An integrated hydrogen fuel cell vehicle power system and control method

Abstract

This invention relates to the field of vehicle powertrain technology, specifically to an integrated hydrogen fuel cell vehicle powertrain system and control method. The system includes a power drive module, a fuel cell module, a battery module, and a vehicle control module. The fuel cell module includes an integrated battery unit, a hydrogen release unit, and a heat exchange unit. The battery unit includes a battery enclosure, a battery stack, and a composite end plate. The composite end plate is tightly pressed onto the battery stack, forming a sealed hydrolysis chamber within it. The hydrogen release unit includes a feedstock assembly, a water supply assembly, and a tailings assembly, all connected to the hydrolysis chamber, and a hydrogen supply assembly connecting the hydrolysis chamber to the reaction side of the battery stack and the feedstock compartment. The heat exchange unit includes a heat exchange chamber disposed within the hydrolysis chamber. The battery module and the fuel cell module are respectively connected to the power drive module. This invention can significantly increase the driving range of the vehicle powertrain system while improving space adaptability and system efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and in particular to an integrated hydrogen fuel cell vehicle powertrain system and control method. Background Technology

[0002] Hydrogen energy is a renewable secondary energy source that has garnered widespread attention due to its pollution-free and environmentally friendly nature during energy conversion and utilization. Particularly in the automotive sector, it is used as a novel energy carrier to replace traditional fossil fuels in hydrogen fuel cell-based power systems. Inside the hydrogen fuel cell engine system, hydrogen and oxygen undergo an electrochemical reaction under the action of an electrochemical catalyst, releasing electrical and thermal energy. The electrical energy is used to power the vehicle, while the thermal energy is dissipated through external cooling devices.

[0003] Hydrogen can be stored in various forms, such as in cryogenic, low-pressure liquid form (liquid hydrogen) and in solid form using metal alloys or multidimensional metal alloys. The storage, transportation, and refueling processes all significantly impact the cost of large-scale hydrogen applications. For example, the production, transportation, and delivery of hydrogen consume substantial amounts of energy, negatively affecting its utilization. Furthermore, current automotive fuel cell powertrain technologies primarily focus on solid-state hydrogen storage cells or related fuel cell technologies. However, there are currently no established technical routes or methods for developing fuel cell composite endplates and manifolds to expand fuel cell applications based on solid-state hydrogen storage materials. Therefore, improving the convenience of hydrogen storage and use in vehicles and automotive powertrains, reducing hydrogen usage costs, minimizing losses in the overall hydrogen fuel energy conversion process, and ultimately improving the driving range of automotive powertrains are critical technical challenges that urgently need to be addressed. Summary of the Invention

[0004] The technical problem to be solved by the embodiments of the present invention is to provide an integrated hydrogen fuel cell vehicle power system and control method to solve the problem of insufficient vehicle range caused by the low energy density of conventional hydrogen storage in the prior art, which in turn makes it impossible to meet the long range requirements of commercial long-distance heavy trucks.

[0005] This invention discloses an integrated hydrogen fuel cell vehicle power system, including a power drive module, a fuel cell module, a battery module, and a vehicle control module. The power drive module provides driving energy for vehicle operation. The fuel cell module includes an integrated battery unit, a hydrogen release unit, and a heat exchange unit. The battery unit includes a battery enclosure, a battery stack disposed within the battery enclosure, and a composite end plate disposed outside the battery enclosure. The inner side of the composite end plate is attached to and pressed tightly against the battery stack. The hydrogen release unit includes a raw material component, a water supply component, a tailings component, and a hydrogen supply component arranged adjacent to the battery enclosure. A sealed hydrolysis chamber is formed within the composite end plate. The raw material component and the water supply component are respectively connected to the water... The system includes a hydrolysis chamber connection for quantitatively supplying hydrogen storage material and reaction water to the hydrolysis chamber. A tailings assembly is connected to the hydrolysis chamber for recovering the reaction tailings from the hydrolysis chamber. The hydrolysis chamber is also connected to the fuel cell stack reaction side and the raw material silo via the hydrogen supply assembly. The heat exchange unit includes a heat exchange chamber disposed within the hydrolysis chamber, and the heat exchange chamber has a heat exchange surface that fits against the inner side of the composite end plate. The battery module and the fuel cell module are respectively connected to the power drive module for collaborative power supply to the power drive module. The vehicle control module is communicatively connected to the power drive module, the fuel cell module, and the battery module for closed-loop control of the dynamic operation of each module according to the vehicle's power requirements.

[0006] Optionally, the raw material component includes a raw material bin located near the composite end plate, and a feeding channel located inside the composite end plate and below the hydrolysis chamber, the feeding channel being distributed along the length of the hydrolysis chamber;

[0007] One end of the feeding channel is connected to the bottom of the hydrolysis chamber, and the other end of the feeding channel is located on the end face of the composite end plate to form a feeding inlet. The raw material silo is connected to the feeding inlet through a pipeline and forms a bottom-up hydrogen storage material flow path inside the hydrolysis chamber.

[0008] Optionally, the water supply assembly includes a water tank located near the composite end plate, a water pump mounted on the water tank, and a plurality of atomizing nozzles located within the hydrolysis chamber. The plurality of atomizing nozzles are arranged along the top to bottom of the hydrolysis chamber, and the water tank is connected to all the atomizing nozzles via the water pump. Both the raw material silo and the water tank are provided with discharge ports.

[0009] Optionally, the outer side of the composite end plate is provided with mounting holes corresponding to the atomizing nozzles, the atomizing nozzles are disposed in the mounting holes, and a sealing ring is provided between the atomizing nozzles and the inner wall of the mounting holes.

[0010] Optionally, the fuel cell module further includes a water circulation component, which includes a tailwater recovery tank, a silencer water distributor, and a filter located near the battery packaging box. The tailwater recovery tank is connected to the anode reaction side and the cathode product side of the battery stack via pipelines. The tailwater recovery tank, the silencer water distributor, the filter, and the water tank are connected in sequence via pipelines, and a one-way valve is provided on the connecting pipeline between the filter and the water tank. The silencer water distributor is provided with an air exhaust port.

[0011] Optionally, the hydrogen supply assembly includes a hydrogen supply channel located inside the composite end plate and above the hydrolysis chamber, and a hydrogen buffer tank located outside the composite end plate, wherein the hydrogen supply channel is distributed along the length of the hydrolysis chamber.

[0012] One end of the hydrogen supply channel is connected to the top of the hydrolysis chamber, and the other end of the hydrogen supply channel is located on the end face of the composite end plate to form a hydrogen supply outlet, and forms a hydrogen flow path along the length of the hydrolysis chamber inside the hydrolysis chamber.

[0013] The hydrogen supply outlet is connected to the hydrogen buffer tank and the raw material silo via pipelines, and the hydrogen buffer tank is connected to the reaction side of the battery stack via pipelines.

[0014] Optionally, the heat exchange chamber includes a chamber body and a plurality of heat exchange fins disposed on the chamber body. The chamber body extends along the length direction of the hydrolysis chamber, and the inner wall of the chamber body forms the heat exchange surface. A cooling medium inlet is provided at the bottom of one end of the chamber body, and a cooling medium outlet is provided at the top of the other end of the chamber body.

[0015] The heat exchange fins are disposed on the cavity wall outside the chamber body, and the interior of the heat exchange fins is connected to the interior of the chamber body. The heat exchange fins are horizontally arranged along the length of the hydrolysis chamber, and multiple heat exchange fins are distributed sequentially from top to bottom. A heat exchange gap is formed between two adjacent heat exchange fins for the release of hydrogen gas to flow and exchange heat, and the flow direction of the cooling medium is opposite to the flow direction of the released hydrogen gas.

[0016] The cooling medium inlet and the cooling medium outlet are used for connecting to an external medium circulation device.

[0017] Optionally, the tail liquid assembly includes a tail liquid collection tank, which is supported at the bottom of the battery packaging box. The tail liquid collection tank has multiple sealed collection chambers formed horizontally inside. The tail liquid assembly also includes a filter element disposed between adjacent collection chambers.

[0018] The bottom of one end of the composite end plate is provided with a tail liquid outlet connected to the bottom of the hydrolysis chamber. The tail liquid collection chamber on one side of the tail liquid collection box is provided with a tail liquid collection port. The tail liquid outlet is connected to the tail liquid collection port through a pipeline. The bottom of the collection chamber on the other side of the tail liquid collection box is provided with a tail liquid discharge port. The filtration level of the multiple filter elements increases sequentially along the direction from the tail liquid collection port to the tail liquid discharge port.

[0019] The top of the end face of the composite end plate is also provided with a nitrogen purging port, which is used to connect to an external nitrogen supply device and is connected to the hydrolysis chamber. The nitrogen purging port and the tail liquid outlet are distributed on opposite end faces of the composite end plate.

[0020] Optionally, the power drive module includes an all-in-one controller, a driver, a drive motor, and drive wheels. The fuel cell module and the battery module are electrically connected to the driver through the all-in-one controller. The drive motor is mechanically connected to the drive wheels distributed on both sides of the vehicle, and the driver is electrically connected to the drive motor.

[0021] The integrated hydrogen fuel cell vehicle power system also includes a vehicle cooling module, which dissipates heat from the battery unit, the hydrogen release unit, and the battery module through heat exchange.

[0022] The present invention also discloses a control method for controlling the aforementioned integrated hydrogen fuel cell vehicle power system, the control method comprising:

[0023] In response to the vehicle being powered on and started, the system performs a self-check of the operating status of the power drive module, the fuel cell module, and the battery module, and enters a standby state after the self-check is passed.

[0024] It continuously receives driver operation signals and, in conjunction with real-time acquired vehicle operating parameters, calculates the current driving power required by the vehicle and sets the energy distribution strategy for the fuel cell module and the battery module based on the driving power.

[0025] In response to the energy allocation strategy, power is supplied to the fuel cell module, and the hydrogen consumption rate required for the fuel cell stack is calculated based on the target output power of the battery set in the energy allocation strategy.

[0026] Based on the calculated hydrogen consumption rate, the raw material assembly and the water supply assembly are controlled to quantitatively inject hydrogen storage material and reaction water into the hydrolysis chamber, and the hydrogen generated by the hydrolysis reaction is transported to the anode of the battery stack through the hydrogen supply assembly to participate in the reaction.

[0027] Simultaneously, the real-time temperatures of the battery stack and the hydrolysis chamber are acquired, and the flow rate of the cooling medium in the heat exchange chamber is adjusted based on a preset threshold until the hydrogen supply rate matches the hydrogen consumption rate required by the battery stack.

[0028] Compared with the prior art, the integrated hydrogen fuel cell vehicle power system and control method provided in this invention have the following advantages:

[0029] By directly integrating the sealed hydrolysis chamber into the composite endplate of the fuel cell stack, the catalytic hydrolysis reaction of the solid hydrogen storage material occurs adjacent to the fuel cell stack. The feedstock and water supply components quantitatively supply hydrogen storage material and reaction water to the hydrolysis chamber. The generated hydrogen is transported directly to the anode of the fuel cell stack via the hydrogen supply component to participate in the reaction, eliminating the mass transfer resistance and energy loss of long-distance hydrogen transportation. The heat exchange unit embedded in the hydrolysis chamber achieves bidirectional coordinated control of the hydrolysis reaction temperature and the fuel cell stack temperature by adhering to the heat exchange surface on the inner side of the composite endplate. The tail liquid component directly recovers the hydrolysis reaction tail liquid, compressing the processing space. The battery module and fuel cell module work together to supply power under the closed-loop scheduling of the vehicle control module, forming a highly integrated system of solid hydrogen storage feedstock hydrolysis, on-demand hydrogen production, and comprehensive utilization of reaction heat / electricity. While improving space adaptability and system efficiency, this system significantly reduces hydrogen transmission loss and tail liquid treatment costs, extends the fuel cell driving time, and thus greatly increases the driving range of the vehicle power system. Attached Figure Description

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

[0031] Figure 1 A schematic block diagram of the overall structure of the integrated hydrogen fuel cell vehicle power system provided in an embodiment of the present invention;

[0032] Figure 2 This is a schematic diagram of the internal structure of the composite end plate provided in an embodiment of the present invention;

[0033] Figure 3 This is a schematic block diagram of the structure of a fuel cell module provided in an embodiment of the present invention;

[0034] Figure 4 A schematic cross-sectional view of the heat exchange chamber provided in an embodiment of the present invention;

[0035] Figure 5 This is a schematic diagram of the tail liquid assembly provided in an embodiment of the present invention.

[0036] The markings in the attached diagram are as follows:

[0037] 1. Power drive module; 11. All-in-one controller; 12. Driver; 13. Drive motor; 14. Drive wheel; 2. Fuel cell module; 21. Battery packaging box; 22. Battery stack; 23. Composite end plate; 231. Hydrolysis chamber; 232. Nitrogen purging port; 24. Raw material assembly; 241. Raw material bin; 242. Feed channel; 243. Feed inlet; 25. Water supply assembly; 251. Water tank; 252. Atomizing nozzle; 253. Discharge port; 26. Tail liquid assembly; 261. Tail liquid collection box; 262. Collection chamber 263. Filter element; 264. Tail liquid outlet; 265. Tail liquid collection port; 266. Tail liquid discharge port; 27. Hydrogen supply assembly; 271. Hydrogen supply channel; 272. Hydrogen supply outlet; 28. Heat exchange chamber; 281. Chamber body; 282. Heat exchange fins; 283. Cooling medium inlet; 284. Cooling medium outlet; 29. ​​Water circulation assembly; 291. Tail liquid recovery tank; 292. Silencer water distributor; 293. Filter; 294. Air exhaust port; 3. Battery module; 4. Vehicle control module; 5. Vehicle cooling module. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0039] This invention discloses an integrated hydrogen fuel cell vehicle power system, such as... Figure 1 and Figure 2As shown, the vehicle includes a power drive module 1, a fuel cell module 2, a battery module 3, and a vehicle control module 4. The power drive module 1 provides driving energy for the vehicle. The fuel cell module 2 includes an integrated battery unit, a hydrogen release unit, and a heat exchange unit. The battery unit includes a battery enclosure 21, a battery stack 22 disposed within the battery enclosure 21, and a composite end plate 23 disposed outside the battery enclosure 21. The inner side of the composite end plate 23 is attached to and pressed tightly against the battery stack 22. The hydrogen release unit includes a raw material assembly 24, a water supply assembly 25, a tailings assembly 26, and a hydrogen supply assembly 27 disposed adjacent to the battery enclosure 21. A sealed hydrolysis chamber 231 is formed within the composite end plate 23. The raw material assembly 24 and the water supply assembly 25 are respectively connected to the hydrolysis chamber 231. The system is connected to the hydrolysis chamber 231, which is used to quantitatively supply hydrogen storage material and reaction water to the hydrolysis chamber 231. The tail liquid assembly 26 is connected to the hydrolysis chamber 231 and is used to recover the reaction tail liquid in the hydrolysis chamber 231. The hydrolysis chamber 231 is also connected to the reaction side of the battery stack 22 and the raw material bin 241 through the hydrogen supply assembly 27. The heat exchange unit includes a heat exchange chamber 28 set in the hydrolysis chamber 231, and the heat exchange chamber 28 has a heat exchange surface that fits against the inner side plate of the composite end plate 23. The battery module 3 and the fuel cell module 2 are respectively connected to the power drive module 1 and are used to provide power to the power drive module 1 in a coordinated manner. The vehicle control module 4 is communicatively connected to the power drive module 1, the fuel cell module 2, and the battery module 3 and is used to control the dynamic operation of each module in a closed loop according to the power demand of the vehicle.

[0040] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the battery unit, hydrogen release unit, and heat exchange unit in the fuel cell module 2 are highly integrated on the composite end plate 23 structure, achieving seamless connection and efficiency optimization between solid-state hydrogen storage and hydrogen release and fuel cell energy conversion. Specifically, the composite end plate 23 not only achieves traditional support, clamping force, and sealing functions by closely adhering to the battery stack 22 on its inner side, but also directly integrates the key processes of solid-state hydrogen storage material hydrolysis, hydrogen generation, and purification in its internal sealed hydrolysis chamber 231. The raw material component 24 and the water supply component 25 quantitatively inject hydrogen storage material and reaction water into this chamber, generating hydrogen through continuous hydrolysis reaction, while the reaction tail liquid is recovered in real time by the tail liquid component 26, forming a closed material circulation path, which significantly reduces the space requirements and operating costs of the solid-state hydrogen storage raw material tank 241 and the tail liquid treatment process. Furthermore, the heat exchange unit built into the hydrolysis chamber 231 exists in the form of a heat exchange chamber 28. Its heat exchange surface, which is in contact with the inner side of the composite end plate 23, directly captures the excess heat energy released by the hydrolysis reaction and quickly conducts the heat to the composite end plate 23. On the one hand, this maintains a suitable reaction temperature in the hydrolysis chamber 231 to ensure hydrolysis efficiency; on the other hand, it uses this heat to compensate for the temperature field in the end plate area of ​​the fuel cell stack 22, effectively suppressing the problem of electrochemical performance degradation in the first section of the fuel cell stack 22 caused by the end plate effect, thereby improving the overall working efficiency and stability of the fuel cell module 2. Hydrogen is directly transported from the hydrolysis chamber 231 to the reaction side of the fuel cell stack 22 and the feedstock silo 241 through the hydrogen supply component 27, realizing a zero-distance supply of hydrogen for continuous release and continuous utilization, thereby eliminating the risk of leakage and compression energy loss during long-distance pipeline transmission of hydrogen. This highly integrated layout allows the raw material component 24, water supply component 25, tail liquid component 26, and hydrogen supply component 27 of the hydrogen release unit to be compactly arranged on the composite end plate 23 structure, significantly improving the adaptability of the solid-state hydrogen storage system in vehicle space-constrained scenarios. The vehicle control module 4 dynamically adjusts the hydrolysis reaction rate, hydrogen supply flow rate, and heat exchange intensity based on the vehicle's power requirements, enabling the fuel cell module 2 and battery module 3 to work together to power the drive module 1, maximizing hydrogen utilization while ensuring system operating efficiency. Ultimately, through closed-loop material control to reduce the cost of the solid-state hydrogen storage system, in-situ utilization of heat energy to optimize stack performance, and short-range hydrogen transportation to reduce energy loss, the system achieves the minimization of energy conversion losses across the entire fuel cell chain and a fundamental improvement in the overall economic efficiency of the power system, providing a reliable and economical solution for hydrogen fuel cell power systems in vehicles.

[0041] Preferably, the solid hydrogen storage material is a high hydrogen storage density solid hydrogen storage material, including reversible solid hydrogen storage materials and irreversible solid hydrogen storage materials, including metallic solid hydrogen storage materials and non-metallic solid hydrogen storage materials, mainly high hydrogen storage density solid hydrogen storage materials that can release hydrogen by adding water. Examples include metallic materials such as magnesium (Mg), calcium (Ca), and aluminum (Al), hydrogen storage alloys, inorganic ionic compound solid hydrogen storage materials, carbonaceous solid hydrogen storage materials, and metal-organic framework compound solid hydrogen storage materials. Hydrogen storage alloys include binary, ternary, and multi-component systems, such as lithium hydride (LiH), sodium hydride (NaH), potassium hydride (KH), and magnesium dihydrogen hydride (MgH2O). ), calcium dihydrogen phosphate ( Aluminum trihydride ( Inorganic ionic compound solid hydrogen storage materials mainly include coordination hydrides and amino compounds, such as sodium aluminum tetrahydride (...). Lithium boron tetrahydrogenide () Both α and α-borane are solid hydrogen storage materials with relatively high hydrogen storage density.

[0042] Furthermore, combined Figure 3 As shown, the raw material assembly 24 includes a raw material bin 241 disposed near the composite end plate 23, and a feed channel 242 disposed below the hydrolysis chamber 231 within the composite end plate 23. The feed channel 242 is distributed along the length of the hydrolysis chamber 231.

[0043] One end of the feed channel 242 is connected to the bottom of the hydrolysis chamber 231, and the other end of the feed channel 242 is located on the end face of the composite end plate 23 to form a feed inlet 243. The raw material bin 241 is connected to the feed inlet 243 through a pipeline, and forms a bottom-up hydrogen storage material flow path inside the hydrolysis chamber 231.

[0044] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the specific structure of the raw material component 24 significantly optimizes the hydrogen storage material supply efficiency and enhances the system integration. Specifically, the feed channel 242 is arranged below the hydrolysis chamber 231 along its length, with one end connected to the bottom of the hydrolysis chamber 231 and the other end connected to the raw material bin 241 through the feed inlet 243 on the end face of the composite end plate 23, forming a bottom-up material transport path. This allows the hydrogen storage material to enter the hydrolysis chamber 231 and permeate upwards from the bottom of the chamber, fully contacting the water injected from the water supply component 25 to enhance solid-liquid mixing efficiency. This ensures that the hydrolysis reaction occurs uniformly in the vertical space of the chamber, avoids local reaction dead zones, and effectively increases the amount of hydrogen generated and the material conversion rate per unit time. Furthermore, the compact layout of the feed channel 242 integrated into the composite end plate 23 significantly shortens the transport distance from the raw material silo 241 to the reaction zone, minimizing the external space occupied by the raw material assembly 24 and further enhancing the adaptability of the solid-state hydrogen storage system within the confined space of a vehicle. The raw material silo 241 and the feed inlet 243 are connected by an external pipeline, which allows for flexible adjustment of the raw material supply position and facilitates maintenance and replacement. Combined with the real-time recovery function of the tail liquid assembly 26, a closed-loop material circulation system is formed from raw material injection to reaction tail liquid discharge, thereby reducing the overall cost of the solid-state hydrogen storage raw material silo 241 and the tail liquid treatment unit.

[0045] Furthermore, the water supply assembly 25 includes a water tank 251 located near the composite end plate 23, a water pump installed on the water tank 251, and a plurality of atomizing nozzles 252 located in the hydrolysis chamber 231. The plurality of atomizing nozzles 252 are arranged along the top to bottom direction of the hydrolysis chamber 231, and the water tank 251 is connected to all the atomizing nozzles 252 through the water pump. Both the raw material bin 241 and the water tank 251 are provided with discharge ports 253.

[0046] Furthermore, the outer side of the composite end plate 23 is provided with mounting holes corresponding to the atomizing nozzles 252. The atomizing nozzles 252 are disposed in the mounting holes, and a sealing ring is provided between the atomizing nozzles 252 and the inner wall of the mounting holes.

[0047] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, water supply on demand is achieved through the coordinated action of water tank 251 and water pump. Multiple atomizing nozzles 252 arranged from top to bottom along the hydrolysis chamber 231 form a closed-loop water system with the water tank 251 near the composite end plate 23. This ensures that the reaction water is uniformly atomized and covers the entire hydrolysis chamber 231 space from top to bottom. Combined with the bottom-to-top feeding path of the injected hydrogen storage material, a reverse flow contact mode is formed, significantly shortening the liquid-solid mixing time and reducing excessive consumption of reaction water, ensuring sufficient wetting of the hydrogen storage material. The atomizing nozzles 252 are directly embedded in the mounting holes on the outer surface of the composite end plate 23, and the inner wall of the holes is sealed by a sealing ring, effectively preventing hydrogen leakage and pressure loss within the chamber, while also reducing the complexity of external piping layout. Multiple atomizing nozzles 252 are arranged in a longitudinal gradient, allowing for adjustment of the water injection volume in different sections to accommodate variations in the packing density of the hydrogen storage material within the chamber. This prevents clumping or incomplete hydrolysis caused by localized over-wetting and enhances the dynamic contact area between the reaction water and the material. The design of separate discharge ports 253 for the raw material bin 241 and water tank 251 provides a foundation for residual material recovery and system maintenance. The overall structure is highly compact in terms of space utilization, further reducing the layout limitations of solid-state hydrogen storage systems within vehicle space. A precise and controllable water supply mechanism improves the continuity of hydrolysis, thereby optimizing the hydrogen generation rate and unit energy conversion efficiency.

[0048] Furthermore, the fuel cell module 2 also includes a water circulation assembly 29, which includes a tailwater recovery tank 291, a silencer water distributor 292, and a filter 293 located near the battery packaging box 21. The tailwater recovery tank 291 is connected to the anode reaction side and the cathode product side of the battery stack 22 through pipelines. The tailwater recovery tank 291, the silencer water distributor 292, the filter 293, and the water tank 251 are connected in sequence through pipelines. A one-way valve is provided on the connecting pipeline between the filter 293 and the water tank 251. The silencer water distributor 292 is provided with an air exhaust port 294.

[0049] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the water circulation component 29 in fuel cell module 2 significantly optimizes the water resource utilization efficiency and operational economy of the entire system. Specifically, the tailwater recovery tank 291 is connected to the anode reaction side and cathode product side of the fuel cell stack 22 via pipelines, and can directly collect the liquid water byproducts generated by the electrochemical reaction, achieving preliminary water recovery. Since not all hydrogen can be completely electrolyzed during the electrochemical reaction to release electrical energy inside the fuel cell stack 22, some electrolysis products remain in the anode, mainly including unreacted hydrogen and a small amount of water vapor, which can be recovered in the tailwater recovery tank 291. Furthermore, since the hydrogen generated by hydrolysis in the hydrolysis chamber 231 needs to have a certain humidity to meet the mass transfer conditions of the fuel cell stack 22, the water vapor products located at the cathode after the electrochemical reaction to release electrical energy inside the fuel cell stack 22 do not need to be refluxed and can be recovered in the tailwater recovery tank 291. The recovered tailwater undergoes gas-liquid separation via a silencer-type water separator 292, where air exhaust 294 discharges gas components to prevent air bubbles from interfering with water circulation and to eliminate noise from the drainage airflow. Liquid water, after being purified by a filter 293 to remove solid impurities, flows back to the water tank 251 via a pipeline equipped with a one-way valve, forming a closed-loop water circulation path. This allows the reaction water, which would otherwise require external replenishment, to be directly supplied by the products of the fuel cell stack 22 itself, significantly reducing dependence on external pure water. Furthermore, the noise suppression of the silencer-type water separator 292, the impurity trapping of the filter 293, and the backflow prevention of the one-way valve ensure that the circulating water quality meets the purity requirements of the hydrolysis reaction. The arrangement of the tailwater recovery tank 291, the silencer-type water separator 292, and the filter 293 near the fuel cell packaging box 21 significantly shortens the transmission distance of the recovery pipeline, reduces water transport energy consumption and heat loss, further compresses the overall space occupation and maintenance costs of the hydrogen release unit, thereby enhancing the continuous operation capability and system integration of the fuel cell module 2.

[0050] Furthermore, the hydrogen supply assembly 27 includes a hydrogen supply channel 271 located inside the composite end plate 23 and above the hydrolysis chamber 231, and a hydrogen buffer tank located outside the composite end plate 23. The hydrogen supply channel 271 is distributed along the length of the hydrolysis chamber 231.

[0051] One end of the hydrogen supply channel 271 is connected to the top of the hydrolysis chamber 231, and the other end of the hydrogen supply channel 271 is located on the end face of the composite end plate 23 to form a hydrogen supply outlet 272, and forms a hydrogen flow path along the length of the hydrolysis chamber 231 inside the hydrolysis chamber 231.

[0052] The hydrogen outlet 272 is connected to the hydrogen buffer tank and the raw material silo 241 via pipelines, and the hydrogen buffer tank is connected to the reaction side of the battery stack 22 via pipelines.

[0053] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the optimization of the hydrogen supply component 27 achieves deep synergy between hydrogen generation, transportation, and material circulation, significantly improving system energy efficiency. Specifically, the hydrogen supply channel 271 is arranged directly above the hydrolysis chamber 231 along its length, collecting the hydrogen generated by the hydrolysis reaction along the top of the chamber to form a flow path along its length, and then splitting it through the hydrogen supply outlet 272. One path is transported to the hydrogen buffer tank for temporary hydrogen storage and regulation, while the other path is introduced into the feedstock hopper 241 in the form of a high-speed airflow, using its kinetic energy to propel the hydrogen storage material into the hydrolysis chamber 231 through the feed channel 242, forming a hydrogen-driven self-circulating feed mode. The hydrogen buffer tank is directly connected to the reaction side of the fuel cell stack 22 through a short pipeline to ensure the immediate supply of hydrogen. This structure fully utilizes the rising characteristics of hydrogen and the high-speed airflow energy to replace the traditional mechanical feeding device to complete the recovery of unreacted hydrogen and the transportation of hydrogen storage material, eliminating additional feeding energy consumption. Furthermore, the hydrogen buffer tank smooths out fluctuations in hydrogen supply from hydrolysis and provides a buffer for system start-up and shutdown, ensuring continuous and stable reactor stack reaction. In addition, the hydrogen supply channel 271, integrated into the composite end plate 23, significantly shortens the hydrogen transmission distance, and the compressed path from the hydrogen supply outlet 272 to the reactor side of the stack completely avoids pipeline pressure loss and leakage risks. This forms a closed-loop system of "hydrogen generation-buffering-utilization-driving cycle," reducing the energy consumption and maintenance costs of the hydrogen storage system.

[0054] Furthermore, combined Figure 2 and Figure 4 As shown, the heat exchange chamber 28 includes a chamber body 281 and a plurality of heat exchange fins 282 disposed on the chamber body 281. The chamber body 281 extends along the length direction of the hydrolysis chamber 231, and the inner wall of the chamber body 281 forms a heat exchange surface. A cooling medium inlet 283 is provided at the bottom of one end of the chamber body 281, and a cooling medium outlet 284 is provided at the top of the other end of the chamber body 281.

[0055] Heat exchange fins 282 are disposed on the cavity wall outside the chamber body 281, and the interior of heat exchange fins 282 is connected to the interior of chamber body 281. Heat exchange fins 282 are horizontally arranged along the length of hydrolysis chamber 231, and multiple heat exchange fins 282 are distributed sequentially from top to bottom. A heat exchange gap is formed between two adjacent heat exchange fins 282 for heat exchange of released hydrogen gas flow, and the flow direction of the cooling medium is opposite to the flow direction of released hydrogen gas.

[0056] The cooling medium inlet 283 and cooling medium outlet 284 are used for external medium circulation equipment.

[0057] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the chamber body 281 extends along the length of the hydrolysis chamber 231, and its inner wall forms a heat exchange surface that directly contacts the inner surface of the composite end plate 23, ensuring that the heat from the hydrolysis reaction is efficiently absorbed through heat conduction. Multiple internally interconnected horizontal heat exchange fins 282 distributed on the outer wall of the chamber body 281 longitudinally divide the hydrolysis chamber 231 into multiple layers of parallel heat exchange gaps. This allows the released hydrogen gas to flow through the fin gaps in a heat exchange mode that flows in the opposite direction to the cooling medium, maximizing the temperature difference-driven energy and significantly improving the heat exchange efficiency per unit volume. The cooling medium enters from the bottom inlet of the chamber body 281, flows through the internal channels of the chamber body 281 and all the heat exchange fins 282, and exits from the top outlet. Its flow path runs through the entire depth of the heat exchange chamber 28, not only rapidly dissipating the heat released by the hydrolysis reaction to maintain a constant temperature environment inside the chamber, but also directly transferring the absorbed heat to the composite end plate 23, compensating for heat loss in the end plate area, making the temperature of the first cell of the battery stack 22 more uniform, thereby suppressing the electrochemical performance degradation caused by the end plate effect. This structure integrates heat recovery and distribution functions into the hydrolysis chamber 231, eliminating the space occupied by traditional external heat dissipation systems, and increasing the actual heat exchange area through the heat exchange fins 282, shortening the heat conduction path, and forming a multifunctional composite chamber end plate in coordination with the hydrogen supply, realizing the physical integration of hydrogen release, heat exchange and end plate support, thereby reducing the system's thermal management energy consumption and the impact of temperature gradient on the stability of the battery stack, and improving the overall energy conversion efficiency.

[0058] Furthermore, combined Figure 1 , Figure 2 and Figure 5 As shown, the tail liquid assembly 26 includes a tail liquid collection tank 261, which is supported at the bottom of the battery packaging box 21. The tail liquid collection tank 261 has multiple sealed collection chambers 262 formed in the horizontal direction inside. The tail liquid assembly 26 also includes a filter element 263 disposed between adjacent collection chambers 262.

[0059] The bottom of one end of the composite end plate 23 is provided with a tail liquid outlet 264 connected to the bottom of the hydrolysis chamber 231. The collection chamber 262 on one end of the tail liquid collection box 261 is provided with a tail liquid collection port 265. The tail liquid outlet 264 is connected to the tail liquid collection port 265 through a pipeline. The bottom of the collection chamber 262 on the other end of the tail liquid collection box 261 is provided with a tail liquid discharge port 266. The filtration level of the multiple filter elements 263 increases sequentially from the tail liquid collection port 265 to the tail liquid discharge port 266.

[0060] The top of the end face of the composite end plate 23 is also provided with a nitrogen purging port 232. The nitrogen purging port 232 is used to connect to an external nitrogen supply device, and the nitrogen purging port 232 is connected to the hydrolysis chamber 231. The nitrogen purging port 232 and the tail liquid outlet 264 are distributed on opposite end faces of the composite end plate 23.

[0061] In the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the tail liquid collection tank 261 is supported at the bottom of the battery encapsulation box 21. Multiple horizontally distributed sealed collection chambers 262 within the tank achieve tiered filtration through filter elements 263. The tail liquid outlet 264 transports the reaction tail liquid from the bottom of the hydrolysis chamber 231 to the tail liquid collection port 265 via a pipeline. As the tail liquid flows through different collection chambers 262, it is purified by filter elements 263 with progressively higher filtration levels, and finally discharged centrally through the tail liquid discharge port 266. This structure improves filtration accuracy through multi-chamber physical isolation. The internal space of the tail liquid collection tank 261 can both support the encapsulation box and store tail liquid, providing multi-functional utilization. Simultaneously, it avoids frequent filter material replacement and saves space occupied by external filtration equipment. A nitrogen purging port 232 is located on the top end face of the composite end plate 23, forming a spatially opposite arrangement with the tail liquid outlet 264. Nitrogen gas injected by an external nitrogen supply device penetrates vertically downwards along the hydrolysis chamber 231, pushing the residual liquid to be completely emptied and maintaining an inert environment in the chamber, ensuring the stability of the continuous hydrolysis reaction and preventing residual reactants from remaining in the hydrolysis chamber 231 after the hydrolysis reaction. Preferably, the nitrogen purging port 232 is a quick-connect self-locking sealing connector, which is convenient for insertion and removal. Therefore, this embodiment seamlessly integrates the tail liquid recovery function while supporting the battery packaging box 21 with the tail liquid collection box 261 to maintain the overall structural strength, reducing the number of independent support components, significantly reducing the maintenance frequency, and ultimately extending the uninterrupted power supply time of the fuel cell module 2.

[0062] Furthermore, the power drive module 1 includes an all-in-one controller 11, a driver 12, a drive motor 13, and drive wheels 14. The fuel cell module 2 and the battery module 3 are electrically connected to the driver 12 through the all-in-one controller 11, and the drive motor 13 is mechanically connected to the drive wheels 14 distributed on both sides of the vehicle. The driver 12 is also electrically connected to the drive motor 13.

[0063] The integrated hydrogen fuel cell vehicle power system also includes a vehicle cooling module 5, which is used to dissipate heat from the battery unit, hydrogen release unit and battery module 3 through heat exchange.

[0064] Through the implementation of the above-described integrated hydrogen fuel cell vehicle power system embodiment, the power drive module 1 integrates the coordinated power output of the fuel cell module 2 and the battery module 3 via the multi-in-one controller 11. The driver 12 then controls the operating state of the drive motor 13 in real time, ensuring that the torque of the drive motor 13 is precisely transmitted to the drive wheels 14 on both sides of the vehicle, achieving efficient conversion of electrical energy to mechanical energy. This integrated electronic control architecture eliminates the multi-stage power conversion links in the traditional powertrain, significantly shortens the power transmission path, reduces high-voltage electronic control losses, and improves the vehicle's driving response efficiency. The vehicle cooling module 5, together with the battery unit, hydrogen release unit, and battery module 3, forms an integrated heat exchange network. By sharing a thermal management interface, it centrally handles the heat of electrochemical reaction, the heat of hydrolysis reaction, and the heat of battery charging and discharging. This avoids the space occupation and energy redundancy of redundant independent cooling systems. Furthermore, the heat exchange process preferably maintains the temperature field balance of each module synchronously through a medium circulation method, suppressing the negative impact of local overheating on the catalytic activity, hydrogen release reaction rate, and lithium battery performance of the fuel cell stack 22. This ensures the continuous and stable output capability and overall service life of the power system under complex operating conditions, thereby achieving deep coupling between power control and thermal management at the physical level and reducing system operating energy consumption and maintenance complexity.

[0065] The present invention also discloses a control method for controlling the aforementioned integrated hydrogen fuel cell vehicle power system, the control method comprising:

[0066] In response to the vehicle being powered on and started, the system self-checks the operating status of the power drive module 1, fuel cell module 2, and battery module 3, and enters standby mode after passing the self-check.

[0067] It continuously receives driver operation signals and, in conjunction with real-time acquired vehicle operating parameters, calculates the current driving power required by the vehicle and sets the energy distribution strategy for the fuel cell module 2 and battery module 3 based on the driving power.

[0068] In response to the energy distribution strategy, power is supplied to the fuel cell module 2. Based on the target output power of the battery set in the energy distribution strategy, the hydrogen consumption rate required to obtain the battery stack 22 is calculated.

[0069] Based on the calculated hydrogen consumption rate, the raw material assembly 24 and the water supply assembly 25 are controlled to quantitatively inject hydrogen storage material and reaction water into the hydrolysis chamber 231, and the hydrogen generated by the hydrolysis reaction is transported to the anode of the battery stack 22 through the hydrogen supply assembly 27 to participate in the reaction.

[0070] Simultaneously, the real-time temperatures of the battery stack 22 and the hydrolysis chamber 231 are collected, and the flow rate of the cooling medium in the heat exchange chamber 28 is adjusted based on a preset threshold until the hydrogen supply rate matches the hydrogen consumption rate required by the battery stack 22.

[0071] Through the implementation of the above control method embodiments, the self-testing mechanism can ensure the initial operational reliability of the power drive module 1, fuel cell module 2, and battery module 3. By real-time acquisition of vehicle operating parameters and driver operation signals, the drive power is calculated, and a coordinated power supply strategy for fuel cell module 2 and battery module 3 is formulated accordingly, achieving precise matching of power output. When the decision is made to start fuel cell power supply, the target output power of the battery is directly deduced into the hydrogen consumption rate, and based on this rate value, the raw material component 24 is synchronously and dynamically controlled to quantitatively inject hydrogen storage material into the hydrolysis chamber 231, and the water supply component 25 quantitatively supplies reaction water, ensuring from the source that the hydrogen generation rate of the hydrolysis reaction is consistent with the real-time demand of the battery stack 22. The hydrogen supply component 27 then delivers hydrogen to the anode of the battery stack 22 to participate in the reaction, forming a millisecond-level closed-loop control chain of "power demand - hydrogen consumption - raw material supply". Meanwhile, by dynamically monitoring the real-time temperature of the battery stack 22 and the hydrolysis chamber 231, the flow rate of the cooling medium in the heat exchange chamber 28 is automatically adjusted based on a preset threshold. This maintains the stability of the hydrolysis reaction temperature to optimize hydrogen production efficiency, and also uses heat exchange control to compensate for the temperature field in the endplate region of the battery stack 22. The dual temperature control mechanism works together to suppress the endplate effect on the performance of the first cell of the stack. Ultimately, based on the precise matching of the hydrogen supply rate and consumption rate, the thermal energy management is optimized and the overall energy efficiency of the fuel cell is maximized simultaneously.

[0072] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Those skilled in the art can modify the technical solutions described in the above embodiments, or make equivalent substitutions for some of the technical features; and all such modifications and substitutions should fall within the protection scope of the present invention.

Claims

1. An integrated hydrogen fuel cell vehicle power system, characterized in that, The integrated hydrogen fuel cell vehicle power system includes: The power drive module is used to provide driving energy for vehicle movement; A fuel cell module includes an integrated battery unit, a hydrogen release unit, and a heat exchange unit. The battery unit includes a battery enclosure, a battery stack within the battery enclosure, and a composite end plate outside the battery enclosure. The inner side of the composite end plate is attached to and pressed tightly against the power generation unit of the battery stack. The hydrogen release unit includes a feedstock assembly, a water supply assembly, a tailings assembly, and a hydrogen supply assembly arranged adjacent to the battery enclosure. A sealed hydrolysis chamber is formed within the composite end plate. The feedstock assembly and the water supply assembly are respectively connected to the hydrolysis chamber for supplying hydrogen to the hydrolysis chamber. The system provides hydrogen storage material and reaction water. The tail liquid assembly is connected to the hydrolysis chamber and is used to recover the reaction tail liquid in the hydrolysis chamber. The raw material assembly includes a raw material bin located near the composite end plate and a feed channel located in the composite end plate and below the hydrolysis chamber. The feed channel is distributed along the length of the hydrolysis chamber. The hydrolysis chamber is also connected to the reaction side of the battery stack and the raw material bin through the hydrogen supply assembly. The heat exchange unit includes a heat exchange chamber disposed in the hydrolysis chamber, and the heat exchange chamber has a heat exchange surface that is in contact with the inner side of the composite end plate. The hydrogen supply assembly includes a hydrogen supply channel located inside the composite end plate and above the hydrolysis chamber. The hydrogen supply channel is distributed along the length of the hydrolysis chamber. One end of the hydrogen supply channel is connected to the top of the hydrolysis chamber, and the other end of the hydrogen supply channel forms a hydrogen supply outlet on the end face of the composite end plate. A hydrogen flow path along the length of the hydrolysis chamber is formed inside the hydrolysis chamber. The heat exchange chamber includes a chamber body and a plurality of heat exchange fins disposed on the chamber body. The chamber body extends along the length of the hydrolysis chamber, and the inner wall of the chamber body forms the heat exchange surface. A cooling medium inlet is provided at the bottom of one end of the chamber body, and a cooling medium outlet is provided at the top of the other end of the chamber body. The heat exchange fins are disposed on the cavity wall outside the chamber body, and the interior of the heat exchange fins is connected to the interior of the chamber body. The heat exchange fins are horizontally arranged along the length of the hydrolysis chamber, and multiple heat exchange fins are distributed sequentially from top to bottom. A heat exchange gap is formed between two adjacent heat exchange fins for the release of hydrogen gas to flow and exchange heat, and the cooling medium and hydrogen gas form convective heat exchange on both sides of the heat exchange fins. A battery module is connected to the power drive module, and is used to provide power to the power drive module in a coordinated manner. The vehicle control module is communicatively connected to the power drive module, the fuel cell module, and the battery module, and is used to dynamically control the operation of each module in a closed loop according to the vehicle's power requirements.

2. The integrated hydrogen fuel cell vehicle power system according to claim 1, characterized in that: One end of the feeding channel is connected to the bottom of the hydrolysis chamber, and the other end of the feeding channel is located on the end face of the composite end plate to form a feeding inlet. The raw material silo is connected to the feeding inlet through a pipeline and forms a bottom-up hydrogen storage material flow path inside the hydrolysis chamber.

3. The integrated hydrogen fuel cell vehicle power system according to claim 2, characterized in that: The water supply assembly includes a water tank located near the composite end plate, a water pump mounted on the water tank, and multiple atomizing nozzles located within the hydrolysis chamber. The multiple atomizing nozzles are arranged along the top to bottom of the hydrolysis chamber, and the water tank is connected to all the atomizing nozzles via the water pump. Both the raw material silo and the water tank are provided with discharge ports.

4. The integrated hydrogen fuel cell vehicle power system according to claim 3, characterized in that: The outer side of the composite end plate has mounting holes corresponding to the atomizing nozzles. The atomizing nozzles are disposed in the mounting holes, and a sealing ring is provided between the atomizing nozzles and the inner wall of the mounting holes.

5. The integrated hydrogen fuel cell vehicle power system according to claim 3, characterized in that: The fuel cell module also includes a water circulation component, which includes a tailwater recovery tank, a silencer water distributor, and a filter located near the battery packaging box. The tailwater recovery tank is connected to the anode reaction side and the cathode product side of the battery stack via pipelines. The tailwater recovery tank, the silencer water distributor, the filter, and the water tank are connected in sequence via pipelines, and a one-way valve is provided on the connecting pipeline between the filter and the water tank. The silencer water distributor is provided with an air exhaust port.

6. The integrated hydrogen fuel cell vehicle power system according to claim 2, characterized in that: The hydrogen supply assembly includes a hydrogen buffer tank located outside the composite end plate; The hydrogen supply outlet is connected to the hydrogen buffer tank and the raw material silo via pipelines, and the hydrogen buffer tank is connected to the reaction side of the battery stack via pipelines.

7. The integrated hydrogen fuel cell vehicle power system according to claim 6, characterized in that: The cooling medium inlet and the cooling medium outlet are used for connecting to an external medium circulation device.

8. The integrated hydrogen fuel cell vehicle power system according to claim 1, characterized in that: The tail liquid assembly includes a tail liquid collection tank, which is supported at the bottom of the battery packaging box. The tail liquid collection tank has multiple sealed collection chambers formed horizontally inside. The tail liquid assembly also includes a filter element disposed between adjacent collection chambers. The bottom of one end of the composite end plate is provided with a tail liquid outlet connected to the bottom of the hydrolysis chamber. The tail liquid collection chamber on one side of the tail liquid collection box is provided with a tail liquid collection port. The tail liquid outlet is connected to the tail liquid collection port through a pipeline. The bottom of the collection chamber on the other side of the tail liquid collection box is provided with a tail liquid discharge port. The filtration level of the multiple filter elements increases sequentially along the direction from the tail liquid collection port to the tail liquid discharge port. The top of the end face of the composite end plate is also provided with a nitrogen purging port, which is used to connect to an external nitrogen supply device and is connected to the hydrolysis chamber. The nitrogen purging port and the tail liquid outlet are distributed on opposite end faces of the composite end plate.

9. The integrated hydrogen fuel cell vehicle power system according to claim 1, characterized in that: The power drive module includes an all-in-one controller, a driver, a drive motor, and drive wheels. The fuel cell module and the battery module are electrically connected to the driver through the all-in-one controller. The drive motor is mechanically connected to the drive wheels distributed on both sides of the vehicle, and the driver is electrically connected to the drive motor. The integrated hydrogen fuel cell vehicle power system also includes a vehicle cooling module, which dissipates heat from the battery unit, the hydrogen release unit, and the battery module through heat exchange.

10. A control method for controlling the integrated hydrogen fuel cell vehicle power system according to any one of claims 1-9, characterized in that, The control method includes: In response to the vehicle being powered on and started, the system performs a self-check of the operating status of the power drive module, the fuel cell module, and the battery module, and enters a standby state after the self-check is passed. It continuously receives driver operation signals and, in conjunction with real-time acquired vehicle operating parameters, calculates the current driving power required by the vehicle and sets the energy distribution strategy for the fuel cell module and the battery module based on the driving power. In response to the energy allocation strategy, power is supplied to the fuel cell module, and the hydrogen consumption rate required for the fuel cell stack is calculated based on the target output power of the battery set in the energy allocation strategy. Based on the calculated hydrogen consumption rate, the raw material assembly and the water supply assembly are controlled to quantitatively inject hydrogen storage material and reaction water into the hydrolysis chamber, and the hydrogen generated by the hydrolysis reaction is transported to the anode of the battery stack through the hydrogen supply assembly to participate in the reaction. Simultaneously, the real-time temperatures of the battery stack and the hydrolysis chamber are acquired, and the flow rate of the cooling medium in the heat exchange chamber is adjusted based on a preset threshold until the hydrogen supply rate matches the hydrogen consumption rate required by the battery stack.

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