[0015] Further, the total conversion power of the hydrogen system is obtained, which is specifically:

[0016] If the initial battery power is less than the current battery power value, i.e. Soc1 bsum = (Soc2-Soc1) * E b100 , wherein E b100 is the total energy of the fully charged battery, and the total conversion power E sum of the hydrogen system is: the sum of the total power consumption corresponding to each part of the vehicle and the total power consumption E bsum of the battery.

[0017] If the initial battery power is greater than or equal to the current battery power value, i.e. Soc1 >= Soc2, the total battery power consumption E bsum = (Soc1-Soc2)*E b100 , the total hydrogen system conversion power E sum is: the difference between the total power consumption of each part of the vehicle and the total battery power consumption E bsum .

[0018] Further, the product of the obtained hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient, as shown in the following formula:

[0019]

[0020] Wherein, k is the adjusted hydrogen-electric conversion coefficient, k1 is the unadjusted hydrogen-electric conversion coefficient, x is the hydrogen-electric conversion efficiency, E sum is the total hydrogen system conversion power, E q is the hydrogen system output power, and the value of x is not more than 1 and not less than 0.9.

[0021] Further, the remaining hydrogen at the current time is converted into the charging amount, which is the product of the adjusted hydrogen-electric conversion coefficient and the hydrogen mass at the previous time, i.e. the charging amount E qc .

[0022] Further, the obtained charging amount is combined with the remaining battery power and the average power consumption in the current operation cycle to obtain the cruising range, as shown in the following formula:

[0023]

[0024] Wherein, E ave is the average power consumption of the vehicle, k is the adjusted hydrogen-electric conversion coefficient, m2 is the hydrogen mass at the current time, Soc2 is the current battery power, and E b100 is the total energy when the battery is fully charged.

[0025] The second aspect of the application provides a system for determining the cruising range of a fuel cell passenger vehicle, comprising:

[0026] The average power consumption calculation module is configured to obtain vehicle speed information, battery information and hydrogen system information, vehicle speed signals, voltage signals and current signals, to obtain the driving distance and the total power consumption of the vehicle in the current operation cycle, and to determine the average power consumption in the current operation cycle by using the ratio of the two.

[0027] The hydrogen-electric energy conversion calculation module is configured to: acquire the pressure and temperature of hydrogen in the hydrogen system, obtain the hydrogen consumption mass and the corresponding hydrogen system output electric quantity in the current operation period based on the ideal gas state equation, and determine the hydrogen-electric conversion coefficient by using the ratio of the two;

[0028] The hydrogen-electric conversion coefficient adjustment module is configured to: acquire the current information of each component of the vehicle, convert the current information into corresponding power consumption information, obtain the total conversion electric quantity of the hydrogen system in combination with the battery electric quantity information, obtain the hydrogen-electric conversion efficiency by comparing the obtained hydrogen system output electric quantity, and obtain the adjusted hydrogen-electric conversion coefficient by multiplying the obtained hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient;

[0029] The endurance mileage calculation module is configured to: convert the remaining hydrogen at the current time into the charging quantity according to the adjusted hydrogen-electric conversion coefficient, obtain the endurance mileage by using the obtained charging quantity in combination with the battery residual electric quantity and the average power consumption in the current operation period.

[0030] Compared with the prior art, the above one or more technical solutions have the following beneficial effects:

[0031] According to the average power consumption obtained by counting the power consumption of each component in the actual operation state of the vehicle, the hydrogen-electric conversion efficiency is obtained in combination with parameters such as the hydrogen system output quantity, the hydrogen residual quantity and the battery residual electric quantity, the hydrogen-electric conversion coefficient is dynamically adjusted by using the hydrogen-electric conversion efficiency, the endurance mileage is estimated in real time, the endurance mileage of the fuel cell bus can be accurately predicted and calculated as far as possible under different driving environments or different driving conditions, the problem that the estimated value of the endurance mileage of the fuel cell bus is greatly deviated from the real drivable mileage value under different driving environments or different driving conditions is solved, the control of the fuel cell bus by the driver is improved, and the driving safety is improved. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which form a part of this description, are included to provide a further understanding of the application, and are incorporated in and constitute a part of this application. The embodiments of the application illustrated in the drawings are intended to explain the present application and are not intended to limit the present application.

[0033] Figure 1 is a flowchart of determining the endurance mileage of the fuel cell bus provided by one or more embodiments of the present application. DETAILED DESCRIPTION

[0034] The present application will be further described below in conjunction with the drawings and embodiments.

[0035] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs.

[0036] It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used in this description, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term "including" as used herein, specifies the presence of features, steps, operations, devices, components or combinations thereof, but does not preclude the presence or addition of one or more other features, steps, operations, devices, components or combinations thereof.

[0037] Fuel cell bus, refers to the fuel cell through the chemical reaction of fuel (such as hydrogen) and oxidant (such as oxygen in air), generate electric energy and heat energy. Electric energy drives motor work, provides power for the bus, and heat energy is discharged through the cooling system.

[0038] As introduced in the background, most of the current computing tools are to convert hydrogen energy into electric energy by setting fixed conversion coefficient, and then estimate the cruising range combined with the average power consumption experience value. The cruising range error obtained by this calculation method is large.

[0039] Therefore, the following embodiments give a method and system for determining the cruising range of fuel cell bus, which statistically calculates the average power consumption according to the actual running state of the vehicle, and dynamically adjusts the hydrogen-electric conversion coefficient combined with the hydrogen system output, hydrogen remaining amount, battery power and total vehicle power consumption, so as to estimate the cruising range in real time, and ensure that the cruising range of fuel cell bus can be accurately predicted and calculated under different driving environments or different driving conditions.

[0040] Embodiment one:

[0041] As shown in Figure 1 The vehicle controller calculates the average power consumption according to the actual running state of the vehicle, and then dynamically adjusts the hydrogen-electric conversion coefficient combined with the hydrogen system output, hydrogen remaining amount, battery power and total vehicle power consumption, so as to accurately estimate the vehicle cruising range, and the specific steps are as follows:

[0042] (1) Vehicle average power consumption calculation

[0043] The vehicle controller monitors the vehicle running state. If the last time is low voltage state and the current time is high voltage state, it is considered that the power is on and the timing starts. This period of time is determined as a running cycle.

[0044] The vehicle controller receives the vehicle speed, battery and hydrogen system information in real time through CAN bus, calculates the driving distance and total vehicle power consumption by using the signals such as vehicle speed, voltage and current, and obtains the average power consumption in this running cycle.

[0045] The vehicle controller integrates the vehicle speed signal v to obtain the driving distance s in this running cycle, as shown in the following formula:

[0046] s = ∫vdt;

[0047] Wherein, v is the vehicle speed signal, s is the driving distance in this running cycle.

[0048] The vehicle controller obtains the battery current I b , the battery voltage U b , the hydrogen system output current I q , and the hydrogen system output voltage U q , the battery current discharge is positive, the charge is negative, the hydrogen system output current is positive. The total electric quantity E1 in this running cycle is calculated by I b , U b , I q , and U q , as shown in the following formula:

[0049] E1 = ∫I b *U b dt + ∫I q *U q dt;

[0050] Wherein, I b is the battery current, U b is the battery voltage, I q is the hydrogen system output current, and U q is the hydrogen system output voltage.

[0051] The average electric consumption E ave1 in this driving distance is obtained by the ratio of the total electric quantity E1 in this running cycle to the driving distance s, as shown in the following formula:

[0052]

[0053] If the driving distance during this power-on period is less than 3km, i.e. s < 3, it is determined that the sample distance is small, which may cause the calculated average electric consumption value to be greatly deviated, so the initial average electric consumption value E s is set as the current average electric consumption, wherein E s takes the electric consumption experience value of the vehicle type.

[0054] In summary, the average electric consumption E ave of the vehicle is as shown in the following formula:

[0055]

[0056] (2) Hydrogen-electric energy conversion

[0057] The calculation formula of hydrogen mass m can be obtained from the ideal gas state equation :

[0058]

[0059] Wherein, P is the gas pressure, V is the hydrogen storage volume, M is the molar mass of hydrogen, z is the gas compressibility factor, R is the universal gas constant, and T is the gas temperature.

[0060] At the initial moment of the vehicle power-on, the vehicle controller obtains the gas pressure P1 and the gas temperature T1 at this time by using the pressure sensor and the temperature sensor, respectively, and then determines the hydrogen mass m1 at the initial moment according to the ideal gas state equation, as shown in the following formula:

[0061]

[0062] During the vehicle operation, the hydrogen mass m2 at the current moment is determined according to the real-time obtained gas pressure P2 and gas temperature T2 by the vehicle controller, as shown in the following formula:

[0063]

[0064] The hydrogen consumption mass in the current operation cycle is Δm = m1-m2, as shown in the following formula:

[0065]

[0066] The vehicle controller integrates the product of the hydrogen system output current I q and the hydrogen system output voltage U q from the initial moment of power-on to obtain the hydrogen system output electric quantity E q in the current operation cycle, as shown in the following formula:

[0067] E q =∫I q *U q dt.

[0068] The ratio of the hydrogen system output electric quantity E q to the hydrogen consumption mass Δm in the current operation cycle is used to obtain the hydrogen-electric conversion coefficient k1, as shown in the following formula:

[0069]

[0070] In summary, the hydrogen-electric conversion coefficient calculation formula is:

[0071]

[0072] (3) Dynamic adjustment of hydrogen-electric conversion coefficient

[0073] The vehicle controller obtains the motor current I m , the air conditioner current I t , the oil pump current I y , and the gas pump current I p, DCDC current I d (DCDC current, refers to the current of the DCDC device, the DCDC device is carried on the passenger car, and is used to convert the electric energy of the high-voltage direct-current battery into a device suitable for low-voltage direct-current electric appliances) and the battery power Soc, the total conversion power E of the hydrogen system is calculated sum , and finally the hydrogen system output power E calculated by the current-voltage integral q is compared to obtain the hydrogen-electric conversion efficiency x, so as to dynamically adjust the hydrogen-electric conversion coefficient k, and the specific steps are as follows:

[0074] First, at the initial power-on moment, the vehicle controller reads the battery power, which is recorded as the initial Soc1, and the current battery power is recorded as Soc2, and then the products of the motor current I m , air conditioner current I t , oil pump current I y , air pump current I p , DCDC current I d and battery voltage U b are integrated to obtain the total motor power consumption E m , the total air conditioner power consumption E t , the total oil pump power consumption E y , the total air pump power consumption E p , and the total DCDC power consumption E d , and the calculation formula is as follows:

[0075] E m =∫I m *U b dt; E t =∫I t *U b dt; E y =∫I y *U b dt; E p =∫I p *U b dt;

[0076] E d =∫I d *U b dt.

[0077] Secondly, the total conversion power E sum of the hydrogen system is calculated according to the power consumption of each component, which is specifically:

[0078] If the initial battery power is less than the current battery power value, i.e. Soc1 bsum =(Soc2-Soc1)*E b100 , wherein E b100Total energy of hydrogen system E sum = E m + E t + E y + E p + E d + E bsum ;

[0079] If the initial battery capacity is greater than or equal to the current battery capacity value, i.e. Soc1≥Soc2, the total battery power consumption E bsum = (Soc1-Soc2)*E b100 , the total conversion power of the hydrogen system E sum is: E sum = E m + E t + E y + E p + E d - E bsum .

[0080] In summary, the total conversion power of the hydrogen system E

[0081]

[0082] The total conversion power of the hydrogen system E sum is calculated by using the power consumption of each component of the whole vehicle, and the output power of the hydrogen system E q is obtained by using integration, and the hydrogen-electric conversion efficiency x is obtained by dividing the total conversion power of the hydrogen system E

[0083]

[0084] At the same time, in order to avoid too large difference in the calculated hydrogen-electric conversion efficiency, the value of x is not more than 1 and not less than 0.9, i.e.

[0085] The final hydrogen-electric conversion coefficient k = k1*x is calculated.

[0086] (4) Calculation of the cruising range

[0087] The whole vehicle controller converts the remaining hydrogen at the current time into the charging capacity E qc , as shown in the following formula: E qc = k*m2, wherein k is the calculated hydrogen system conversion coefficient, and m2 is the hydrogen mass at the current time.

[0088] The remaining battery capacity E bs at the current time is calculated, as shown in the following formula: E bs = Soc2*E b100 , wherein Soc2 is the current battery capacity, and E b100 is the total energy of the battery when fully charged.

[0089] The vehicle range S is the remaining hydrogen conversion charging capacity E qc and the battery remaining capacity E bs The cumulative value is divided by the average power consumption E of the vehicle ave In summary, the vehicle range S is as follows:

[0090]

[0091] The above process calculates the average power consumption according to the power consumption of each component in the actual running state of the vehicle, dynamically adjusts the hydrogen-electric conversion coefficient in combination with the hydrogen system output, the hydrogen remaining amount and the battery remaining capacity, thereby real-time estimates the driving range, ensures that the driving range of the fuel cell bus can be accurately predicted and calculated in different driving environments or different driving conditions, solves the problem that the estimated value of the driving range of the fuel cell bus is greatly deviated from the real driving range value in different driving environments or different driving conditions, improves the control of the real situation of the fuel cell bus by the driver, and improves the driving safety.

[0092] Example two:

[0093] A system for determining the driving range of a fuel cell bus, comprising:

[0094] An average power consumption calculation module configured to obtain vehicle speed information, battery information and hydrogen system information, vehicle speed signals, voltage signals and current signals, to obtain the driving distance and the total power consumption of the vehicle in the current running period, and to determine the average power consumption in the current running period by using the ratio of the two values;

[0095] A hydrogen-electric energy conversion calculation module configured to obtain the pressure and temperature of hydrogen in the hydrogen system, and to obtain the hydrogen consumption mass and the corresponding hydrogen system output power in the current running period based on the ideal gas state equation, and to determine the hydrogen-electric conversion coefficient by using the ratio of the two values;

[0096] A hydrogen-electric conversion coefficient adjustment module configured to obtain current information of each component of the vehicle, convert it into corresponding power consumption information, and obtain the total conversion power of the hydrogen system in combination with the battery capacity information, obtain the hydrogen-electric conversion efficiency by comparing the obtained hydrogen system output power, and obtain the product between the obtained hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient, which is the adjusted hydrogen-electric conversion coefficient;

[0097] A driving range calculation module configured to convert the remaining hydrogen at the current time into charging capacity according to the adjusted hydrogen-electric conversion coefficient, to obtain the driving range by using the obtained charging capacity in combination with the battery remaining capacity and the average power consumption in the current running period.

[0098] According to the average electricity consumption of the electricity consumption of each component in the actual running state of the vehicle, the hydrogen system output, the hydrogen remaining amount and the battery remaining electricity are combined to dynamically adjust the hydrogen-electric conversion coefficient, so as to real-time estimate the cruising range, ensure that the cruising range of the fuel cell bus can be accurately predicted and calculated in different driving environments or different driving conditions, solve the problem that the estimated value of the cruising range of the fuel cell bus is greatly deviated from the real drivable range value in different driving environments or different driving conditions, improve the control of the real situation of the fuel cell bus for the driver, and improve the driving safety.

[0099] The above only describes the preferred embodiments of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method of determining the range of a fuel cell bus, characterized by, The method comprises the following steps: Obtain the vehicle speed signal, voltage signal and current signal in the battery information and hydrogen system information, obtain the driving distance and total power consumption of the vehicle in the current operation period, and determine the average power consumption in the current operation period by using the ratio of the two; Obtain the pressure and temperature of hydrogen in the hydrogen system, obtain the hydrogen consumption mass and the corresponding hydrogen system output power in the current operation period based on the ideal gas state equation, and determine the hydrogen-electric conversion coefficient by using the ratio of the two; Obtain the current information of each component of the vehicle, convert it into corresponding power consumption information, obtain the total conversion power of the hydrogen system in combination with the battery power information, compare it with the obtained hydrogen system output power, obtain the hydrogen-electric conversion efficiency, and obtain the product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient, which is the adjusted hydrogen-electric conversion coefficient; Convert the remaining hydrogen at the current time into charging power according to the adjusted hydrogen-electric conversion coefficient, obtain the charging power, and obtain the cruising range by using the obtained charging power, the remaining battery power and the average power consumption in the current operation period.

2. A method of determining the range of a fuel cell bus as claimed in claim 1, wherein, The current operation period is specifically: by monitoring the vehicle operation state, if the last time is in a low pressure state and the current time is in a high pressure state, it is considered that the power is turned on and the timing is started, and the time is an operation period.

3. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, The total power consumption of the whole vehicle is specifically obtained by integrating the battery current I b , the battery voltage U b , the hydrogen system output current I q , and the hydrogen system output voltage U q , wherein the battery current discharge is set as positive, the charging as negative, the hydrogen system output current as positive, and the total power consumption of the whole vehicle is obtained by integration.

4. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, Obtain the hydrogen consumption mass in the current operation period, specifically: obtain the hydrogen pressure and hydrogen temperature at the initial time when the vehicle is powered on, and the current hydrogen pressure and current hydrogen temperature during vehicle operation, obtain the hydrogen mass at the initial time and the hydrogen mass at the current time based on the ideal gas state equation, and the difference between the two is the hydrogen consumption mass in the current operation period.

5. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, The hydrogen system output electric quantity is specifically: the product of the hydrogen system output current I from the initial power-on moment to the current moment is integrated to obtain the hydrogen system output electric quantity E in the current operation period. q The hydrogen system output voltage U q The hydrogen system output electric quantity E q is obtained by integrating the product of the hydrogen system output voltage U and the hydrogen system output current I.

6. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, Obtain the total conversion power of the hydrogen system, specifically: If the initial battery power is less than the current battery power value, i.e. Soc1 bsum = (Soc2-Soc1) * E b100 , wherein E b100 is the total energy of the battery when fully charged, the total conversion power E sum of the hydrogen system is: the sum of the total power consumption of each component of the vehicle and the total power consumption E bsum of the battery. If the initial battery power is greater than or equal to the current battery power value, i.e. Soc1≥Soc2, the total battery power consumption E bsum =(Soc1-Soc2)*E b100 , the total conversion power E sum of the hydrogen system is: the difference between the total power consumption of each part of the vehicle and the total battery power consumption E bsum .

7. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, The product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient, as shown in the following formula: Wherein, k is the adjusted hydrogen-electric conversion coefficient, k1 is the unadjusted hydrogen-electric conversion coefficient, x is the hydrogen-electric conversion efficiency, E sum is the total conversion electric quantity of the hydrogen system, E q is the output electric quantity of the hydrogen system, and the value of x is not less than 0.9 and not more than 1.

8. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, Convert the residual hydrogen at the current time into the charging amount, specifically: the product of the adjusted hydrogen-electric conversion coefficient and the hydrogen mass at the previous time, i.e. the charging amount E qc .

9. A method of determining the range of a fuel cell bus as recited in claim 1, wherein, The product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient, as shown in the following formula: wherein E ave is the average power consumption of the vehicle, k is the adjusted hydrogen-to-electricity conversion coefficient, m2 is the hydrogen mass at the current time, Soc2 is the current battery state of charge, E b100 is the total energy of the battery when fully charged.

10. A system for determining the range of a fuel cell passenger vehicle, characterized by, The product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient, as shown in the following formula: The product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient is the adjusted hydrogen-electric conversion coefficient, as shown in the following formula: The average power consumption calculation module is configured to: obtain the vehicle speed signal, voltage signal and current signal in the battery information and hydrogen system information, obtain the driving distance and total power consumption of the vehicle in the current operation period, and determine the average power consumption in the current operation period by using the ratio of the two; The hydrogen-electric energy conversion calculation module is configured to: obtain the pressure and temperature of hydrogen in the hydrogen system, obtain the hydrogen consumption mass and the corresponding hydrogen system output power in the current operation period based on the ideal gas state equation, and determine the hydrogen-electric conversion coefficient by using the ratio of the two; The hydrogen-electric conversion coefficient adjustment module is configured to: obtain the current information of each component of the vehicle, convert it into corresponding power consumption information, obtain the total conversion power of the hydrogen system in combination with the battery power information, compare it with the obtained hydrogen system output power, obtain the hydrogen-electric conversion efficiency, and obtain the product of the hydrogen-electric conversion efficiency and the hydrogen-electric conversion coefficient, which is the adjusted hydrogen-electric conversion coefficient; The endurance mileage calculation module is configured to: convert the residual hydrogen at the current time into the charging amount according to the adjusted hydrogen-electric conversion coefficient, obtain the endurance mileage by combining the obtained charging amount, the residual battery power and the average power consumption in the current operation period.

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