A vehicle power system, commercial vehicle and control method based on solid hydrogen pool

Abstract

The present invention relates to the field of energy and power technology, and in particular to a vehicle power system, commercial vehicle and control method based on a solid-state hydrogen pool. The vehicle power system includes a power drive module, a power battery module, a fuel cell module, a solid-state hydrogen pool module and a whole vehicle control module. The power battery module is connected to the power drive module, the fuel cell module is connected to the power drive module, the solid-state hydrogen pool module is connected to the fuel cell module, and the whole vehicle control module is respectively communicated with the power drive module, the power battery module, the fuel cell module and the solid-state hydrogen pool module, and is used to control the operation of each module in a closed loop according to the power requirements of the vehicle. The commercial vehicle includes a vehicle power system. The present invention utilizes a fuel cell module based on a solid-state hydrogen pool module to provide a stable hydrogen source for the fuel cell module, and adopts a hybrid mode of the fuel cell module and the power battery module to achieve rapid load change and cope with high dynamic response to meet the needs of high-power commercial vehicles.

Description

Technical Field

[0001] The present invention relates to the field of energy and power technology, and in particular to a vehicle power system, a commercial vehicle, and a control method based on a solid hydrogen pool. Background Art

[0002] Traditional commercial vehicles mostly use gasoline, diesel, compressed natural gas (CNG), and liquefied natural gas (LNG) for energy storage. However, these fuels can cause environmental pollution and excessive carbon emissions. Some pure electric battery-swap and plug-in electric energy storage methods also suffer from issues such as short driving range, battery failure and fire risks, low battery power density, and large and heavy energy storage volumes that hinder cargo transportation. Furthermore, energy replenishment can be affected by long charging times and significant energy loss due to degradation in energy storage performance.

[0003] Hydrogen energy is a renewable secondary energy source. Due to its large existing reserves, it is considered a key resource for resolving future energy crises. With the continuous decline of fossil energy and the increasing levels of pollution, hydrogen energy is considered a clean alternative to traditional energy sources. To reduce the global greenhouse effect, hydrogen energy, with its pollution-free products, high environmental friendliness, and high energy conversion efficiency, is playing a key social role in the transportation and power generation and storage sectors, providing a continuous supply of electricity and heat to replace traditional fossil energy. However, the technological development of hydrogen energy has been severely hampered by numerous factors, including its low density at room temperature and pressure, the high energy consumption of pressurized hydrogen storage, and the high cost of long-distance transportation.

[0004] Hydrogen energy is used as an energy source, primarily through conversion into electrical energy through fuel cells. It can be applied in various fields requiring electrical energy, including sea, land, air, and space. Currently, it is most widely used in land transportation, especially in passenger cars and commercial vehicles. However, its use on vehicles requires high safety and high hydrogen storage density. Currently used high-pressure hydrogen storage has problems such as insufficient hydrogen storage density and the risk of hydrogen leakage. Solid-state hydrogen storage can achieve inherent safety and a higher hydrogen storage density. Therefore, there is an urgent need to match solid-state hydrogen storage with high-power commercial vehicles based on hydrogen fuel cell systems. Summary of the Invention

[0005] The technical problem to be solved by the embodiments of the present invention is to provide a vehicle power system, a commercial vehicle and a control method based on a solid-state hydrogen pool to solve the problem that the vehicle power system in the prior art cannot meet the needs of high-power commercial vehicles.

[0006] The present invention discloses a vehicle power system based on a solid-state hydrogen pool, comprising:

[0007] A power drive module is used to provide driving force for the vehicle;

[0008] A power battery module is connected to the power drive module and provides power to the power drive module based on pure electricity;

[0009] A fuel cell module, connected to the power drive module, and providing electric energy to the power drive module based on hydrogen fuel;

[0010] A solid-state hydrogen pool module is connected to the fuel cell module and is used to provide a hydrogen source for the fuel cell module after decomposing the solid-state hydrogen storage material into hydrogen, and dynamically adjust the hydrogen release rate and pressure according to the hydrogen demand of the fuel cell module;

[0011] The vehicle control module is respectively connected to the power drive module, the power battery module, the fuel cell module, and the solid-state hydrogen pool module for closed-loop control of the operation of each module according to the vehicle power demand.

[0012] Optionally, the solid-state hydrogen pool module includes a solid-state hydrogen storage unit and a hydrogen release auxiliary unit, the solid-state hydrogen storage unit includes a hydrogen release pool, and a solid-state hydrogen storage component arranged in the hydrogen release pool, the hydrogen release auxiliary unit includes a hydrolysis component and a hydrogen transmission component, the hydrolysis component is connected to the hydrogen release pool, and is used to quantitatively inject reaction water into the hydrogen release pool, and the hydrogen transmission component is connected to the hydrogen release pool and the fuel cell module, and is used to quantitatively store and transport the hydrogen released after hydrolysis of the solid-state hydrogen storage component.

[0013] Optionally, the hydrolysis component includes a water tank, a water pump and a water sprinkler, and the water tank, the water pump, the water sprinkler and the hydrogen release pool are connected in sequence; the hydrogen transmission component includes a buffer tank and a pressure sensor, the hydrogen release pool, the buffer tank and the fuel cell module are connected in sequence, and the pressure sensor is arranged at the outlet of the buffer tank.

[0014] Optionally, the hydrogen release pool includes independently arranged hydrolysis chamber, hydrogen storage chamber and tail liquid chamber, the hydrogen storage chamber is arranged at the top of the hydrolysis chamber, the tail liquid chamber is arranged at the bottom of the hydrolysis chamber, and the hydrolysis chamber is provided with flow channels respectively connected to the hydrogen storage chamber and the tail liquid chamber, the solid-state hydrogen storage component is arranged in the hydrolysis chamber, and the solid-state hydrogen storage structure is a skeleton structure composed of a plurality of hydrogen storage rods.

[0015] Optionally, the vehicle power system further includes a heat dissipation module, which includes a fuel cell heat dissipation unit, a solid hydrogen pool heat dissipation unit, and a drive control heat dissipation unit;

[0016] The fuel cell heat dissipation unit is connected to the fuel cell module, and the drive control heat dissipation unit is connected to the power drive module and the vehicle control module respectively;

[0017] The solid-state hydrogen pool heat dissipation unit is docked with the solid-state hydrogen storage unit, and includes a medium circulation pipeline, a filter, a radiator and a cooling pump. The hydrogen release pool also includes a heat exchange chamber arranged on the hydrolysis chamber. The heat exchange chamber is respectively provided with a medium inlet and a medium outlet, and the medium outlet, the filter, the radiator, the cooling pump and the medium inlet are connected in sequence through the medium circulation pipeline.

[0018] Optionally, the solid-state hydrogen pool heat dissipation unit further includes a first temperature sensor, a second temperature sensor, and a medium compensation tank, wherein the first temperature sensor is arranged on the medium circulation pipeline between the filter and the medium outlet, and the second temperature sensor is arranged on the medium circulation pipeline between the cooling pump and the medium inlet;

[0019] A medium compensation pipeline is provided on the medium compensation tank, and the other end of the medium compensation pipeline is located between the radiator and the cooling pump and connected to the medium circulation pipeline. A liquid addition and exhaust pipeline is provided on the medium compensation tank, and the other end of the liquid addition and exhaust pipeline is located between the medium outlet and the radiator and connected to the medium circulation pipeline.

[0020] Optionally, the fuel cell heat dissipation unit includes a cooling water jacket, the inlet of the cooling water jacket is connected to the medium inlet, and the outlet of the cooling water jacket is connected to the inlet of the filter, so that the pipeline connecting the cooling water jacket and the heat exchange chamber constitutes a low-temperature startup circulation route.

[0021] Optionally, the power drive module includes a DC-DC conversion unit, an all-in-one control unit, a signal drive unit and multiple drive motors, the fuel cell module and the power battery module are electrically connected to the all-in-one controller respectively, and the fuel cell module is electrically connected to the all-in-one controller through the DC-DC conversion unit, the all-in-one control unit is electrically connected to the multiple drive motors through the signal drive unit, and the drive motors are used to connect to the drive wheels of the vehicle.

[0022] The present invention also discloses a commercial vehicle, comprising a vehicle body and the above-mentioned vehicle power system, wherein the vehicle body comprises a vehicle chassis, a vehicle superstructure and a vehicle cockpit, the power drive module and the solid-state hydrogen pool module are both arranged on the vehicle chassis, the power battery module and the fuel cell module are both arranged in the vehicle cockpit, a tail liquid recovery unit is provided at the bottom of the vehicle chassis, and a tail liquid delivery pipeline connected to the solid-state hydrogen pool module is provided on the tail liquid recovery unit.

[0023] The present invention also discloses a control method for controlling the above-mentioned vehicle power system, the control method comprising:

[0024] Acquiring actual driving power parameters of the vehicle, and determining the start and stop and output power of the fuel cell module by analyzing the power parameters;

[0025] In response to the determination of the start and stop of the fuel cell module and the output power, outputting a control instruction to start the fuel cell module;

[0026] In response to the fuel cell module receiving a control instruction, obtaining operating parameters of the fuel cell module, and determining a hydrogen consumption condition of the fuel cell module by analyzing the operating parameters;

[0027] In response to the determination of the hydrogen consumption conditions of the fuel cell module, a control instruction is output to start the solid-state hydrogen pool module, and the hydrogen consumption conditions are fed back to the solid-state hydrogen pool module, and the hydrogen release rate and hydrogen release pressure of the solid-state hydrogen pool module are dynamically adjusted according to the hydrogen consumption conditions until the vehicle stops.

[0028] Compared with the prior art, the vehicle power system, commercial vehicle, and control method based on the solid hydrogen pool provided by the embodiments of the present invention have the following advantages:

[0029] The vehicle powertrain consists of a power drive module, a power battery module, a fuel cell module, a solid-state hydrogen cell module, and a vehicle control module. The solid-state hydrogen cell module enables solid-state storage of hydrogen and its stable hydrolysis release. The number of solid-state hydrogen cell modules can be adjusted to meet the hydrogen storage requirements of different vehicles. A control strategy dynamically adjusts the hydrogen release rate and pressure to meet varying pressure, temperature, and flow requirements, ensuring a stable hydrogen supply. To ensure powertrain output stability, the vehicle utilizes a hybrid mode between the fuel cell module and the power battery module, enabling rapid load changes and high dynamic response. The vehicle control module communicates with each module via communication, aligning its needs and implementing closed-loop control between them. This ensures stable and reliable operation and meets the demands of high-power commercial vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments, in which:

[0031] Figure 1 A schematic diagram of the overall structure of a vehicle power system provided by an embodiment of the present invention;

[0032] Figure 2 A schematic structural diagram of a solid-state hydrogen cell module provided in an embodiment of the present invention;

[0033] Figure 3 A schematic structural diagram of a solid-state hydrogen storage unit provided in an embodiment of the present invention;

[0034] Figure 4 A schematic structural diagram of a solid-state hydrogen pool heat dissipation unit provided in an embodiment of the present invention;

[0035] Figure 5 A schematic structural diagram of a commercial vehicle provided by an embodiment of the present invention.

[0036] The symbols in the accompanying drawings represent the following:

[0037] 1. Power drive module; 11. DC-DC conversion unit; 12. All-in-one control unit; 13. Signal drive unit; 14. Drive motor; 15. Drive wheel; 2. Power battery module; 3. Fuel cell module; 4. Solid-state hydrogen storage unit; 41. Hydrogen release tank; 411. Hydrolysis chamber; 412. Hydrogen storage chamber; 413. Tail liquid chamber; 414. Heat exchange chamber; 42. Solid-state hydrogen storage component; 5. Hydrogen release auxiliary unit; 51. Water tank; 52. Water Pump; 53. Sprinkler; 54. Buffer tank; 55. Pressure sensor; 6. Vehicle control module; 7. Heat dissipation module; 71. Solid-state hydrogen pool heat dissipation unit; 711. Filter; 712. Radiator; 713. Cooling pump; 714. First temperature sensor; 715. Second temperature sensor; 72. Medium compensation tank; 73. Cooling water jacket; 8. Vehicle body; 81. Vehicle chassis; 82. Vehicle upper body; 83. Vehicle cockpit; 84. Tail liquid recovery unit. DETAILED DESCRIPTION

[0038] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. Now, in conjunction with the accompanying drawings, the preferred embodiments of the present invention will be described in detail.

[0039] The present invention discloses a vehicle power system based on a solid hydrogen pool, such as Figure 1As shown, it includes a power drive module 1, a power battery module 2, a fuel cell module 3, a solid-state hydrogen pool module and a vehicle control module 6. The power drive module 1 is used to provide driving force for the vehicle. The power battery module 2 is connected to the power drive module 1 and provides electricity to the power drive module 1 based on pure electricity. The fuel cell module 3 is connected to the power drive module 1 and provides electricity to the power drive module 1 based on hydrogen fuel. The solid-state hydrogen pool module is connected to the fuel cell module 3 and is used to provide a hydrogen source for the fuel cell module 3 after the solid-state hydrogen storage material is dehydrated and hydrogenated, and dynamically adjusts the hydrogen release rate and hydrogen release pressure according to the hydrogen demand of the fuel cell module 3. The vehicle control module 6 is respectively connected to the power drive module 1, the power battery module 2, the fuel cell module 3 and the solid-state hydrogen pool module for closed-loop control of the operation of each module according to the vehicle power demand.

[0040] Through the implementation of the above-mentioned vehicle power system embodiment, solid-state hydrogen storage and stable hydrolysis release of hydrogen are achieved using solid-state hydrogen cell modules. Vehicle-mounted applications are achieved through modular layout, and different numbers of solid-state hydrogen cell modules can be matched according to the hydrogen storage requirements of different vehicles. Thus, the hydrogen release rate and pressure can be dynamically adjusted through a certain control strategy to achieve hydrogen supply control with different pressure requirements, different temperature requirements, and different flow requirements, thereby ensuring the stability of hydrogen supply. This effectively solves the endurance problem of commercial vehicles without changing the structural layout of the original commercial vehicle. At the same time, in order to ensure the output stability of the vehicle power system, the entire vehicle adopts a hybrid mode of fuel cell module 3 and power battery module 2. Power battery module 2 is a pure electric battery to achieve rapid load changes and meet the needs of high dynamic response. Vehicle control module 6 communicates with the remaining modules via Controller Area Network (CAN) network communication, facilitating the breakdown of module requirements and enabling better closed-loop control between them. This includes resource interaction between the solid-state hydrogen pool module and fuel cell module 3 regarding hydrogen supply, and information exchange between fuel cell module 3 and power battery module 2 regarding power supply, ensuring stable and reliable operation of each module. This effectively addresses the environmental pollution and high carbon emissions of traditional internal combustion engine commercial vehicles; the energy crisis caused by the current reliance on imported diesel for commercial vehicles; and the short driving range, frequent charging, and long charging times of pure electric vehicles, thereby meeting the needs of high-power commercial vehicles.

[0041] Further, combined with Figure 2As shown, the solid-state hydrogen cell module includes a solid-state hydrogen storage unit 4 and a hydrogen release auxiliary unit 5. The solid-state hydrogen storage unit 4 includes a hydrogen release cell 41 and a solid-state hydrogen storage component 42 disposed within the hydrogen release cell 41. The hydrogen release auxiliary unit 5 includes a hydrolysis component and a hydrogen delivery component. The hydrolysis component is connected to the hydrogen release cell 41 and is used to quantitatively inject reaction water into the hydrogen release cell 41. The hydrogen delivery component is connected to the hydrogen release cell 41 and is used to quantitatively store and deliver the hydrogen released after hydrolysis of the solid-state hydrogen storage component 42.

[0042] Furthermore, the hydrolysis component includes a water tank 51, a water pump 52 and a water sprinkler 53, and the water tank 51, the water pump 52, the water sprinkler 53 and the hydrogen release pool 41 are connected in sequence. The hydrogen transmission component includes a buffer tank 54 and a pressure sensor 55, and the hydrogen release pool 41, the buffer tank 54 and the fuel cell module 3 are connected in sequence, and the pressure sensor 55 is arranged at the outlet of the buffer tank 54.

[0043] Through the implementation of the above-mentioned vehicle power system embodiment, the water tank 51 is used to store reaction water, and the first water pump 52 is a key component in the hydrolysis assembly, which is responsible for extracting reaction water from the water tank 51 and transferring it to the hydrogen release pool 41. The water sprayer 53 sprays the required reaction water into the hydrogen release pool 41 according to a certain amount, and correspondingly sprays it onto the solid hydrogen storage component 42 to control the rate of the hydrogen release reaction. The hydrogen released by the solid hydrogen storage component 42 is quantitatively stored by the buffer tank 54, which can reduce the pressure change impact caused by the hydrogen release reaction of the solid hydrogen storage component 42, and ensure that the hydrogen provided to the fuel cell module 3 can be within a relatively stable pressure range. Combined with the setting of the pressure sensor 55, the pressure of the hydrogen supply can be monitored in real time so that the reaction rate can be adjusted at any time, thereby dynamically adjusting the hydrogen release rate and hydrogen release pressure according to the demand for hydrogen by the fuel cell module 3. Specifically, hydrogen can be generated by providing different amounts of water by adjusting the opening of the water sprinkler 53, and the opening of the water sprinkler 53 can be adjusted according to the hydrogen pressure closed-loop control of the hydrogen release pool 41 to control the rate of hydrogen release reaction of the solid hydrogen storage component 42 in the hydrogen release pool 41. Thus, in the energy conversion process, the coupled operation of the solid-state hydrogen pool module is achieved through the interaction with the hydrogen release rate and the hydrogen release buffer. Preferably, a buffer tank 54 of corresponding volume can be matched according to actual buffering and storage requirements. For example: Since the hydrogen consumption of commercial vehicles under standard conditions is at a flow rate of 8g / s-10g / s (5000-6000NL / min), the required pressure is 1.2MPa±0.2MPa, the required temperature is 75±2°C, and the relative humidity is above 90%RH. Therefore, in order to ensure the hydrogen supply of the vehicle, the present invention adopts an extended-range solid-state hydrogen pool module and configures a 35MPa, 410L hydrogen storage bottle for the entire vehicle. The hydrogen storage mass of a full bottle is about 10kg, which can meet the vehicle's endurance requirement of more than 100km. The speed of water decomposition and hydrogenation of the solid-state hydrogen storage component 42 can be controlled through a certain control strategy, and hydrogen can be produced for storage under the premise of a controllable hydrogen release speed.

[0044] As mentioned above, the solid-state hydrogen storage component 42 is preferably formed by hydrogen injection of a high hydrogen storage density hydrogen storage material. The high hydrogen storage density hydrogen storage material includes metal hydrogen storage materials and non-metal hydrogen storage materials, mainly high hydrogen storage density hydrogen storage materials that can release hydrogen by adding water. Examples include metal materials such as magnesium (Mg), calcium (Ca), aluminum (Al), hydrogen storage alloys, inorganic ionic compound hydrogen storage materials, carbonaceous hydrogen storage materials, metal organic framework compound hydrogen storage materials, etc. Hydrogen storage alloys include binary, ternary, and multi-element systems, such as lithium hydride (LiH), sodium hydride (NaH), potassium hydride (KH), magnesium dihydride (MgH), etc. ), calcium dihydride ( )、Aluminum hydride( ) etc.; Inorganic ionic compound hydrogen storage materials mainly include coordinated hydrides and amino compounds, such as sodium aluminum tetrahydride ( )、lithium borohydride( ) and ammonia borane, both of which are hydrogen storage materials with relatively high hydrogen storage density. In the solid-state hydrogen cell module, a single or multiple hydrogen storage materials with relatively high hydrogen storage density can be selected. Reversible hydrogen storage is not required, only high hydrogen storage density is required. Furthermore, multiple solid-state hydrogen storage components 42 can be provided within the hydrogen release reservoir 41 to increase the hydrogen storage density of the solid-state hydrogen cell module. By injecting aqueous solution into the gap formed between two adjacent solid-state hydrogen storage components 42, the contact area between the hydrogen storage material and the reaction water can be effectively increased, achieving controllable contact area between the solid-state hydrogen storage components 42 and the reaction water, thereby achieving control over the hydrogen release rate and magnitude, and forming an integrated structure with high energy density for the entire solid-state hydrogen cell module.

[0045] Furthermore, if Figure 3 As shown, the hydrogen release tank 41 includes independently arranged hydrolysis chamber 411, hydrogen storage chamber 412, and tail liquid chamber 413. The hydrogen storage chamber 412 is located at the top of the hydrolysis chamber 411, and the tail liquid chamber 413 is located at the bottom of the hydrolysis chamber 411. The hydrolysis chamber 411 is provided with flow channels that communicate with the hydrogen storage chamber 412 and the tail liquid chamber 413, respectively. A solid-state hydrogen storage member 42 is disposed within the hydrolysis chamber 411 and is a skeletal structure composed of a plurality of hydrogen storage rods.

[0046] Through the implementation of the above-mentioned vehicle power system embodiment, the hydrolysis chamber 411 is the place where the solid-state hydrogen storage component 42 reacts with the aqueous solution to hydrolyze hydrogen. The hydrogen released by hydrolysis is collected in the hydrogen storage chamber 412 on the upper side, and the buffer tank 54 is connected to the hydrogen storage chamber 412, so that the hydrogen in the hydrogen storage chamber 412 enters the buffer tank 54 for buffer storage. The tail liquid after the hydrolysis reaction flows and is collected in the tail liquid chamber 413 on the lower side, and the two spaces are independent. The reaction tail liquid is recycled in the form of a liquid solution, and the tail liquid can be discharged and collected at the same time as the solid-state hydrogen storage component 42 is replaced. After collection, it is centralized for recycling and treatment, thereby reducing the energy storage mass of the vehicle, improving the vehicle's cargo capacity, and the transportation capacity of a single transport unit, thereby improving the economic efficiency of mass promotion and application of the product. In addition, by using the hydrolysis chamber 411 and the skeleton-type hydrogen storage rod material, the contact area between the hydrogen storage material and the reaction water can be effectively increased, and by adjusting the distribution of the skeleton rod material, the contact area between the solid-state hydrogen storage material and the reaction water can be controlled, thereby further realizing the control of the hydrogen release rate and magnitude, and making the entire solid-state hydrogen pool module form an integrated structure with high energy density.

[0047] Preferably, the solid-state hydrogen storage component 42 inside the hydrogen release tank 41 is installed by welding stamping parts and sheet metal parts to ensure safety, and the entire solid-state hydrogen storage unit 4 is encapsulated by a skeleton and protective plate outside the hydrogen release tank 41, so that the final solid-state hydrogen tank module can completely replace the position of the traditional solid-state battery layout. During use, the solid-state hydrogen storage unit 4 can be quickly replaced in the form of a quick-change station. In addition, the solid-state hydrogen storage structure is preferably a skeleton structure composed of a combination of rods in a cylindrical, flat, or circular shape.

[0048] Preferably, the power battery module 2 can be equipped with power battery auxiliary units, such as charge control, cell balancing, circuit protection or thermal management, etc. The fuel cell module 3 can be equipped with fuel cell auxiliary units, such as air supply, anode hydrogen circulation, tail exhaust management or thermal management, etc.

[0049] Further, combined with Figure 1 、 Figure 2 and Figure 4 As shown, the vehicle power system also includes a heat dissipation module 7. The heat dissipation module 7 includes a fuel cell heat dissipation unit, a solid hydrogen pool heat dissipation unit and a drive control heat dissipation unit. The fuel cell heat dissipation unit is docked with the fuel cell module 3, and the drive control heat dissipation unit is docked with the power drive module 1 and the vehicle control module 6 respectively. The solid hydrogen pool heat dissipation unit is docked with the solid hydrogen storage unit 4, and includes a medium circulation pipeline, a filter 711, a radiator 712 and a cooling pump 713. The hydrogen release tank 41 also includes a heat exchange chamber 414 arranged on the hydrolysis chamber 411. The heat exchange chamber 414 is respectively provided with a medium inlet and a medium outlet, and the medium outlet, the filter 711, the radiator 712, the cooling pump 713 and the medium inlet are connected in sequence through the medium circulation pipeline.

[0050] Furthermore, the solid-state hydrogen pool heat dissipation unit also includes a first temperature sensor 714, a second temperature sensor 715, and a medium compensation tank 72. The first temperature sensor 714 is arranged on the medium circulation pipeline between the filter 711 and the medium outlet, and the second temperature sensor 715 is arranged on the medium circulation pipeline between the cooling pump 713 and the medium inlet. The medium compensation tank 72 is provided with a medium compensation pipeline, and the other end of the medium compensation pipeline is located between the radiator 712 and the cooling pump 713 and connected to the medium circulation pipeline. The medium compensation tank 72 is provided with a liquid addition and exhaust pipeline, and the other end of the liquid addition and exhaust pipeline is located between the medium outlet and the radiator 712 and connected to the medium circulation pipeline.

[0051] Through the implementation of the above-mentioned vehicle power system embodiment, since the basic framework platform of the vehicle power system of the present invention still relies on the pure electric system platform, the upgrade iteration of commercial light trucks and heavy trucks matching the solid hydrogen pool module and the fuel cell module 3 is completed by optimizing and upgrading other systems without changing the power drive module 1 and the vehicle control module 6 of the pure electric system. Therefore, the fuel cell heat dissipation unit and the drive control heat dissipation unit in the present invention are still developed and utilized in continuation of the traditional pure electric platform. For example: the fuel cell heat dissipation unit is to maintain the optimal temperature range of the fuel cell module 3 during operation, and can take away excess heat through a liquid cooling system or an air cooling system to prevent overheating. The drive control heat dissipation unit is responsible for managing the heat of the power drive module 1 and the vehicle control module 6 to prevent overheating, and can include a liquid cooling or air cooling system, as well as a radiator 712, a fan, etc.

[0052] The solid-state hydrogen pool heat dissipation unit for the solid-state hydrogen pool module is the core optimization. That is, the cooling pump 713 is a key component in the solid-state hydrogen pool heat dissipation unit, which is responsible for extracting the heat exchange medium in the heat exchange chamber 414 and filtering out impurities in the heat exchange medium through the filter 711. After cooling down through the radiator 712, the heat generated by the hydrolysis of the solid-state hydrogen storage component 42 inside the hydrogen release pool 41 is circulated in the heat exchange chamber 414 to exchange heat, thereby achieving heat management during the hydrogen release process to meet the hydrogen temperature required by the fuel cell module 3. The radiator 712 is preferably a device with a cooling fan for cooling the heat exchange medium flowing through the radiator 712. By controlling the fan speed of the radiator 712 and the speed of the cooling pump 713, stable control of the exchanged heat is achieved, thereby achieving heat management during the hydrogen release process. The first temperature sensor 714 monitors the temperature of the medium flowing out of the heat exchange chamber 414 in real time, while the second temperature sensor 715 monitors the temperature of the medium flowing into the heat exchange chamber 414 in real time. Based on the temperature difference between the outflowing and inflowing media, the temperature of the hydrogen released from the solid-state hydrogen storage component 42 can be dynamically adjusted to meet the hydrogen temperature required by the fuel cell module 3. The temperature of the hydrogen released from the solid-state hydrogen storage component 42 is typically above 200°C, so certain cooling measures are used to control the temperature to the required temperature of the fuel cell module 3. Furthermore, the humidity of the hydrogen released from the solid-state hydrogen storage component 42 is typically greater than 90%, which facilitates the use of the fuel cell module 3 and adapts to the vehicle's varying hydrogen demands due to varying operating scenarios and road conditions.

[0053] Furthermore, the provision of a medium compensation tank 72 allows for replenishment of heat exchange medium in the solid hydrogen pool cooling unit when it is depleted. Preferably, the heat exchange medium is a liquid medium, such as water. Furthermore, the provision of a liquid addition and exhaust line allows the solid hydrogen pool cooling unit to exhaust air from the heat exchange medium flowing out of the medium outlet into the medium compensation tank 72 during the cooling process. Furthermore, when the vehicle power system is unloaded and shut down, any liquid that may have accumulated in the medium circulation line is circulated back into the medium compensation tank 72.

[0054] Furthermore, the fuel cell heat dissipation unit includes a cooling water jacket 73. The inlet of the cooling water jacket 73 is connected to the medium inlet, and the outlet of the cooling water jacket 73 is connected to the inlet of the filter 711, so that the pipeline connecting the cooling water jacket 73 and the heat exchange chamber 414 forms a low-temperature startup circulation route.

[0055] Through the implementation of the above-described vehicle power system embodiment, the cooling water jacket 73 of the fuel cell heat dissipation unit is a critical component of the engine system (fuel cell stack) of the fuel cell module 3, primarily used to manage heat within the fuel cell stack. The fuel cell stack of the fuel cell module 3 generates heat during operation, and the cooling water jacket 73 absorbs this heat through circulating water to prevent overheating. However, in winter, low temperatures can reduce the solubility of hydrogen and the activity of the electrocatalyst, leading to a decrease in the power output of the fuel cell stack and even difficulty starting. Therefore, the substantial heat generated during the hydrolysis of hydrogen by the solid-state hydrogen storage component 42 is transferred to the cooling water jacket 73 of the engine system of the fuel cell module 3 via a low-temperature start-up circulation route. This approach facilitates low-temperature startup of the fuel cell stack in winter conditions. Specifically, the high-temperature medium in the heat exchange chamber 414, after exchanging heat with the heat released by the solid-state hydrogen storage component 42, directly enters the cooling water jacket 73 of the fuel cell stack, rapidly warming up the fuel cell stack and significantly reducing the cold start time of the fuel cell module 3 in winter, thereby ensuring the vehicle's low-temperature handling capability and efficient use of thermal energy. This structure can be expanded horizontally to include thermal management within the battery pack within the power battery module 2. Heat generated during hydrogen release from the solid-state hydrogen storage member 42 is transferred to the battery pack within the power battery module 2 via a heat exchanger. This also saves heating energy for the pure electric battery, thereby improving the overall energy conversion efficiency of the system. This solves the long charging times and capacity degradation associated with traditional lithium-ion batteries in low-temperature environments, as well as safety risks such as fires caused by overheating during charging and discharging in pure electric battery packs.

[0056] Further, look back Figure 1The power drive module 1 includes a DC-DC conversion unit 11, an all-in-one control unit 12, a signal drive unit 13 and multiple drive motors 14. The fuel cell module 3 and the power battery module 2 are electrically connected to the all-in-one controller respectively, and the fuel cell module 3 is electrically connected to the all-in-one controller through the DC-DC conversion unit 11. The all-in-one control unit 12 is electrically connected to the multiple drive motors 14 through the signal drive unit 13, and the drive motors 14 are used to connect to the drive wheels 15 of the vehicle.

[0057] Through the implementation of the above-described vehicle power system embodiment, the power drive module 1 is the core component of the entire vehicle power system, responsible for converting electrical energy into mechanical energy to propel the vehicle forward. Specifically, the DC-DC converter unit 11 converts DC power of varying voltages to the required voltage level, making the DC power generated by the fuel cell module 3 compatible with the all-in-one control unit 12 through conversion and regulation. The all-in-one control unit 12 can integrate multiple functions, such as a battery management system (BMS), motor controller, and inverter, responsible for monitoring and managing the operating status of the battery and motor. In this embodiment of the present invention, the all-in-one control unit 12 simultaneously manages power from two different power sources, enabling hybrid operation between the fuel cell module 3 and the power battery module 2, enabling rapid load changes and meeting high dynamic response requirements. The signal drive unit 13 receives signals from the all-in-one control unit 12 and drives the corresponding drive motors 14, controlling the operation of multiple drive motors 14 to achieve different driving modes and performance requirements. The drive motors 14 are key components connected to the vehicle's drive wheels 15, converting electrical energy into mechanical energy to propel the vehicle forward.

[0058] Preferably, the fuel cell module 3 is equipped with a fuel cell auxiliary unit, which can be used to regulate the pressure and flow of hydrogen supply, manage the water generated during the operation of the fuel cell module 3, and control the rate of the electrochemical reaction between hydrogen and air at the anode of the fuel cell module 3. The power battery module 2 is equipped with a power battery auxiliary unit, which can include battery management, thermal management, battery protection and diagnostics.

[0059] The present invention also discloses a commercial vehicle, Figure 1 and Figure 5 As shown, it includes a vehicle body 8 and the above-mentioned vehicle power system. The vehicle body 8 includes a vehicle chassis 81, a vehicle body 82, and a vehicle cockpit 83. The power drive module 1 and the solid-state hydrogen pool module are both arranged on the vehicle chassis 81, and the power battery module 2 and the fuel cell module 3 are both arranged in the vehicle cockpit 83. A tail liquid recovery unit 84 is provided at the bottom of the vehicle chassis 81, and the tail liquid recovery unit 84 is provided with a tail liquid delivery pipeline connected to the solid-state hydrogen pool module.

[0060] Through the implementation of the above commercial vehicle embodiment, without changing the structural layout of the original commercial vehicle, by matching the solid-state hydrogen pool module with a high-power commercial vehicle based on the fuel cell module 3, utilizing hydrogen supply control with different pressure requirements, different temperature requirements, and different flow requirements, and adopting a hybrid mode of the fuel cell module 3 and the power battery module 2, the above-mentioned commercial vehicle embodiment effectively solves the problems of traditional internal combustion engine commercial vehicles polluting the environment and high carbon emissions; the energy crisis caused by the current commercial vehicle dependence on imported diesel; and the problems of pure electric vehicles with short driving range, frequent charging, and long charging time, thereby meeting the endurance requirements of high-power commercial vehicles. Preferably, to ensure heat dissipation capacity and heat exchange efficiency, the heat dissipation module 7 is arranged on the windward side of the vehicle. The above-mentioned layout structure is also preferably applicable to heavy-duty tractors.

[0061] The commercial vehicle of the present invention utilizes a fuel cell module 3 based on a solid-state hydrogen pool module, achieving zero emissions while offering significant advantages over pure lithium batteries. The solid-state hydrogen storage unit 4 can have an energy storage density more than 10 times that of a lithium battery, and the vehicle's range can be increased to more than 10 times that of a pure electric vehicle, demonstrating revolutionary and disruptive developments. The current target energy density for lithium batteries in the next phase is 200Wh / kg, while the hydrogen storage material used in the solid-state hydrogen storage unit 4 generally achieves a hydrogen storage density of at least 15wt% after adding water and releasing hydrogen. The current 49-ton pure electric tractor requires a 600kWh battery, weighing nearly 4 tons. If a 3-ton solid-state hydrogen storage unit 4 is installed, 450kg of hydrogen can be stored. The low calorific value of hydrogen is 33kWh / kgH2. The fuel cell efficiency is calculated at 54%. The 3-ton solid-state hydrogen storage unit 4 can store 8000kWh of electricity. The energy density of the solid-state hydrogen storage unit 4 is 2.66kWh / kg, which is 15 times that of a lithium battery. Even if solid-state batteries are industrialized in the future, the annual energy density can be increased to 300Wh / kg. The energy density of the solid-state hydrogen storage unit 4 is 10 times that of solid-state batteries, which can achieve leapfrog iteration.

[0062] Secondly, a commercial vehicle using this invention can store 450kg of hydrogen at a time. Currently, fuel cell heavy trucks consume 8kgH2 / 100km at high speeds, which can allow the vehicle to have a single driving range of over 5,000km. This allows the vehicle to have a single driving range exceeding that of a fuel vehicle by replacing the solid-state hydrogen cell once, bringing revolutionary improvements to the entire new energy commercial vehicle industry.

[0063] (1) For users, the convenience of use is greatly improved. You don't have to worry about energy issues for half a year. You can go to the solid hydrogen cell replacement station and replace it in 5-10 minutes, which greatly improves the convenience of use. The cost is greatly reduced. The solid hydrogen storage unit 4 can be provided in the form of leasing, which greatly reduces the cost of use compared with lithium batteries. Safety is greatly improved. When the hydrogen in the solid hydrogen cell is not in use, it exists as a hydrogen compound, which truly achieves the goal of using hydrogen without seeing it. There is no risk of fire or explosion, which is safer than gasoline vehicles and lithium electric vehicles.

[0064] (2) For the industrial sector, infrastructure construction is more convenient. Such fuel cell vehicles do not need to build hydrogen refueling stations. Instead, they only need to build solid-state hydrogen cell production enterprises at hydrogen mother stations or hydrogen production plants and transport them to solid-state hydrogen cell replacement stations. This significantly reduces infrastructure costs and avoids the difficulties in hydrogen refueling station approval and safety risks. In the future, with the large-scale promotion of fuel cell vehicles using solid-state hydrogen cells, the construction of charging piles, charging stations, and gas stations can be reduced, significantly reducing social costs.

[0065] (3) For the future large-scale deployment of renewable energy sources such as wind and solar in western China, which cannot be connected to the power grid due to volatility, hydrogen can be produced and transported to the east using pure hydrogen pipelines or natural gas mixed with hydrogen. It only needs to be transported to the mother station, manufactured into large quantities of solid hydrogen pools, and sent to various replacement stations for replacement of vehicles. This approach can promote the large-scale application of fuel cell vehicles, with the energy source being renewable energy, achieving energy control and ensuring national energy security.

[0066] Therefore, the commercial vehicle of the present invention utilizes hydrogen stored in solid materials, eliminating the risk of leakage, combustion, or explosion. It can transport a large number of vehicles in a single trip, reduces manufacturing, transportation, and refueling costs, eliminates waste during storage, allows for storage in confined spaces, eliminates the risk of explosion during collisions, and significantly improves safety. This thoroughly addresses the safety concerns associated with hydrogen energy terminal use and provides technical feasibility for the realization of a hydrogen-based social ecosystem. Furthermore, the solid-state hydrogen storage tank structure allows for replacement in 5-10 minutes, with a single replacement time exceeding 5,000 km, effectively improving vehicle operating efficiency.

[0067] The present invention also discloses a control method for controlling the above-mentioned vehicle power system, the control method comprising:

[0068] Obtaining the actual driving power parameters of the vehicle, and determining the start and stop and output power of the fuel cell module 3 by analyzing the power parameters;

[0069] In response to the determination of the start and stop of the fuel cell module 3 and the output power, outputting a control instruction to start the fuel cell module 3;

[0070] In response to the fuel cell module 3 receiving the control instruction, obtaining operating parameters of the fuel cell module 3, and determining the hydrogen consumption condition of the fuel cell module 3 by analyzing the operating parameters;

[0071] In response to the determination of the hydrogen consumption conditions of the fuel cell module 3, a control instruction is output to start the solid-state hydrogen pool module, and the hydrogen consumption conditions are fed back to the solid-state hydrogen pool module. The hydrogen release rate and hydrogen release pressure of the solid-state hydrogen pool module are dynamically adjusted according to the hydrogen consumption conditions until the vehicle stops.

[0072] By implementing the control method embodiment described above, stable and reliable operation of each module is ensured, and closed-loop control of the entire control system is achieved. Specifically, hydrogen resource exchange between the solid-state hydrogen pool module and the fuel cell module 3, and power supply information exchange between the fuel cell module 3 and the power battery module 2, is achieved.

[0073] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Those skilled in the art may modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein; and all these modifications and replacements should fall within the scope of protection of the claims attached to the present invention.

Claims

1. A vehicle power system based on a solid-state hydrogen pool, characterized in that: The vehicle power system includes: A power drive module is used to provide driving force for the vehicle; A power battery module is connected to the power drive module and provides power to the power drive module based on pure electricity; A fuel cell module, connected to the power drive module, providing electric energy to the power drive module based on hydrogen fuel; A solid-state hydrogen pool module is connected to the fuel cell module and is used to provide a hydrogen source for the fuel cell module after the solid-state hydrogen storage material is hydrolyzed to produce hydrogen, and dynamically adjust the hydrogen release rate and hydrogen release pressure according to the hydrogen demand of the fuel cell module. The solid-state hydrogen pool module includes a solid-state hydrogen storage unit and a hydrogen release auxiliary unit. The solid-state hydrogen storage unit includes a hydrogen release pool and a solid-state hydrogen storage component arranged in the hydrogen release pool. The hydrogen release pool includes an independently arranged hydrolysis chamber, a hydrogen storage chamber and a tail liquid chamber. The hydrogen storage chamber is arranged at the top of the hydrolysis chamber, and the tail liquid chamber is arranged at the bottom of the hydrolysis chamber. The hydrolysis chamber is provided with flow channels respectively connected to the hydrogen storage chamber and the tail liquid chamber. The solid-state hydrogen storage component is arranged in the hydrolysis chamber, and the solid-state hydrogen storage component is a skeleton structure composed of a plurality of hydrogen storage rods. A heat dissipation module, comprising a fuel cell heat dissipation unit, a solid-state hydrogen pool heat dissipation unit, and a drive control heat dissipation unit. The fuel cell heat dissipation unit is docked with the fuel cell module, the drive control heat dissipation unit is respectively docked with the power drive module and the vehicle control module, and the solid-state hydrogen pool heat dissipation unit is docked with the solid-state hydrogen storage unit. The heat dissipation module comprises a medium circulation pipeline, a filter, a radiator, and a cooling pump. The hydrogen release pool further comprises a heat exchange chamber provided on the hydrolysis chamber, and a medium inlet and a medium outlet are respectively provided on the heat exchange chamber, and the medium outlet, the filter, the radiator, the cooling pump, and the medium inlet are sequentially connected through the medium circulation pipeline; The fuel cell heat dissipation unit includes a cooling water jacket, the inlet of the cooling water jacket is connected to the medium inlet, and the outlet of the cooling water jacket is connected to the inlet of the filter, so that the pipeline connecting the cooling water jacket and the heat exchange chamber constitutes a low-temperature startup circulation route; The vehicle control module is respectively connected to the power drive module, the power battery module, the fuel cell module, and the solid-state hydrogen pool module for closed-loop control of the operation of each module according to the vehicle power demand.

2. The vehicle power system according to claim 1, characterized in that: The hydrogen release auxiliary unit includes a hydrolysis component and a hydrogen transmission component. The hydrolysis component is connected to the hydrogen release pool and is used to quantitatively inject reaction water into the hydrogen release pool. The hydrogen transmission component is connected to the hydrogen release pool and the fuel cell module and is used to quantitatively store and transmit the hydrogen released after hydrolysis of the solid-state hydrogen storage component.

3. The vehicle power system according to claim 2, characterized in that: The hydrolysis component includes a water tank, a water pump and a water sprinkler, and the water tank, the water pump, the water sprinkler and the hydrogen release pool are connected in sequence. The hydrogen transmission component includes a buffer tank and a pressure sensor, and the hydrogen release pool, the buffer tank and the fuel cell module are connected in sequence, and the pressure sensor is arranged at the outlet of the buffer tank.

4. The vehicle power system according to claim 1, characterized in that: The solid hydrogen pool heat dissipation unit further includes a first temperature sensor, a second temperature sensor, and a medium compensation tank, wherein the first temperature sensor is arranged on the medium circulation pipeline between the filter and the medium outlet, and the second temperature sensor is arranged on the medium circulation pipeline between the cooling pump and the medium inlet; A medium compensation pipeline is provided on the medium compensation tank, and the other end of the medium compensation pipeline is located between the radiator and the cooling pump and connected to the medium circulation pipeline. A liquid addition and exhaust pipeline is provided on the medium compensation tank, and the other end of the liquid addition and exhaust pipeline is located between the medium outlet and the radiator and connected to the medium circulation pipeline.

5. The vehicle power system according to claim 1, characterized in that: The power drive module includes a DC-DC conversion unit, an all-in-one control unit, a signal drive unit and multiple drive motors. The fuel cell module and the power battery module are electrically connected to the all-in-one control unit respectively, and the fuel cell module is electrically connected to the all-in-one control unit through the DC-DC conversion unit. The all-in-one control unit is electrically connected to the multiple drive motors through the signal drive unit, and the drive motors are used to connect to the drive wheels of the vehicle.

6. A commercial vehicle comprising a vehicle body, characterized in that: The commercial vehicle also includes the vehicle power system according to any one of claims 1 to 5, the vehicle body includes a vehicle chassis, a vehicle superstructure and a vehicle cockpit, the power drive module and the solid-state hydrogen pool module are both arranged on the vehicle chassis, the power battery module and the fuel cell module are both arranged in the vehicle cockpit, a tail liquid recovery unit is provided at the bottom of the vehicle chassis, and a tail liquid delivery pipeline connected to the solid-state hydrogen pool module is provided on the tail liquid recovery unit.

7. A control method, characterized in that: For controlling the vehicle power system according to any one of claims 1 to 5, the control method comprises: Acquiring actual driving power parameters of the vehicle, and determining the start and stop and output power of the fuel cell module by analyzing the power parameters; In response to the determination of the start and stop of the fuel cell module and the output power, outputting a control instruction to start the fuel cell module; In response to the fuel cell module receiving a control instruction, obtaining operating parameters of the fuel cell module, and determining a hydrogen consumption condition of the fuel cell module by analyzing the operating parameters; In response to the determination of the hydrogen consumption conditions of the fuel cell module, a control instruction is output to start the solid-state hydrogen pool module, and the hydrogen consumption conditions are fed back to the solid-state hydrogen pool module, and the hydrogen release rate and hydrogen release pressure of the solid-state hydrogen pool module are dynamically adjusted according to the hydrogen consumption conditions until the vehicle stops.

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