Method and system for evaluating energy consumption efficiency of new energy vehicle

Abstract

The invention provides a new energy vehicle energy consumption efficiency assessment method and system, and relates to the technical field of new energy vehicle energy consumption assessment, and the method comprises the steps: obtaining the initial state data of a vehicle when a fuel cell system is started and a first condition is satisfied; calculating common working point comprehensive efficiency of the fuel cell system in the current period when a second condition is met when the system is shut down; and finally, based on the initial state, the end state and the comprehensive efficiency, through coupling the hydrogen consumption amount and the power battery charge state variable quantity, calculating to obtain a comprehensive 100-kilometer hydrogen consumption evaluation value of the whole vehicle. The problem of result distortion caused by neglecting the energy change of the power battery in the existing evaluation method is solved, and more accurate and comprehensive dynamic evaluation of the energy consumption efficiency of the fuel cell hybrid power whole vehicle is realized.

Description

Technical Field

[0001] This invention relates to the field of energy consumption assessment technology for new energy vehicles, and in particular to a method and system for assessing the energy consumption efficiency of a new energy vehicle. Background Technology

[0002] Currently, new energy vehicles generally use hydrogen consumption per 100 kilometers, calculated based on hydrogen consumption, as a core performance indicator. However, in hybrid systems consisting of fuel cells and power batteries, the state of charge (SOC) of the power battery changes in real time during vehicle operation. This energy interaction directly affects the net energy consumption of the entire vehicle. Existing evaluation methods typically only consider hydrogen consumption, ignoring the energy replenishment or consumption caused by changes in the power battery's SOC. This results in calculated energy consumption assessments that cannot accurately and comprehensively reflect the overall energy utilization efficiency of the vehicle throughout its entire operating cycle. This evaluation bias makes it difficult for technicians to accurately determine the vehicle's true energy consumption level and hinders further optimization of the vehicle's energy management strategy. Summary of the Invention

[0003] To address the technical problem of inaccurate vehicle energy consumption assessment due to neglecting changes in power battery energy, this invention introduces a data capture mechanism triggered by specific vehicle states, a comprehensive efficiency calculation method combining a fuel cell system efficiency decay model, and an evaluation value generation logic that couples hydrogen consumption and electricity consumption. This enables a more accurate and realistic dynamic assessment of the energy consumption efficiency of new energy vehicles.

[0004] To achieve the above objectives, the first aspect of the present invention provides a method for evaluating the energy consumption efficiency of a new energy vehicle, comprising: The initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the vehicle are obtained when the first condition is met; the first condition includes detecting the ON position electrical signal of the vehicle and the valid messages of the hydrogen system, instrument and power battery, and the fuel cell system being in the power-on or running state and the initial state identification flag being 0. When the second condition is met, calculate the overall efficiency of the fuel cell system at the common operating point in the current power-on cycle; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. Based on the initial mileage, initial hydrogen mass, initial battery state of charge, and the current mileage, current hydrogen mass, current battery state of charge when the second condition is met, combined with the comprehensive efficiency at the commonly used operating point, the overall hydrogen consumption per 100 kilometers of the vehicle is obtained.

[0005] Furthermore, the method also includes flag management: After the vehicle is powered on, both the initial state identification flag and the evaluation completion flag are initialized to 0; Once the first condition is met and the initial state is acquired, the initial state identification flag is set to 1. When the second condition is met and the comprehensive hydrogen consumption per 100 kilometers assessment value is calculated, the assessment completion flag is set to 1.

[0006] Furthermore, the calculation of the overall efficiency at commonly used operating points of the fuel cell system is specifically performed using the following formula: ; in, The overall efficiency at the commonly used operating points is... , , …, They are respectively number 1 to number 2. The current efficiency of each commonly used operating point within the current power-on cycle. , , …, They are respectively number 1 to number 2. The proportion of runtime of each commonly used operating point within this power-on cycle This is the preset number of commonly used work points.

[0007] Furthermore, the current efficiency of the commonly used working points It can be obtained through the following formula: ; in, For the design life of fuel cell systems, This represents the current cumulative operating time of the fuel cell system. This is the factory-calibrated efficiency for this commonly used operating point.

[0008] Furthermore, the processing yields the overall hydrogen consumption per 100 kilometers for the entire vehicle. Specifically, it is done using the following formula: ; in, This is a component calculated based on hydrogen consumption. This is a component calculated based on the change in the state of charge of the power battery.

[0009] Furthermore, the aforementioned and The calculation formulas are as follows: ; .

[0010] A second aspect of the present invention provides a system for evaluating the energy consumption efficiency of a new energy vehicle, comprising: The initial state capture module is used to acquire the initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the whole vehicle when the first condition is met; the first condition includes detecting the ON position electrical signal of the whole vehicle and the valid messages of the hydrogen system, instrument and power battery, the fuel cell system being powered on or running and the initial state identification flag bit being 0. The comprehensive efficiency calculation module is used to calculate the comprehensive efficiency of the fuel cell system at the common operating point in the current power-on cycle when the second condition is met; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. The evaluation module is used to process the initial mileage, initial hydrogen mass, initial power battery state of charge, and the current mileage, current hydrogen mass, current power battery state of charge when the second condition is met, along with the combined efficiency at the common operating point, to obtain the comprehensive hydrogen consumption evaluation value per 100 kilometers for the whole vehicle.

[0011] A third aspect of the present invention provides an electronic device including a memory, a processor, and a program stored in the memory and running on the processor, wherein the processor executes the program to implement the steps in the method for evaluating the energy consumption efficiency of a new energy vehicle as described in the first aspect of the present invention.

[0012] A fourth aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the steps in the method for evaluating the energy consumption efficiency of a new energy vehicle as described in the first aspect of the present invention.

[0013] A fifth aspect of the present invention provides a computer program product including software code, wherein the program in the software code performs the steps of the method for evaluating the energy consumption efficiency of new energy vehicles as described in the first aspect of the present invention.

[0014] Compared with existing technologies, the present invention provides a method and system for evaluating the energy consumption efficiency of new energy vehicles, which has the following advantages: (1) This invention captures the initial state including the battery SOC at the start point of operation of the fuel cell system (first condition), and calculates the overall efficiency based on the current state at the end point of operation (second condition). It regards the discharge of the power battery (reduction of SOC) as equivalent hydrogen consumption, or the charging (increase of SOC) as compensation for hydrogen consumption. This expands the originally isolated hydrogen consumption assessment to an assessment of the net energy flow of the entire hybrid power system, so as to more realistically reflect the overall energy consumption level of the vehicle.

[0015] (2) This invention constructs a deterministic state machine logic by setting and managing the initial state identification flag and the evaluation completion flag. This logic ensures that the initial data is recorded only once when the system is effectively started, and the evaluation calculation is performed only once when the system is effectively shut down and the threshold condition is met. This effectively prevents repeated calculations or miscalculations caused by frequent vehicle starts and stops, network packet jitter, or incomplete data, thereby achieving the technical effect of ensuring the integrity of data and the accuracy of calculations in the evaluation process.

[0016] (3) Formula The current efficiency of each working point is dynamically adjusted, and then a weighted average formula is used. The overall cycle efficiency is obtained. This method incorporates system aging factors into the efficiency calculation model, making the overall efficiency, which serves as the evaluation benchmark, more accurate. It can reflect the current true performance level of the system, rather than always using the factory ideal value, thereby improving the long-term applicability and accuracy of energy consumption assessment results.

[0017] (4) Based on the formula The final evaluation value is generated. This value includes not only the direct hydrogen consumption ( ), and also through This quantifies the impact of changes in battery energy on equivalent hydrogen consumption. This makes the final comprehensive hydrogen consumption per 100 kilometers a sensitive indicator that directly reflects the quality of the vehicle's energy management strategy. For example, an efficient braking energy recovery strategy can lead to lower fuel consumption. Value, thus in This is reflected in the evaluation results, which provide direct and quantitative data support for the refined optimization of the vehicle's energy management strategy. Attached Figure Description

[0018] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this disclosure and do not constitute an undue limitation of this disclosure.

[0019] Figure 1 This is a flowchart of the method for evaluating the energy consumption efficiency of new energy vehicles provided in Embodiment 1 of the present invention; Figure 2This is a flowchart illustrating a specific embodiment of the method for evaluating the energy consumption efficiency of new energy vehicles provided in Embodiment 1 of the present invention. Figure 3 This is an architecture diagram of the energy consumption efficiency evaluation system for new energy vehicles provided in Embodiment 2 of the present invention. Detailed Implementation

[0020] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0021] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. Furthermore, it should be understood that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0022] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0023] All data acquisition in this embodiment is carried out in accordance with laws and regulations and with user consent, and the data is used legally.

[0024] Example 1 like Figure 1 This embodiment provides a method for evaluating the energy consumption efficiency of new energy vehicles, including: The initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the vehicle are obtained when the first condition is met; the first condition includes detecting the ON position electrical signal of the vehicle and the valid messages of the hydrogen system, instrument and power battery, and the fuel cell system being in the power-on or running state and the initial state identification flag being 0. When the second condition is met, calculate the overall efficiency of the fuel cell system at the common operating point in the current power-on cycle; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. Based on the initial mileage, initial hydrogen mass, initial battery state of charge, and the current mileage, current hydrogen mass, current battery state of charge when the second condition is met, combined with the comprehensive efficiency at the commonly used operating point, the overall hydrogen consumption per 100 kilometers of the vehicle is obtained.

[0025] This method defines a complete effective operating cycle of a fuel cell system by designing first and second conditions. When the first condition is met, the system is confident that the vehicle has entered a stable phase primarily powered by the fuel cell, and the initial data recorded at this point serve as a reliable starting point for evaluation. When the second condition is met, the system is confident that the operating cycle has naturally ended and that sufficient mileage and hydrogen consumption changes have been generated to make the evaluation results statistically significant. By collecting and calculating data between these two anchor points, the method effectively avoids interference from temporary vehicle stops, malfunctions, or atypical operating conditions, solving the problems of arbitrary evaluation timing and fragmented data in traditional methods, and ensuring that the evaluation object is a complete and representative vehicle operating cycle.

[0026] Specifically, the method also includes flag management: After the vehicle is powered on, both the initial state identification flag and the evaluation completion flag are initialized to 0; Once the first condition is met and the initial state is acquired, the initial state identification flag is set to 1. When the second condition is met and the comprehensive hydrogen consumption per 100 kilometers assessment value is calculated, the assessment completion flag is set to 1.

[0027] The initial state identification flag is used to indicate whether initial data has been reliably recorded. This flag is 0 after the vehicle is powered on, allowing the system to record data the first time the first condition is met. It is immediately set to 1 after recording, thus preventing duplicate recordings that may occur due to condition fluctuations within the same power-on cycle, ensuring the uniqueness of the initial data. The evaluation completion flag is used to indicate whether the evaluation for this cycle has been completed. It is 0 before calculation begins and 1 after calculation is completed. Combined with the judgment that the evaluation completion flag is 0 in the second condition, it forms a one-time calculation locking mechanism. This solves the technical problem that in complex vehicle operating environments, signal jitter during shutdown or timing issues in logical judgments may lead to multiple erroneous triggers of the evaluation program, resulting in duplicate or contradictory calculation results, ensuring the atomicity of evaluation events.

[0028] Specifically, the calculation of the overall efficiency at commonly used operating points of the fuel cell system is performed using the following formula: ; in, The overall efficiency at the commonly used operating points is... , , …, They are respectively number 1 to number 2. The current efficiency of each commonly used operating point within the current power-on cycle. , , …, They are respectively number 1 to number 2. The proportion of runtime of each commonly used operating point within this power-on cycle This is the preset number of commonly used work points.

[0029] Fuel cell systems exhibit significant efficiency variations across different power outputs. Traditional methods use a fixed average efficiency or rated point efficiency for calculation, which is severely inconsistent with the actual variable operating conditions of vehicles, leading to large calculation errors. This method monitors the actual operating time percentage (t1%, t2%, ...) of the system at various preset common operating points (such as low, medium, and high power points) and performs a weighted average of the efficiency at each operating point to calculate a comprehensive efficiency that truly reflects the system's average energy efficiency level within the current cycle. This technical feature solves the problem of the evaluation model being out of touch with actual vehicle operating conditions caused by using a fixed efficiency value, making the subsequent energy conversion benchmark more realistic and significantly improving the accuracy of the evaluation's adaptability to operating conditions.

[0030] Specifically, the current efficiency of the commonly used working points It can be obtained through the following formula: ; in, For the design life of fuel cell systems, This represents the current cumulative operating time of the fuel cell system. This is the factory-calibrated efficiency for this commonly used operating point.

[0031] The efficiency of a fuel cell system gradually decreases with increasing operating time. If the factory-rated efficiency is consistently used... Calculations show that as vehicles age, the efficiency benchmark used in the evaluation model increasingly exceeds the actual system capacity, leading to an overly optimistic calculated equivalent hydrogen consumption that fails to reflect the vehicle's true energy consumption level. This method introduces a linear decay model. ,in, This represents the proportion of the system's remaining lifetime. The model correlates efficiency degradation with the degree of system aging, dynamically adjusting the current efficiency. This solves the problem that existing evaluation models lack timeliness and cannot be adjusted to keep up with system performance degradation, enabling the evaluation method to maintain accuracy throughout the entire vehicle lifecycle.

[0032] Specifically, the processing yields the comprehensive hydrogen consumption per 100 kilometers assessment value for the entire vehicle. Specifically, it is done using the following formula: ; in, This is a component calculated based on hydrogen consumption. This is a component calculated based on the change in the state of charge of the power battery.

[0033] Specifically, the and The calculation formulas are as follows: ; .

[0034] In the above calculation formula, This refers to hydrogen consumption per 100 kilometers in the traditional sense. This is the innovative part of the invention. Its numerator (SOC change × total battery energy) represents the net electrical energy absorbed or released by the power battery during this cycle (unit: kWh). The 33 in the denominator is the lower heating value of hydrogen (kWh / kg), which is a physical constant that converts energy into the mass of hydrogen. This is the average efficiency of fuel cell power generation. The physical meaning is: the net electrical energy consumed / replenished by the power battery is equivalent to the energy that needs to be supplied by the fuel cell. The efficiency is calculated based on the amount of hydrogen consumed to generate this electrical energy, converted to a range of 100 kilometers. If the battery's state of charge (SOC) is lower at the end of the cycle than at the beginning (net discharge). A positive value means that the energy consumed by the battery needs to be compensated by hydrogen energy, and the total hydrogen consumption... Increase; conversely, if SOC increases (net charging, such as recovering braking energy). A negative value means the battery has stored energy, and the total hydrogen consumption is [not specified]. Reduced. It solves the problem of hydrogen-electric separation in the energy consumption assessment of hybrid power systems, and realizes a unified measurement of the net energy flow of the whole vehicle, so that the assessment results can fairly reflect the true effectiveness of different energy management strategies.

[0035] In one specific embodiment, such as Figure 2 The method includes the following steps: (1) Information reception When the vehicle is powered on, the vehicle controller, hydrogen system controller, battery management system, fuel cell system, and instrument panel are activated. Each controller communicates through a CAN network architecture and can receive and send messages.

[0036] The battery state of charge (SBC) is transmitted to the CAN network by the battery management system, the hydrogen quality is transmitted to the CAN network by the hydrogen system controller, the fuel cell system status is transmitted to the CAN network by the fuel cell system controller, and the vehicle mileage is transmitted to the CAN network by the instrument cluster. The vehicle controller determines the validity of messages by periodically receiving messages from other controllers through the CAN network architecture. The vehicle's ON position electrical signal is detected by the vehicle controller via hard wiring.

[0037] (2) Vehicle energy consumption assessment calculation When the vehicle controller detects that the vehicle's ON position electrical signal is 1, the initial state identification flag is 0, the hydrogen controller message is valid, the instrument panel message is valid, the battery management system message is valid, and the fuel cell system is in the start-up or running state, the vehicle controller identifies the values ​​of the instrument panel mileage, hydrogen quality, and power battery state of charge, and names the identified values ​​as follows: , , After recognition is completed, the initial state recognition flag position is 1.

[0038] After the initial state of each signal is identified, the vehicle controller calculates the changes in the values ​​of the instrument mileage, hydrogen mass, and power battery state of charge relative to the initial state, and names them as follows: (Current mileage minus initial mileage) (Initial hydrogen mass minus current hydrogen mass) (Current state of charge of the vehicle's power battery minus the initial state of charge of the power battery).

[0039] When the vehicle controller detects that the vehicle ON signal is 1, the initial state identification flag is 1, the hydrogen controller message is valid, the instrument message is valid, the battery management system message is valid, the fuel cell system status is in shutdown state, and the evaluation completion flag is 0, and... Greater than or equal to the mileage change threshold and When the hydrogen mass threshold is greater than or equal to the specified value, the vehicle controller calculates the overall energy consumption assessment value for the fuel cell vehicle: , This represents the final hydrogen consumption per 100 kilometers for the entire vehicle, i.e., the calculated comprehensive energy consumption assessment value. This refers to the hydrogen consumption per 100 kilometers calculated based on the reduction in hydrogen consumption. This refers to the hydrogen consumption per 100 kilometers calculated based on changes in the state of charge of the power battery. , The change in the vehicle's current mileage relative to the initial mileage when condition one is met, when condition two is met (the change in the vehicle's current mileage minus the initial mileage). The change in the current hydrogen mass of the vehicle relative to the initial hydrogen mass when condition one is met, when condition two is met (initial hydrogen mass minus current hydrogen mass). , The percentage change in the state of charge of the power battery (the current state of charge of the power battery of the vehicle minus the initial state of charge of the power battery). The total energy of the power battery, This represents the overall efficiency at commonly used operating points of a fuel cell system.

[0040] The calculation method is as follows: , Overall efficiency at commonly used work points The current efficiency of work point one. The proportion of time that operating point 1 operates within this power-on cycle. The current efficiency of work point two. This represents the proportion of time that operating point two will run within this power-on cycle. The current efficiency of work point three. This represents the proportion of time that operating point three will run within this power-on cycle. For work point The current efficiency, For work point The proportion of time the system operates within this power-on cycle. The size depends on the number of commonly used operating points set up in the vehicle.

[0041] , , ...... The calculation method for the current efficiency at commonly used working points is as follows: , The current efficiency at frequently used work points. For the design life of fuel cell systems, This represents the current total operating time of the fuel cell system. This refers to the factory efficiency at the commonly used operating point of the fuel cell system.

[0042] Once the comprehensive energy consumption assessment value is calculated, the assessment completion marker is set to 1.

[0043] Will Assign to , This is the saved value of the evaluation after the vehicle is powered off.

[0044] (3) Information storage, retrieval and transmission The ON position is the wake-up power for the vehicle controller. After the vehicle controller detects the disappearance of the wake-up signal, it writes the calculated comprehensive energy consumption assessment value of the fuel cell vehicle to the storage byte. ,Right now = , For calculation , for The stored bytes; after the vehicle controller detects the ON position electrical wake-up signal, the vehicle controller will read the stored fuel cell vehicle comprehensive energy consumption assessment value, i.e. = .

[0045] If condition two is not detected during the entire vehicle's power-on cycle, the vehicle controller will not be able to save the data upon power-down. The valid value is 0, and the saved value will default to 0.

[0046] Establish power-on assignment flag bit The initial value is 0. The vehicle is powered on, and the timing starts at time t. ,when ==" "hour, Set to 1. When When it is 0, Assign to The purpose of this step is to assume that a signal was detected during the previous power-on cycle. After the effective value was obtained, condition two was not detected in this power-on cycle and therefore no effective value was calculated. Then the calculation of the previous power-on cycle is valid. It will still be saved when the power is turned off.

[0047] When the vehicle controller detects that the fuel cell system is running, it will calculate... The actual value is sent to the CAN bus for broadcast; otherwise, the vehicle controller sends 0 to the CAN bus for broadcast.

[0048] Example 2 like Figure 3 As shown, this embodiment provides a system for evaluating the energy consumption efficiency of new energy vehicles, including: The initial state capture module is used to acquire the initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the whole vehicle when the first condition is met; the first condition includes detecting the ON position electrical signal of the whole vehicle and the valid messages of the hydrogen system, instrument and power battery, the fuel cell system being powered on or running and the initial state identification flag being 0. The comprehensive efficiency calculation module is used to calculate the comprehensive efficiency of the fuel cell system at the common operating point in the current power-on cycle when the second condition is met; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. The evaluation module is used to process the initial mileage, initial hydrogen mass, initial power battery state of charge, and the current mileage, current hydrogen mass, current power battery state of charge when the second condition is met, along with the combined efficiency at the common operating point, to obtain the comprehensive hydrogen consumption evaluation value per 100 kilometers for the whole vehicle.

[0049] Example 3 Embodiment 3 of the present invention provides an electronic device.

[0050] An electronic device includes a memory, a processor, and a program stored in the memory and running on the processor. When the processor executes the program, it implements the steps in the method for evaluating the energy consumption efficiency of a new energy vehicle as described in Embodiment 1 of the present invention.

[0051] The detailed steps are the same as the evaluation method for the energy consumption efficiency of new energy vehicles provided in Example 1, and will not be repeated here.

[0052] Example 4 Embodiment 4 of the present invention provides a computer-readable storage medium.

[0053] A computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the steps in the method for evaluating the energy consumption efficiency of a new energy vehicle as described in Embodiment 1 of the present invention.

[0054] The detailed steps are the same as the evaluation method for the energy consumption efficiency of new energy vehicles provided in Example 1, and will not be repeated here.

[0055] Example 5 Embodiment 5 of the present invention provides a computer program product.

[0056] A computer program product includes software code, wherein the program in the software code performs the steps in the method for evaluating the energy consumption efficiency of new energy vehicles as described in Embodiment 1 of the present invention.

[0057] The detailed steps are the same as the evaluation method for the energy consumption efficiency of new energy vehicles provided in Example 1, and will not be repeated here.

[0058] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of the present invention can be implemented using various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0059] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0060] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0061] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0062] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0063] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

[0064] The above description is merely a preferred embodiment of this practice and is not intended to limit the scope of this practice. Various modifications and variations can be made to this practice by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this practice should be included within the protection scope of this practice.

Claims

1. A method for evaluating the energy consumption efficiency of a new energy vehicle, characterized in that, include: The initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the vehicle are obtained when the first condition is met; the first condition includes detecting the ON position electrical signal of the vehicle and the valid messages of the hydrogen system, instrument and power battery, and the fuel cell system being in the power-on or running state and the initial state identification flag being 0. When the second condition is met, calculate the overall efficiency of the fuel cell system at the common operating point in the current power-on cycle; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. Based on the initial mileage, initial hydrogen mass, initial battery state of charge, and the current mileage, current hydrogen mass, current battery state of charge when the second condition is met, combined with the comprehensive efficiency at the commonly used operating point, the overall hydrogen consumption per 100 kilometers of the vehicle is obtained.

2. The method as described in claim 1, characterized in that, The method also includes flag management: After the vehicle is powered on, both the initial state identification flag and the evaluation completion flag are initialized to 0; Once the first condition is met and the initial state is acquired, the initial state identification flag is set to 1. When the second condition is met and the comprehensive hydrogen consumption per 100 kilometers assessment value is calculated, the assessment completion flag is set to 1.

3. The method as described in claim 1, characterized in that, The calculation of the overall efficiency of the fuel cell system at its commonly used operating point is specifically performed using the following formula: ； in, The overall efficiency at the commonly used operating points is... , , …, They are respectively number 1 to number 2. The current efficiency of each commonly used operating point within the current power-on cycle. , , …, They are respectively number 1 to number 2. The proportion of runtime of each commonly used operating point within this power-on cycle This is the preset number of commonly used work points.

4. The method as described in claim 3, characterized in that, Current efficiency of the commonly used working points It can be obtained through the following formula: ； in, For the design life of fuel cell systems, This represents the current cumulative operating time of the fuel cell system. This is the factory-calibrated efficiency for this commonly used operating point.

5. The method as described in claim 1, characterized in that, The processing yields the comprehensive hydrogen consumption assessment value per 100 kilometers for the entire vehicle. Specifically, it is done using the following formula: ； in, This is a component calculated based on hydrogen consumption. This is a component calculated based on the change in the state of charge of the power battery.

6. The method as described in claim 5, characterized in that, The and The calculation formulas are as follows: ； 。 7. A system for evaluating the energy consumption efficiency of new energy vehicles, characterized in that, include: The initial state capture module is used to acquire the initial mileage, initial hydrogen mass, and initial state of charge of the power battery of the whole vehicle when the first condition is met; the first condition includes detecting the ON position electrical signal of the whole vehicle and the valid messages of the hydrogen system, instrument and power battery, the fuel cell system being powered on or running and the initial state identification flag bit being 0. The comprehensive efficiency calculation module is used to calculate the comprehensive efficiency of the fuel cell system at the common operating point in the current power-on cycle when the second condition is met; the second condition includes detecting the vehicle ON position electrical signal and the hydrogen system, instrument and power battery messages are valid and the fuel cell system is in the shutdown state and the initial state identification flag is 1 and the evaluation completion flag is 0, and the vehicle mileage change is greater than or equal to the mileage change threshold and the vehicle hydrogen mass change is greater than or equal to the hydrogen mass change threshold. The evaluation module is used to process the initial mileage, initial hydrogen mass, initial power battery state of charge, and the current mileage, current hydrogen mass, current power battery state of charge when the second condition is met, along with the combined efficiency at the common operating point, to obtain the comprehensive hydrogen consumption evaluation value per 100 kilometers for the whole vehicle.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the steps of the method for evaluating the energy consumption efficiency of new energy vehicles as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the method for evaluating the energy consumption efficiency of new energy vehicles as described in any one of claims 1 to 6.

10. A computer program product, comprising software code, characterized in that, The program in the software code executes the steps of the method for evaluating the energy consumption efficiency of new energy vehicles as described in any one of claims 1 to 6.

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