Hydrogen and electric dual-mode energy management system and method

Abstract

The present application relates to a kind of hydrogen electricity dual-mode energy management method management system and method, it relates to hydrogen fuel cell engine technical field, the system includes: shell, including first shell and second shell, first shell and second shell detachably connected, first shell and second shell are connected to form upper accommodating cavity and lower accommodating cavity, the outer surface of shell is equipped with heat exchange structure and modeling feature part;Conversion module, is installed in upper accommodating cavity, conversion module is equipped with first inlet;Fuel cell module, is installed in upper accommodating cavity, fuel cell module is equipped with second inlet, second inlet is respectively connected with conversion module and the air inlet of shell;Battery module, is installed in lower accommodating cavity, battery module is connected with fuel cell module;Control unit is configured to switch operating state in vehicle mode and off-vehicle mode. With smaller volume, the effect that vehicle and household power supply mode can be flexibly switched is realized.

Description

Technical Field

[0001] This invention relates to the field of hydrogen fuel cell engine technology, and in particular to a hydrogen-electric dual-mode energy management system and method. Background Technology

[0002] With the development of new energy technologies, hydrogen-electric hybrid systems have become an important direction for motorcycle power upgrades due to their advantages such as zero emissions, high energy density, and rapid refueling. However, existing hydrogen-electric hybrid systems are mostly designed for automobiles, resulting in large sizes and limited functions, making them difficult to adapt to the space constraints and diverse power needs of motorcycles. Furthermore, traditional systems lack the flexibility to switch to home power supplies, hindering efficient and comprehensive energy utilization. Therefore, there is an urgent need to develop a compact hydrogen-electric dual-mode energy management system that can meet the power supply needs of motorcycle operation while also serving as a mobile power source connected to a home microgrid, thereby improving hydrogen energy utilization. Summary of the Invention

[0003] This invention provides a hydrogen-electric dual-mode energy management system and method, which solves the problems of large size, limited function, and inability to flexibly switch between vehicle and home power supply modes in hydrogen-electric hybrid power systems for motorcycles.

[0004] In a first aspect, the present invention provides a hydrogen-electric dual-mode energy management system, the system comprising:

[0005] The outer shell includes a first shell and a second shell, the first shell and the second shell are detachably connected, the first shell and the second shell are connected to form an upper receiving cavity and a lower receiving cavity, and the outer surface of the outer shell is provided with a heat exchange structure and a shape feature part;

[0006] A conversion module is installed in the upper receiving cavity, and the conversion module is provided with a first inlet.

[0007] A fuel cell module is installed in the upper receiving cavity. The fuel cell module is provided with a second feed port, which is connected to the conversion module and the air inlet of the outer shell, respectively.

[0008] A battery module is installed in the lower receiving cavity, and the battery module is connected to the fuel cell module;

[0009] The control unit is connected to the battery module and configured to switch between in-vehicle mode and off-vehicle mode.

[0010] Secondly, the present invention also provides a hydrogen-electric dual-mode energy management method, the method being used in the hydrogen-electric dual-mode energy management system described in any of the above embodiments, comprising:

[0011] S1. Pattern recognition, detecting the current connection status of the system;

[0012] S2, Power Allocation: Dynamically adjusts the output ratio of the fuel cell module and the battery module based on the identified pattern.

[0013] The technical solutions provided in the embodiments of the present invention have the following advantages compared with the prior art:

[0014] This system achieves a compact size (reducing space occupation by 40% compared to traditional systems) through an integrated shell design (the first and second shells are detachably connected) and a dual-chamber layout (the upper chamber houses the fuel cell module, and the lower chamber houses the battery module), perfectly adapting to motorcycle installation requirements. The control unit supports intelligent switching between on-board and off-board modes: when the motorcycle is in motion, it dynamically coordinates the output of the fuel cell and battery to ensure power demand; after parking, it can be connected to a microgrid through a home power supply interface module to provide stable power to home appliances, realizing "dual-use" hydrogen energy for both vehicles and homes. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A structural block diagram of a hydrogen-electric dual-mode energy management system provided in an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the structure of a hydrogen-electric dual-mode energy management system provided in an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of another hydrogen-electric dual-mode energy management system provided in an embodiment of the present invention;

[0020] Figure 4 This is an assembly effect diagram of a hydrogen-electric dual-mode energy management system provided in an embodiment of the present invention;

[0021] Figure 5 This is a flowchart illustrating a hydrogen-electric dual-mode energy management method provided in an embodiment of the present invention.

[0022] Figure Labels

[0023] 1. Outer shell; 2. Fuel cell module; 21. First inlet; 22. Second inlet; 3. Battery module; 4. Control unit; 5. Conversion module; 11. First housing; 12. Second housing; 13. Upper cavity; 14. Lower cavity; 15. Heat exchange structure; 16. Shape feature. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Example

[0026] See Figure 1-4 This invention provides a hydrogen-electric dual-mode energy management system. The system includes a housing 1, comprising a first housing 11 and a second housing 12, which are detachably connected. The first housing 11 and the second housing 12 form an upper receiving cavity 13 and a lower receiving cavity 14. The outer surface of the housing 1 is provided with a heat exchange structure 15 and a shaped feature portion 16. A conversion module 5 is installed in the upper receiving cavity 13, and has a first inlet 21. A fuel cell module 2 is installed in the upper receiving cavity 13, and has a second inlet 22, which is connected to both the conversion module 5 and the air inlet of the housing 1. A battery module 3 is installed in the lower receiving cavity 14 and is connected to the fuel cell module 2. A control unit 4 is connected to the battery module 3 and configured to switch between on-board and off-board modes. Specific details of each component are as follows:

[0027] In this embodiment, the first housing 11 and the second housing 12 are provided with matching bolt holes. When the first housing 11 and the second housing 12 are connected, an upper receiving cavity 13 and a lower receiving cavity 14 are formed inside the outer shell 1, respectively. The upper receiving cavity 13 is above the lower receiving cavity 14. The surface of the outer shell 1 at the upper receiving cavity 13 is provided with a heat exchange structure 15, and the surface of the outer shell 1 at the lower receiving cavity 14 is provided with a shape feature part 16. The fuel cell module 2 is used to convert the stored hydrogen energy into electrical energy. The battery is used to store electrical energy and supply electrical energy to the control unit 4. The control unit 4 is pre-set with a vehicle mode and an off-vehicle mode. When the hydrogen-electric dual-mode energy management system is connected to a transportation device (e.g., an electric motorcycle or an electric tricycle), the vehicle mode is operated. When the hydrogen-electric dual-mode energy management system is connected to the power grid, the off-vehicle mode is operated.

[0028] In a specific embodiment, the motorcycle is equipped with a container for storing methanol, which is connected to a conversion module 5. A first inlet 21 is connected to the methanol storage container. The conversion module 5 converts methanol into hydrogen and supplies the hydrogen to the fuel cell module 2. A second inlet 22 connects to an external hydrogen storage container, directly supplying hydrogen to the fuel cell module 2 to enable its operation. The outer shell 1 is made of cast aluminum alloy, and the first shell 11 and the second shell 12 are connected by 26 stainless steel bolts. A 3kW fuel cell stack is installed in the upper cavity 13, and a 72V / 20Ah lithium-ion battery pack is arranged in the lower cavity 14. The control unit 4 communicates with each module via a CAN bus. This achieves a compact layout, meeting the space constraints of motorcycles and the needs of various usage scenarios.

[0029] Furthermore, the heat exchange structure 15 includes parallel heat dissipation fins with a spacing of 5mm-8mm and a protrusion height of 8mm-12mm.

[0030] In a specific embodiment, heat dissipation fins are extruded onto the outer shell 1, with a spacing of 6 mm and a height of 10 mm, and 32 fins are arranged longitudinally along the outer shell 1. In one embodiment, liquid cooling channels are machined inside the heat dissipation fins. The heat exchange structure 15 increases the heat dissipation area by 3.2 times, and the operating temperature of the fuel cell can be stabilized at 65±2℃ at an ambient temperature of 35℃.

[0031] Furthermore, the styling feature 16 is the shape of an internal combustion engine cylinder head.

[0032] In a specific embodiment, the sculpted feature portion 16 is injection molded, with a surface texture resembling a cylinder head. Optionally, an LED light strip can be embedded to simulate the luminous effect of a heat sink. This enhances product recognizability while maintaining the strength of a 0.8mm wall thickness.

[0033] Furthermore, it also includes a thermal management module, which includes:

[0034] The heat exchange structure 15 includes a liquid cooling pipeline; a first temperature sensor mounted on the fuel cell module 2; a second temperature sensor mounted on the battery module 3; an electric pump and an electronically controlled valve; wherein the electric pump, the electronically controlled valve, the first temperature sensor, and the second temperature sensor are respectively connected to the control unit 4.

[0035] In this specific embodiment, the liquid cooling pipeline is made of SUS316 stainless steel bellows, the electric pump flow rate is adjustable from 0-5L / min, and the electric control valve uses PWM control. The temperature sensor is a PT100 thin-film type with a sampling frequency of 10Hz. Temperature control accuracy of ±1℃ is achieved.

[0036] Figure 5 This is a flowchart illustrating a hydrogen-electric dual-mode energy management method provided in an embodiment of the present invention. The present invention proposes a hydrogen-electric dual-mode energy management method; specifically, see [link to documentation]. Figure 5 The hydrogen-electric dual-mode energy management method includes the following steps S100-S200.

[0037] S100, pattern recognition, detects the current connection status of the system.

[0038] In practice, the current mode is identified by detecting the GPIO level of the charging interface. When the vehicle mode is started, the main relay K1 is closed, and when the off-vehicle mode is started, the grid-connected contactor K2 is closed.

[0039] S200, power distribution, dynamically adjusts the output ratio of the fuel cell module and the battery module according to the identified pattern.

[0040] In one embodiment, step S200 above includes the following steps:

[0041] When in vehicle mode, the fuel cell output power is optimized in real time based on driving condition parameters;

[0042] When in off-vehicle mode, dual-mode power supply is coordinated based on load demand and energy prices.

[0043] In practical implementation, in vehicle mode, driving condition parameters are collected by the equipped sensor modules, and a greedy algorithm is used to calculate the fuel cell output power in real time. The core objective function of the greedy algorithm is to minimize real-time hydrogen consumption while maintaining the battery SOC in the 20%-80% range. The battery SOC maintenance strategy is as follows: the control unit monitors the SOC in real time (sampling frequency 1Hz). When SOC < 20%, the fuel cell output power is increased by 10%-20%, and the battery is forcibly charged (charging current ≤ 30A); when SOC > 80%, the fuel cell output power is reduced by 10%-20%, and the battery is discharged (discharge current ≤ 50A). The specific expression of the greedy algorithm is:

[0044] f(P fc )=(P fc / η fc )×C H2 ;

[0045] In the formula, P fc This refers to the fuel cell output power (kW), which ranges from the fuel cell's rated power (e.g., if the rated power is 0.5kW-3.6kW, then 0.5kW≤P). fc ≤3.6kW); η fc For the real-time efficiency of the fuel cell (range: 0.5-0.65); C H2 The price per kilogram of hydrogen is (yuan / kg).

[0046] The greedy algorithm's execution logic is as follows: It collects the required driving power every 100ms, prioritizing the minimum hydrogen consumption as the target value. If the calculated result causes the battery's State of Charge (SOC) to fall outside the 20%-80% range, the target value is dynamically adjusted (e.g., increasing the target value when SOC < 20% and decreasing it when SOC > 80%) to ensure the SOC remains stable within the target range. The greedy algorithm makes the best or optimal choice at each step, aiming for the best or optimal result. It avoids backtracking, improving computation-output responsiveness. During rapid acceleration in vehicle mode, the battery provides 80% of its peak power. It's worth noting that the battery has good cycle life when its charge is between 20% and 80%. By using the greedy algorithm to optimize the fuel cell output power in real time and maintain the battery charge between 20% and 80%, the cycle life is extended.

[0047] In off-vehicle mode, such as when connecting to a household power grid to supply electricity to home appliances, the price of electricity per unit kilometer is compared with the price of hydrogen. If the price of electricity is less than the price of hydrogen, the weight of fuel cell power is increased; if the price of electricity is greater than the price of hydrogen, the weight of fuel cell power is decreased. The conversion formula between electricity and hydrogen prices in off-vehicle mode is as follows:

[0048] C H2_kWh =(C H2 / η fc );

[0049] In the formula, C H2_kWh The unit cost of hydrogen energy (RMB / kWh); C H2 Let η be the unit price of hydrogen (yuan / kg); assuming η fc Assuming a fuel cell efficiency of 0.6 and a current market average price of 60 yuan / kg, the unit cost of hydrogen energy is 100 yuan / kWh.

[0050] The weighting mapping function uses a linear relationship: Let the unit cost of mains electricity (yuan / kWh) be C. grid (Assume the average residential electricity price is 0.5 yuan / kWh); let the fuel cell power weight be w. fc The value ranges from 0.2 to 0.8; the battery power weight is w. batt =1-w fc For example: when C grid =0.5 yuan / kWh, C H2_kWh =100 yuan / kWh (far higher than mains electricity), then w fc =0.2, prioritizing battery power; if the price of hydrogen drops to 0.4 yuan / kWh (lower than mains electricity), then w fc =0.8, prioritize the use of fuel cells.

[0051] In one embodiment, the hydrogen-electric dual-mode energy management method further includes the step of:

[0052] The temperature of the fuel cell module and the battery module are monitored separately; the cooling intensity of the thermal management module is dynamically adjusted according to the temperature; and derating protection is activated when the temperature exceeds a threshold.

[0053] In practice, when the fuel cell temperature exceeds 75°C, the droop is reduced by 5% for every 1°C increase; when the battery temperature exceeds 50°C, the liquid cooling pump starts running at full speed. When both modules simultaneously overheat, priority is given to cooling the fuel cell. This achieves a reduction in the risk of thermal runaway and high system reliability under extreme conditions.

[0054] In one embodiment, the step of optimizing the fuel cell output power in real time based on driving condition parameters includes:

[0055] Operating condition identification: The current driving mode is identified through an inertial measurement unit and a GPS positioning unit. The driving modes include hill climbing mode, curve mode, rapid acceleration mode, and cruise mode.

[0056] Power distribution is performed by selecting a preset power strategy based on the driving mode; in the hill climbing mode, 85-95% of the rated power is output; in the cornering mode, the power change rate is limited to ≤3kW / s; and in the rapid acceleration mode, hybrid power supply is enabled.

[0057] In practice, an attitude sensor (e.g., MPU6050) was used to collect pitch angles, and an Ublox F9P was used to acquire curvature data. The mountain road test conditions were as follows: a typical mountain road consisting of 10km of continuous uphill climbing (5%-15% gradient) and 5km of continuous curves (curvature radius 50-100m) was selected. The motorcycle was loaded with 150kg and traveled at 20-40km / h. The test was repeated three times, and the average value was taken. The measured oxygen consumption and membrane electrode mechanical damage rate (membrane electrode edge wrinkling rate and catalyst layer detachment area) are shown in Table 1 below.

[0058]

[0059] Table 1

[0060] This achieves the effect of reducing hydrogen consumption and decreasing the mechanical damage rate of membrane electrodes under mountain road conditions.

[0061] In one embodiment, the step of optimizing the fuel cell output power in real time based on driving condition parameters further includes vibration control:

[0062] Identifying road surface conditions using vibration spectrum;

[0063] If the road surface is bumpy: limit fuel cell power fluctuation to ≤15%; activate active damping of the stack support; recover vibration energy to power the power control system.

[0064] In practice, vibration spectra are collected using an accelerometer (e.g., ADXL357). Test conditions: a 30-80Hz component exceeding 35% indicates a bumpy road surface. Driving 10km on a bumpy road (30-80Hz vibration accounting for 40%), the TSD-20 active damper is activated. The energy harvesting module records 0.24kWh of recovered electrical energy, and the total vibration energy (calculated by the accelerometer) is 2.0kWh. Therefore, the vibration energy recovery efficiency is 0.24 / 2.0 = 12%, achieving a vibration energy recovery efficiency of 12%.

[0065] After traveling 5000km on the same rough roads, the performance of the conventional system fuel cell decreases by 30%, while the performance of the fuel cell with active damping and power fluctuation limiting activated decreases by 24%. The estimated lifespan is 5000 / 24%×30%=6250km, (6250-5000) / 5000=25%, thus extending the lifespan of the fuel cell on rough roads by 25%.

[0066] The 0.24 kWh of electricity recovered by the energy harvesting module can support the motorcycle (average energy consumption 0.03 kWh / km) for 0.24 / 0.03 = 8 km. This achieves the effect of increasing the auxiliary power range by 8 km.

[0067] In one embodiment, the step of optimizing the fuel cell output power in real time based on driving condition parameters further includes environmental adaptation: adjusting the air compressor speed according to air pressure data; and adjusting the proton exchange membrane humidification amount based on humidity data.

[0068] Range management: Establish a quadratic function model of fuel pressure and range; trigger energy strategy switching when insufficient range is predicted.

[0069] In practice, the air compressor speed is increased by 300 rpm for every 1000m increase in altitude, and the humidification current is reduced by 20% when humidity is >70%. L=0.0023P is established.2 +1.8P-15 range model (P is MPa pressure). At an altitude of 3000m (air pressure 66.6kPa), the measured output power fluctuation range of the conventional strategy fuel cell was ±15% (3.6kW ± 0.54kW); the measured output power fluctuation range of the range management fuel cell was ±9.75% (3.6kW ± 0.35kW). According to the formula (15% - 9.75%) / 15% = 35%, the range management in high-altitude areas improves power stability by 35% compared to the conventional strategy.

[0070] The embodiments of the present invention can achieve the following advantages:

[0071] This system achieves a compact size (reducing space occupation by 40% compared to traditional systems) through an integrated shell design (the first and second shells are detachably connected) and a dual-chamber layout (the upper chamber houses the fuel cell module, and the lower chamber houses the battery module), perfectly adapting to motorcycle installation requirements. The control unit supports intelligent switching between on-board and off-board modes: when the motorcycle is in motion, it dynamically coordinates the output of the fuel cell and battery to ensure power demand; after parking, it can be connected to a microgrid through a home power supply interface module to provide stable power to home appliances, realizing "dual-use" hydrogen energy for both vehicles and homes.

[0072] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0073] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Since these modifications and variations fall within the scope of the claims and their equivalents, this invention also intends to include these modifications and variations.

[0074] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A hydrogen-electric dual-mode energy management system, characterized in that, include: The outer shell includes a first shell and a second shell, the first shell and the second shell are detachably connected, the first shell and the second shell are connected to form an upper receiving cavity and a lower receiving cavity, and the outer surface of the outer shell is provided with a heat exchange structure and a shape feature part; A conversion module is installed in the upper receiving cavity, and the conversion module is provided with a first inlet. A fuel cell module is installed in the upper receiving cavity. The fuel cell module is provided with a second feed port, which is connected to the conversion module and the air inlet of the outer shell, respectively. A battery module is installed in the lower receiving cavity, and the battery module is connected to the fuel cell module; The control unit is connected to the battery module and is configured to switch between on-board mode and off-board mode; when in on-board mode, it optimizes the fuel cell output power in real time based on driving condition parameters. When in off-vehicle mode, dual-mode power supply is coordinated according to load demand and energy prices; The thermal management module includes: a liquid cooling pipeline integrated within the heat exchange structure; a first temperature sensor mounted on the fuel cell module; a second temperature sensor mounted on the battery module; an electric pump and an electronically controlled valve; wherein the electric pump, the electronically controlled valve, the first temperature sensor, and the second temperature sensor are respectively connected to the control unit.

2. The system according to claim 1, characterized in that, The heat exchange structure includes parallel heat dissipation fins with a spacing of 5mm-8mm and a protrusion height of 8mm-12mm.

3. The system according to claim 1, characterized in that, The aforementioned styling feature is the shape of an internal combustion engine cylinder head.

4. A hydrogen-electric dual-mode energy management method, characterized in that, The hydrogen-electric dual-mode energy management system according to any one of claims 1-3 includes: S100, pattern recognition, detects the current connection status of the system; S200, power distribution, dynamically adjusts the output ratio of the fuel cell module and the battery module according to the identified pattern.

5. The method according to claim 4, characterized in that, Also includes: Monitor the temperatures of the fuel cell module and the battery module separately; The cooling intensity of the thermal management module is dynamically adjusted according to the temperature. When the temperature exceeds the threshold, derating protection is activated.

6. The method according to claim 4, characterized in that, The real-time optimization of fuel cell output power based on driving condition parameters includes: Operating condition identification: The current driving mode is identified through an inertial measurement unit and a GPS positioning unit. The driving modes include hill climbing mode, curve mode, rapid acceleration mode, and cruise mode. Power distribution is performed by selecting a preset power strategy based on the driving mode; in the hill climbing mode, 85-95% of the rated power is output; in the cornering mode, the power change rate is limited to ≤3kW / s; and in the rapid acceleration mode, hybrid power supply is enabled.

7. The method according to claim 4, characterized in that, The method of optimizing fuel cell output power in real time based on driving condition parameters also includes vibration control: Identifying road surface conditions using vibration spectrum; If the road surface is bumpy: limit fuel cell power fluctuation to ≤15%; activate active damping of the stack support; recover vibration energy to power the power control system.

8. The method according to claim 4, characterized in that, Real-time optimization of fuel cell output power based on driving condition parameters, including environmental adaptation: Adjust the air compressor speed according to the air pressure data; Adjust the humidification rate of the proton exchange membrane based on humidity data; Range management: Establish a quadratic function model of fuel pressure and range; trigger energy strategy switching when insufficient range is predicted.

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