Fuel cell vehicle system efficiency test experiment method

Abstract

The invention relates to the technical field of battery vehicles, and particularly discloses a fuel cell vehicle system efficiency test experiment method, which comprises the following steps: step 1, selecting a fuel cell vehicle to be tested, and ensuring that the vehicle state is good and each system component function is normal; high-precision sensors are installed at key positions such as a hydrogen supply pipeline, a positive electrode and a negative electrode of a power battery pack, a driving motor circuit and the like and used for monitoring parameters of hydrogen flow # imgabs0 # voltage (V, unit: V) and current (I, unit: A) in real time; the vehicle is provided with a vehicle-mounted data acquisition system, and vehicle running state data of vehicle speed (v, unit: m / s), gear information and environment temperature (T, unit: DEG C) are synchronously recorded; through the above steps, the performance of the fuel cell vehicle under different working conditions can be comprehensively and systematically evaluated, the advantages and disadvantages of the vehicle in each operation stage can be found through accurate data acquisition and analysis, and a powerful basis is provided for optimization design, performance improvement and fault diagnosis of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of battery vehicles, and in particular to an experimental method for testing the overall vehicle system efficiency of a fuel cell vehicle. Background Art

[0002] With the increasingly stringent environmental protection requirements and the increasing restrictions on the exhaust emissions of traditional fuel vehicles, fuel cell vehicles, as a type of new energy vehicle with great potential, have received wide attention. Fuel cell vehicles use on-vehicle fuel cell systems to efficiently convert the chemical energy of fuel (usually hydrogen) and oxidant (oxygen in the air) into electrical energy, drive the motor to operate, and thus push the vehicle to travel;

[0003] However, there are many deficiencies in the current test methods for the overall vehicle system efficiency of fuel cell vehicles. Traditional test means often focus on the evaluation of the power generation efficiency of the fuel cell stack, view the fuel cell system in isolation, and ignore the complex energy interaction and loss when it works in coordination with other key components of the vehicle (such as motors, battery management systems, transmission systems, etc.). This makes it difficult for vehicle manufacturers and research institutions to accurately grasp the true operating efficiency of the vehicle, and lack a reliable basis for vehicle optimization design, accurate prediction of cruising range, and formulation of energy management strategies. Summary of the Invention

[0004] In view of the technical problems raised in the background art, the present invention provides an experimental method for testing the overall vehicle system efficiency of a fuel cell vehicle.

[0005] The technical solution adopted by the present invention is: an experimental method for testing the overall vehicle system efficiency of a fuel cell vehicle, characterized in that it specifically includes the following steps:

[0006] Step 1, select the fuel cell vehicle to be tested, ensure that the vehicle is in good condition and the functions of each system component are normal; install high-precision sensors at key positions such as the hydrogen supply pipeline, the positive and negative poles of the power battery pack, and the drive motor circuit for real-time monitoring of the parameters of hydrogen flow voltage (V, unit: V), current (I, unit: A); the vehicle is equipped with an on-vehicle data acquisition system to synchronously record the vehicle speed (v, unit: m / s), gear information, and the overall vehicle operating state data of the ambient temperature (T, unit: °C).

[0007] Step 2, set up an experimental section on a flat, open and test road with a standard length. The section covers simulation areas of straight-line acceleration, constant-speed driving, deceleration braking, and climbing. The starting and ending points of each area are accurately marked for subsequent data analysis corresponding to different driving stages;

[0008] Step 3, start-up and idle conditions: start the vehicle and keep it in the idle state, continuously collect data for 5 minutes, and record the hydrogen consumption during this period (Derived from the integration of hydrogen flow), the open-circuit voltage of the power battery pack Current (I idle ), at this stage, the fuel cell system maintains basic operation to prepare for subsequent driving, and calculates the output power of the fuel cell at idle speed ( is the higher heating value of hydrogen). Since there is no substantial external work done, this power is mainly used to overcome the system internal resistance and maintain the operation of auxiliary equipment, regarded as standby energy consumption;

[0009] Step 4, acceleration condition: The vehicle smoothly accelerates from idle speed to the target speed (v max ), drives at the preset acceleration (a), and adjusts the data acquisition frequency to 10 Hz. During this period, continuously record the hydrogen flow The charge and discharge current of the power battery The input voltage of the drive motor and current Calculate the instantaneous power of the fuel cell at each sampling moment The instantaneous power of the power battery The instantaneous output power of the drive motor The vehicle driving resistance power The overall vehicle efficiency during the acceleration section;

[0010] Step 5, constant speed condition: After the vehicle reaches v max , drive at a constant speed for 10 minutes, and calculate the driving resistance power at constant speed The output power of the fuel cell The charge and discharge power of the power battery The output power of the motor and the overall vehicle constant speed efficiency

[0011] Step 6, climbing condition: The vehicle climbs a section with a preset slope (θ climb ), collect the corresponding data, and calculate the overall vehicle efficiency η during climbing in a similar way to the acceleration section climb Consider the additional climbing resistance m×g×sinθ climb Add it to the driving resistance power formula;

[0012] Step 7, deceleration braking condition: The vehicle brakes to a stop according to the specified deceleration, and focus on monitoring the braking energy recovery situation. Record the charging current of the power battery during braking Voltage The energy recovery power Compare with the vehicle kinetic energy before braking (v is the vehicle speed before braking), and obtain the energy recovery efficiency η rec .

[0013] Step 8: End the experiment, organize the collected data, eliminate outliers, and comprehensively calculate the efficiency of each working condition. Calculate the overall vehicle efficiency η according to the weights. total 。

[0014] In a further setting of the present invention, in step S4, the instantaneous power of the fuel cell at each sampling moment

[0015]

[0016] The power of the vehicle driving resistance (where f is the rolling resistance coefficient, m is the vehicle mass, ρ is the air density, C d is the wind resistance coefficient, A is the frontal area, and θ(t) is the road surface gradient).

[0017] In a further setting of the present invention, in step S4, the overall vehicle efficiency during the acceleration phase

[0018]

[0019] (t acc is the acceleration duration).

[0020] In a further setting of the present invention, in step 5, the power of the driving resistance during uniform motion is calculated as follows: The fuel cell output power is calculated as follows: The charge and discharge power of the power battery is calculated as follows: The motor output power is calculated as follows:

[0021] In a further setting of the present invention, in step 5, the overall vehicle efficiency during uniform motion is calculated as follows:

[0022]

[0023] In a further setting of the present invention, in step 7, the energy recovery power is calculated as follows:

[0024] In a further setting of the present invention, in step 7, the energy recovery efficiency is calculated as follows: is the braking duration).

[0025] In a further setting of the present invention, in step 8, the overall vehicle efficiency is calculated according to the weights as follows: η total = w idle × η idle + w acc × η acc + w cruise × η cruise + w brake × ηrec +w cdimb ×η climb (w i dle, w acc 、w cruise 、w brake 、w cdimb (where w is the weight of the duration of each working condition in the total experimental duration).

[0026] The beneficial effects of the present invention are as follows: In the present invention, the test starts from ensuring the good condition of the vehicle, including the monitoring of key components such as the hydrogen supply pipeline, the power battery pack, and the drive motor circuit. Subsequently, a series of driving conditions are simulated on a standard test road, including straight-line acceleration, constant-speed driving, deceleration braking, and climbing. In the start and idle stages, the vehicle is in the idle state, continuously collecting data, recording the hydrogen consumption, the open-circuit voltage and current of the power battery pack. In the acceleration condition, the vehicle smoothly accelerates from idle to the target speed, recording the hydrogen flow rate, the charge and discharge current of the power battery, the input voltage and current of the drive motor, and calculating the instantaneous power of the fuel cell, the power battery, and the drive motor, as well as the vehicle running resistance power and the overall vehicle efficiency. In the constant-speed condition, after the vehicle reaches the maximum speed, it drives at a constant speed, calculating the running resistance power, the output power of the fuel cell, the charge and discharge power of the power battery, the output power of the motor, and the overall vehicle constant-speed efficiency. In the climbing condition, the vehicle climbs a preset slope section, collecting data and calculating the overall vehicle efficiency during climbing, considering the additional climbing resistance. In the deceleration braking condition, the vehicle brakes to a stop according to the specified deceleration, focusing on monitoring the braking energy recovery situation, recording the charging current, voltage, and energy recovery power of the power battery during braking, and calculating the energy recovery efficiency. Finally, at the end of the experiment, the collected data is sorted out, outliers are removed, the efficiencies of each working condition are integrated, and the overall vehicle comprehensive efficiency is calculated according to the weight, providing data support for the performance optimization of fuel cell vehicles. Through the above steps of testing, it helps to comprehensively and systematically evaluate the performance of fuel cell vehicles under different working conditions. Through accurate data collection and analysis, the advantages and disadvantages of the vehicle in each operation stage can be found, providing a strong basis for the optimized design, performance improvement, and fault diagnosis of the vehicle. Detailed implementation manners

[0027] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0028] To solve the problems existing in the background technology, the present application proposes the following technical solutions: A method for testing the overall vehicle system efficiency of a fuel cell vehicle, specifically including the following steps:

[0029] Step 1: Select a fuel cell vehicle to be tested, ensure that the vehicle is in good condition and all system components are functioning properly; install high-precision sensors at key positions such as the hydrogen supply pipeline, the positive and negative poles of the power battery pack, and the drive motor circuit to monitor the parameters of hydrogen flow voltage (V, unit: V), current (I, unit: A) in real time; the vehicle is equipped with an on-vehicle data acquisition system to synchronously record the vehicle running state data such as vehicle speed (v, unit: m / s), gear information, and ambient temperature (T, unit: °C).

[0030] Step 2: Set up an experimental section on a flat, open test road with a standard length. The section covers simulation areas of straight-line acceleration, constant-speed driving, deceleration braking, and climbing. The starting and ending points of each area are accurately marked for subsequent data analysis corresponding to different driving stages.

[0031] Step 3: Starting and idling conditions: Start the vehicle and keep it in the idling state. Continuously collect data for 5 minutes and record the hydrogen consumption (obtained by integrating the hydrogen flow), the open-circuit voltage of the power battery pack current (I idle ). In this stage, the fuel cell system maintains basic operation to prepare for subsequent driving, and calculate the output power of the fuel cell at idling ( is the high calorific value of hydrogen). Since there is no substantial external work done, this power is mainly used to overcome the system internal resistance and maintain the operation of auxiliary equipment, regarded as standby energy consumption.

[0032] Step 4: Acceleration condition: The vehicle smoothly accelerates from idling to the target vehicle speed (v max ), and drives at a preset acceleration (a). Adjust the data acquisition frequency to 10 Hz. During this period, continuously record the hydrogen flow the charging and discharging current of the power battery the input voltage of the drive motor and current Calculate the instantaneous power of the fuel cell at each sampling moment the instantaneous power of the power battery the instantaneous output power of the drive motor the vehicle driving resistance power the overall vehicle efficiency in the acceleration section.

[0033] Step 5: Constant-speed condition: After the vehicle reaches v max , drive at a constant speed for 10 minutes, and calculate the driving resistance power at constant speed the output power of the fuel cell the charging and discharging power of the power battery the output power of the motor and the overall vehicle constant-speed efficiency

[0034] Step 6, climbing condition: the vehicle climbs the preset slope (θ climb ) section, collect corresponding data, and calculate the vehicle efficiency η when climbing similarly to the acceleration section climb Considering the additional climbing resistance m×g×sinθ climb Added driving resistance power formula;

[0035] Step 7, deceleration braking condition: the vehicle brakes to a stop at the specified deceleration rate, focusing on monitoring the braking energy recovery and recording the power battery charging current during the braking process. Voltage Energy recovery power Compare the vehicle kinetic energy before braking (v is the vehicle speed before braking), and the energy recovery efficiency η is obtained rec .

[0036] Step 8: After the experiment, sort out the collected data, remove outliers, integrate the efficiency of each working condition, and calculate the overall efficiency of the vehicle according to the weight. total .

[0037] The above technical solution is explained as follows: During the performance test of fuel cell vehicles, a series of carefully designed steps can be used to comprehensively evaluate the performance of the vehicle under different operating conditions. The test starts with ensuring that the vehicle is in good condition, including monitoring of key components such as the hydrogen supply pipeline, power battery pack, and drive motor circuit. Subsequently, a series of driving conditions are simulated on a standard test road, including straight-line acceleration, constant speed driving, deceleration braking, and climbing.

[0038] During the startup and idling phases, the vehicle is in an idling state, continuously collecting data to record hydrogen consumption, open-circuit voltage and current of the power battery pack. During the acceleration condition, the vehicle smoothly accelerates from idle to the target speed, records hydrogen flow, power battery charge and discharge current, drive motor input voltage and current, and calculates the instantaneous power of the fuel cell, power battery and drive motor, as well as the vehicle's driving resistance power and vehicle efficiency.

[0039] Under the uniform speed condition, the vehicle travels at a uniform speed after reaching the maximum speed, and the driving resistance power, fuel cell output power, power battery charging and discharging power, motor output power and vehicle uniform speed efficiency are calculated. In the climbing condition, the vehicle climbs the preset slope section, collects data and calculates the vehicle efficiency when climbing, taking into account the additional climbing resistance.

[0040] During the deceleration braking condition, the vehicle brakes to a stop at a specified deceleration. The focus is on monitoring the braking energy recovery. Record the charging current, voltage, and energy recovery power of the power battery during braking, and calculate the energy recovery efficiency. Finally, at the end of the experiment, organize the collected data, eliminate outliers, and calculate the overall vehicle efficiency by weighting the efficiencies of each condition, providing data support for the performance optimization of fuel cell vehicles.

[0041] Testing through the above steps helps to comprehensively and systematically evaluate the performance of fuel cell vehicles under different conditions. Through accurate data collection and analysis, the advantages and disadvantages of the vehicle at each operating stage can be discovered, providing a strong basis for the optimized design, performance improvement, and fault diagnosis of the vehicle, and contributing to the development and maturity of fuel cell vehicle technology.

[0042] In a further design, in step S4, the instantaneous power of the fuel cell at each sampling moment

[0043] (where f is the rolling resistance coefficient, m is the vehicle mass, ρ is the air density, C d is the wind resistance coefficient, A is the frontal area, and θ(t) is the road surface gradient), the overall vehicle efficiency during the acceleration section

[0044]

[0045] (t acc is the acceleration duration).

[0046] The above technical solution is explained as follows: The instantaneous power of the fuel cell is obtained by multiplying the hydrogen consumption rate by the hydrogen calorific value . The instantaneous power of the power battery is the product of the battery voltage and the current . The instantaneous output power of the drive motor is determined by the motor voltage and the current . The resistance power during vehicle driving includes rolling resistance, air resistance, and gradient resistance. The rolling resistance is determined by the rolling resistance coefficient f, the vehicle mass m, and the speed v(t). The air resistance is related to the air density ρ, the wind resistance coefficient C d , the frontal area A, and the cube of the speed v(t) 3 . The gradient resistance is determined by the vehicle mass m, the gravitational acceleration g, and the road surface gradient θ(t). The overall vehicle efficiency η acc is calculated by the ratio of the total output power of the drive motor to the total input power of the fuel cell and the power battery, and the integration interval is the acceleration duration tacc This model helps designers evaluate and optimize the performance of new energy vehicles during the acceleration phase, ensuring that the powertrain can efficiently convert the input energy into the vehicle's kinetic energy. The detailed testing and calculation processes contribute to accurately evaluating the performance of fuel cell vehicles during acceleration, including the power output of key components and the overall vehicle efficiency. Through such data collection and analysis, the advantages and potential optimization points of the vehicle during the acceleration phase can be identified, providing strong data support for vehicle design improvement and performance enhancement, and helping to comprehensively and systematically evaluate the performance of fuel cell vehicles under different operating conditions. Through accurate data collection and analysis, the advantages and deficiencies of the vehicle in each operating phase can be discovered.

[0047] In further design, in step 5, the driving resistance power during constant speed is calculated as follows: The fuel cell output power is calculated as follows: The power battery charge and discharge power is calculated as follows: The motor output power is calculated as follows:

[0048] The overall vehicle constant speed efficiency is calculated as follows:

[0049]

[0050] The explanation of the above technical solution is as follows: In the design process of new energy vehicles, the efficiency analysis during the constant speed driving stage is equally important. During constant speed driving, the driving resistance power of the vehicle is composed of rolling resistance and air resistance, and the calculation formula is f× where f is the rolling resistance coefficient, m is the vehicle mass, v max is the maximum constant speed, ρ is the air density, C d is the wind resistance coefficient, and A is the frontal area. The output power of the fuel cell is obtained by multiplying the hydrogen consumption rate by the hydrogen calorific value HHV H2 . The charge and discharge power of the power battery is the product of the battery voltage and the current . The output power of the motor is equal to the driving resistance power The overall vehicle constant speed efficiency η cruise is calculated by the ratio of the total output power of the fuel cell and the power battery to the motor output power.

[0051] In this technical solution, it helps manufacturers evaluate and optimize the performance of new energy vehicles during the constant-speed driving stage, ensuring that the power system can efficiently convert the input energy into the kinetic energy of the vehicle, while reducing energy loss and improving the energy utilization efficiency of the whole vehicle. Through such analysis, it can provide a theoretical basis for the design of new energy vehicles, promote the development and progress of new energy vehicle technology, provide a strong basis for the optimized design, performance improvement and fault diagnosis of vehicles, and contribute to the development and maturity of fuel cell vehicle technology.

[0052] In step 7, the energy recovery power is calculated as follows:

[0053] The energy recovery efficiency is calculated as follows:

[0054] The overall vehicle comprehensive efficiency is calculated by weight as follows: η total = w idle × η idle + w acc × η acc + w cruise × η cruise + w brake × η rec + w cdimb × η climb (w i dle, w acc , w cruise , w brake , w cdimb are the weights of the durations of each working condition in the total experimental duration).

[0055] The above technical solution is explained as follows: During braking, the energy recovery power is obtained by the product of the voltage of the battery during braking and the current . The energy recovery efficiency η rec is obtained by calculating the ratio of the energy recovery power during braking to the kinetic energy loss of the vehicle through integration, where t brake is the braking duration. The overall vehicle comprehensive efficiency η total is a weighted average value, which takes into account the efficiencies of different driving stages (such as idling, acceleration, constant-speed cruising, braking and climbing) and their respective time weights. These weights are represented by w idle , w acc , w cruise , w brake and w cdimbIt represents the proportions of the durations corresponding to the idling, acceleration, constant-speed cruising, braking, and climbing stages respectively in the total experimental duration. Through the calculation of this comprehensive efficiency in the present invention, manufacturers can more comprehensively evaluate the performance of new energy vehicles under different driving conditions, thereby optimizing the energy recovery system and improving the energy utilization efficiency of the whole vehicle.

[0056] The calculation by way of example is as follows:

[0057] Suppose a vehicle performance test is carried out, and the total experimental duration is 100 hours. The durations and weights of each working condition are as follows:

[0058] Idling: Duration: 20 hours, weight Idling efficiency η idle = 0.8 (assumed value)

[0059] Acceleration: Duration: 10 hours; weight Acceleration efficiency η acc = 0.7 (assumed value)

[0060] Cruising: Duration: 50 hours; weight Cruising efficiency η c ruise = 0.9 (assumed value)

[0061] Braking: Duration: 10 hours; weight Braking efficiency η rec = 0.6 (assumed value)

[0062] Climbing: Duration: 10 hours; weight Climbing efficiency η climb = 0.75 (assumed value)

[0063] According to the formula η t otal = W idle × η idle + W acc × η acc + W cruise × η cruise + W brake × η rec + W climb × η climb

[0064] The calculation is as follows:

[0065] η total = 0.2 × 0.8 + 0.1 × 0.7 + 0.5 × 0.9 + 0.1 × 0.6 + 0.1 × 0.75

[0066] = 0.16 + 0.07 + 0.45 + 0.06 + 0.075

[0067] = 0.815

[0068] Therefore, the overall vehicle efficiency η total = 0.815.

[0069] In summary, in the present invention, during the performance test of a fuel cell vehicle, through a series of carefully designed steps, the performance of the vehicle under different working conditions can be comprehensively evaluated. The test starts with ensuring the good condition of the vehicle, including the monitoring of key components such as the hydrogen supply pipeline, the power battery pack, and the drive motor circuit. Subsequently, a series of driving conditions are simulated on a standard test road, including straight-line acceleration, constant-speed driving, deceleration braking, and climbing, which helps to comprehensively and systematically evaluate the performance of the fuel cell vehicle under different working conditions. Through accurate data collection and analysis, the advantages and disadvantages of the vehicle in each operating stage can be discovered, providing a strong basis for the optimized design, performance improvement, and fault diagnosis of the vehicle, and contributing to the development and maturity of fuel cell vehicle technology.

[0070] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A fuel cell vehicle system efficiency test method, characterized in that: The specific steps include: Step 1: Select the fuel cell vehicle to be tested, ensure that the vehicle is in good condition and all system components function normally; install high-precision sensors at key locations such as the hydrogen supply pipeline, positive and negative electrodes of the power battery pack, and drive motor circuit to monitor the hydrogen flow in real time. Parameters of voltage (V, unit: V) and current (I, unit: A); the vehicle is equipped with an on-board data acquisition system to synchronously record the vehicle speed (v, unit: m / s), gear information, and ambient temperature (T, unit: ℃) of the vehicle's operating status data; Step 2: Set up an experimental section on a flat, open test road of standard length. The section covers simulation areas of straight-line acceleration, constant speed driving, deceleration and braking, and climbing. The starting and ending points of each area are accurately marked for subsequent data analysis corresponding to different driving stages. Step 3, start and idle conditions: start the vehicle, idle, collect data for 5 minutes, and record the hydrogen consumption during this period (obtained from the integral of hydrogen flow), open circuit voltage of power battery pack Current (I idle ), at this stage, the fuel cell system maintains basic operation, prepares for subsequent driving, and calculates the fuel cell output power at idle speed ( is the high calorific value of hydrogen), because there is no substantial external work, this power is mainly used to overcome the internal resistance of the system and maintain the operation of auxiliary equipment, and is regarded as standby energy consumption; Step 4, acceleration condition: the vehicle accelerates smoothly from idle to target speed (v max ), driving at the preset acceleration (a), the data acquisition frequency is adjusted to 10Hz, and the hydrogen flow rate is continuously recorded during the period Power battery charge and discharge current Drive motor input voltage With current Calculate the instantaneous power of the fuel cell at each sampling moment Power battery instantaneous power Instantaneous output power of driving motor Vehicle driving resistance power Vehicle efficiency during acceleration phase; Step 5, uniform speed condition: the vehicle reaches v max Then drive at a constant speed for 10 minutes and calculate the resistance power at a constant speed. Fuel cell output power Power battery charging and discharging power Motor output power And the vehicle uniform speed efficiency Step 6, climbing condition: the vehicle climbs the preset slope (θ climb ) section, collect corresponding data, and calculate the vehicle efficiency η when climbing similarly to the acceleration section climb Considering the additional climbing resistance m×g×sinθ climb Added driving resistance power formula; Step 7, deceleration braking condition: the vehicle brakes to a stop at the specified deceleration rate, focusing on monitoring the braking energy recovery and recording the power battery charging current during the braking process. Voltage Energy recovery power Compare the vehicle kinetic energy before braking (v is the vehicle speed before braking), and the energy recovery efficiency η is obtained rec . Step 8: After the experiment, sort out the collected data, remove outliers, integrate the efficiency of each working condition, and calculate the overall efficiency of the vehicle according to the weight. total .

2. A fuel cell vehicle system efficiency test experimental method according to claim 1, characterized in that: In step S4, the instantaneous power of the fuel cell at each sampling moment is Power battery instantaneous power Instantaneous output power of driving motor Vehicle driving resistance power (where f is the rolling resistance coefficient, m is the vehicle mass, ρ is the air density, C d is the drag coefficient, A is the frontal area, and θ(t) is the road slope).

3. A fuel cell vehicle system efficiency test experimental method according to claim 2, characterized in that: In step S4, the vehicle efficiency in the acceleration phase (t acc is the acceleration time).

4. A fuel cell vehicle system efficiency test experimental method according to claim 1, characterized in that: In step 5, the driving resistance power at a constant speed is calculated as follows: The fuel cell output power is calculated as follows: The power battery charging and discharging power is calculated as follows: The motor output power is calculated as follows:

5. A fuel cell vehicle system efficiency test experimental method according to claim 4, characterized in that: In step 5, the vehicle uniform speed efficiency is calculated as follows:

6. A fuel cell vehicle system efficiency test experimental method according to claim 1, characterized in that: In step 7, the energy recovery power is calculated as follows:

7. A fuel cell vehicle system efficiency test experimental method according to claim 6, characterized in that: In step 7, the energy recovery efficiency is calculated as follows: (t brake is the braking time).

8. A fuel cell vehicle system efficiency test experimental method according to claim 1, characterized in that: In step 8, the overall efficiency of the vehicle is calculated by weight as follows: η total =w idle ×η idle +w acc ×η acc +w cruise ×η cruise +w brake ×η rec +w cdimb ×η climb (w i dle、w acc 、w cruise 、w brake 、w cdimb is the weight of each working condition duration in the total experimental duration).

Images