Fuel cell based electric bicycle

Abstract

This invention provides a fuel cell-based electric bicycle, including a fuel cell module, a lithium battery module, a central control controller, a motor controller, a DC power supply circuit, a first signal power supply circuit, and a second signal power supply circuit. The fuel cell module and the lithium battery module are connected in parallel and connected to the motor controller via the DC power supply circuit, which is also connected to the central control controller. The central control controller is connected to the motor controller via the first signal power supply circuit to provide control signal power to the motor controller. The central control controller is connected to the fuel cell module via the second signal power supply circuit to provide control signal power to the fuel cell module. This invention reduces the overall power consumption of the electric bicycle in the off state, achieving low static power consumption and energy saving of the entire vehicle system, and extending the range and service life of the lithium battery module and the fuel cell module.

Description

Technical Field

[0001] This utility model relates to the field of electric bicycle technology, and in particular to an electric bicycle based on a fuel cell. Background Technology

[0002] Hydrogen fuel cell shared electric bicycles, as an emerging green transportation tool, integrate core components such as fuel cell systems, small lithium battery packs, central control controllers, motor controllers, and drive motors. However, existing electric bicycles have excessively high overall static power consumption in the off (standby) state, which seriously affects the vehicle's range and user experience.

[0003] The power consumption of electric bicycles mainly stems from two aspects: First, the central control unit, as the vehicle's data processing and communication center, needs to continue operating in standby mode to maintain network connectivity and remote wake-up functionality; second, the auxiliary systems of the fuel cell system (such as the Balance of Plant (BOP)) also generate continuous static power consumption in standby mode to maintain a ready-to-start state. The combination of these two factors results in a high total static power consumption for the entire vehicle when it is stopped. Given that shared bicycles typically have smaller lithium battery packs to balance cost and weight, excessive static power consumption will cause the lithium battery to be quickly depleted during shutdown. To cope with the lithium battery depletion, the system will frequently and automatically start the fuel cell to recharge it. This unnecessary and sporadic start-stop cycle not only prematurely consumes precious hydrogen, reducing the overall driving range of the vehicle, but also severely accelerates the aging and wear of the fuel cell system, affecting its core lifespan. Utility Model Content

[0004] The purpose of this invention is to provide an electric bicycle based on a fuel cell, which reduces the overall power consumption of the electric bicycle when it is stopped, achieves low static power consumption and energy saving of the whole vehicle system, and extends the range and service life of the lithium battery module and the fuel cell module.

[0005] To achieve the above objectives, the fuel cell-based electric bicycle of this utility model includes a fuel cell module, a lithium battery module, a central control controller, a motor controller, a DC power supply circuit, a first signal power supply circuit, and a second signal power supply circuit. The fuel cell module is connected in parallel with the lithium battery module and is connected to the motor controller through the DC power supply circuit, which is also connected to the central control controller. The central control controller is connected to the motor controller through the first signal power supply circuit to provide control signal power to the motor controller. The central control controller is connected to the fuel cell module through the second signal power supply circuit to provide control signal power to the fuel cell module.

[0006] Preferably, the fuel cell-based electric bicycle further includes a control switch, which is connected in series in the discharge circuit of the lithium battery module and configured to switch the discharge current of the lithium battery module on and off.

[0007] Preferably, the fuel cell-based electric bicycle further includes a frame, and the control switch is a manual mechanical switch with its control unit located at the bottom of the frame.

[0008] Preferably, the manual mechanical switch is an air switch or a circuit breaker.

[0009] Preferably, the DC power supply circuit includes a main DC power supply circuit and a branch DC power supply circuit. The fuel cell module is connected to the lithium battery module and the main DC power supply circuit. The fuel cell-based electric bicycle also includes an adapter. The adapter is located at the power input terminal of the motor controller. The adapter includes a first connection node and a second connection node. The first connection node is connected to the main DC power supply circuit, and the second connection node is connected to the central control controller through the branch DC power supply circuit, for providing working power to the central control controller.

[0010] Preferably, the fuel cell module includes a hydrogen cylinder, a fuel cell stack, a controller, and a solenoid valve, a pressure sensor, and a blower connected to the controller; the hydrogen cylinder is connected to the hydrogen input end of the fuel cell stack via a hydrogen delivery pipeline, and the solenoid valve and the pressure sensor are located in the hydrogen delivery pipeline; the blower is located between the hydrogen cylinder and the fuel cell stack; and the air input end of the fuel cell stack is oriented towards the front of the electric bicycle.

[0011] Preferably, both the first signal power supply circuit and the second signal power supply circuit are ACC lines.

[0012] Preferably, the fuel cell-based electric bicycle further includes a communication network, through which the central control controller is connected to the fuel cell module, the lithium battery module and the motor controller respectively, and the communication network is a bus network based on the RS485 protocol.

[0013] Preferably, the power DC supply circuit is a 48V bus.

[0014] Preferably, the fuel cell-based electric bicycle further includes a frame, pedals and a seat disposed on the frame; the frame is provided with a first receiving cavity and a second receiving cavity; the first receiving cavity is located directly below or near the lower region of the seat, and the fuel cell module is disposed in the first receiving cavity; the second receiving cavity is located directly below or near the lower region of the pedals, and the lithium battery module is disposed in the second receiving cavity.

[0015] The beneficial effects of the fuel cell-based electric bicycle of this invention are as follows: (1) In this application, the fuel cell module is connected in parallel with the lithium battery module and connected to the motor controller through the power DC power supply circuit. In the shutdown state, the lithium battery module supplies power to the central control controller through the power DC power supply circuit so that the central control controller continues to run, thereby ensuring that the central control controller is in standby state and can respond to the background signal to start at any time. The central control controller is connected to the motor controller through the first signal power supply circuit to provide control signal power to the motor controller. Since the motor controller usually has high static power consumption, in this application, through the first signal power supply circuit, the central control controller can completely cut off the power supply of the motor controller after the electric bicycle is in the shutdown state, thereby eliminating this part of the standby power consumption. At the same time, the central control controller is connected to the fuel cell module through the second signal power supply circuit to provide control signal power to the fuel cell module. Through the second signal power supply circuit, the central control controller can start the fuel cell module to provide power only when the lithium battery module has insufficient power or needs high power assistance. This design avoids the ineffective idling of the fuel cell module during vehicle standby, short-distance driving, or downhill driving, significantly reducing the number of start-stop cycles and ineffective operating time, thereby effectively extending its service life and improving the overall utilization efficiency of hydrogen energy. Specifically, the central control controller controls the signal power supply to the fuel cell module and motor controller through the first and second signal power supply circuits, enabling them to enter start-up or sleep states. This ensures that when the electric bicycle is stopped, only the lithium battery module and the central control controller operate with minimal current, while the fuel cell module and motor controller have no static current, meaning their power consumption is zero. This reduces the overall power consumption of the electric bicycle when stopped, achieving low static power consumption and energy saving for the entire vehicle system. The power consumption of the electric bicycle in the stopped state is reduced from 48V 30mA (1.44W) to 48V 15mA (0.72W), extending the range and service life of the lithium battery module and fuel cell module and effectively preventing the lithium battery module from running out of power.

[0016] (2) In this application, the central control controller is connected to the fuel cell module through the second signal power supply circuit to provide control signal power to the fuel cell module, so that when the power of the lithium battery module in the electric bicycle is lower than the preset charging power, that is, when the lithium battery module needs to be charged, the central control controller will trigger the second signal power supply circuit to charge the lithium battery module; and when the power of the lithium battery module is higher than the target power, the fuel cell module will stop charging the lithium battery module, and the fuel cell battery system will no longer consume power, so that when the electric bicycle is in a stopped state, it will automatically start and stop charging the lithium battery module, thereby ensuring that the lithium battery module does not run out of power and ensuring the continuous operation of the central control controller.

[0017] (3) The central control controller described in this application is connected to the motor controller and the fuel cell module through the first signal power supply circuit and the second signal power supply circuit respectively, so that the central control controller can provide control signal power supply, i.e., enable signal, to the motor controller or the fuel cell module separately as needed. Thus, when the lithium battery module needs to be charged, the second signal power supply circuit is triggered independently to start the fuel cell module, while the first signal power supply circuit is kept closed, thus avoiding electric bicycle alarms or misoperation, prompts, etc.

[0018] (4) In this application, the fuel cell module and the lithium battery module are directly connected in parallel on the same power bus, i.e., the DC power supply circuit, and are managed intelligently at the "signal level" through the central control controller, rather than through complex "power level" switching. This eliminates the need for the DC / DC converter or complex power switching circuit required in traditional hybrid systems, simplifies the wiring harness layout, reduces system cost and complexity, and improves the reliability of the power system. Moreover, the lithium battery module can act as a buffer unit, which can respond to the peak power demand of the motor at any time (such as acceleration and hill climbing), while the fuel cell module focuses on providing stable cruising power or charging the lithium battery module. This "stable fuel cell supply and peak shaving by lithium battery" working mode makes the power output smoother and more responsive, improves the user's driving experience, and avoids the impact and efficiency reduction caused by the fuel cell directly responding to load changes. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structural connection of a fuel cell-based electric bicycle according to an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of the structure of the fuel cell module in a fuel cell-based electric bicycle according to an embodiment of the present invention.

[0021] Explanation of reference numerals in the attached figures: 1. Fuel cell module; 11. Hydrogen cylinder; 12. Fuel cell stack; 13. Controller; 14. Solenoid valve; 15. Pressure sensor; 16. Fan; 2. Lithium battery module; 3. Central control controller; 4. Motor controller; 5. DC power supply circuit; 51. Main DC power supply circuit; 52. Sub-DC power supply circuit; 6. First signal power supply circuit; 7. Second signal power supply circuit; 8. Motor; 9. Adapter; 10. Communication network. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model. Unless otherwise defined, the technical or scientific terms used herein should have the ordinary meaning understood by those skilled in the art to which this utility model pertains. The terms "comprising" and similar expressions used herein mean that the element or object preceding the word covers the element or object listed following the word and its equivalents, but does not exclude other elements or objects.

[0023] To overcome the problems existing in the prior art, this utility model provides an electric bicycle based on a fuel cell, which reduces the overall power consumption of the electric bicycle when it is stopped, achieves low static power consumption and energy saving of the whole vehicle system, and extends the driving time and service life of the lithium battery module and the fuel cell module.

[0024] In some embodiments of this utility model, reference is made to Figure 1 The fuel cell-based electric bicycle includes a fuel cell module 1, a lithium battery module 2, a central control controller 3, a motor controller 4, a DC power supply circuit 5, a first signal power supply circuit 6, and a second signal power supply circuit 7. The fuel cell module 1 is connected in parallel with the lithium battery module 2 and is connected to the motor controller 4 through the DC power supply circuit 5. The DC power supply circuit 5 is also connected to the central control controller 3. The central control controller 3 is connected to the motor controller 4 through the first signal power supply circuit 6 to provide control signal power to the motor controller 4. The central control controller 3 is connected to the fuel cell module 1 through the second signal power supply circuit 7 to provide control signal power to the fuel cell module 1.

[0025] In this embodiment, the central control controller 3 is configured to provide an enable signal to the motor controller 4 via the first signal power supply circuit 6 to control the operating state of the motor controller 4. Specifically, when the electric bicycle starts, the central control controller 3 outputs an activation signal to the motor controller 4 via the first signal power supply circuit 6 to start the motor controller 4; and when the electric bicycle is powered off, the central control controller 3 stops outputting the activation signal to the motor controller 4 to put the motor controller 4 into a sleep state. The central control controller 3 is configured to provide an enable signal to the fuel cell module 1 via the second signal power supply circuit 7 to control the operating state of the fuel cell module 1. Specifically, when the power level of the lithium battery module 2 in the electric bicycle is lower than the preset charging level, i.e., when the lithium battery module 2 needs to be charged, the central control controller 3 outputs an activation signal to the fuel cell module 1 through the second signal power supply circuit 7 to start the fuel cell module 1 and charge the lithium battery module 2; and when the power level of the lithium battery module 2 is higher than the target level, the central control controller 3 stops outputting the activation signal to the fuel cell module 1 to stop the fuel cell module 1 from charging the lithium battery module 2.

[0026] In this application, the fuel cell module 1 and the lithium battery module 2 are connected in parallel, and the power DC power supply circuit 5 is connected to the motor controller 4. This allows the lithium battery module 2 to supply power to the central control controller 3 via the power DC power supply circuit 5 when the vehicle is stopped, ensuring the central control controller 3 continues to operate and remains in standby mode to respond to signals from the background and start at any time. The central control controller 3 is connected to the motor controller 4 via the first signal power supply circuit 6 to provide control signal power supply, i.e., an enable signal. Since the motor controller 4 typically has high static power consumption, this application allows the central control controller 3 to completely cut off the power to the motor controller 4 after the electric bicycle is stopped, thus eliminating this standby power consumption. Simultaneously, the central control controller 3 is connected to the fuel cell module 1 via the second signal power supply circuit 7 to provide control signal power supply, i.e., an enable signal. Through the second signal power supply circuit 7, the central control controller 3 can only activate the fuel cell module 1 to provide power when the lithium battery module 2 has insufficient charge or requires high-power assistance. This design avoids the ineffective idling of fuel cell module 1 during vehicle standby, short-distance driving, or downhill driving, significantly reducing the number of start-stop cycles and ineffective operating time of the fuel cell, thereby effectively extending its service life and improving the overall utilization efficiency of hydrogen energy. Specifically, the central control controller 3 controls the signal power supply of fuel cell module 1 and motor controller 4 through the first signal power supply circuit 6 and the second signal power supply circuit 7, respectively, to put them into start-up or sleep states. This ensures that when the electric bicycle is stopped, only lithium battery module 2 and central control controller 3 operate with minimum current in the entire circuit, while fuel cell module 1 and motor controller 4 have no static current, meaning that the power consumption of fuel cell module 1 and motor controller 4 is zero. This reduces the overall power consumption of the electric bicycle when it is stopped, achieving low static power consumption and energy saving of the entire vehicle system. As a result, the power consumption of the electric bicycle in the stopped state can be reduced from the original 48V 30mA (i.e., power of 1.44W) to 48V 15mA (i.e., power of 0.72W), extending the range and service life of lithium battery module 2 and fuel cell module 1, and effectively preventing the problem of lithium battery module 2 running out of power.

[0027] In this application, the lithium battery module 2 has a relatively small battery capacity, generally between 48V / 5AH and 48V / 10AH (i.e., a battery capacity of 240Wh to 480Wh). The central control controller 3 will be in a continuous energy-consuming state while maintaining operation. For example, some central control controllers 3 have a power consumption of 48V / 15mA (i.e., a power of 0.72W). Therefore, when the electric bicycle is not used for a long time, i.e., in the shutdown mode, the central control controller 3 will deplete the power of the lithium battery module 2 by maintaining operation for a long time. This application connects the central control controller 3 to the fuel cell module 1 via the second signal power supply circuit 7 to provide control signal power supply, i.e., enable signal, to the fuel cell module 1. When the charge of the lithium battery module 2 in the electric bicycle is lower than the preset charging charge, i.e., when the lithium battery module 2 needs charging, the central control controller 3 will trigger the second signal power supply circuit 7 to enable the fuel cell module 1 to charge the lithium battery module 2. When the charge of the lithium battery module 2 is higher than the target charge, the fuel cell module 1 will stop charging the lithium battery module 2, and the fuel cell battery system will no longer consume power. This allows the charging of the lithium battery module 2 to start and stop automatically when the electric bicycle is in a stopped state, thereby ensuring that the lithium battery module 2 does not run out of power and ensuring the continuous operation of the central control controller 3.

[0028] In this application, the central control controller 3 is connected to the motor controller 4 and the fuel cell module 1 respectively through the first signal power supply circuit 6 and the second signal power supply circuit 7. This allows the central control controller 3 to provide control signal power supply, i.e., enable signal, to the motor controller 4 or the fuel cell module 1 as needed. Thus, when the lithium battery module 2 needs to be charged, only the second signal power supply circuit 7 is independently triggered to start the fuel cell module 1, while the first signal power supply circuit 6 remains in the off state, avoiding alarms or misoperations and prompts in the electric bicycle.

[0029] Furthermore, fuel cell module 1 and lithium battery module 2 are directly connected in parallel to the same power bus, i.e., the DC power supply circuit, and are managed intelligently at the "signal level" through the central control controller 3, rather than through complex "power level" switching. This eliminates the need for DC / DC converters or complex power switching circuits required in traditional hybrid systems, simplifying wiring harness layout, reducing system cost and complexity, and improving the reliability of the power system. Moreover, lithium battery module 2 can act as a buffer unit, readily responding to the peak power demands of motor 8 (such as acceleration and hill climbing), while fuel cell module 1 focuses on providing stable cruising power or charging lithium battery module 2. This "stable fuel cell supply, peak shaving by lithium battery" working mode results in smoother power output and faster response, enhancing the user's driving experience, while avoiding the impact and efficiency degradation caused by the fuel cell directly responding to sudden load changes.

[0030] In some embodiments of this utility model, the fuel cell-based electric bicycle further includes a motor 8, and the motor controller 4 is electrically connected to the motor 8 to convert electrical energy from the fuel cell module 1 and / or the lithium battery module 2 into control signals to drive the motor 8 to run.

[0031] In some embodiments of this utility model, the central control controller 3 is mainly used for receiving data, customer scanning codes to ride bikes, and background data transmission.

[0032] In some embodiments of this utility model, when a user scans a code to ride a bike, the central control controller 3 receives a background signal and provides control signal power to the first signal power supply circuit 6 and the second signal power supply circuit 7 respectively, i.e., outputs an activation signal, which triggers the motor controller 4 and the fuel cell module 1 to start running, so as to ensure that the user can ride normally.

[0033] In some embodiments of this utility model, the preset charging capacity is set to be below 48V, and the target capacity can be set to 90% of the battery capacity of the lithium battery module 2. Specifically, the preset charging capacity and the target capacity can be set according to actual needs.

[0034] In some embodiments of this utility model, both the first signal power supply circuit 6 and the second signal power supply circuit 7 are ACC lines.

[0035] In this embodiment, the ACC line (Accessory line) is intermittently powered and is mainly used for powering control signals. The central control controller 3 described in this application is connected to the fuel cell module 1 and the motor controller 4 through the ACC line, so that it can be powered on only after receiving the power supply command from the central control controller 3, which is a controlled power supply. This avoids the fuel cell module 1 and the motor controller 4 from continuing to generate power consumption when the electric bicycle is stopped, thereby reducing the overall power consumption of the electric bicycle when it is stopped and realizing low static power consumption and energy saving of the whole vehicle system.

[0036] In some embodiments of this utility model, reference is made to Figure 1 The power DC power supply circuit 5 includes a main power DC power supply circuit 51 and a power DC power supply branch circuit 52. The fuel cell module 1 and the lithium battery module 2 are connected to the main power DC power supply circuit 51. The fuel cell-based electric bicycle also includes an adapter 9, which is located at the power input terminal of the motor controller 4. The adapter 9 includes a first connection node and a second connection node. The first connection node is connected to the main power DC power supply circuit 51, and the second connection node is connected to the central control controller 3 through the power DC power supply branch circuit 52, for providing working power to the central control controller 3.

[0037] The beneficial effects of this embodiment include: (1) In traditional designs, the main power circuit may need to be branched off to supply power to the central control controller 3 via a "T-connector" or direct parallel connection. Such connections are bulky, unsightly, and have low reliability. In this embodiment, a standardized and integrated connection point is provided by the adapter 9, so that the main DC power supply circuit 51 only needs to be neatly connected to the first connection node of the adapter 9, and the DC power supply branch circuit is also led out from the second connection node of the adapter 9. This realizes centralized management of the wiring harness, greatly simplifies the wiring harness layout, reduces connection points and potential interference, improves production and assembly efficiency, and reduces the risk of failure caused by loose connections and wire wear, thereby improving the reliability of the whole vehicle.

[0038] (2) When the motor 8 starts up and experiences sudden load changes, it will generate huge current fluctuations and voltage ripples (noise) on the DC power supply circuit 51. If the central control controller 3 draws power directly from the DC power supply circuit 51, these interferences can easily affect its stable operation, leading to system restarts or signal misinterpretations. Although this embodiment still draws power from the same connection node through the DC power supply branch circuit 52, the physical isolation of the adapter 9 and the subsequent filtering circuit can more effectively isolate or suppress electrical noise from the motor 8 side, providing a relatively clean and stable power supply environment for the central control controller 3, ensuring the stable operation of the central control controller 3, and thus improving the performance and safety of the entire vehicle.

[0039] (3) Maintenance personnel can easily measure the voltage at the two connection nodes of the adapter 9 to quickly determine whether the fault is in the main circuit or the branch / central control controller 3, thus enabling rapid problem location. It is easy to disassemble. When it is necessary to replace the motor controller 4 or the central control controller 3, it is only necessary to disconnect the connection with the adapter 9 without modifying the entire main circuit, which simplifies the maintenance process.

[0040] (4) The input terminal of the motor controller 4, which was originally a necessary connection point, was cleverly extended into the power distribution center of the system, saving valuable space in the frame and making the entire power distribution structure more compact and efficient. Moreover, the adapter 9 can be used as a standard interface, which is highly versatile.

[0041] In some embodiments of this invention, the DC power supply circuit 5 is a 48V bus. This simplifies wiring, avoids complex point-to-point wiring, and reduces losses in the power transmission path. When adding or replacing power sources (such as upgrading the lithium battery module 2 or adding the fuel cell module 1) or load devices, they only need to be connected to the bus, resulting in a high degree of modularity. It also provides a stable and unified voltage reference for the entire system.

[0042] In this embodiment, the 48V bus refers to the main power distribution channel or common connection point operating at 48V DC voltage in the entire electrical system. It is the "energy artery" of the system, responsible for efficiently and centrally transmitting electrical energy from the power source (such as lithium battery module 2 and fuel cell module 1) to various major electrical devices (such as motor 8). Fuel cell module 1 and lithium battery module 2 are connected in parallel on this bus, that is, they are both "mounted" on the common 48V power source, so that they can transmit electrical energy to the bus in a coordinated or independent manner. The bus directly transmits the high-voltage, high-current 48V electrical energy to the motor controller 4, which drives the motor 8 to operate, or draws power from the 48V bus through the "adapter 9" to power the central control controller 3 or other low-voltage electronic devices such as the instrument panel and vehicle lights.

[0043] In some embodiments of this invention, the fuel cell-based electric bicycle further includes a communication network 10, through which the central control controller 3 is connected to the fuel cell module 1, the lithium battery module 2, and the motor controller 4, respectively. This allows the central control controller 3 to monitor the status of the two energy sources (such as the remaining charge of the lithium battery and the output capacity of the fuel cell) and the load demand of the motor 8 in real time, enabling rapid response.

[0044] In some specific embodiments of this utility model, when the vehicle is not being ridden and is in a stopped state, the lithium battery module 2 will send power information to the central control controller 3 through the communication network. When the central control controller 3 determines that the power of the lithium battery module 2 is lower than the preset charging power, the central control controller 3 sends a power supply signal to the fuel cell module 1 through the second signal power supply circuit 7 to control the fuel cell module 1 to start. Then, it sends a charging signal to the fuel cell module 1 through the communication network so that the fuel cell module 1 charges the lithium battery module 2 through the power DC power supply circuit 5.

[0045] In some embodiments of this utility model, after receiving a riding command, the central control controller 3 sends a power supply signal to the fuel cell module 1 through the second signal power supply circuit 7 to control the fuel cell module 1 to start, and sends a power supply signal to the motor controller 4 through the first signal power supply circuit 6 to control the motor controller 4 to start. After that, the central control controller 3 sends a start signal to the motor controller 4 through the communication network, and sends a power supply signal to the lithium battery module 2 and the fuel cell module 1 through the communication network, so that the lithium battery module 2 and the fuel cell module 1 supply power to the motor controller 4 (for example, the lithium battery module 2 supplies power to the motor controller 4 in the first few seconds before starting, and after starting, the fuel cell module 1 provides a stable current to the motor controller 4). The motor controller 4 controls the motor 8 to start according to the start signal command, and the electric bicycle runs.

[0046] In some embodiments of this invention, the communication network 10 is a bus network based on the RS485 protocol. The interior of an electric bicycle is a harsh environment filled with electromagnetic interference such as high-frequency noise from the motor 8 and power supply ripple. As an industry standard protocol for differential signal transmission, the RS485 communication protocol has inherently strong anti-common-mode interference capabilities, ensuring stable and error-free data transmission in complex noisy environments. This improves the reliability and stability of the entire control system, preventing system downtime or malfunctions caused by communication errors; moreover, it simplifies system wiring and enhances scalability and maintainability.

[0047] In some embodiments of this invention, the fuel cell-based electric bicycle further includes a control switch connected in series in the discharge circuit of the lithium battery module 2 and configured to switch the discharge current of the lithium battery module 2 on and off. When the control switch is in the off state, it cuts off the discharge current of the lithium battery module 2. Before the bicycle is put into operation after factory testing and during maintenance, the control switch can be turned off to cut off the circuit that supplies current from the lithium battery module 2 to the central control controller 3. After the bicycle is put into operation, the control switch is turned on to enable the lithium battery module 2 to continuously supply power to the central control controller 3, so that the central control controller 3 can be maintained to operate normally even when the electric bicycle is stopped. This avoids the lithium battery module 2 from running out of power due to continuous power supply to the central control controller 3 when the electric bicycle is not in operation (such as during transportation, storage, or maintenance).

[0048] In some embodiments of this invention, the fuel cell-based electric bicycle further includes a frame, and the control switch is a manual mechanical switch with its control unit located at the bottom of the frame. The manual mechanical switch is simple in structure, low in cost, highly reliable, and completely electricity-free, facilitating manual shut-off during factory testing, transportation, and maintenance. Furthermore, its location at the bottom of the electric bicycle frame reduces the risk of accidental activation and misoperation.

[0049] In some embodiments of this utility model, the manual mechanical switch is an air switch or circuit breaker, which has overload or short circuit protection functions and is safer and more reliable.

[0050] In some embodiments of this utility model, reference is made to Figure 2The fuel cell includes a hydrogen cylinder 11, a fuel cell stack 12, a controller 13, and a solenoid valve 14, a pressure sensor 15, and a blower 16 connected to the controller 13. The hydrogen cylinder 11 is connected to the hydrogen input terminal of the fuel cell stack 12 via a hydrogen delivery pipeline. The solenoid valve 14 and the pressure sensor 15 are located in the hydrogen delivery pipeline. The blower 16 is located between the hydrogen cylinder 11 and the fuel cell stack 12. The air input terminal of the fuel cell stack 12 faces the front of the electric bicycle. The structure is simple, compact, lightweight, and occupies a small volume, making it suitable for electric bicycles.

[0051] In this embodiment, the fan 16 is positioned between the hydrogen cylinder 11 and the fuel cell stack 12, allowing the fan 16 to dissipate heat from the fuel cell stack 12 while simultaneously transferring heat generated by the fuel cell stack 12 to the hydrogen cylinder 11, thus stabilizing the hydrogen release process of the hydrogen cylinder 11. The pressure sensor 15 monitors the hydrogen pressure in the hydrogen delivery pipeline in real time and transmits the data to the controller 13. If the controller 13 detects that the pressure exceeds a preset range (too high or too low), it will trigger a fault report, alerting the operator to handle the situation promptly. When the pressure sensor 15 detects that the pressure is normal, the controller 13 controls the solenoid valve 14 to open, allowing hydrogen to enter the fuel cell stack 12. The air input end of the fuel cell stack 12 is positioned towards the front of the electric bicycle, i.e., towards the windward side when the electric bicycle is in motion. This facilitates air entering the fuel cell stack 12 from the air input end, thereby improving the reaction in the fuel cell stack 12 and resulting in better energy conversion efficiency.

[0052] In some embodiments of this utility model, the fuel cell stack 12 is an air-cooled fuel cell stack, that is, an air-cooled fuel cell stack, which is a fuel cell stack that uses air (natural convection or forced fan) to dissipate heat from the fuel cell and provide oxygen required for the reaction. It has a simple structure, is lightweight, and has low cost, making it suitable for electric bicycles.

[0053] In some embodiments of this utility model, the fuel cell-based electric bicycle further includes a frame, pedals and a seat disposed on the frame; the frame is provided with a first receiving cavity and a second receiving cavity; the first receiving cavity is located directly below or near the lower region of the seat, and the fuel cell module 1 is disposed in the first receiving cavity; the second receiving cavity is located directly below or near the lower region of the pedals, and the lithium battery module 2 is disposed in the second receiving cavity.

[0054] In this embodiment, the fuel cell module 1 and the lithium battery module 2 are located independently in different positions on the frame, physically isolating the two main heat sources—the fuel cell and the lithium battery—avoiding the superposition of heat, promoting airflow and heat dissipation in their respective areas, reducing the overall system heat load, preventing the heat generated by the fuel cell module 1 and the lithium battery module 2 from affecting each other during operation, and delaying or preventing the spread of extreme failures such as thermal runaway from one module to another, thus improving safety. The independent cavity design also makes maintenance, replacement, or upgrading of individual energy modules more convenient. Furthermore, the heavier fuel cell module 1 is placed under the seat, in the middle-rear part of the vehicle and at a higher position, which helps to concentrate the mass at the center of the vehicle, reducing the inertial effects during cornering. The similarly heavy lithium battery module 2 is placed under the pedals, in the middle-front part of the vehicle and at a lower position. Together, they create an ideal mass distribution of "balanced front and rear, lower center of gravity," greatly improving the stability and handling of the vehicle during riding and cornering. It also makes full use of the unused space in traditional bicycles, achieving efficient space utilization and a compact overall structure.

[0055] In some embodiments of this utility model, the first receiving cavity and the second receiving cavity are independent and sealable cavity structures.

[0056] In some embodiments of this utility model, the fuel cell module 1 is fixed to the first receiving cavity in a detachable manner.

[0057] In some embodiments of this utility model, the lithium battery module 2 is fixed to the second receiving cavity in a detachable manner.

[0058] In some embodiments of this utility model, a power cable and a communication cable for connecting the fuel cell module 1 and the lithium battery module 2 are pre-embedded between the first receiving cavity and the second receiving cavity.

[0059] Although the embodiments of this utility model have been described in detail above, it will be apparent to those skilled in the art that various modifications and variations can be made to these embodiments. However, it should be understood that such modifications and variations fall within the scope and spirit of this utility model as described in the claims. Moreover, the utility model described herein may have other embodiments and can be implemented or realized in various ways.

Claims

1. An electric bicycle based on a fuel cell, characterized in that, It includes a fuel cell module, a lithium battery module, a central control controller, a motor controller, a DC power supply circuit, a first signal power supply circuit, and a second signal power supply circuit; The fuel cell module is connected in parallel with the lithium battery module and is connected to the motor controller through the power DC power supply circuit. The power DC power supply circuit is also connected to the central control controller. The central control controller is connected to the motor controller through the first signal power supply circuit to provide control signal power to the motor controller; The central control controller is connected to the fuel cell module through the second signal power supply circuit to provide control signal power to the fuel cell module.

2. The fuel cell-based electric bicycle according to claim 1, characterized in that, It also includes a control switch, which is connected in series in the discharge circuit of the lithium battery module and configured to switch the discharge current of the lithium battery module on and off.

3. The fuel cell-based electric bicycle according to claim 2, characterized in that, It also includes a frame, and the control switch is a manual mechanical switch with the control part of the control switch located at the bottom of the frame.

4. The fuel cell-based electric bicycle according to claim 3, characterized in that, The manual mechanical switch is an air switch or a circuit breaker.

5. The fuel cell-based electric bicycle according to claim 1, characterized in that, The power DC power supply circuit includes a main power DC power supply circuit and a branch power DC power supply circuit. The fuel cell module is connected to the lithium battery module and the main power DC power supply circuit. The fuel cell-based electric bicycle also includes an adapter, which is disposed at the power input terminal of the motor controller. The adapter includes a first connection node and a second connection node. The first connection node is connected to the main DC power supply circuit, and the second connection node is connected to the central control controller through the DC power supply branch circuit to provide working power to the central control controller.

6. The fuel cell-based electric bicycle according to claim 1, characterized in that, The fuel cell module includes a hydrogen cylinder, a stack, a controller, and a solenoid valve, a pressure sensor, and a fan connected to the controller. The hydrogen cylinder is connected to the hydrogen input end of the stack via a hydrogen delivery pipeline, and the solenoid valve and the pressure sensor are located in the hydrogen delivery pipeline. The fan is located between the hydrogen cylinder and the stack, and the air input end of the stack faces the front of the electric bicycle.

7. The fuel cell-based electric bicycle according to claim 1, characterized in that, Both the first signal power supply circuit and the second signal power supply circuit are ACC lines.

8. The fuel cell-based electric bicycle according to claim 1, characterized in that, The fuel cell-based electric bicycle also includes a communication network. The central control controller is connected to the fuel cell module, the lithium battery module and the motor controller through the communication network. The communication network is a bus network based on the RS485 protocol.

9. The fuel cell-based electric bicycle according to claim 1, characterized in that, The power DC supply circuit is a 48V bus.

10. The fuel cell-based electric bicycle according to claim 1, characterized in that, The fuel cell-based electric bicycle further includes a frame, pedals and a seat mounted on the frame; the frame is provided with a first receiving cavity and a second receiving cavity; the first receiving cavity is located directly below or near the lower region of the seat, and the fuel cell module is disposed in the first receiving cavity; the second receiving cavity is located directly below or near the lower region of the pedals, and the lithium battery module is disposed in the second receiving cavity.

Images