Vehicle hydrogen range extending power system, control method thereof and hydrogen range extender power commercial vehicle

Abstract

The invention discloses a vehicle hydrogen range extending power system, a control method of the vehicle hydrogen range extending power system and a hydrogen range extender power commercial vehicle. According to the power system, a vehicle controller is electrically connected with a power battery management system, a hydrogen range extending control system and an electronic coupler, and an electric driving system is electrically connected with the electronic coupler and the hydrogen range extending control system; the vehicle controller is electrically connected with the electronic coupler; the vehicle controller is used for determining an energy application mode of the vehicle and respectively controlling the power battery management system, the hydrogen range extending control system and / or the electric driving system to output corresponding energy to the electronic coupler according to the energy application mode; the electronic coupler is used for controlling the energy flow direction of energy output by the power battery management system, the hydrogen range extending control system and / or the electric driving system according to the energy application mode so as to achieve energy optimization distribution of the vehicle. According to the embodiment of the invention, the efficiency of the vehicle power system can be improved, the energy consumption is reduced, and the energy cooperative control effect is optimized.

Description

Technical Field

[0001] This invention relates to the field of hybrid commercial vehicle technology, and in particular to a hydrogen range extender power system for vehicles and its control method, and a hydrogen range extender-powered commercial vehicle. Background Technology

[0002] Against the backdrop of the country's advocacy for low carbon emissions, commercial vehicles, as major carbon emitters in the transportation sector, are poised for a crucial transformation toward low-carbon or zero-carbon operation.

[0003] Currently, the transformation of commercial vehicles towards low-carbon or zero-carbon technologies can mainly include three technological routes: pure electric commercial vehicles, fuel cell commercial vehicles, and hybrid commercial vehicles. Each of these technologies has its own advantages and disadvantages. Among them, the existing technology that simply adopts the "hydrogen range extender + transmission + drive motor" solution usually suffers from low power system efficiency, high energy consumption, and poor hydrogen-electric synergistic control. Summary of the Invention

[0004] This invention provides a hydrogen range-extended power system for vehicles and its control method, as well as a commercial vehicle powered by a hydrogen range extender, to improve the efficiency of the vehicle power system, reduce energy consumption, and optimize the energy coordination control effect.

[0005] According to one aspect of the present invention, a vehicle hydrogen range-extending power system is provided, comprising: a vehicle controller, a power battery management system, a hydrogen range-extending control system, an electric drive system, and an electronic coupler;

[0006] The vehicle controller is electrically connected to the power battery management system, the hydrogen range extender control system, and the electronic coupler, respectively; the electric drive system is electrically connected to the electronic coupler and the hydrogen range extender control system, respectively; the vehicle controller is electrically connected to the electronic coupler.

[0007] The vehicle controller is used to determine the energy application mode of the vehicle, and according to the energy application mode, control the power battery management system, the hydrogen range extender control system and / or the electric drive system to output corresponding energy to the electronic coupler.

[0008] The electronic coupler is used to control the energy flow direction of the energy output from the power battery management system, the hydrogen range extender control system, and / or the electric drive system according to the energy application mode, so as to achieve optimized energy distribution of the vehicle.

[0009] Optionally, the electric drive system includes a first electric drive bridge and a second electric drive bridge;

[0010] The first electric drive axle is mechanically connected to the middle axle of the vehicle and is used to drive the middle wheels of the vehicle;

[0011] The second electric drive axle is mechanically connected to the rear axle of the vehicle and is used to drive the rear wheels of the vehicle;

[0012] The first electric drive bridge includes a first drive motor and a second drive motor, and the second electric drive bridge includes a third drive motor and a fourth drive motor; the electronic coupler is electrically connected to the first drive motor, the second drive motor, the third drive motor and the fourth drive motor respectively.

[0013] Optionally, the hydrogen range extender control system includes a hydrogen supply system and a hydrogen range extender;

[0014] The hydrogen range extender is located under the vehicle's cabin; the hydrogen range extender includes a hydrogen engine, a generator, and a hydrogen engine controller that are structurally integrated into one unit; the hydrogen engine controller is electrically connected to the hydrogen engine and the vehicle controller, respectively.

[0015] The hydrogen supply system includes a hydrogen tank located behind the vehicle's driver's compartment; the hydrogen tank is connected to the hydrogen engine via a gas line, and the hydrogen tank is used to store and supply hydrogen fuel to the hydrogen engine.

[0016] Optionally, the electronic coupler includes a three-phase rectifier bridge, a bidirectional DC-DC converter, an inverter, and a DC bus;

[0017] The three-phase rectifier bridge is electrically connected between the generator and the DC bus, and the bidirectional DC converter is electrically connected between the power battery management system and the DC bus;

[0018] The inverter includes at least two, with at least one inverter disposed between the first electric drive bridge and the DC bus, and between the second electric drive bridge and the DC bus.

[0019] Optionally, the vehicle's hydrogen range-extending power system also includes: a thermal management system; the thermal management system includes multiple heat circulation loops, a heat exchanger, and a thermal management controller;

[0020] The thermal management controller is electrically connected to the vehicle controller;

[0021] All of the aforementioned heat circulation loops pass through the heat exchanger, and the transmission temperatures between the various heat circulation loops are different;

[0022] The heat exchanger is used to exchange heat between different heat circulation loops in order to optimize the utilization of heat.

[0023] Optionally, the multiple heat circulation loops include a high-temperature circulation loop, a medium-temperature circulation loop, and a low-temperature circulation loop;

[0024] The high-temperature circulation loop includes a first electronic water pump, a hydrogen engine, an electronic thermostat, a first temperature sensor, and a high-temperature radiator.

[0025] The medium-temperature circulation loop includes a second electronic water pump, an electronic coupler, a generator, a first electric drive bridge, a second electric drive bridge, a medium-temperature radiator, and a second temperature sensor.

[0026] The low-temperature circulation loop includes a refrigeration unit, an air conditioning system, a power battery, a positive temperature coefficient heater, a third electronic water pump, and a third temperature sensor.

[0027] The heat exchanger flows upstream of the first temperature sensor in the high-temperature loop, upstream of the medium-temperature radiator in the medium-temperature loop, and upstream of the third temperature sensor in the low-temperature loop.

[0028] Optionally, the energy application mode includes any one of the following: pure electric drive mode, hydrogen drive mode, hydrogen-electric parallel drive mode, braking energy recovery mode, hydrogen power generation mode, and hydrogen range extender start-up mode.

[0029] According to another aspect of the present invention, a hydrogen range extender-powered commercial vehicle is provided, including the vehicle hydrogen range extender power system as described in any embodiment of the first aspect.

[0030] According to another aspect of the present invention, a control method for a vehicle hydrogen range-extended power system is provided, characterized in that it includes:

[0031] Obtain the vehicle's current operating condition information and system status information;

[0032] Based on the current operating condition information and the system status information, the current energy application mode of the vehicle is determined, and a system status model is constructed under the energy application mode to determine the power distribution ratio of the hydrogen range extender, the power battery and / or the electric drive system.

[0033] Based on the power distribution ratio of the hydrogen range extender, the power battery, and / or the electric drive system, control the energy transfer of the hydrogen range extender, the power battery, and the electronic coupler.

[0034] Optionally, determining the current vehicle's energy application mode based on the current operating condition information and the system status information includes:

[0035] When the battery state of charge is greater than or equal to 70% and the vehicle power demand is low, the energy application mode is determined to be the pure electric drive mode.

[0036] When the battery state of charge is greater than or equal to 30% and less than 70%, or when the vehicle requires a large power, the energy application mode is determined to be the hydrogen drive mode.

[0037] When the battery state of charge is greater than or equal to 30% and less than 70%, and the vehicle has a high power demand, the energy application mode is determined to be the hydrogen-electric parallel drive mode.

[0038] When the current operating condition information indicates that the vehicle is braking or coasting, the energy application mode is determined to be the braking energy recovery mode;

[0039] When the battery state of charge is less than 30%, the energy application mode is determined to be the hydrogen range extender start-up mode.

[0040] The vehicle hydrogen range-extending power system provided in this embodiment of the invention includes a vehicle controller electrically connected to a power battery management system, a hydrogen range-extending control system, and an electronic coupler. An electric drive system is electrically connected to both the electronic coupler and the hydrogen range-extending control system. The vehicle controller is also electrically connected to the electronic coupler. The vehicle controller can determine the energy application mode based on the vehicle's current driving conditions and control the power battery management system, the hydrogen range-extending control system, and / or the electric drive system to output corresponding energy to the electronic coupler according to the energy application mode. The electronic coupler, based on the energy application mode, coordinates the energy allocation among the power battery management system, the hydrogen range-extending control system, and / or the electric drive system, controlling the energy flow direction for efficient energy utilization. By centrally arranging the power battery management system, the hydrogen range-extending control system, and the electric drive system, and by coordinating the energy allocation and flow control among them through the electronic coupler, the energy transmission path can be shortened, energy consumption reduced, and the efficiency of the vehicle hydrogen range-extending power system effectively improved.

[0041] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic diagram of the structure of a vehicle hydrogen range extender power system according to an embodiment of the present invention;

[0044] Figure 2 This is a schematic diagram of the structure of another vehicle hydrogen range extender power system provided according to an embodiment of the present invention;

[0045] Figure 3 This is a schematic diagram of the layout of a vehicle hydrogen range extender power system according to an embodiment of the present invention;

[0046] Figure 4 This is a schematic diagram of the internal structure of an electronic coupler in a vehicle hydrogen range extender power system according to an embodiment of the present invention;

[0047] Figure 5 This is a schematic diagram of the structure of another vehicle hydrogen range extender power system provided according to an embodiment of the present invention;

[0048] Figure 6 This is a schematic diagram of the structure of a thermal management system in a vehicle hydrogen range extender power system according to an embodiment of the present invention;

[0049] Figures 7 to 12 This is a schematic diagram of energy flow in different energy application modes provided by embodiments of the present invention;

[0050] Figure 13 This is a schematic flowchart of a vehicle hydrogen range extender power system control method provided by an embodiment of the present invention. Detailed Implementation

[0051] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0052] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0053] As described in the background section, the technology route of transitioning commercial vehicles to battery electric vehicles (BEVs) suffers from range anxiety in medium- and long-distance heavy-load scenarios due to low energy density of power batteries, long charging times, and insufficient battery swapping infrastructure. It is only suitable for short-distance, fixed-route scenarios or those with sufficient charging and swapping facilities. The technology route of transitioning commercial vehicles to fuel cell electric vehicles (FCEVs), while offering long range and rapid refueling, is limited by high purchase costs, high fuel costs, slow dynamic response or cold start, and inadequate infrastructure. The technology route of transitioning commercial vehicles to hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) involves vehicles with both traditional engines (e.g., diesel, natural gas, or gasoline engines) and power batteries and electric drive systems. Therefore, it presents complex powertrain issues and still generates carbon emissions, making it unsuitable for regions with high environmental requirements. The technological route for transitioning commercial vehicles to range-extended electric vehicles (REEVs) often adopts a solution of "carbon fuel range extender (e.g., diesel range extender, gasoline range extender, natural gas range extender, etc.) + transmission + drive motor", which still has carbon emission issues.

[0054] However, the simple "hydrogen range extender + transmission + drive motor" solution in related technologies usually has the following drawbacks:

[0055] First, the vehicle's powertrain system is inefficient and energy-intensive: the hydrogen range extender generates electricity to charge the battery, which then travels through the battery, transmission, and drive motor to the wheels. This long transmission chain involves multiple energy conversions, resulting in low system efficiency and high energy consumption. Furthermore, the dispersed operation of the hydrogen range extender, battery, and motor, coupled with a lack of coordination, prevents them from consistently operating in the high-efficiency zone. Inadequate regenerative braking further contributes to persistently high hydrogen consumption across the entire vehicle.

[0056] Second, the integration of thermal management is low: hydrogen engines, generators, drive motors, motor controllers, power batteries and vehicle air conditioning systems usually have independent and decentralized thermal management loops. This results in the inability to coordinate the use of waste heat between heat sources, high power consumption, and severe challenges to the performance and reliability of the power system in extreme environments (e.g., high or low temperatures).

[0057] Third, the layout is not compact, resulting in large size and weight: the dispersed layout of the power system leads to a large number of repetitive structures (e.g., separate housings, wiring harnesses, brackets, cooling pipes, etc.), which occupy valuable chassis space, increase the weight of the vehicle, and thus affect the vehicle's load capacity and range.

[0058] Fourth, the problem of hydrogen-electric coordinated control: the energy management strategy is simple (e.g., constant power point control), and fails to perform forward-looking global optimization based on real-time road conditions, navigation information and vehicle component health status, resulting in slow response and poor economy.

[0059] Based on the above-mentioned technical problems, the embodiments of the present invention propose the following technical solutions:

[0060] This invention provides a hydrogen range extender power system for vehicles. Figure 1 This is a schematic diagram of a vehicle hydrogen range-extending power system provided as an embodiment of the present invention. Figure 1 As shown, the vehicle's hydrogen range extender power system 000 includes: a vehicle controller 100, a power battery management system 200, a hydrogen range extender control system 300, an electric drive system 400, and an electronic coupler 500.

[0061] The vehicle controller 100 is electrically connected to the power battery management system 200, the hydrogen range extender control system 300, and the electronic coupler 500, respectively. The electric drive system 400 is electrically connected to the electronic coupler 500 and the hydrogen range extender control system 300, respectively. The vehicle controller 100 is electrically connected to the electronic coupler 500.

[0062] The vehicle controller 100 is used to determine the energy application mode of the vehicle, and according to the energy application mode, controls the power battery management system 200, the hydrogen range extender control system 300 and / or the electric drive system 400 to output corresponding energy to the electronic coupler 500.

[0063] The electronic coupler 500 is used to control the energy flow direction of the energy output from the power battery management system 200, the hydrogen range extender control system 300 and / or the electric drive system 400 according to the energy application mode, so as to achieve optimized energy distribution of the vehicle.

[0064] Specifically, the vehicle controller 100 is electrically connected to the power battery management system 200, the hydrogen range extender control system 300, and the electronic coupler 500 via low-voltage electricity. It can comprehensively determine the appropriate energy application mode based on the vehicle's real-time operating conditions to meet the energy requirements for normal and safe operation under different operating conditions. The energy application mode represents the transmission and application relationship of energy from various sources in the vehicle's power system. The electric drive system 400 is the system on the vehicle used to drive the corresponding wheels to rotate. The electric drive system 400 is electrically connected to the electronic coupler 500 via high-voltage electricity and to the hydrogen range extender control system 300 via low-voltage electricity. The electronic coupler 500 is electrically connected to the power battery management system 200 and the hydrogen range extender control system 300 via high-voltage electricity.

[0065] The vehicle controller 100 can determine the energy required to be output by the vehicle's power battery management system 200, hydrogen range extender control system 300, and / or electric drive system 400 under a defined energy application mode, and control the power battery management system 200, hydrogen range extender control system 300, and / or electric drive system 400 to output the corresponding energy to the electronic coupler 500. The electronic coupler 500 is a multi-port power electronic device that serves as the power hub of the entire vehicle's hydrogen range extender power system. It can perform corresponding rectification, inversion, and power distribution among the AC power output by the hydrogen range extender control system 300, the DC power output by the power battery management system 200, and the AC power required by the electric drive system 400. The electronic coupler 500 can control the energy flow between the power battery management system 200, the hydrogen range extender control system 300, and the electric drive system 400 according to the currently determined energy application mode. This allows the power battery management system 200, the hydrogen range extender control system 300, and / or the electric drive system 400 to output or receive corresponding energy according to a determined power distribution ratio, ensuring efficient energy utilization, reducing energy consumption, and achieving coordinated energy control. By centrally arranging the power battery management system 200, the hydrogen range extender control system 300, and the electric drive system 400, and by using the electronic coupler 500 to coordinate the energy application among them, the energy transmission path can be shortened, energy consumption reduced, and the efficiency of the vehicle's hydrogen range extender power system effectively improved.

[0066] The vehicle hydrogen range-extending power system provided in this embodiment of the invention includes a vehicle controller electrically connected to a power battery management system, a hydrogen range-extending control system, and an electronic coupler. An electric drive system is electrically connected to both the electronic coupler and the hydrogen range-extending control system. The vehicle controller is also electrically connected to the electronic coupler. The vehicle controller can determine the energy application mode based on the vehicle's current driving conditions and control the power battery management system, the hydrogen range-extending control system, and / or the electric drive system to output corresponding energy to the electronic coupler according to the energy application mode. The electronic coupler, based on the energy application mode, coordinates the energy allocation among the power battery management system, the hydrogen range-extending control system, and / or the electric drive system, controlling the energy flow direction for efficient energy utilization. By centrally arranging the power battery management system, the hydrogen range-extending control system, and the electric drive system, and by coordinating the energy allocation and flow control among them through the electronic coupler, the energy transmission path can be shortened, energy consumption reduced, and the efficiency of the vehicle hydrogen range-extending power system effectively improved.

[0067] Based on the above embodiments, Figure 2 This is a schematic diagram of another vehicle hydrogen range extender power system provided in an embodiment of the present invention. Figure 3 This is a schematic diagram showing the layout of a vehicle hydrogen range extender power system according to an embodiment of the present invention. See also... Figure 2 and Figure 3 Optionally, the electric drive system 400 includes a first electric drive bridge 410 and a second electric drive bridge 420.

[0068] The first electric drive axle 410 is mechanically connected to the middle axle of the vehicle and is used to drive the middle wheels of the vehicle;

[0069] The second electric drive axle 420 is mechanically connected to the rear axle of the vehicle and is used to drive the rear wheels of the vehicle.

[0070] The first electric drive bridge 410 includes a first drive motor and a second drive motor, and the second electric drive bridge 420 includes a third drive motor and a fourth drive motor; the electronic coupler 500 is electrically connected to the first drive motor, the second drive motor, the third drive motor and the fourth drive motor respectively.

[0071] Specifically, the electric drive system 400 adopts a dual electric drive bridge structure, which includes a first electric drive bridge 410 and a second electric drive bridge 420. Figure 3 In the diagram, electric drive axle 1 represents the first electric drive axle 410, and electric drive axle 2 represents the second electric drive axle 420. The first electric drive axle 410 is located at the middle axle of the vehicle, connecting to the middle wheel of the vehicle, and is used to drive the middle wheel to rotate; the second electric drive axle 420 is located at the rear axle of the vehicle, connecting to the rear wheel of the vehicle, and is used to drive the rear wheel to rotate.

[0072] Each electric drive axle in the electric drive system 400 adopts a dual-motor configuration. Specifically, the first electric drive axle 410 includes a first drive motor and a second drive motor, while the second electric drive axle 420 includes a third drive motor and a fourth drive motor. The two drive motors in each electric drive axle serve as the main motor and auxiliary motor, respectively. Furthermore, the first electric drive axle 410 and the second electric drive axle 420 highly integrate the main and auxiliary motors, the reducer, and the differential, enabling direct drive of the corresponding wheels of the vehicle. This results in high transmission efficiency and eliminates the need for traditional drive shafts and gearboxes.

[0073] Based on the above embodiments, see below. Figure 2 and Figure 3 Optionally, the hydrogen range extender control system 300 includes a hydrogen supply system 310 and a hydrogen range extender 320.

[0074] The hydrogen range extender 320 is located under the vehicle's cabin; the hydrogen range extender 320 includes a hydrogen engine 321, a generator 322, and a hydrogen engine controller 323, all of which are structurally integrated; the hydrogen engine controller 323 is electrically connected to the hydrogen engine 321 and the vehicle controller 100, respectively.

[0075] The hydrogen supply system 310 includes a hydrogen tank 311, which is located behind the driver's compartment of the vehicle. The hydrogen tank 311 is connected to the hydrogen engine 321 via a gas line. The hydrogen tank 311 is used to store and supply hydrogen fuel to the hydrogen engine 321.

[0076] Specifically, the hydrogen engine 321, generator 322, and hydrogen engine controller 323 are structurally integrated. The crankshaft of the hydrogen engine 321 is tightly coupled to the rotor of the generator 322, eliminating the flywheel and featuring a shared housing structure. The hydrogen engine 321 and the hydrogen engine controller 323 are connected via a low-voltage electrical connection. Figure 3 The hydrogen range extender engine shown is hydrogen engine 321. The housing of the hydrogen engine controller 323 is integrated with the housing of the generator 322. The internal components of the hydrogen engine controller 323 and the generator 322 are directly bolted together via three-phase copper busbars, and the cooling water channels are directly connected. Exemplarily, the generator 322 is a permanent magnet synchronous axial flux motor or a permanent magnet synchronous radial flux motor, without limitation.

[0077] The hydrogen supply system 310 includes a hydrogen tank 311, a bottle valve, a flow valve, a filter, and a pressure and flow regulator, among which... Figure 3 Only the hydrogen tank 311 is shown. The hydrogen tank 311 is located behind the vehicle's driver's compartment, and the hydrogen range extender 320 is located under the vehicle's cabin so that the hydrogen tank 311 is mechanically connected to the hydrogen engine 321 in the hydrogen range extender 320, thereby facilitating the storage of hydrogen in the hydrogen tank 311 and providing fuel to the hydrogen engine 321 at a certain flow rate and pressure.

[0078] Based on the above embodiments, Figure 4 This is a schematic diagram of the internal structure of an electronic coupler in a vehicle hydrogen range extender system provided in an embodiment of the present invention. See also... Figures 2 to 4 Optionally, the electronic coupler 500 includes a three-phase rectifier bridge 501, a bidirectional DC-DC converter 502, an inverter 503, and a DC bus 504.

[0079] The three-phase rectifier bridge 501 is electrically connected between the generator 322 and the DC bus 504, and the bidirectional DC converter 502 is electrically connected between the power battery management system 200 and the DC bus 504.

[0080] Inverter 503 includes at least two, with at least one inverter 503 disposed between the first electric drive bridge 410 and the DC bus 504, and between the second electric drive bridge 420 and the DC bus 504.

[0081] Specifically, the three-phase rectifier bridge 501 is electrically connected to the generator 322 in the hydrogen range extender 320, which rectifies the AC power generated by the engine 322 into DC power and outputs it to the DC bus 504 for energy distribution. The bidirectional DC-DC converter 502 is electrically connected to the power battery 201 in the power battery management system 200, which can adjust the charging and discharging voltage and current of the power battery 201. The power battery management system 200 includes the power battery 201 and the battery management system 202. The power battery 201 uses high-energy-density cells, and its casing is integrated with the chassis structure. The power battery 201 is concentrated near the intersection of the longitudinal and transverse centerlines of the vehicle.

[0082] The electronic coupler 500 includes multiple inverters 503, meaning that at least one inverter 503 is provided between the DC bus 504 and each electric drive bridge. In this embodiment of the invention, the inverter 503 can be a bidirectional DC-AC inverter, thereby enabling energy conversion and transmission between the DC bus 504 and the electric drive bridge. For example, one inverter 503 is provided between the DC bus 504 and the first electric drive bridge 410; or, one inverter 503 is provided between the DC bus 504 and the first drive motor in the first electric drive bridge 410, and between the DC bus 504 and the second drive motor in the first electric drive bridge 410; one inverter 503 is provided between the DC bus 504 and the second electric drive bridge 420; or, one inverter 503 is provided between the DC bus 504 and the third drive motor in the second electric drive bridge 420, and between the DC bus 504 and the fourth drive motor in the second electric drive bridge 420. By installing an inverter 503 between the DC bus 504 and the electric drive bridge, the DC power on the DC bus 504 can be inverted into AC power and transmitted to the electric drive bridge to drive the corresponding motor. Furthermore, the AC power generated by the motor in the electric drive bridge can be rectified into DC power and transmitted to the DC bus 504, thus achieving full utilization of energy. By setting a common DC bus 504, the electronic coupler 500 can collect and redistribute electrical energy, thereby achieving better energy coordination control.

[0083] Based on the above embodiments, Figure 5 This is a schematic diagram of another vehicle hydrogen range-extending power system provided in an embodiment of the present invention. See also... Figure 2 , Figure 3 and Figure 5 Optionally, the vehicle's hydrogen range extender power system 000 also includes: a thermal management system 600; the thermal management system 600 includes multiple heat circulation loops 610, a heat exchanger 620, and a thermal management controller 630.

[0084] The thermal management controller 630 is electrically connected to the vehicle controller 100;

[0085] Multiple heat circulation loops 610 all pass through heat exchanger 620, and the transmission temperature between the multiple heat circulation loops 610 is different;

[0086] The heat exchanger 620 is used to exchange heat between different heat circulation loops 610 in order to optimize the utilization of heat.

[0087] Specifically, the vehicle's hydrogen range extender power system 000 includes multiple heat circulation loops 610. Each heat circulation loop 610 is responsible for cooling different heat-generating components within the system, resulting in varying amounts of heat transferred and temperatures. During their circulation, all the heat circulation loops 610 in the vehicle's hydrogen range extender power system 000 pass through a heat exchanger 620. The heat exchanger 620 and the electronic coupler 500 are located on the left and right sides of the vehicle's center, respectively. The multiple heat circulation loops 610 are cascaded through the heat exchanger 620, which allows for the coordinated distribution of heat transferred from each loop, achieving tiered utilization of thermal energy.

[0088] Based on the above embodiments, Figure 6 This is a schematic diagram of the thermal management system in a vehicle hydrogen range extender power system provided in an embodiment of the present invention. See also... Figure 6 Optionally, the multiple heat circulation loops 610 include a high-temperature circulation loop, a medium-temperature circulation loop, and a low-temperature circulation loop.

[0089] The high-temperature circulation loop includes a first electronic water pump 6111, a hydrogen engine 321, an electronic thermostat 6112, a first temperature sensor 6113, and a high-temperature radiator 6114.

[0090] The medium-temperature circulation loop includes a second electronic water pump 6121, an electronic coupler 500, a generator 322, a first electric drive bridge 410, a second electric drive bridge 420, a medium-temperature radiator 6122, and a second temperature sensor 6123.

[0091] The low-temperature circulation loop includes a refrigerator 6131, an air conditioning system 6132, a power battery 201, a positive temperature coefficient heater (PTC) 6133, a third electronic water pump 6134, and a third temperature sensor 6135.

[0092] The heat exchanger 620 flows upstream of the first temperature sensor 6114 in the high-temperature loop, upstream of the medium-temperature radiator 6122 in the medium-temperature loop, and upstream of the third temperature sensor 6135 in the low-temperature loop.

[0093] Specifically, the multiple heat circulation loops 610 can be divided into high-temperature circulation loops, medium-temperature circulation loops, and low-temperature circulation loops according to their circulation temperatures. For example, see [link to example]. Figure 6 The high-temperature circulation loop is shown in red in the figure, the medium-temperature circulation loop is shown in blue in the figure, and the low-temperature circulation loop is shown in yellow in the figure.

[0094] The high-temperature circulation loop is used to cool the hydrogen engine 321, with a circulation temperature range of 80~100℃. The high-temperature circulation loop includes a first flow channel of a first electronic water pump 6111, a hydrogen engine 321, an electronic thermostat 6112, a first temperature sensor 6113, and a high-temperature radiator 6114 connected in sequence by pipelines, forming a circulation loop.

[0095] The intermediate-temperature circulation loop is used to cool the electronic coupler 500, the generator 322, the first and second drive motors in the first electric drive bridge 410, and the third and fourth drive motors in the second electric drive bridge 420. The circulation temperature range is 60~80℃. The intermediate-temperature circulation loop includes a second flow channel of the second electronic water pump 6121, the electronic coupler 500, the generator 322, the first electric drive bridge 410, the second electric drive bridge 420, the intermediate-temperature radiator 6122, and the second temperature sensor 6123, which are connected in sequence by pipelines, forming a circulation loop.

[0096] The low-temperature circulation loop is used to regulate the temperature of the air conditioner and power battery in the vehicle's cockpit, with a circulation temperature range of 20~40℃. The low-temperature circulation loop includes a third flow channel of a refrigeration unit 6131, an air conditioning system 6132, a power battery 201, a positive temperature coefficient heater 6133, a third electronic water pump 6134, and a third temperature sensor 6135, which are connected in sequence through pipes.

[0097] The high-temperature circulation loop, the medium-temperature circulation loop, and the low-temperature circulation loop all flow through the heat exchanger 620, and the thermal management system also includes multi-way valves and three-way valves, which are arranged at the key piping nodes of the thermal management system. Figure 6 (Not shown in the diagram) This is used to change the flow direction of coolant in each thermal circulation loop 610 to switch between different operating modes. For example, the thermal management controller 630, electrically connected to the vehicle controller 100, can control the heat exchanger 620 to transfer heat from the medium-temperature circulation loop to the low-temperature circulation loop, thereby heating the power battery 201, depending on the vehicle's current operating conditions; alternatively, it can control the heat exchanger 620 to transfer heat from the high-temperature circulation loop to the medium-temperature or low-temperature circulation loop for cabin heating or to heat the power battery 201, without limitation. By designing multiple thermal circulation loops in the thermal management system, the heat exchanger 620 can achieve heat transfer and distribution between different thermal circulation loops, thereby improving the integration of the thermal management system, increasing heat utilization efficiency, and achieving optimized thermal management design.

[0098] Based on the above embodiments, Figures 7 to 12 This is a schematic diagram illustrating the energy flow of different energy application modes provided in embodiments of the present invention. See also... Figures 7 to 12Optionally, the energy application mode includes any one of the following: pure electric drive mode, hydrogen drive mode, hydrogen-electric parallel drive mode, braking energy recovery mode, hydrogen power generation mode, and hydrogen range extender start-up mode.

[0099] Specifically, see Figure 7 This illustrates the energy flow in pure electric drive mode, where only the power battery 201 transmits electrical energy to the electronic coupler 500. The electronic coupler 500 then transmits the electrical energy to the first electric drive bridge 410 and the second electric drive bridge 420, respectively, while the hydrogen range extender 320 does not transmit electrical energy to the electronic coupler 500. See also Figure 8 This illustrates the energy flow in the hydrogen-driven mode, where only the hydrogen range extender 320 transmits electrical energy to the electronic coupler 500. The electronic coupler 500 then transmits the electrical energy to the first electric drive bridge 410 and the second electric drive bridge 420, respectively, while the power battery 201 does not transmit electrical energy to the electronic coupler 500. See also Figure 9 This illustrates the energy flow in a hydrogen-electric parallel drive mode, where both the power battery 201 and the hydrogen range extender 320 transmit electrical energy to the electronic coupler 500, which then transmits the electrical energy to the first electric drive bridge 410 and the second electric drive bridge 420, respectively. (See also...) Figure 10 This illustrates the energy flow in the regenerative braking mode, where the main and auxiliary motors of the first electric drive axle 410 and the second electric drive axle 420 act as generators to recover energy during vehicle braking and transmit this electrical energy to the electronic coupler 500. The electronic coupler 500 then transmits the electrical energy to the power battery 201 to charge it. See also... Figure 11 This illustrates the energy flow in a hydrogen power generation mode, where the hydrogen range extender 320 acts as a generator to produce electricity, which is then transmitted to the electronic coupler 500. The electronic coupler 500 then transmits the electricity to the power battery 201 for temporary storage. See also... Figure 12 It shows the energy flow in the hydrogen range extender start-up mode, that is, the power battery 201 transmits electrical energy to the electronic coupler 500, and the electronic coupler 500 transmits electrical energy to the engine of the hydrogen range extender 320 to start the engine.

[0100] This invention also provides a hydrogen range extender-powered commercial vehicle. This hydrogen range extender-powered commercial vehicle includes the vehicle hydrogen range extender power system provided in any of the above embodiments, and has similar functions and beneficial effects to the vehicle hydrogen range extender power system, which will not be elaborated upon here.

[0101] This invention also provides a control method for a vehicle hydrogen range extender power system. Figure 13 This is a schematic flowchart of a vehicle hydrogen range extender power system control method provided in an embodiment of the present invention. See also... Figure 13 Optionally, the control method for the hydrogen range-extended power system of this vehicle specifically includes the following steps:

[0102] S110. Obtain the vehicle's current operating condition information and system status information.

[0103] Specifically, the vehicle's current operating condition information represents the vehicle's current driving status and road conditions. For example, the current operating condition information may include vehicle load information, road conditions (e.g., road gradient, curvature), vehicle speed, accelerator pedal position information, brake pedal position information, etc. The system status information represents the relevant status of the vehicle's hydrogen range-extended powertrain system under the current driving condition. For example, the system status information may include the state of charge of the power battery, the speed and temperature of the first and second drive motors in the first electric drive axle, the speed and temperature of the third and fourth drive motors in the second electric drive axle, the generator output power, the hydrogen engine operating status, and the hydrogen consumption rate, etc.

[0104] S120. Based on the current operating condition information and system status information, determine the current energy application mode of the vehicle, and construct a system status model under the energy application mode to determine the power distribution ratio of the hydrogen range extender, power battery and / or electric drive system.

[0105] Specifically, based on the vehicle's current operating condition information and system state information, the applicable energy application mode for the vehicle under the current operating condition can be determined. Furthermore, under the determined energy application mode, a system state model incorporating various variable parameters from the current operating condition information and system state information is constructed using a deep reinforcement learning algorithm. A neural network is then used to predict the vehicle's driving conditions in real time for the next 1 to 10 seconds, thereby dynamically adjusting the power distribution ratio of the hydrogen range extender, power battery, and / or electric drive system, and controlling the energy flow direction through an electronic coupler.

[0106] It should be noted that the priority of consideration when determining the power distribution ratio varies depending on the vehicle's operating conditions. For example, when the vehicle is in a stable operating condition, an efficiency-first control strategy is applied. This involves dynamically calculating and distributing the torque ratio between the first and second electric drive axles, as well as the torque ratio between the corresponding main and auxiliary motors within each electric drive axle, based on the current vehicle speed and total torque demand. This ensures that all motors in the electric drive axles operate within their most efficient range. When the vehicle is in an unstable operating condition (e.g., turning, slipping, going uphill, going downhill), the power distribution ratio between the middle and rear axles is dynamically adjusted according to the vehicle's driving state. This regulates the torque at the wheel ends of both axles, maximizing tire grip and thus resolving issues such as tire slippage, thereby improving vehicle stability.

[0107] S130: Control the energy transfer of the hydrogen range extender, power battery and / or electric drive system according to the power distribution ratio of the hydrogen range extender, power battery and / or electric drive system.

[0108] Specifically, based on the determined power distribution ratio, corresponding commands are sent to the hydrogen range extender, power battery, and electronic coupler respectively, thereby controlling the hydrogen range extender, power battery, and electronic coupler to respond according to the power distribution ratio and energy flow direction, realizing the rational distribution of energy in the middle and rear axles of the vehicle, shortening the energy transmission path, reducing energy consumption, and effectively improving the efficiency of the vehicle's hydrogen range extender power system.

[0109] The vehicle hydrogen range-extended power system control method provided in this invention determines the current energy application mode of the vehicle and constructs a system state model based on current operating condition information and system state information. It then calculates and determines the power allocation ratio among the hydrogen range extender, the power battery, and / or the electric drive system. Based on the determined power allocation ratio, it controls the energy transfer between the hydrogen range extender, the power battery, and the electronic coupler. This effectively reduces energy consumption and improves the efficiency of the vehicle hydrogen range-extended power system.

[0110] Based on the above embodiments, optionally, step S120, determining the current vehicle's energy application mode based on current operating condition information and system status information, includes:

[0111] When the battery state of charge is greater than or equal to 70% and the vehicle's power demand is low, the energy application mode is determined to be the pure electric drive mode.

[0112] Specifically, when the battery's state of charge is greater than or equal to 70% and the vehicle's power demand is low, the vehicle will preferentially enter pure electric drive mode and shut down the hydrogen range extender. The power battery supplies power to the main and auxiliary motors of the first and second electric drive axles via electronic couplers to drive the vehicle.

[0113] When the battery state of charge is greater than or equal to 30% and less than 70%, or when the vehicle requires a large power, the energy application mode is determined to be hydrogen drive mode.

[0114] Specifically, when the battery's state of charge is greater than or equal to 30% and less than 70%, or when the vehicle's power demand is high, the vehicle enters hydrogen drive mode. The hydrogen range extender generates electricity, which is directly transmitted to the main and auxiliary motors of the first and second electric drive axles via electronic couplers. The power generation can be adjusted dynamically to meet the power requirements of the entire vehicle.

[0115] When the battery state of charge is greater than or equal to 30% and less than 70%, and the vehicle has a high power demand, the energy application mode is determined to be the hydrogen-electric parallel drive mode.

[0116] Specifically, when the battery's state of charge is greater than or equal to 30% and less than 70%, and the vehicle's power demand is high (e.g., heavy load, hill climbing, or rapid acceleration), the vehicle enters the hydrogen-electric parallel drive mode. The power battery and the hydrogen range extender supply power simultaneously, and the electrical energy is simultaneously delivered to the main and auxiliary motors of the first and second electric drive axles through electronic couplers, thereby providing the vehicle with maximum driving force.

[0117] When the current operating condition information indicates that the vehicle is braking or coasting, the energy application mode is determined to be the braking energy recovery mode.

[0118] Specifically, when the current operating condition information indicates that the vehicle is braking or coasting, it enters the regenerative braking mode. The main and auxiliary motors of the first and second electric drive axles generate electricity, and the regenerative braking energy generated is rectified in the electronic coupler and fed back to the DC bus, prioritizing the charging of the power battery. Excess energy can be consumed by the braking system.

[0119] When the battery state of charge is less than 30%, the energy application mode is determined to be the hydrogen range extender start-up mode.

[0120] Specifically, when the battery's state of charge is less than 30%, the hydrogen range extender starts. The hydrogen range extender generates electricity, which is then delivered to the power battery via an electronic coupler to charge the power battery until the power battery reaches its maximum capacity and its state of charge reaches 95%.

[0121] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A hydrogen range-extending power system for vehicles, characterized in that, include: Vehicle controller, power battery management system, hydrogen range extender control system, electric drive system and electronic coupler; The vehicle controller is electrically connected to the power battery management system, the hydrogen range extender control system, and the electronic coupler, respectively; the electric drive system is electrically connected to the electronic coupler and the hydrogen range extender control system, respectively; the vehicle controller is electrically connected to the electronic coupler. The vehicle controller is used to determine the energy application mode of the vehicle, and according to the energy application mode, control the power battery management system, the hydrogen range extender control system and / or the electric drive system to output corresponding energy to the electronic coupler. The electronic coupler is used to control the energy flow direction of the energy output from the power battery management system, the hydrogen range extender control system, and / or the electric drive system according to the energy application mode, so as to achieve optimized energy distribution of the vehicle.

2. The vehicle hydrogen range-extending power system according to claim 1, characterized in that, The electric drive system includes a first electric drive bridge and a second electric drive bridge; The first electric drive axle is mechanically connected to the middle axle of the vehicle and is used to drive the middle wheels of the vehicle; The second electric drive axle is mechanically connected to the rear axle of the vehicle and is used to drive the rear wheels of the vehicle; The first electric drive bridge includes a first drive motor and a second drive motor, and the second electric drive bridge includes a third drive motor and a fourth drive motor; the electronic coupler is electrically connected to the first drive motor, the second drive motor, the third drive motor and the fourth drive motor respectively.

3. The vehicle hydrogen range-extending power system according to claim 2, characterized in that, The hydrogen range extender control system includes a hydrogen supply system and a hydrogen range extender; The hydrogen range extender is located under the vehicle's cabin; the hydrogen range extender includes a hydrogen engine, a generator, and a hydrogen engine controller that are structurally integrated into one unit; the hydrogen engine controller is electrically connected to the hydrogen engine and the vehicle controller, respectively. The hydrogen supply system includes a hydrogen tank located behind the vehicle's driver's compartment; the hydrogen tank is connected to the hydrogen engine via a gas line, and the hydrogen tank is used to store and supply hydrogen fuel to the hydrogen engine.

4. The vehicle hydrogen range-extending power system according to claim 3, characterized in that, The electronic coupler includes a three-phase rectifier bridge, a bidirectional DC-DC converter, an inverter, and a DC bus; The three-phase rectifier bridge is electrically connected between the generator and the DC bus, and the bidirectional DC converter is electrically connected between the power battery management system and the DC bus; The inverter includes at least two, with at least one inverter disposed between the first electric drive bridge and the DC bus, and between the second electric drive bridge and the DC bus.

5. The vehicle hydrogen range-extending power system according to claim 1, characterized in that, It also includes: a thermal management system; the thermal management system includes multiple heat circulation loops, heat exchangers, and a thermal management controller; The thermal management controller is electrically connected to the vehicle controller; All of the aforementioned heat circulation loops pass through the heat exchanger, and the transmission temperatures between the various heat circulation loops are different; The heat exchanger is used to exchange heat between different heat circulation loops in order to optimize the utilization of heat.

6. The vehicle hydrogen range-extending power system according to claim 5, characterized in that, The aforementioned heat circulation loops include a high-temperature circulation loop, a medium-temperature circulation loop, and a low-temperature circulation loop; The high-temperature circulation loop includes a first electronic water pump, a hydrogen engine, an electronic thermostat, a first temperature sensor, and a high-temperature radiator. The medium-temperature circulation loop includes a second electronic water pump, an electronic coupler, a generator, a first electric drive bridge, a second electric drive bridge, a medium-temperature radiator, and a second temperature sensor. The low-temperature circulation loop includes a refrigeration unit, an air conditioning system, a power battery, a positive temperature coefficient heater, a third electronic water pump, and a third temperature sensor. The heat exchanger flows upstream of the first temperature sensor in the high-temperature loop, upstream of the medium-temperature radiator in the medium-temperature loop, and upstream of the third temperature sensor in the low-temperature loop.

7. The vehicle hydrogen range-extending power system according to claim 1, characterized in that, The energy application modes include any one of the following: pure electric drive mode, hydrogen drive mode, hydrogen-electric parallel drive mode, braking energy recovery mode, hydrogen power generation mode, and hydrogen range extender start-up mode.

8. A commercial vehicle powered by a hydrogen range extender, characterized in that, Including the vehicle hydrogen range extender power system as described in any one of claims 1-7.

9. A control method for a vehicle hydrogen range-extended power system, characterized in that, include: Obtain the vehicle's current operating condition information and system status information; Based on the current operating condition information and the system status information, the current energy application mode of the vehicle is determined, and a system status model is constructed under the energy application mode to determine the power distribution ratio of the hydrogen range extender, the power battery and / or the electric drive system. Based on the power distribution ratio of the hydrogen range extender, the power battery, and / or the electric drive system, control the energy transfer of the hydrogen range extender, the power battery, and the electronic coupler.

10. The vehicle hydrogen range extender power system control method according to claim 9, characterized in that, Determining the current vehicle's energy application mode based on the current operating condition information and the system status information includes: When the battery state of charge is greater than or equal to 70% and the vehicle power demand is low, the energy application mode is determined to be the pure electric drive mode. When the battery state of charge is greater than or equal to 30% and less than 70%, or when the vehicle requires a large power, the energy application mode is determined to be the hydrogen drive mode. When the battery state of charge is greater than or equal to 30% and less than 70%, and the vehicle has a high power demand, the energy application mode is determined to be the hydrogen-electric parallel drive mode. When the current operating condition information indicates that the vehicle is braking or coasting, the energy application mode is determined to be the braking energy recovery mode; When the battery state of charge is less than 30%, the energy application mode is determined to be the hydrogen range extender start-up mode.

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