Hydrogen-powered two-wheeled vehicle, hydrogen-electricity hybrid power system and self-activation method of hydrogen-electricity hybrid power system

Abstract

The invention provides a hydrogen-powered two-wheeled vehicle, a hydrogen-electricity hybrid power system and a self-activation method of the hydrogen-electricity hybrid power system. The method comprises the steps that whether the hydrogen-electricity hybrid power system meets the self-activation condition or not is judged; under the condition that the self-activation condition is met, a fuel cell in the hydrogen-electricity hybrid power system is subjected to self-activation according to a preset self-activation process, and the preset self-activation process at least comprises the steps that a storage battery in the hydrogen-electricity hybrid power system serves as a load source, the fuel cell is controlled to operate, and the fuel cell is used for charging the storage battery. In this way, when the hydrogen-powered two-wheeled vehicle is in a standing state, the function role of the vehicle-mounted storage battery is reconstructed, the vehicle-mounted storage battery is temporarily converted into a load source from the energy storage unit, and then the fuel cell is driven to operate to be charged, so that the self-activation of the fuel cell is supported, and the self-activation of the vehicle-mounted storage battery is achieved. Furthermore, water is supplemented into the membrane electrode through water generated by self-activation of the fuel cell, so that the proton conduction efficiency and the output performance are recovered or partially recovered, and the problems in the prior art are solved.

Description

Technical Field

[0001] This invention relates to the field of hydrogen-powered two-wheeled vehicle technology, specifically to hydrogen-powered two-wheeled vehicles, hydrogen-electric hybrid power systems, and their self-activation methods. Background Technology

[0002] With the rapid development of new energy vehicles, hydrogen power technology has gradually become a research hotspot due to its environmentally friendly and efficient characteristics. As an important vehicle for short-distance travel, the performance and stability of the power system in hydrogen-powered two-wheeled vehicles have attracted much attention. Currently, most hydrogen-powered two-wheeled vehicles on the market use a hydrogen-electric hybrid power system composed of a fuel cell and a battery (such as a lithium battery or other types of rechargeable batteries). During normal vehicle operation, the fuel cell generates electricity to directly support the operation of the drive motor. Simultaneously, when the battery's charge is insufficient, the fuel cell output can also charge the battery, ensuring its power reserve. During standby, to reduce the frequency of fuel cell start-stop and energy consumption, the battery typically supports all standby power needs, such as powering the onboard control system and lights.

[0003] However, the aforementioned hydrogen-powered two-wheelers have a significant technical flaw in practical use. For example, when the vehicle is not used for a period of time (i.e., idle), the membrane electrode assembly (MEA) in the fuel cell is prone to water loss, leading to a decline in fuel cell performance. This is because during vehicle idleness, the fuel cell stops working, and the water in the MEA gradually disappears through diffusion and evaporation. As a core component of the fuel cell, the water content of the MEA directly affects proton conduction efficiency and electrochemical reaction activity. Excessive water loss increases proton conduction resistance, reduces the electrochemical reaction rate, decreases the fuel cell's output power, and worsens its starting performance. In severe cases, it may even fail to meet the power requirements for normal vehicle start-up and operation, significantly impacting the reliability and user experience of the hydrogen-powered two-wheelers.

[0004] Current solutions to the problem of water loss in fuel cell membrane electrode assemblies (MEAs) primarily focus on moisture management during continuous operation of automotive fuel cells. However, for applications like hydrogen-powered two-wheelers, which involve frequent start-stop cycles and extended periods of idle time, existing technologies lack effective solutions. Therefore, addressing the performance degradation caused by MEA water loss in hydrogen-powered two-wheelers during periods of inactivity has become a critical technological bottleneck that urgently needs to be overcome in the field of hydrogen-powered two-wheeler technology, and is of great significance for enhancing the market competitiveness of hydrogen-powered two-wheelers. Summary of the Invention

[0005] In view of the deficiencies in the existing technology, the purpose of this invention is to provide a hydrogen-powered two-wheeled vehicle, a hydrogen-electric hybrid power system and a self-activation method thereof, which aims to solve the problems in the related technology to a certain extent.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] This application provides a self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeled vehicle, the method comprising:

[0008] Determine whether a hydrogen-electric hybrid power system meets the self-activation conditions;

[0009] Under the condition of self-activation, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, wherein the preset self-activation process includes at least: using the battery in the hydrogen-electric hybrid power system as a load source and controlling the operation of the fuel cell to charge the battery.

[0010] Preferably, the self-activation conditions specifically include at least one of the following:

[0011] The time interval between the current moment and the previous shutdown moment is greater than the preset time interval;

[0012] The actual performance of the fuel cell in the hydrogen-electric hybrid power system is lower than the preset performance.

[0013] Preferably, the preset self-activation process further includes: releasing the remaining power in the battery.

[0014] Preferably, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, specifically including:

[0015] Step S221: Discharge the remaining charge in the battery until the remaining charge is less than or equal to a first threshold;

[0016] Step S222: Using the battery in the hydrogen-electric hybrid power system as a load source, and controlling the operation of the fuel cell to charge the battery until the remaining charge of the battery is greater than or equal to the second threshold.

[0017] Step S223: Determine whether the self-activation termination condition is met; wherein, if the self-activation termination condition is met, execute step S224, or if the self-activation termination condition is not met, execute step S221 again;

[0018] Step S224: End the preset self-activation process.

[0019] Preferably, the self-activation termination condition specifically includes at least one of the following:

[0020] The actual performance of the fuel cell in the hydrogen-electric hybrid power system after self-activation is higher than the preset performance.

[0021] The number of iterations is greater than or equal to the preset number of iterations.

[0022] Preferably, the method of controlling the operation of the fuel cell includes at least one of the following:

[0023] The output power of the fuel cell is controlled to increase in preset steps;

[0024] The output power of the fuel cell is controlled to decrease in increments of a second preset step size;

[0025] The fuel cell is controlled to operate at a fixed power.

[0026] Preferably, discharging the remaining charge in the battery specifically includes:

[0027] The remaining charge in the battery is released through the discharge resistor set in the hydrogen-electric hybrid power system.

[0028] Preferably, the hydrogen-electric hybrid power system is formed by the fuel cell and the battery connected in parallel; and the hydrogen-powered two-wheeler further includes a central control system and a motor system, the central control system being normally connected to the battery, and the motor system being connected to the hydrogen-electric hybrid power system; and,

[0029] Under conditions that meet the self-activation requirements, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, specifically including:

[0030] When the central control system determines that the self-activation conditions are met, it disconnects the motor system from the hydrogen-electric hybrid power system and performs self-activation on the fuel cell in the hydrogen-electric hybrid power system according to the preset self-activation process.

[0031] This application also provides a hydrogen-electric hybrid power system, which is applied to a hydrogen-powered two-wheeled vehicle and is self-activated by the method provided in this application.

[0032] This application also provides a hydrogen-powered two-wheeled vehicle, which includes the hydrogen-electric hybrid power system provided in this application.

[0033] Based on the above technical solution, the advantages of the present invention compared with the prior art are as follows:

[0034] The self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeler, as provided in this application embodiment, includes determining whether the hydrogen-electric hybrid power system meets the self-activation conditions. If the conditions are met, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process. This preset self-activation process includes at least: using the battery in the hydrogen-electric hybrid power system as a load source and controlling the fuel cell to charge the battery. Thus, in the stationary state of the hydrogen-powered two-wheeler, this method only reconfigures the function of the on-board battery, temporarily converting it from an energy storage unit into a load source to drive the fuel cell and charge it, thereby supporting the self-activation of the fuel cell. Furthermore, the water generated during the fuel cell's self-activation is used to replenish the membrane electrode assembly (MEA) to restore or partially restore proton conduction efficiency and output performance, thereby solving the problem of performance degradation caused by water loss in the MEA of the fuel cell when the hydrogen-powered two-wheeler is idle. Attached Figure Description

[0035] Figure 1 The structural schematic diagram of the hydrogen-powered two-wheeled vehicle provided in this application;

[0036] Figure 2 A schematic diagram of the specific process for the self-activation method of a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeler, provided for this application;

[0037] Figure 3 This is a schematic diagram of the activation process of the hydrogen-electric hybrid power system in the self-activation method provided in this application. Detailed Implementation

[0038] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0039] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0040] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0041] As mentioned earlier, hydrogen-powered two-wheelers have a significant technical drawback in practical use: when the vehicle is not used for a period of time, the membrane electrode assembly (MEA) in the fuel cell is prone to water loss, leading to a decline in fuel cell performance. Current solutions to the MEA water loss problem mainly focus on moisture management during continuous operation of automotive fuel cells. However, for applications like hydrogen-powered two-wheelers that involve frequent start-stop cycles and long periods of idle time, existing technologies lack effective solutions.

[0042] In view of this, embodiments of this application provide a hydrogen-powered two-wheeled vehicle, a hydrogen-electric hybrid power system, and a self-activation method thereof, which can be used to solve the problems in the prior art. For ease of understanding, the structure of the hydrogen-powered two-wheeled vehicle provided in the embodiments of this application will be described first.

[0043] like Figure 1 The diagram shown is a structural schematic of a hydrogen-powered two-wheeled vehicle provided in an embodiment of this application. The hydrogen-powered two-wheeled vehicle includes a central control system 11, an electric motor system 12 (which may include a drive motor), and a hydrogen-electric hybrid power system 13. The hydrogen-electric hybrid power system 13 is formed by connecting a fuel cell 131 and a storage battery 132 in parallel. The storage battery 132 may be a lithium battery or other types of secondary batteries.

[0044] In practical applications, the motor system 12 is connected to the hydrogen-electric hybrid power system 13. When the hydrogen-powered two-wheeler is working normally, the fuel cell 131 mainly generates electricity to directly support the operation of the central control system 11 and the motor system 12. When the battery 132 is low on power, the power output from the fuel cell 131 can also charge the battery 132 to ensure the battery 132 has sufficient power reserves. Of course, if the remaining power of the battery 132 is too high, the operation of the fuel cell 131 can be stopped, and the operation of the central control system 11 and the motor system 12 can then be supported by the battery 132.

[0045] During the standby period of the hydrogen-powered two-wheeled vehicle, in order to reduce the start-stop frequency and energy consumption of the fuel cell 131, the battery 132 mainly supports the various power needs during standby, such as power supply to the central control system 11, lights, and other equipment. Therefore, the central control system 11 and the battery 132 are normally connected, so that even if the fuel cell 131 stops operating in standby mode, the normally connected battery 132 can still supply power to the central control system 11.

[0046] In this invention, fuel cells are prone to water loss in the membrane electrode assembly (MEA) after being idle for a period of time, leading to performance degradation. However, the operation of the fuel cell itself can produce water (hydrogen and oxygen react to produce water). Therefore, the principle of activating the fuel cell is to control the operation of the fuel cell to produce water, which can replenish the moisture in the MEA of the fuel cell, thereby restoring or partially restoring its proton conduction efficiency and output performance. The inventive concept of this application is to control the fuel cell in the hydrogen-electric hybrid power system of a hydrogen-powered two-wheeled vehicle to perform self-activation.

[0047] like Figure 2 The diagram shown is a schematic flowchart of a self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeled vehicle, provided in an embodiment of this application. This method can be executed by a central control system 11. For example, the central control system 11 can execute the method provided in this embodiment to self-activate the fuel cell in the hydrogen-electric hybrid power system after the hydrogen-powered two-wheeled vehicle enters standby mode or upon receiving a start command. The method includes the following steps:

[0048] Step S21: Determine whether the hydrogen-electric hybrid power system meets the self-activation conditions.

[0049] In step S21, the self-activation condition is a set of logical criteria that triggers the execution of the method. Its essence is a state identifier that represents the current performance of the fuel cell in the hydrogen-electric hybrid power system in the reversible deterioration range, rather than a fault alarm threshold. In practical applications, the self-activation condition may include at least one of the following: the time interval between the current time and the previous shutdown time is greater than a preset time interval (referred to as self-activation condition 1), and the actual performance of the fuel cell in the hydrogen-electric hybrid power system is lower than the preset performance (referred to as self-activation condition 2).

[0050] The self-activation condition 1 is a preventative activation condition. This is because, after a period of inactivity, the fuel cell in the hydrogen-electric hybrid system of a hydrogen-powered two-wheeler may experience performance degradation due to proton exchange membrane dehydration. However, since the vehicle is not started, it is difficult to directly collect the actual performance data of the fuel cell. Therefore, self-activation condition 1 is set as a preventative activation condition. Thus, during the standby idle period of the hydrogen-powered two-wheeler, the central control system can continuously or periodically collect the time interval between the current moment and the previous shutdown moment, and then determine whether this time interval is greater than a preset time interval. If it is, then self-activation condition 1 is met; otherwise, it is not.

[0051] For example, when a hydrogen-powered two-wheeled vehicle is in a stopped state, the central control system can record the timestamp at this time, thus obtaining the previous stop time and calculating the time interval between the current time and the previous stop time.

[0052] The self-activation condition 2 is a remedial activation of the fuel cell when the actual performance of the fuel cell in the hydrogen-electric hybrid power system is lower than the preset performance. This is because, from the perspective of the proton exchange membrane's life cycle, the performance degradation caused by short-term water loss is reversible. At this time, it can be fully or partially restored to its activity through activation. Therefore, this self-activation condition 2 is set to remedy the performance of the fuel cell.

[0053] The actual performance of a fuel cell can be characterized by its actual current, actual voltage, actual output power, and other actual performance parameters. Therefore, the central control system can collect the actual performance parameters of the fuel cell after receiving the start command, or it can collect the actual performance parameters of the fuel cell during the normal operation of the hydrogen-powered two-wheeled vehicle. Then, it compares the actual performance parameters with the preset performance parameters. If the actual performance parameters are better than the preset performance parameters, it means that the actual performance of the fuel cell is higher than the preset performance, and it does not meet the self-activation condition 2. Conversely, if the actual performance parameters are lower than the preset performance parameters, it means that the actual performance of the fuel cell is lower than the preset performance, and it meets the self-activation condition 2.

[0054] In practical applications, actual performance parameters of the fuel cell, such as actual current, actual voltage, and actual output power, are collected and compared with preset performance parameters to determine their superiority. This method can adopt relevant solutions from existing technologies. For example, when the output power is the same, a higher voltage and a lower current indicate better fuel cell performance (less hydrogen consumption). Here, no specific limitations are made on how to collect actual performance parameters and how to compare them with preset performance parameters.

[0055] Therefore, in practical applications, for step S21, the central control system can determine whether the hydrogen-powered two-wheeler meets the self-activation condition 1 by judging whether it meets the self-activation condition 1 mentioned above when it is in a standby idle state. If it meets the self-activation condition 1, subsequent self-activation (preventive activation) can be performed. Of course, the central control system can also collect the actual performance parameters of the fuel cell after receiving the start command or during the normal operation of the hydrogen-powered two-wheeler, and then judge whether it meets the self-activation condition 2 mentioned above. If it meets the self-activation condition 2, it means that the performance of the fuel cell has degraded. At this time, subsequent self-activation (remedial activation) can be performed immediately or after the hydrogen-powered two-wheeler enters the standby state again to fully or partially restore the activity of the proton exchange membrane.

[0056] Step S22: Under the condition that the self-activation is met, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to the preset self-activation process.

[0057] The preset self-activation process includes at least the following: using the battery in the hydrogen-electric hybrid power system as a load source and controlling the operation of the fuel cell to charge the battery.

[0058] It is important to note that, considering this hydrogen-electric hybrid system is applied to hydrogen-powered two-wheeled vehicles, the normal way these vehicles consume electrical energy is through the operation of the electric motor system. However, during the self-activation process, it is impossible to control the operation of the electric motor system to consume the electrical energy generated during self-activation (because the operation of the electric motor system would cause the vehicle to move). This application addresses this contradiction by using the battery in the hydrogen-electric hybrid system as the load source in this pre-designed self-activation process, and controlling the operation of the fuel cell to charge the battery. This pre-designed self-activation process avoids using the conventional electric motor system as the load, instead using the battery as the load source. By controlling the operation of the fuel cell, the electrical energy it generates charges the battery, thus achieving the purpose of consuming the electrical energy generated during self-activation.

[0059] It is important to note that, in addition to using the battery in the hydrogen-electric hybrid power system as a load source and controlling the operation of the fuel cell to charge the battery, this pre-set self-activation process can also include other steps to improve the efficiency and safety of self-activation. For example, the pre-set self-activation process can also include releasing the remaining charge in the battery, thereby reducing the remaining charge and allowing it to absorb more electrical energy when used as a load source to absorb electrical energy during fuel cell operation, thus improving self-activation efficiency. Of course, since the fuel cell often requires continuous temperature monitoring during operation to prevent excessively high or low temperatures from affecting activation, the pre-set self-activation process can also include continuously monitoring the actual temperature of the fuel cell to improve the safety of the self-activation process.

[0060] Furthermore, although the preset self-activation process includes using the battery in the hydrogen-electric hybrid power system as a load source and controlling the operation of the fuel cell to charge the battery, and also includes discharging the remaining charge in the battery, the specific activation process for the self-activation of the fuel cell in the hydrogen-electric hybrid power system according to the preset self-activation process in step S22 can be as follows: Figure 3 As shown, it includes the following steps:

[0061] Step S221: Discharge the remaining charge in the battery until the remaining charge is less than or equal to the first threshold.

[0062] The size of the first threshold can be set according to actual needs. For example, the size of the first threshold can be set in combination with the total storage capacity of the battery. In practical applications, the size of the first threshold can be 20% to 30% of the total storage capacity of the battery, such as 20%, 25%, 30% or other values ​​between the two.

[0063] In practical applications, to avoid short circuits when discharging the remaining charge in the battery, a discharge resistor can be set in the hydrogen-electric hybrid power system. This discharge resistor can be used to discharge the remaining charge in the battery. In other words, when discharging the remaining charge in the battery, the discharge resistor can be used as a load source to consume the remaining charge in the battery until it is less than or equal to a first threshold. At this point, it indicates that the remaining charge in the battery is low enough to absorb the electrical energy during the self-activation of the fuel cell to a greater extent.

[0064] Step S222: Use the battery in the hydrogen-electric hybrid power system as the load source and control the operation of the fuel cell to charge the battery until the remaining charge of the battery is greater than or equal to the second threshold.

[0065] The second threshold is greater than the first threshold. In practical applications, the second threshold can be 60% to 90% of the total capacity of the battery. For example, the second threshold can be 60%, 70%, 80%, 85%, 90%, or other values ​​in between. If the remaining capacity of the battery is greater than or equal to the second threshold, it means that the battery is basically fully charged (a portion of the capacity needs to be reserved to avoid overcharging of the battery and causing safety risks).

[0066] In step S222, the fuel cell output can be connected to the battery input. Under the closed-loop control of the central control system, the fuel cell is made to work in power generation mode, so that all or most of its output power is supplied to the battery for storage until the remaining power of the battery is greater than or equal to the second threshold.

[0067] It should be further explained that, in order to further improve the activation effect of the fuel cell, there are usually multiple ways to control the output power during the operation of the fuel cell. These methods can include at least one of the following: controlling the output power of the fuel cell to increase in a preset step size; controlling the output power of the fuel cell to decrease in a second preset step size; controlling the fuel cell to operate at a fixed power.

[0068] In practical applications, multiple control methods are typically combined to control the operation of fuel cells. For example, the output power of the fuel cell is first increased in a stepwise manner with a preset step size (e.g., 50 W / 10 s) to prevent local flooding of the cold stack due to instantaneous high load. Then, after the output power of the fuel cell reaches a certain target value, the fuel cell is controlled to operate at a fixed power. After running for a period of time (e.g., 10 minutes), the output power of the fuel cell is controlled to decrease in a second preset step size (e.g., 30 W / 5 s) until the output power reaches a minimum value, thus completing a cycle of gradually increasing, maintaining a fixed power, and then gradually decreasing. In this way, the operation of the fuel cell is controlled through one or more rounds of this cycle of gradually increasing, maintaining a fixed power, and then gradually decreasing, in order to charge the battery.

[0069] Step S223: Determine whether the self-activation termination condition is met. If it is met, proceed to step S224. If it is not met, proceed to step S1 again until the self-activation termination condition is finally met, and then end the preset self-activation process.

[0070] Step S224: End the preset self-activation process.

[0071] Here we can give a general explanation of steps S223 and S224.

[0072] After passing through step S222 above, the battery in the hydrogen-electric hybrid power system is used as the load source, and the operation of the fuel cell is controlled to charge the battery until the remaining charge of the battery is greater than or equal to the second threshold. At this time, the operation of the fuel cell can be stopped, or the fuel cell can be controlled to operate at low power. Then, step S223 is executed to determine whether the self-activation termination condition is met. If the self-activation termination condition is met, it means that the self-activation process has been completed. Therefore, step S224 can be executed to end the preset self-activation process.

[0073] Conversely, if the self-activation termination condition is not met, it means that a new round of self-activation process needs to be carried out. Therefore, step S1 can be executed again until the self-activation termination condition is finally met, at which point the preset self-activation process can be terminated.

[0074] The self-activation termination condition can include any of the following: the actual performance of the fuel cell after self-activation in the hydrogen-electric hybrid power system is higher than the preset performance; the number of cycles is greater than or equal to the preset number. Therefore, before executing step S223 to determine whether the self-activation termination condition is met, the number of cycles (referring to the number of times steps S221 to S223 are executed) can be counted. This allows us to determine whether the number of cycles is greater than or equal to the preset number. If so, it means that the number of times steps S221 to S223 have been executed has been excessive, and the preset self-activation process can be terminated. Therefore, the self-activation termination condition is met. If the actual performance of the fuel cell is still substandard at this point, it indicates that its performance degradation is irreversible, and an alarm message needs to be issued.

[0075] Another self-activation termination condition can be that the actual performance of the fuel cell after self-activation is higher than the preset performance. In this case, the central control system can collect the actual performance parameters of the fuel cell after self-activation, including the actual current, actual voltage, and actual output power. Then, the actual performance parameters after self-activation are compared with the preset performance parameters to determine whether the actual performance of the fuel cell after self-activation is higher than the preset performance. If it is higher, it means that self-activation has been completed and meets the self-activation termination condition. Otherwise, if it is not higher, it means that the self-activation termination condition is met and the self-activation process needs to continue.

[0076] In addition, after the preset self-activation process is completed, the central control system can control the termination of the fuel cell operation and put the hydrogen-powered two-wheeler into a normal standby state, thereby facilitating subsequent applications by the user.

[0077] The self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeler, as provided in this application embodiment, includes determining whether the hydrogen-electric hybrid power system meets the self-activation conditions. If the conditions are met, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process. This preset self-activation process includes at least: using the battery in the hydrogen-electric hybrid power system as a load source and controlling the fuel cell to charge the battery. Thus, in the stationary state of the hydrogen-powered two-wheeler, this method only reconfigures the function of the on-board battery, temporarily converting it from an energy storage unit into a load source, thereby driving the fuel cell to charge it. This supports the self-activation of the fuel cell. Furthermore, the water generated during the fuel cell's self-activation is used to replenish the membrane electrode assembly (MEA), restoring or partially restoring proton conduction efficiency and output performance. This solves the problem of performance degradation caused by water loss from the MEA of the fuel cell when the hydrogen-powered two-wheeler is idle.

[0078] The above is a detailed description of the self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeled vehicle provided in the embodiments of this application. Further details can be found here in conjunction with the above. Figures 1-3 To further explain the method, the method provided in this application embodiment can be executed by the central control system in the hydrogen-powered two-wheeler. For example, in practical applications, the hydrogen-powered two-wheeler can be a shared hydrogen-powered two-wheeler. In such a shared scenario, some hydrogen-powered two-wheelers may be in a standby and idle state for a period of time. Therefore, the central control system can execute the method after the hydrogen-powered two-wheeler enters the standby state, thereby determining whether the hydrogen-electric hybrid power system meets the self-activation conditions. If the central control system determines that the self-activation conditions are met, it can disconnect the connection between the motor system and the hydrogen-electric hybrid power system to avoid the motor system from running during the self-activation process of the fuel cell (running of the motor system will cause the vehicle to move). Furthermore, it can perform self-activation of the fuel cell in the hydrogen-electric hybrid power system according to the preset self-activation process.

[0079] Based on the method provided in the embodiments of this application, the embodiments of this application can also provide a hydrogen-electric hybrid power system, which can be applied to a hydrogen-powered two-wheeled vehicle and is self-activated through the method provided in the embodiments of this application. Of course, the embodiments of this application can also provide a hydrogen-powered two-wheeled vehicle, which includes the hydrogen-electric hybrid power system provided in the embodiments of this application.

[0080] This invention is not limited to the embodiments described above. Those skilled in the art can make various improvements and modifications without departing from the principles of this invention, and these improvements and modifications are also considered within the scope of protection of this invention. Contents not described in detail in this specification are prior art known to those skilled in the art.

Claims

1. A self-activation method for a hydrogen-electric hybrid power system based on a hydrogen-powered two-wheeled vehicle, characterized in that, The method includes: Determine whether a hydrogen-electric hybrid power system meets the self-activation conditions; Under the condition of self-activation, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, wherein the preset self-activation process includes at least: using the battery in the hydrogen-electric hybrid power system as a load source and controlling the operation of the fuel cell to charge the battery.

2. The method according to claim 1, characterized in that, The self-activation conditions specifically include at least one of the following: The time interval between the current moment and the previous shutdown moment is greater than the preset time interval; The actual performance of the fuel cell in the hydrogen-electric hybrid power system is lower than the preset performance.

3. The method according to claim 1, characterized in that, The preset self-activation process also includes: releasing the remaining power in the battery.

4. The method according to claim 3, characterized in that, The fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, specifically including: Step S221: Discharge the remaining charge in the battery until the remaining charge is less than or equal to a first threshold; Step S222: Using the battery in the hydrogen-electric hybrid power system as a load source, and controlling the operation of the fuel cell to charge the battery until the remaining charge of the battery is greater than or equal to the second threshold. Step S223: Determine whether the self-activation termination condition is met; wherein, if the self-activation termination condition is met, execute step S224, or if the self-activation termination condition is not met, execute step S221 again; Step S224: End the preset self-activation process.

5. The method according to claim 4, characterized in that, The self-activation termination condition specifically includes at least one of the following: The actual performance of the fuel cell in the hydrogen-electric hybrid power system after self-activation is higher than the preset performance. The number of iterations is greater than or equal to the preset number of iterations.

6. The method according to claim 4, characterized in that, The methods for controlling the operation of the fuel cell include at least one of the following: The output power of the fuel cell is controlled to increase in preset steps; The output power of the fuel cell is controlled to decrease in increments of a second preset step size; The fuel cell is controlled to operate at a fixed power.

7. The method according to claim 4, characterized in that, Discharging the remaining charge in the battery specifically includes: The remaining charge in the battery is released through the discharge resistor set in the hydrogen-electric hybrid power system.

8. The method according to claim 1, characterized in that, The hydrogen-electric hybrid power system is formed by the fuel cell and the battery connected in parallel; and the hydrogen-powered two-wheeler also includes a central control system and a motor system, the central control system being normally connected to the battery, and the motor system being connected to the hydrogen-electric hybrid power system; and... Under conditions that meet the self-activation requirements, the fuel cell in the hydrogen-electric hybrid power system is self-activated according to a preset self-activation process, specifically including: When the central control system determines that the self-activation conditions are met, it disconnects the motor system from the hydrogen-electric hybrid power system and performs self-activation on the fuel cell in the hydrogen-electric hybrid power system according to the preset self-activation process.

9. A hydrogen-electric hybrid power system, characterized in that, The hydrogen-electric hybrid power system is applied to hydrogen-powered two-wheeled vehicles and is self-activated by the method described in any one of claims 1 to 8.

10. A hydrogen-powered two-wheeled vehicle, characterized in that, The hydrogen-powered two-wheeler includes the hydrogen-electric hybrid power system as described in claim 9.

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