A structure for realizing efficient power distribution by using DC integrated power battery

Abstract

The application provides a structure for realizing efficient power distribution by using a DC integrated power battery, comprising a stack, a cooling subsystem, an air subsystem, a hydrogen subsystem and a controller which are electrically connected with the input end and the output end of the stack through lines; the controller is connected with a DCDC through a line, the DCDC is connected with a whole vehicle power battery, whole vehicle auxiliary consumption components and a DC integrated power battery through lines, the whole vehicle power battery and the whole vehicle auxiliary consumption components are connected with each other through lines, the whole vehicle power battery and the whole vehicle auxiliary consumption components are connected with the DC integrated power battery through lines, the DC integrated power battery is externally provided with a first temperature maintaining assembly, and the whole vehicle power battery is externally provided with a second temperature maintaining assembly. The application can realize quick response to the power demand of the whole vehicle and better meet the demand of the 0 power point of the whole vehicle.

Description

Technical Field

[0001] This invention relates primarily to the field of fuel cell technology, and more specifically to a structure for achieving efficient power distribution using a DC integrated power battery. Background Technology

[0002] A fuel cell is a chemical device that directly converts the chemical energy of fuel into electrical energy; it is also known as an electrochemical generator.

[0003] According to patent application CN202010416831.2, which discloses a power distribution method and apparatus for a fuel cell system cluster, the power distribution method includes: S1, controlling the start-up of a reference fuel cell system when the fuel cell system cluster starts up; wherein the reference fuel cell system is pre-selected from all fuel cell systems within the fuel cell system cluster; S2, when the output power of the reference fuel cell system is greater than a first preset power, prioritizing the start-up of the fuel cell system system with the highest output efficiency within the fuel cell system cluster, so as to evenly distribute the total output power of the fuel cell system cluster among all started fuel cell systems; S3, repeating step S2 until all fuel cell systems within the fuel cell system cluster are started up, and the total output power of the fuel cell system cluster is evenly distributed among all fuel cell systems. This invention can evenly distribute power among the fuel cell systems that start up sequentially, thereby optimizing the efficiency of the fuel cell system cluster.

[0004] Currently, the energy matching strategy between fuel cell systems and vehicles is based on the remaining charge (SOC) of the vehicle's power battery. However, since fuel cell systems require a long response time from startup to outputting electrical energy, they cannot handle emergencies in a timely manner. At present, the demand for zero power point in commercial vehicles is becoming increasingly apparent. The current technical route designs zero power point based on the internal parameters of the fuel cell to make the output power zero, but this deviates from the suitable operating conditions of the fuel cell stack. Long-term use will reduce the lifespan of the fuel cell system. Summary of the Invention

[0005] This invention mainly provides a structure for achieving efficient power distribution using a DC integrated power battery to solve the technical problems mentioned in the background art.

[0006] The technical solution adopted by the present invention to solve the above-mentioned technical problems is as follows:

[0007] A structure for achieving efficient power distribution using a DC integrated power battery includes a battery stack, a cooling subsystem, an air subsystem, a hydrogen subsystem, and a controller electrically connected to the input and output terminals of the battery stack via lines, wherein the controller is communicatively connected to the cooling subsystem, the air subsystem, the hydrogen subsystem, and the battery stack.

[0008] The controller is connected to a DC-DC converter via a circuit. The DC-DC converter is connected to the vehicle power battery, vehicle auxiliary consumable components, and DC integrated power battery via a circuit. The vehicle power battery and vehicle auxiliary consumable components are interconnected via a circuit. The vehicle power battery and vehicle auxiliary consumable components are all connected to the DC integrated power battery via a circuit. The DC integrated power battery is provided with a first temperature holding component on its exterior. The vehicle power battery is provided with a second temperature holding component on its exterior. The structure of the second temperature holding component is the same as that of the first temperature holding component.

[0009] The circuit connecting the vehicle power battery and the DC-DC converter is provided with a first relay and a second relay in sequence; the circuit connecting the vehicle auxiliary consumable components and the DC-DC converter is provided with a third relay and a fourth relay in sequence; the vehicle power battery is connected to the DC-DC converter and the vehicle auxiliary consumable components; the DC-DC converter is connected to the vehicle power battery and the DC integrated power battery in communication.

[0010] The first temperature holding assembly includes a U-shaped heat exchange plate sleeved on the outer surface of the top of the DC integrated power battery, a dust cover sleeved on the outside of the U-shaped heat exchange plate, and a serpentine heat exchange tube disposed between the dust cover and the U-shaped heat exchange plate. The two serpentine heat exchange tubes are embedded in the shell of the U-shaped heat exchange plate, and the two U-shaped heat exchange plates are symmetrically arranged with the DC integrated power battery as the central axis. In this invention, by introducing liquids of different temperatures into the interior of the serpentine heat exchange tubes, the DC integrated power battery can adapt to changes in ambient temperature and meet the temperature requirements.

[0011] The first temperature holding component also includes a first heat exchange airbag installed sequentially from top to bottom on both sides of the U-shaped heat exchange plate. A second heat exchange airbag is provided between two adjacent first heat exchange airbags and installed on the inner wall surface of the dust cover. The air inlet of the first heat exchange airbag is connected to the air outlet of the adjacent second heat exchange airbag through a hose. In this invention, by filling the first heat exchange airbag and the second heat exchange airbag with gases of different temperatures, the serpentine heat exchange tube and the DC integrated power battery can be assisted to exchange heat.

[0012] The first temperature holding assembly further includes an air supply mechanism connected to the first heat exchange airbag. The air supply mechanism includes a three-way pipe connected to the air inlet of the first heat exchange airbag via a hose, and an air pump connected to the air inlet of the three-way pipe via a hose.

[0013] The air pump's air inlet extends through a hose to the inside of the dust cover and is connected to an air inlet plate. Multiple suction heads are sequentially installed on the top of the air inlet plate. In this invention, the cold air accumulated at the bottom of the dust cover due to sinking enters the air inlet plate through the suction heads and flows into the air pump through the air inlet plate.

[0014] The first temperature holding assembly further includes a guide plate installed on the upper surface of the U-shaped heat exchange plate, and an air outlet plate connected to the air outlet end of the first heat exchange airbag via a hose. The bottom end of the air outlet plate is equipped with multiple air outlets. In this invention, the air outlets at the bottom end of the air outlet plate spray the guide plate, and the guide plate guides the gas used for heat exchange so that the gas is evenly distributed on the top of the DC integrated power battery.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] Firstly, the present invention adopts the form of DC integrated power battery and DC parallel connection to output to the whole vehicle, which can make the energy matching control strategy more perfect. Before the vehicle power battery drops to its own protection threshold, the fuel cell system can be started in advance through DC integrated power battery to output electrical energy to DC integrated power battery. Then, according to the strategy and the relay control of DC output terminal, the line output to the whole vehicle is controlled to achieve rapid response to the power demand of the whole vehicle.

[0017] Secondly, the present invention can achieve the zero power point requirement of the whole vehicle by coordinating the relays between the fuel cell system to the DC integrated power battery, disconnecting the relays at the DC output terminal and the input terminal of the whole vehicle power battery, so that the output of the DC integrated power battery and the consumption of the vehicle power consumption auxiliary components can be balanced, thereby better meeting the zero power point requirement of the whole vehicle.

[0018] The present invention will be explained in detail below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the present invention. Figure 1 ;

[0020] Figure 2 This is a schematic diagram of the present invention. Figure 2 ;

[0021] Figure 3 This is a schematic diagram of the structure of the DC integrated power battery and the first temperature holding component of the present invention;

[0022] Figure 4 This is an exploded view of the first temperature holding component of the present invention;

[0023] Figure 5 This is a schematic diagram of the DC integrated power battery, the first heat exchange airbag, and the second heat exchange airbag of the present invention.

[0024] Figure 6 This is a schematic diagram of the gas delivery mechanism, the first heat exchange airbag, and the second heat exchange airbag of the present invention.

[0025] Figure 7 for Figure 6 Enlarged view of the structure of area A in the middle;

[0026] Figure 8 This is a flowchart of the present invention.

[0027] In the diagram: 10, fuel cell stack; 20, cooling subsystem; 30, air subsystem; 40, hydrogen subsystem; 50, controller; 60, DC-DC converter; 70, vehicle power battery; 71, first relay; 72, second relay; 73, second temperature holding assembly; 80, vehicle auxiliary consumables; 90, DC integrated power battery; 91, first temperature holding assembly; 911, U-shaped heat exchange plate; 912, dust cover; 913, serpentine heat exchange tube; 914, first heat exchange airbag; 915, second heat exchange airbag; 916, air delivery mechanism; 9161, three-way pipe; 9162, air pump; 9163, air inlet plate; 9164, air intake head; 917, guide plate; 918, air outlet plate. Detailed Implementation

[0028] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0029] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0031] For an example, please refer to the appendix. Figure 1-8A structure for achieving efficient power distribution using a DC integrated power battery includes a battery stack 10, a cooling subsystem 20, an air subsystem 30, a hydrogen subsystem 40, and a controller 50 electrically connected to the input and output terminals of the battery stack 10 via lines. The controller 50 is communicatively connected to the cooling subsystem 20, the air subsystem 30, the hydrogen subsystem 40, and the battery stack 10.

[0032] The controller 50 is connected to a DC-DC converter 60 via a circuit. The DC-DC converter 60 is connected to a vehicle power battery 70, vehicle auxiliary consumable components 80, and a DC integrated power battery 90 via a circuit. The vehicle power battery 70 and the vehicle auxiliary consumable components 80 are interconnected via a circuit. Both the vehicle power battery 70 and the vehicle auxiliary consumable components 80 are connected to the DC integrated power battery 90 via a circuit. The DC integrated power battery 90 is provided with a first temperature holding component 91 on its exterior. The vehicle power battery 70 is provided with a second temperature holding component 73 on its exterior. The structure of the second temperature holding component 73 is the same as that of the first temperature holding component 91.

[0033] The line connecting the vehicle power battery 70 and the DC-DC 60 is provided with a first relay 71 and a second relay 72 in sequence.

[0034] The circuit connecting the vehicle auxiliary consumable parts 80 and the DC-DC 60 is provided with a third relay 81 and a fourth relay 82 in sequence;

[0035] The vehicle power battery 70 is communicatively connected with the DC-DC 60 and the vehicle auxiliary consumable components 80.

[0036] The DC-DC60 is communicatively connected to the vehicle power battery 70 and the DC integrated power battery 90.

[0037] For details, please refer to the appendix. Figure 3 and 4 The first temperature holding component 91 includes a U-shaped heat exchange plate 911 sleeved on the outer surface of the top of the DC integrated power battery 90, a dust cover 912 sleeved on the outside of the U-shaped heat exchange plate 911, and a serpentine heat exchange tube 913 disposed between the dust cover 912 and the U-shaped heat exchange plate 911. The two serpentine heat exchange tubes 913 are embedded in the shell of the U-shaped heat exchange plate 911, and the two U-shaped heat exchange plates 911 are symmetrically arranged with the DC integrated power battery 90 as the central axis.

[0038] It should be noted that in this embodiment, the DC integrated power battery 90 exchanges heat with the serpentine heat exchange tube 913 through the U-shaped heat exchange plate 911. By introducing liquids of different temperatures into the interior of the serpentine heat exchange tube 913, the DC integrated power battery 90 can adapt to changes in ambient temperature and meet the operating requirements in terms of temperature.

[0039] For details, please refer to the appendix. Figure 4 , 5 6. The first temperature holding component 91 further includes a first heat exchange airbag 914 installed sequentially from top to bottom on both sides of the U-shaped heat exchange plate 911. A second heat exchange airbag 915 installed on the inner wall surface of the dust cover 912 is provided between two adjacent first heat exchange airbags 914. The air inlet end of the first heat exchange airbag 914 is connected to the air outlet end of the adjacent second heat exchange airbag 915 through a hose.

[0040] The first temperature holding component 91 further includes an air supply mechanism 916 connected to the first heat exchange airbag 914. The air supply mechanism 916 includes a three-way pipe 9161 connected to the air inlet of the first heat exchange airbag 914 via a hose, and an air pump 9162 connected to the air inlet of the three-way pipe 9161 via a hose.

[0041] The air pump 9162 has an air inlet end that extends through a hose to the inside of the dust cover 912 and is connected to an air inlet plate 9163. Multiple air intake heads 9164 are sequentially installed on the top of the air inlet plate 9163.

[0042] The first temperature holding assembly 91 further includes a guide plate 917 installed on the upper surface of the U-shaped heat exchange plate 911, and an air outlet plate 918 connected to the air outlet end of the first heat exchange airbag 914 via a hose. The bottom end of the air outlet plate 918 is equipped with a plurality of air outlets.

[0043] It should be noted that in this embodiment, by filling the first heat exchange airbag 914 and the second heat exchange airbag 915 with gases of different temperatures, the heat exchange tube 913 and the DC integrated power battery 90 are assisted to exchange heat, and the expanded first heat exchange airbag 914 and the second heat exchange airbag 915 provide a buffer for the DC integrated power battery 90.

[0044] Furthermore, under the action of the air pump 9162, the gas used for heat exchange enters the three-way pipe 9161 through the hose. After being diverted by the three-way pipe 9161, it enters the two first heat exchange air bags 914 at the bottom respectively. Since the first heat exchange air bag 914 is connected to the adjacent second heat exchange air bag 915 through a hose, the second heat exchange air bag 915 is filled with the gas used for heat exchange. A one-way valve is installed on the hose connecting the first heat exchange air bag 914 and the adjacent second heat exchange air bag 915 to restrict the flow direction of the gas in the first heat exchange air bag 914 and the second heat exchange air bag 915.

[0045] Furthermore, since the air intake plate 9163 is located at the bottom inside the dust cover 912, the cold air accumulated at the bottom inside the dust cover 912 due to sinking enters the air intake plate 9163 through the air intake head 9164 and flows into the air pump 9162 through the air intake plate 9163.

[0046] Furthermore, excess gas in the first heat exchange bladder 914 at the top flows into the air outlet plate 918 through a hose, and is sprayed through the air outlet head at the bottom of the air outlet plate 918 to the guide plate 917. The guide plate 917 guides the gas used for heat exchange so that it is evenly distributed at the top of the DC integrated power battery 90.

[0047] The specific operation method of this invention is as follows:

[0048] When the vehicle's power battery 70 is fully charged, it issues a zero power demand, disconnects the first relay 71 and the second relay 72, closes the third relay 81 and the fourth relay 82, disconnects the fuel cell power output, and the DC integrated power battery 90 supplies power to the vehicle's auxiliary consumable components 80, and the fuel cell engine performs a normal shutdown.

[0049] The system determines whether the state of charge (SOC) of the DC integrated power battery 90 has reached the safety threshold. If it has not reached the safety threshold, normal operation continues. If it has reached the safety threshold, the fuel cell engine is started to supply power to the DC integrated power battery 90. The system then determines whether the vehicle power battery 70 is unable to supply power due to low energy. If the vehicle power battery 70 is not unable to supply power due to low energy, normal operation continues. If the vehicle power battery 70 is unable to supply power due to low energy, the DC integrated power battery 90 supplies power in reverse to the DC-DC converter 60 and the controller. The third relay 81 and the fourth relay 82 are disconnected, and the first relay 71 and the second relay 72 are closed. The fuel cell engine begins to charge the vehicle power battery 70. The controller determines whether the vehicle SOC has returned to the safety threshold. If the vehicle SOC has returned to the safety threshold, the DC integrated power battery discharge is stopped, the relay states are maintained, and the operation ends. If the vehicle SOC has not returned to the safety threshold, the system repeatedly disconnects the third relay 81 and the fourth relay 82 and closes the first relay 71 and the second relay 72. The fuel cell engine begins to charge the vehicle power battery 70 until the vehicle SOC returns to the safety threshold.

[0050] The present invention has been described by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvement made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, shall be within the protection scope of the present invention.

Claims

1. A structure for achieving efficient power distribution using a DC integrated power battery, characterized in that, Includes a fuel cell stack (10), a cooling subsystem (20), an air subsystem (30), a hydrogen subsystem (40), and a controller (50) electrically connected to the input and output terminals of the fuel cell stack (10) via lines, wherein the controller (50) is communicatively connected to the cooling subsystem (20), the air subsystem (30), the hydrogen subsystem (40), and the fuel cell stack (10); The controller (50) is connected to a DC-DC converter (60) via a circuit. The DC-DC converter (60) is connected to a vehicle power battery (70), vehicle auxiliary consumable components (80), and a DC integrated power battery (90) via a circuit. The vehicle power battery (70) and the vehicle auxiliary consumable components (80) are interconnected via circuits. Both the vehicle power battery (70) and the vehicle auxiliary consumable components (80) are connected to the DC integrated power battery (90) via circuits. The DC integrated power battery (90) is provided with a first temperature protection device on its exterior. The vehicle power battery (70) is provided with a second temperature holding component (73) on its exterior, and the structure of the second temperature holding component (73) is the same as that of the first temperature holding component (91); a first relay (71) and a second relay (72) are sequentially provided on the line connecting the vehicle power battery (70) and the DC-DC converter (60); a third relay (81) and a fourth relay (82) are sequentially provided on the line connecting the vehicle auxiliary consumable parts (80) and the DC-DC converter (60); The vehicle power battery (70) is connected in communication with the DC-DC converter (60) and the vehicle auxiliary consumable components (80); the DC-DC converter (60) is connected in communication with the vehicle power battery (70) and the DC integrated power battery (90); the first temperature holding assembly (91) includes a U-shaped heat exchange plate (911) sleeved on the outer surface of the top of the DC integrated power battery (90), a dust cover (912) sleeved on the outside of the U-shaped heat exchange plate (911), and a serpentine heat exchange tube (913) disposed between the dust cover (912) and the U-shaped heat exchange plate (911). The two serpentine heat exchange tubes (913) are embedded in the shell of the U-shaped heat exchange plate (911), and the two U-shaped heat exchange plates (911) are symmetrically arranged with the DC integrated power battery (90) as the central axis. The first temperature holding assembly (91) further includes first heat exchange airbags (914) installed sequentially from top to bottom on both sides of the U-shaped heat exchange plate (911), and a second heat exchange airbag (915) installed on the inner wall surface of the dust cover (912) between two adjacent first heat exchange airbags (914). The air inlet of the first heat exchange airbag (914) is connected to the air outlet of the adjacent second heat exchange airbag (915) through a hose. The first temperature holding assembly (91) further includes an air supply mechanism (916) connected to the first heat exchange airbag (914). The air supply mechanism (916) includes a three-way pipe (9161) connected to the air inlet of the first heat exchange airbag (914) through a hose, and an air pump (9162) connected to the air inlet of the three-way pipe (9161) through a hose. The air pump (9162) has an air inlet end that extends through a hose to the inside of the dust cover (912) and is connected to an air inlet plate (9163). Multiple air intake heads (9164) are sequentially installed on the top of the air inlet plate (9163). The first temperature holding assembly (91) also includes a guide plate (917) installed on the upper surface of the U-shaped heat exchange plate (911) and an air outlet plate (918) connected through a hose to the air outlet end of the first heat exchange airbag (914). Multiple air outlet heads are installed at the bottom of the air outlet plate (918).

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