Hydrogen fuel-based thermo-electric hybrid zero-carbon power drive system and control method

Abstract

This invention discloses a hydrogen fuel cell-electric hybrid zero-carbon power drive system and control method, comprising: a hydrogen supply module, an air supply module, a hydrogen fuel cell module, a thermal management module, and a drive module. The system recovers the mixture discharged from the cathode and anode of the fuel cell stack and delivers it to the hydrogen internal combustion engine via the internal combustion engine intake pipeline. It also fully utilizes the exhaust energy from the fuel cell cathode and the remaining hydrogen from the fuel cell anode, reducing hydrogen waste and improving fuel efficiency. A heat exchanger transfers the heat generated by the hydrogen internal combustion engine to the fuel cell stack, shortening the cold start time of the fuel cell stack. By coupling a low-power fuel cell stack with the hydrogen internal combustion engine, the fuel cell stack primarily outputs power under low operating conditions, while the hydrogen internal combustion engine provides auxiliary output under high power conditions. Simultaneously, by utilizing the rapid power response characteristics of the hydrogen internal combustion engine, the system significantly reduces the cost of the powertrain while ensuring fuel efficiency.

Description

Technical Field

[0001] This invention relates to the field of energy-saving and new energy vehicles, and in particular to a hydrogen fuel-based thermo-electric hybrid zero-carbon power drive system and control method. Background Technology

[0002] In the transportation sector, hydrogen-fueled power systems mainly fall into two categories: hydrogen fuel cells and hydrogen internal combustion engines. Hydrogen fuel cells offer the advantage of high fuel efficiency, but suffer from high cost, low volumetric power density, and a large engine compartment requirement. Hydrogen internal combustion engines, on the other hand, are significantly cheaper than hydrogen fuel cells, boast high volumetric power density, and fast power response, but suffer from low fuel efficiency. Therefore, choosing a specific power system for a vehicle presents either high cost or low fuel efficiency, both unacceptable to users. Furthermore, the inherent characteristics of hydrogen fuel cells mean that higher current density results in higher power output but lower efficiency. Thus, the ideal operating point for hydrogen internal combustion engines is in the low-power range, while their high-efficiency range is in the high-power range, making them suitable for high-power applications.

[0003] Hydrogen internal combustion engines have excellent cold-start performance, but they are very prone to knocking. During hydrogen fuel cell operation, to ensure efficient operation, an excess of hydrogen and oxygen needs to be introduced into the stack. Excess air is typically released directly into the atmosphere, resulting in energy waste. While recovery using an expander is possible, for low-power fuel cells, the recovery rate is low and the cost is high. Excess hydrogen requires periodic purification during recycling, leading to some hydrogen being released into the atmosphere and wasting it. Cold starts require PTC heating, which is very difficult and can easily cause malfunctions such as membrane electrode perforation during startup.

[0004] Based on the above problems, this invention combines hydrogen fuel cells with hydrogen internal combustion engines, taking advantage of each other's strengths and compensating for their weaknesses. While limiting costs, it improves the power and economy of the entire vehicle, and can make reasonable use of hydrogen fuel cell exhaust gas and utilize the waste heat of hydrogen internal combustion engines, thereby reducing hydrogen waste, hydrogen internal combustion engine knocking, and difficulties in cold starting hydrogen fuel cells. Summary of the Invention

[0005] The purpose of this invention is to provide a hydrogen fuel-based thermal-electric hybrid zero-carbon power drive system and control method to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

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

[0007] Firstly, this invention provides a hydrogen fuel-based thermal-electric hybrid zero-carbon power drive system, comprising:

[0008] Hydrogen supply module, used to supply hydrogen;

[0009] Air supply module, used to supply air;

[0010] A hydrogen fuel cell module includes a stack, a cathode inlet line, a cathode exhaust line, an anode inlet line, and an anode exhaust line connected to the stack, an air supply module connected to the cathode inlet line, and a hydrogen supply module connected to the anode inlet line.

[0011] A hydrogen internal combustion engine module includes a hydrogen internal combustion engine body, an internal combustion engine intake line, an internal combustion engine exhaust line, and a hydrogen intake line connected to the hydrogen internal combustion engine body, a hydrogen supply module connected to the hydrogen intake line, and the internal combustion engine intake line simultaneously connected to the air supply module, the anode exhaust line, and the cathode exhaust line.

[0012] The thermal management module includes an internal combustion engine cooling pipeline and a fuel cell cooling pipeline. The internal combustion engine cooling pipeline includes a heat exchanger, an internal combustion engine radiator, and an internal combustion engine water pump connected in a closed loop with the hydrogen internal combustion engine body. The fuel cell cooling pipeline includes a fuel cell water pump and a fuel cell radiator connected in a closed loop with the fuel cell stack. The other heat exchange side of the heat exchanger is connected in parallel with the fuel cell radiator. Switching valve groups are provided on both the inlet and outlet sides of the heat exchanger and the fuel cell radiator.

[0013] The drive module includes a drive motor, an electric motor, a power battery, and wheels. The power output end of the hydrogen internal combustion engine is simultaneously connected to the wheels and the electric motor. The power battery is simultaneously electrically connected to the electric motor, the drive motor, and the fuel cell stack. The electric motor is connected to the wheels.

[0014] The beneficial effects of this invention are:

[0015] During fuel cell stack operation, this invention recovers the exhaust mixture from the cathode and anode of the fuel cell stack and transports it to the hydrogen internal combustion engine via the internal combustion engine intake pipeline. The recovered mixture then enters the cylinder to participate in the reaction, suppressing knock. Simultaneously, it fully utilizes the exhaust energy from the fuel cell cathode and the remaining hydrogen from the anode, reducing hydrogen waste and improving fuel efficiency. During cold starts, the invention switches the heat exchanger to a series connection with the fuel cell stack via a control valve group. Heat exchange occurs between the coolant of the hydrogen internal combustion engine and the coolant in the fuel cell stack's cold zone. The heat exchanger transfers the heat generated by the hydrogen internal combustion engine to the fuel cell stack, increasing the coolant temperature, shortening the cold start time, reducing stack wear, and extending the stack's lifespan. Furthermore, by coupling a low-power fuel cell stack with the hydrogen internal combustion engine, the fuel cell stack primarily outputs power under low operating conditions, while the hydrogen internal combustion engine provides auxiliary output under high power conditions. Utilizing the rapid power response characteristics of the hydrogen internal combustion engine, the invention significantly reduces powertrain costs while ensuring fuel efficiency.

[0016] As a further improvement to the above technical solution, the cathode exhaust pipeline is equipped with a gas-water separator, and the hydrogen internal combustion engine module also includes a pure water recovery injection pipeline connected to the hydrogen internal combustion engine body. The pure water recovery injection pipeline is connected to the gas-water separator, and the pure water recovery injection pipeline is equipped with a pure water tank, a high-pressure water pump and a water injection system connected in sequence.

[0017] This invention separates water from the cathode exhaust using a gas-water separator and recovers it to a pure water tank. The water is then pressurized and sprayed into the cylinder using a high-pressure water pump and a water injection system. As a water-injection engine, this effectively increases the efficiency of the hydrogen internal combustion engine and meets the requirements for controlling knocking in the hydrogen internal combustion engine without the need for additional water replenishment.

[0018] As a further improvement to the above technical solution, the internal combustion engine intake pipeline is provided with a turbocharger, an air-to-air intercooler, a throttle valve, and an intake manifold connected in sequence, and the drive side of the turbocharger is connected in series to the internal combustion engine exhaust pipeline.

[0019] The gas discharged from the anode and cathode of the fuel cell stack, along with the air supplied by the air supply module, are pressurized and mixed by the turbocharger. The mixture then passes through the air-to-air intercooler for heat exchange, raising the temperature to the set level. The intake volume is then regulated by the throttle valve and enters the cylinder to participate in the reaction. The turbocharger is powered by the exhaust from the internal combustion engine, thus reducing energy consumption.

[0020] As a further improvement to the above technical solution, the cathode air inlet pipeline is provided with a water-air cooler, a humidifier, and a first shut-off valve connected in sequence. The humidifier is connected in parallel with a purge valve. The water side of the water-air cooler is connected to the fuel cell cooling pipeline. The water-air cooler is arranged in parallel with the fuel cell stack. The other side of the humidifier is connected in series with the cathode exhaust pipeline.

[0021] The air supply module supplies air to the cathode inlet pipeline. When the air passes through the water-to-air cooler, it exchanges heat with the coolant of the fuel cell stack and is cooled to the set inlet temperature. When the air passes through the humidifier, it exchanges humidity with the gas discharged from the cathode, so that the air is humidified to the set humidity. Then it enters the fuel cell stack for reaction. The humidifier is purged by the purge valve to improve the humidification efficiency.

[0022] As a further improvement to the above technical solution, the cathode exhaust pipeline is provided with a first back pressure valve, the cathode exhaust pipeline and the internal combustion engine intake pipeline are provided with a first control valve, and the cathode exhaust pipeline and the internal combustion engine exhaust pipeline are provided with a first bypass valve.

[0023] This scheme regulates the back pressure of the cathode exhaust through the first back pressure valve, and regulates the amount of exhaust gas entering the hydrogen internal combustion engine through the first control valve and the first bypass valve. When the hydrogen internal combustion engine is not working, the first control valve is closed and the first bypass valve is opened, and the gas discharged from the cathode is discharged out through the internal combustion engine exhaust line.

[0024] As a further improvement to the above technical solution, the anode inlet pipeline is provided with a third control valve, a first pressure regulating valve, and a hydrogen supply system connected in sequence, and a hydrogen release valve is provided between the anode inlet pipeline and the anode exhaust pipeline;

[0025] The anode exhaust pipeline is equipped with a hydrogen-water separator and a third back pressure valve connected in sequence. A second control valve is provided between the anode exhaust pipeline and the internal combustion engine exhaust pipeline. The hydrogen-water separator is connected to the hydrogen supply system.

[0026] This scheme regulates the flow and pressure of hydrogen entering the fuel cell stack through a third control valve and a first pressure regulating valve, regulates the exhaust pressure of the anode through a third back pressure valve, separates the hydrogen and water discharged from the anode through a hydrogen-water separator, and allows some hydrogen to re-enter the hydrogen supply system. The hydrogen at the anode inlet is discharged through a hydrogen venting valve. When the hydrogen internal combustion engine is not working, the second control valve is opened, and the discharged hydrogen enters the internal combustion engine exhaust line through the second control valve and is discharged into the atmosphere.

[0027] As a further improvement to the above technical solution, the two switching valve groups are divided into a first three-way valve located on the inlet side and a second three-way valve located on the outlet side;

[0028] The internal combustion engine cooling pipeline includes a third three-way valve located at the inlet of the heat exchanger and a fourth three-way valve located at the inlet of the internal combustion engine radiator. The third three-way valve is connected to a first bypass pipe in parallel with the heat exchanger, and the fourth three-way valve is connected to a second bypass pipe in parallel with the internal combustion engine radiator.

[0029] This scheme uses a first three-way valve and a second three-way valve to switch between the heat exchanger and the fuel cell radiator. During cold start of the fuel cell stack, it switches to heat exchanger operation. If the fuel cell coolant does not require heating, the third three-way valve is operated to prevent the internal combustion engine coolant from exchanging heat through the heat exchanger, reducing the resistance of the internal combustion engine cooling channel. When a rapid increase in the fuel cell coolant temperature is required, the fourth three-way valve is operated to prevent the internal combustion engine coolant from dissipating heat through the internal combustion engine radiator; instead, the internal combustion engine coolant heats the fuel cell coolant only through the heat exchanger.

[0030] As a further improvement to the above technical solution, the hydrogen inlet pipeline is provided with a fourth control valve and a second pressure regulating valve connected in sequence.

[0031] The internal combustion engine exhaust pipeline is provided with an exhaust manifold, an aftertreatment unit and a muffler connected in sequence.

[0032] The hydrogen supply module includes a hydrogen cylinder, a fifth control valve, and a pressure reducer connected in sequence.

[0033] The air supply module includes at least one air supply pipeline, which includes an air filter, a first flow meter, and a compressor connected in sequence.

[0034] As a further improvement to the above technical solution, the drive module also includes a clutch and a gear transmission mechanism. The power output end of the hydrogen internal combustion engine is connected to the input end of the gear transmission mechanism through the clutch. The output end of the gear transmission mechanism is simultaneously connected to the electric motor and the wheel. The drive motor is connected to the input end of the gear transmission mechanism.

[0035] Furthermore, the present invention also provides a control method applicable to the aforementioned thermo-electric hybrid zero-carbon power drive system, comprising:

[0036] When the vehicle's power demand exceeds the high-potential power of the fuel cell stack, or when the state of charge of the power battery is less than a first preset value and the vehicle's power demand exceeds the low-potential power of the fuel cell stack, the operation of the power battery alone is switched to joint operation of the fuel cell stack and the power battery.

[0037] When the state of charge of the power battery is less than the second preset value and the vehicle's required power is greater than the low potential power of the fuel cell stack or the vehicle's required power is greater than the sum of the high power of the hydrogen internal combustion engine and the high potential power of the fuel cell stack, the operation of the fuel cell stack and the power battery in combination is switched to the operation of the fuel cell stack, the hydrogen internal combustion engine and the power battery in combination.

[0038] When the state of charge of the power battery is greater than the third preset value, or when the vehicle's required power is less than the sum of the low power of the hydrogen internal combustion engine and the low potential power of the fuel cell stack, and the state of charge of the power battery is greater than the fourth preset value, the operation of the fuel cell stack, the hydrogen internal combustion engine, and the power battery is switched to the operation of the fuel cell stack and the power battery.

[0039] When the state of charge of the power battery is greater than the fifth preset value and the vehicle's required power is less than the low potential power of the fuel cell stack, or when the state of charge of the power battery is greater than the sixth preset value and the vehicle's required power is less than the high potential power of the fuel cell stack, the operation of the fuel cell stack and the power battery in combination is switched to the operation of the power battery alone. Attached Figure Description

[0040] The present invention will be further described below with reference to the accompanying drawings and embodiments;

[0041] Figure 1 This is a schematic diagram of an embodiment of the thermo-electric composite zero-carbon power drive system provided by the present invention;

[0042] Figure 2 This is a flowchart of an embodiment of the control method provided by the present invention. Detailed Implementation

[0043] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0044] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0045] In the description of this invention, if there are words such as "several", they mean one or more, "multiple" means two or more, "greater than", "less than", "exceeding" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself.

[0046] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0047] Reference Figure 1 The hydrogen fuel-based thermal-electric hybrid zero-carbon power drive system of the present invention is embodied in the following embodiments:

[0048] The thermal-electric hybrid zero-carbon power drive system of the present invention includes a hydrogen supply module, an air supply module, a hydrogen fuel cell module, a hydrogen internal combustion engine module, a thermal management module, and a drive module.

[0049] The hydrogen fuel cell module includes a stack 108, a cathode inlet pipeline, a cathode exhaust pipeline, an anode inlet pipeline, and an anode exhaust pipeline. The stack 108 is the core reaction area of ​​the fuel cell. The stack 108 is equipped with a cathode inlet, a cathode outlet, an anode inlet, and an anode outlet. The cathode inlet pipeline is connected to the cathode inlet of the stack 108, the cathode exhaust pipeline is connected to the cathode outlet of the stack 108, the anode inlet pipeline is connected to the anode inlet of the stack 108, and the anode exhaust pipeline is connected to the anode outlet of the stack 108.

[0050] The air supply module of the present invention is connected to the cathode inlet pipeline. The air supplied by the air supply module enters the cathode side of the fuel cell stack 108 through the cathode inlet pipeline, and the gas on the cathode side of the fuel cell stack 108 is discharged through the cathode exhaust pipeline. The hydrogen supply module is connected to the anode inlet pipeline. The hydrogen supplied by the hydrogen supply module enters the anode side of the fuel cell stack 108 through the anode inlet pipeline, and the gas on the anode side of the fuel cell stack 108 is discharged through the anode exhaust pipeline.

[0051] The hydrogen internal combustion engine module of this embodiment includes a hydrogen internal combustion engine body 406, an internal combustion engine intake line, an internal combustion engine exhaust line, and a hydrogen intake line. The hydrogen supply module is connected to the hydrogen intake line, and the hydrogen supplied by the hydrogen supply module enters the internal combustion engine cylinder through the hydrogen intake line. The internal combustion engine intake line is also connected to the air supply module, the anode exhaust line, and the cathode exhaust line. The gas discharged from the cathode of the fuel cell stack 108, the gas discharged from the anode of the fuel cell stack 108, and the air supplied by the air supply module are mixed and enter the internal combustion engine cylinder through the internal combustion engine intake line.

[0052] During the operation of fuel cell stack 108, a mixture of a large amount of nitrogen and a small amount of oxygen is discharged, resulting in the waste of the pressure potential energy contained in this gas. At the same time, the hydrogen internal combustion engine 406 uses hydrogen as fuel, and due to the flammable nature of hydrogen, it is prone to knocking. Therefore, in this system, a mixture of gas with low oxygen content, high pressure, low temperature, and mainly nitrogen as its component discharged from the cathode of fuel cell stack 108 is introduced into the cylinder to participate in the reaction, suppressing knocking, while also making full use of the cathode exhaust energy.

[0053] During the operation of fuel cell stack 108, an excess of hydrogen must be introduced into the anode of fuel cell stack 108 to carry out electrochemical reactions. The remaining hydrogen cannot be directly discharged into the atmosphere and needs to be recycled and periodically purified before being discharged, which leads to the waste of hydrogen. In this system, the purified hydrogen mixture is collected into the cylinder to participate in the reaction, which reduces the waste of hydrogen and improves fuel utilization.

[0054] The thermal management module in this embodiment includes an internal combustion engine cooling line and a fuel cell cooling line. The internal combustion engine cooling line is used to cool the hydrogen internal combustion engine body 406, while the fuel cell cooling line is used to cool the fuel cell stack 108.

[0055] The internal combustion engine cooling pipeline includes a heat exchanger 306, an internal combustion engine radiator 602, and an internal combustion engine water pump 601. The heat exchanger 306, the internal combustion engine radiator 602, and the internal combustion engine water pump 601 are connected in a closed loop with the hydrogen internal combustion engine body 406 to form an internal combustion engine cooling circuit. In some embodiments, the internal combustion engine cooling pipeline is also equipped with a temperature sensor and a pressure sensor.

[0056] The fuel cell cooling pipeline includes a fuel cell water pump 301 and a fuel cell radiator 304. The fuel cell water pump 301, the fuel cell radiator 304 and the fuel cell stack 108 are connected in a closed loop to form a fuel cell cooling circuit. In some embodiments, the fuel cell cooling pipeline is also equipped with a temperature sensor and a pressure sensor.

[0057] The outlet of the fuel cell water pump 301 in this embodiment is provided with a particulate filter 302 to filter the coolant.

[0058] In this embodiment, the other heat exchange side of the heat exchanger 306 is connected to the fuel cell cooling circuit and is connected in parallel with the fuel cell radiator 304. Switching valve groups are provided on both the inlet and outlet sides between the heat exchanger 306 and the fuel cell radiator 304. The operation of the fuel cell radiator 304 and the heat exchanger 306 in the fuel cell cooling circuit is switched by controlling the two switching valve groups.

[0059] During the cold start of the fuel cell stack 108, the switching valve group is controlled to switch the heat exchanger 306 to a state where the fuel cell stack 108 is connected in series. In the heat exchanger 306, heat exchange occurs between the coolant of the hydrogen internal combustion engine 406 and the coolant in the cold zone of the fuel cell stack 108. The heat generated by the operation of the hydrogen internal combustion engine 406 is transferred to the fuel cell stack 108 through the heat exchanger 306, thereby increasing the coolant temperature of the fuel cell stack 108, shortening the cold start time of the fuel cell stack 108, reducing the wear and tear of the fuel cell stack 108, and increasing the service life of the fuel cell stack 108.

[0060] The drive module in this embodiment includes a drive motor 804, an electric motor 803, a power battery 805, and wheels. The power output end of the hydrogen internal combustion engine 406 is simultaneously connected to the wheels and the electric motor 803. The power battery 805 is simultaneously electrically connected to the electric motor 803, the drive motor 804, and the fuel cell stack 108. The electric motor 803 is connected to the wheels.

[0061] In actual operation, the hydrogen internal combustion engine 406 can directly drive the wheels to rotate and drive the electric motor 803 to generate electricity. The electrical energy generated by the electric motor 803 can be stored in the power battery 805 and used to drive the drive motor 804. The electrical energy generated by the fuel cell stack 108 can be stored in the power battery 805 and used to drive the drive motor 804. The electrical energy of the power battery 805 supplies the drive motor 804 to operate, and the drive motor 804 directly drives the wheels to rotate.

[0062] When the hydrogen internal combustion engine 406 is started, the power battery 805 supplies electrical energy to the electric motor 803 to drive the hydrogen internal combustion engine 406 to start.

[0063] When the vehicle is in pure electric mode, the power battery 805 supplies power to the drive motor 804 alone, and the hydrogen internal combustion engine 406 and the fuel cell stack 108 do not run. It can be understood that the power battery 805 provides energy to the drive motor 804 to drive the wheels alone.

[0064] When the vehicle is in fuel cell mode, the fuel cell stack 108 and the power battery 805 operate. The fuel cell stack 108 charges the power battery 805 and also supplies power to the drive motor 804. It can be understood that the power battery 805 and the fuel cell stack 108 provide energy for the drive motor 804 to drive the wheels, and the fuel cell stack 108 stores energy for the power battery 805.

[0065] When the vehicle is in a hybrid mode of internal combustion engine and fuel cell, the fuel cell stack 108, the power battery 805, and the hydrogen internal combustion engine body 406 operate. The hydrogen internal combustion engine body 406 directly drives the wheels. At the same time, the hydrogen internal combustion engine body 406 drives the electric motor 803 to generate electricity for the power battery 805 to store energy. The electric motor 803, the power battery 805, and the fuel cell stack 108 all provide energy for the drive motor 804 to drive the wheels, and the fuel cell stack 108 stores energy for the power battery 805.

[0066] In actual operation, by coupling the low-power fuel cell stack 108 with the hydrogen internal combustion engine 406, the fuel cell stack 108 is the main output under low operating conditions, while the hydrogen internal combustion engine 406 provides auxiliary output under high power conditions. At the same time, by utilizing the rapid power response characteristics of the hydrogen internal combustion engine 406, the cost of the powertrain is significantly reduced while ensuring fuel utilization.

[0067] Furthermore, the drive module in this embodiment also includes a clutch 801 and a gear transmission mechanism 802. The power output end of the hydrogen internal combustion engine 406 is connected to the gear transmission mechanism 802 through the clutch 801. The gear transmission mechanism 802 is also connected to the electric motor 803 and the wheels. The drive motor 804 is connected to the input end of the gear transmission mechanism 802.

[0068] A DC / DC converter 806 is connected between the fuel cell stack 108 and the power battery 805 to convert the DC voltage of the fuel cell stack 108 into the required output voltage.

[0069] The hydrogen internal combustion engine module of the present invention also includes a pure water recovery injection pipeline connected to the hydrogen internal combustion engine body 406, and the cathode exhaust pipeline is provided with a gas-water separator 110. The pure water recovery injection pipeline is connected to the gas-water separator 110. The pure water recovery injection pipeline is provided with a pure water tank 111, a high-pressure water pump 701 and a water injection system 702 connected in sequence. The present invention separates water from the cathode exhaust through the gas-water separator 110 and recovers it to the pure water tank 111. The water is then pressurized and injected into the cylinder by the high-pressure water pump 701 and the water injection system 702. As a water injection engine, it can effectively increase the working efficiency of the hydrogen internal combustion engine body 406 without the need for additional water replenishment, thus meeting the requirements for controlling knocking in the hydrogen internal combustion engine body 406.

[0070] Furthermore, the internal combustion engine intake line is equipped with a second flow meter 401, a turbocharger 402, an air-to-air intercooler 403, a throttle valve 404, and an intake manifold 405 connected sequentially along the intake direction. The drive side of the turbocharger 402 is connected in series to the internal combustion engine exhaust line. The gas discharged from the anode and cathode of the fuel cell stack 108, along with the air supplied by the air supply module, are pressurized and mixed by the turbocharger 402, and then pass through the air-to-air intercooler 403 for heat exchange, rising to the set temperature. The set intake volume is then regulated by the throttle valve 404 and enters the cylinder to participate in the reaction. The power source of the turbocharger 402 comes from the internal combustion engine exhaust, thus reducing energy consumption.

[0071] In this embodiment, the internal combustion engine exhaust pipeline is provided with an exhaust manifold 407, an after-treatment unit 408, and a muffler 409 connected sequentially along the exhaust direction. The after-treatment unit 408 purifies the exhaust, while the muffler 409 is used to silence the exhaust.

[0072] The internal combustion engine intake and exhaust lines are also equipped with various temperature and pressure sensors.

[0073] In this embodiment of the invention, the cathode air inlet pipeline is provided with a water-air cooler 104, a humidifier 106 and a first shut-off valve 107 connected in sequence. The humidifier 106 is connected in parallel with a purge valve 105. The water side of the water-air cooler 104 is connected to the fuel cell cooling pipeline. The water-air cooler 104 is connected in parallel with the fuel cell stack 108. The other side of the humidifier 106 is connected in series with the cathode exhaust pipeline.

[0074] During operation, the air supply module supplies air to the cathode air inlet pipeline. When the air passes through the water-to-air cooler 104, it exchanges heat with the coolant in the fuel cell stack 108 and is cooled to the set inlet temperature. When the air passes through the humidifier 106, it exchanges humidity with the gas discharged from the cathode, so that the air is humidified to the set humidity. Then it enters the fuel cell stack 108 to react. The humidifier 106 is purged by the purge valve 105 to improve the humidification efficiency.

[0075] Furthermore, the cathode exhaust line is equipped with a first back pressure valve 109, a first control valve 114 is provided between the cathode exhaust line and the internal combustion engine intake line, and a first bypass valve 113 is provided between the cathode exhaust line and the internal combustion engine exhaust line.

[0076] The present invention regulates the back pressure of the cathode exhaust through the first back pressure valve 109, and regulates the amount of exhaust gas entering the hydrogen internal combustion engine 406 through the first control valve 114 and the first bypass valve 113. When the hydrogen internal combustion engine 406 is not working, the first control valve 114 is closed and the first bypass valve 113 is opened, and the gas discharged from the cathode is discharged outward through the internal combustion engine exhaust pipeline.

[0077] In this embodiment, a second bypass valve 112 is provided between the cathode exhaust line and the cathode intake line, allowing air to enter the cathode exhaust line directly without passing through the fuel cell stack 108, thereby regulating the air volume.

[0078] The anode intake pipeline is equipped with a third control valve 204, a first pressure regulating valve 205, and a hydrogen supply system 206 connected in sequence. A hydrogen release valve 209 is installed between the anode intake pipeline and the anode exhaust pipeline. The anode exhaust pipeline is equipped with a hydrogen-water separator 207 and a third back pressure valve 208 connected in sequence. A second control valve 210 is installed between the anode exhaust pipeline and the internal combustion engine exhaust pipeline. The hydrogen-water separator 207 is connected to the hydrogen supply system 206.

[0079] This invention regulates the flow rate and pressure of hydrogen entering the fuel cell stack 108 through a third control valve 204 and a first pressure regulating valve 205, regulates the exhaust pressure of the anode through a third back pressure valve 208, separates the hydrogen and water discharged from the anode through a hydrogen-water separator 207, and allows some hydrogen to re-enter the hydrogen supply system 206. The hydrogen at the anode inlet is discharged through a hydrogen release valve 209. When the hydrogen internal combustion engine 406 is not working, the second control valve 210 is opened, and the discharged hydrogen enters the internal combustion engine exhaust line through the second control valve 210 and is discharged into the atmosphere.

[0080] The two switching valve groups of the present invention are a first three-way valve 303 located on the inlet side and a second three-way valve 305 located on the outlet side. The heat exchanger 306 and the fuel cell radiator 304 are switched through the first three-way valve 303 and the second three-way valve 305. When the fuel cell stack 108 is cold-started, it is switched to the operation of the heat exchanger 306.

[0081] The internal combustion engine cooling pipeline includes a third three-way valve 604 located at the inlet of heat exchanger 306 and a fourth three-way valve 603 located at the inlet of internal combustion engine radiator 602. The third three-way valve 604 is connected to a first bypass pipe in parallel with heat exchanger 306, and the fourth three-way valve 603 is connected to a second bypass pipe in parallel with internal combustion engine radiator 602. If the fuel cell coolant does not need to be heated, by operating the third three-way valve 604, the internal combustion engine coolant does not exchange heat through heat exchanger 306, reducing the resistance of the internal combustion engine cooling channel. When it is necessary to quickly increase the temperature of fuel cell coolant, by operating the fourth three-way valve 603, the internal combustion engine coolant does not dissipate heat through internal combustion engine radiator 602, and the internal combustion engine coolant heats the fuel cell coolant only through heat exchanger 306.

[0082] The hydrogen inlet pipeline is equipped with a fourth control valve 501, a second pressure regulating valve 502, and a hydrogen injection system 503 connected in sequence. The hydrogen supply module is equipped with a hydrogen cylinder 201, a fifth control valve 202, and a pressure reducer 203 connected in sequence. The hydrogen in the hydrogen cylinder 201 enters the hydrogen inlet pipeline and the anode inlet pipeline after passing through the fifth control valve 202 and the pressure reducer 203.

[0083] The air supply module of the present invention includes at least one air supply pipeline. The air supply pipeline includes an air filter 101, a first flow meter 102 and a compressor 103 connected in sequence. In this embodiment, an air supply pipeline is provided to supply air to the fuel cell stack 108 and the hydrogen internal combustion engine 406 through a compressor 103. In this embodiment, the internal combustion engine intake pipeline is also provided with a sixth control valve, which is connected to the air supply pipeline and controls the air volume.

[0084] In some embodiments, the air supply module is provided with two air supply lines, which supply air to the fuel cell stack 108 and the hydrogen internal combustion engine block 406, respectively.

[0085] The aforementioned pipelines all contain various temperature and pressure sensors.

[0086] In operation, the thermoelectric hybrid zero-carbon intelligent power drive system of the present invention has four working modes: hydrogen internal combustion engine mode, pure electric mode, fuel cell mode, and internal combustion engine and fuel cell hybrid mode.

[0087] When the system is in hydrogen internal combustion engine mode, the hydrogen internal combustion engine body 406 drives the wheels alone, and the fuel cell stack 108 and the power battery 805 do not operate.

[0088] When the system is in pure electric mode, the power battery 805 supplies power to the drive motor 804 alone, and the hydrogen internal combustion engine 406 and the fuel cell stack 108 do not run.

[0089] When the system is in fuel cell mode, the stack 108 and the power battery 805 operate. The power battery 805 and the stack 108 provide energy for the drive motor 804 to drive the wheels, and the stack 108 stores energy for the power battery 805.

[0090] When the system is in a hybrid mode of internal combustion engine and fuel cell, the fuel cell stack 108, power battery 805 and hydrogen internal combustion engine body 406 are in operation. The hydrogen internal combustion engine body 406 directly drives the wheels. At the same time, the hydrogen internal combustion engine body 406 drives the electric motor 803 to generate electricity to store energy in the power battery 805. The electric motor 803, power battery 805 and fuel cell stack 108 all provide energy for the drive motor 804 to drive the wheels. The fuel cell stack 108 stores energy in the power battery 805.

[0091] like Figure 2 As shown, the present invention also provides a control method applicable to the aforementioned thermo-electric hybrid zero-carbon power drive system, comprising:

[0092] Step S100: When the vehicle's power demand is greater than the high potential power of the fuel cell stack 108 or the state of charge of the power battery 805 is less than the first preset value and the vehicle's power demand is greater than the low potential power of the fuel cell stack 108, the operation of the power battery 805 alone is switched to joint operation of the fuel cell stack 108 and the power battery 805.

[0093] At this time, the system switches from pure electric mode to fuel cell mode. The first preset value is determined according to the model and vehicle type of the power battery 805. In this embodiment, the first preset value is 49%. The low-potential power and high-potential power of the fuel cell stack 108 are both generated by calibration, ensuring that the fuel cell stack 108 can simultaneously maintain an efficiency of more than 52% within the range of the two calibration values.

[0094] Step S200: When the state of charge of the power battery 805 is less than the second preset value and the vehicle's required power is greater than the low potential power of the fuel cell stack 108 or the vehicle's required power is greater than the sum of the high power of the hydrogen internal combustion engine 406 and the high potential power of the fuel cell stack 108, the operation of the fuel cell stack 108 and the power battery 805 is switched to the operation of the fuel cell stack 108, the hydrogen internal combustion engine 406 and the power battery 805.

[0095] At this point, the system transitions from fuel cell mode to a combined internal combustion engine and fuel cell operation mode. In this mode, the power supplied by the fuel cell stack 108 and the power supplied by the hydrogen internal combustion engine 406 are both calculated based on the minimum equivalent hydrogen consumption, ensuring that the fuel cell stack 108 operates stably within the high-efficiency range. The hydrogen internal combustion engine 406 provides power supplementation, and the remaining power is supplied by the power battery 805. The sum of the high power of the hydrogen internal combustion engine 406 and the high potential power of the fuel cell stack 108 is generated by calibration and varies with vehicle speed. The second preset value is determined according to the model and vehicle type of the power battery 805. In this embodiment, the second preset value is 48%.

[0096] Step S300: When the state of charge of the power battery 805 is greater than the third preset value or the vehicle's required power is less than the sum of the low power of the hydrogen internal combustion engine 406 and the low potential power of the fuel cell stack 108, and the state of charge of the power battery 805 is greater than the fourth preset value, the operation of the fuel cell stack 108, the hydrogen internal combustion engine 406 and the power battery 805 is switched to the operation of the fuel cell stack 108 and the power battery 805.

[0097] At this time, the hydrogen internal combustion engine 406 stops and enters the fuel cell mode from the combined internal combustion engine and fuel cell mode. The sum of the low power of the hydrogen internal combustion engine 406 and the low potential power of the fuel cell stack 108 is generated by calibration and changes with vehicle speed. The third preset value and the fourth preset value are determined according to the model and vehicle type of the power battery 805. In this embodiment, the third preset value is 58% and the fourth preset value is 52%.

[0098] Step S400: When the state of charge of the power battery 805 is greater than the fifth preset value and the vehicle's required power is less than the low potential power of the fuel cell stack 108, or when the state of charge of the power battery 805 is greater than the sixth preset value and the vehicle's required power is less than the high potential power of the fuel cell stack 108, the operation of the fuel cell stack 108 and the power battery 805 is switched to the operation of the power battery 805 alone.

[0099] The fifth and sixth preset values ​​are determined according to the model and vehicle type of the power battery 805. In this embodiment, the fifth preset value is 51% and the sixth preset value is 57%.

[0100] In fuel cell mode, the above step S400 is executed. At this time, the fuel cell stack 108 is shut down and the system switches from fuel cell mode to pure electric mode.

[0101] When the ambient temperature is low, the hydrogen internal combustion engine mode performs a cold start.

[0102] This invention addresses the pain points of both hydrogen fuel cells and hydrogen internal combustion engines through a coupled design, achieving complementary optimization while maintaining the advantage of high efficiency across the entire power range.

[0103] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A hydrogen fuel-based thermal-electric hybrid zero-carbon power drive system, characterized in that, include: Hydrogen supply module, used to supply hydrogen; Air supply module, used to supply air; A hydrogen fuel cell module includes a stack (108), a cathode inlet line, a cathode exhaust line, an anode inlet line and an anode exhaust line connected to the stack (108), an air supply module connected to the cathode inlet line, and a hydrogen supply module connected to the anode inlet line. The hydrogen internal combustion engine module includes a hydrogen internal combustion engine body (406), an internal combustion engine intake line, an internal combustion engine exhaust line and a hydrogen intake line connected to the hydrogen internal combustion engine body (406), a hydrogen supply module connected to the hydrogen intake line, and the internal combustion engine intake line simultaneously connected to the air supply module, the anode exhaust line and the cathode exhaust line; The thermal management module includes an internal combustion engine cooling pipeline and a fuel cell cooling pipeline. The internal combustion engine cooling pipeline includes a heat exchanger (306), an internal combustion engine radiator (602), and an internal combustion engine water pump (601) connected in a closed loop with the hydrogen internal combustion engine body (406). The fuel cell cooling pipeline includes a fuel cell water pump (301) and a fuel cell radiator (304) connected in a closed loop with the fuel cell stack (108). The other heat exchange side of the heat exchanger (306) is connected in parallel with the fuel cell radiator (304). A switching valve group is provided on both the inlet side and the outlet side between the heat exchanger (306) and the fuel cell radiator (304). The drive module includes a drive motor (804), an electric motor (803), a power battery (805), and wheels. The power output end of the hydrogen internal combustion engine (406) is simultaneously connected to the wheels and the electric motor (803). The power battery (805) is simultaneously electrically connected to the electric motor (803), the drive motor (804), and the fuel cell stack (108). The electric motor (803) is connected to the wheels. The cathode exhaust pipeline is equipped with a gas-water separator (110), and the hydrogen internal combustion engine module also includes a pure water recovery injection pipeline connected to the hydrogen internal combustion engine body (406). The pure water recovery injection pipeline is connected to the gas-water separator (110), and the pure water recovery injection pipeline is equipped with a pure water tank (111), a high-pressure water pump (701), and a water injection system (702) connected in sequence. The cathode air inlet pipeline is provided with a water-air cooler (104), a humidifier (106), and a first shut-off valve (107) connected in sequence. The humidifier (106) is connected in parallel with a purge valve (105). The water side of the water-air cooler (104) is connected to the fuel cell cooling pipeline. The water-air cooler (104) is connected in parallel with the fuel cell stack (108). The other side of the humidifier (106) is connected in series with the cathode exhaust pipeline. The cathode exhaust line is provided with a first back pressure valve (109), the cathode exhaust line is provided with a first control valve (114) between the cathode exhaust line and the internal combustion engine intake line, and the cathode exhaust line is provided with a first bypass valve (113) between the cathode exhaust line and the internal combustion engine exhaust line. The two switching valve groups are a first three-way valve (303) located on the inlet side and a second three-way valve (305) located on the outlet side. The internal combustion engine cooling pipeline includes a third three-way valve (604) located at the inlet of the heat exchanger (306) and a fourth three-way valve (603) located at the inlet of the internal combustion engine radiator (602). The third three-way valve (604) is connected to a first bypass pipe in parallel with the heat exchanger (306), and the fourth three-way valve (603) is connected to a second bypass pipe in parallel with the internal combustion engine radiator (602).

2. The hydrogen fuel-based thermoelectric hybrid zero-carbon power drive system according to claim 1, characterized in that: The internal combustion engine intake line is provided with a turbocharger (402), an air-to-air intercooler (403), a throttle valve (404), and an intake manifold (405) connected in sequence. The drive side of the turbocharger (402) is connected in series to the internal combustion engine exhaust line.

3. The hydrogen fuel-based thermoelectric hybrid zero-carbon power drive system according to claim 1, characterized in that: The anode inlet pipeline is provided with a third control valve (204), a first pressure regulating valve (205), and a hydrogen supply system (206) connected in sequence, and a hydrogen release valve (209) is provided between the anode inlet pipeline and the anode exhaust pipeline. The anode exhaust line is provided with a hydrogen-water separator (207) and a third back pressure valve (208) connected in sequence. A second control valve (210) is provided between the anode exhaust line and the internal combustion engine exhaust line. The hydrogen-water separator (207) is connected to the hydrogen supply system (206).

4. The hydrogen fuel-based thermoelectric hybrid zero-carbon power drive system according to claim 1, characterized in that: The hydrogen inlet pipeline is equipped with a fourth control valve (501) and a second pressure regulating valve (502) connected in sequence. The internal combustion engine exhaust pipeline is provided with an exhaust manifold (407), an aftertreatment unit (408), and a muffler (409) connected in sequence. The hydrogen supply module includes a hydrogen cylinder (201), a fifth control valve (202), and a pressure regulator (203) connected in sequence. The air supply module includes at least one air supply pipeline, which includes an air filter (101), a first flow meter (102), and a compressor (103) connected in sequence.

5. The hydrogen fuel-based thermoelectric hybrid zero-carbon power drive system according to claim 1, characterized in that: The drive module also includes a clutch (801) and a gear transmission mechanism (802). The power output end of the hydrogen internal combustion engine (406) is connected to the input end of the gear transmission mechanism (802) through the clutch (801). The output end of the gear transmission mechanism (802) is simultaneously connected to the electric motor (803) and the wheel. The drive motor (804) is connected to the input end of the gear transmission mechanism (802).

6. A control method applicable to a hydrogen fuel-based thermal-electric hybrid zero-carbon power drive system as described in any one of claims 1 to 5, characterized in that, include: When the vehicle's power demand is greater than the high potential power of the stack (108) or the state of charge of the power battery (805) is less than the first preset value and the vehicle's power demand is greater than the low potential power of the stack (108), the operation of the power battery (805) alone is switched to the joint operation of the stack (108) and the power battery (805). When the state of charge of the power battery (805) is less than the second preset value and the vehicle's required power is greater than the low potential power of the fuel cell stack (108) or the vehicle's required power is greater than the sum of the high power of the hydrogen internal combustion engine (406) and the high potential power of the fuel cell stack (108), the operation of the fuel cell stack (108) and the power battery (805) is switched to joint operation of the fuel cell stack (108), the hydrogen internal combustion engine (406) and the power battery (805). When the state of charge of the power battery (805) is greater than the third preset value, or the vehicle's required power is less than the sum of the low power of the hydrogen internal combustion engine (406) and the low potential power of the fuel cell stack (108), and the state of charge of the power battery (805) is greater than the fourth preset value, the operation of the fuel cell stack (108), the hydrogen internal combustion engine (406), and the power battery (805) is switched to the operation of the fuel cell stack (108) and the power battery (805). When the state of charge of the power battery (805) is greater than the fifth preset value and the vehicle's required power is less than the low potential power of the stack (108), or when the state of charge of the power battery (805) is greater than the sixth preset value and the vehicle's required power is less than the high potential power of the stack (108), the operation of the stack (108) and the power battery (805) is switched to the operation of the power battery (805) alone.

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