Vehicle and air tightness detection method

Abstract

The invention provides a vehicle and an air tightness detection method, relates to the technical field of vehicles, and can improve the air tightness detection efficiency. The vehicle comprises a vehicle body, a fuel cell system and a protection part, the vehicle body is provided with a containing cavity, the containing cavity is provided with an opening, the opening is formed in the outer surface of the vehicle body, the fuel cell system is arranged on the vehicle body and comprises at least two functional modules, and the at least two functional modules are communicated through a ventilation connector; the ventilation connector is located in the containing cavity and is opposite to the opening, and the opening is separably closed by the protection piece. In the air tightness detection process, the detector can extend into the containing cavity through the opening, the detector can conveniently touch the ventilation connector so as to detect the ventilation connector, air tightness detection can be carried out without a differential pressure method, long pressure balancing time and pressure maintaining time are not needed in the detection process, and only air needs to be introduced into the ventilation connector. The detection efficiency can be improved, and the leakage point can be positioned.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle and a method for testing airtightness. Background Technology

[0002] To improve vehicle safety, it is necessary to test the airtightness of all vent joints in the vehicle's fuel cell system. In related technologies, the differential pressure method is generally used for airtightness testing. This method is an indirect way to measure gas leaks. Its principle involves filling the hydrogen fuel cell system and a known leak-free standard workpiece with the same pressure of gas under identical conditions, then isolating them and measuring the pressure difference. If a leak exists in the vent joint, the internal pressure drop rate of the fuel cell system will be greater than that of the standard workpiece, creating a pressure difference that can be captured by a high-precision sensor. This method uses the pressure within the standard workpiece as a reference, which can, to some extent, offset the interference of environmental factors such as temperature on pressure.

[0003] However, the differential pressure method for airtightness testing requires first filling the fuel cell system and the standard workpiece with gas and connecting them to equalize the internal pressure. Then, the valve between them is closed to isolate them, and the pressure difference is measured after maintaining the pressure for a period of time. Equalizing the pressure and maintaining the pressure after isolation both require a considerable amount of time, resulting in low efficiency for the differential pressure method. Furthermore, the differential pressure method cannot pinpoint leaks. Summary of the Invention

[0004] This application provides a vehicle and an airtightness testing method, which can improve the efficiency of airtightness testing and locate leaks.

[0005] In a first aspect, this application provides a vehicle, which includes a vehicle body, a fuel cell system, and a protective component. The vehicle body has a receiving cavity with an opening formed on the outer surface of the vehicle body. The fuel cell system is disposed on the vehicle body and includes at least two functional modules. The at least two functional modules are connected through a vent connector located inside the receiving cavity and opposite to the opening. The protective component can detachably close the opening.

[0006] By creating an opening on the outer surface of the vehicle body, with the vent connector opposite the opening (i.e., exposing the vent connector), the vent connector can be exposed to the external environment. When airtightness testing of the vent connector is required, a detector can be inserted into the receiving cavity through the opening, allowing easy access to the vent connector for testing. Thus, the fuel cell system of the vehicle provided in this application can perform airtightness testing without using the differential pressure method. The testing process does not require a long time for pressure balancing and holding; only gas needs to be introduced into the vent connector, which improves testing efficiency. Furthermore, during testing, the detector is located at the vent connector, and its output data reflects whether a leak exists. If a leak is found, the leak point can be located. Therefore, the vehicle provided in this application improves the efficiency of airtightness testing and can locate leaks.

[0007] Therefore, it is evident that the vehicle provided in this application, with its vent connector exposed after opening, allows for airtightness testing using the nitrogen-hydrogen tracer leak detection method, improving testing efficiency and enabling leak location. Understandably, this application allows the nitrogen-hydrogen tracer leak detection method to be applied after vehicle assembly. During vehicle assembly, it is not necessary to install the fuel cell system on the chassis first, followed by other vehicle components. The installation sequence of each component is less restricted, improving the flexibility and parallel operation capabilities of the assembly line, increasing assembly efficiency. The installation sequence of each component can be adjusted relatively freely according to the installation space, minimizing interference during installation and enhancing the convenience of vehicle assembly.

[0008] Furthermore, in this application, the protective component can detachably close the opening, allowing the opening to be opened when an airtightness test is required, and the protective component to close the opening after the test is completed, thus protecting the venting connector and preventing impurities in the external environment from easily entering the cavity through the opening and contaminating the venting connector and functional modules.

[0009] In some possible implementations of this application, the protective component can be detachably connected to the vehicle body, such as by snap-fit ​​or fastener connection, and the axis of the fastener can be parallel to the orientation of the opening. In some possible implementations of this application, the protective component can be movably connected to the vehicle body, such as by rotational connection or sliding connection, so that the protective component has multiple positions relative to the vehicle body, enabling the protective component to open or close the opening.

[0010] In some possible implementations of this application, the vehicle body includes a fender and a mudguard, the mudguard being disposed on the fender, and the surface of the mudguard near the wheel having a first opening. A functional module includes a filling pipe, disposed on the fender, located on the side of the mudguard away from the wheel. The filling pipe communicates with another functional module via a first vent connector, the first vent connector being disposed on the side of the mudguard away from the wheel, opposite to the first opening.

[0011] In this way, the filling pipe is used to connect to the filling gun, which injects gases such as hydrogen into the vehicle through the filling pipe. The filling pipe is located on the fender, close to the mudguard. The first vent connector is also close to the mudguard, creating a first opening in the mudguard. This first opening is opposite the first vent connector, making the distance between them short enough that the detector can reach the first vent connector with a short insertion distance, facilitating the testing of the airtightness of the first vent connector. Moreover, compared to creating a first opening on the sheet metal of the vehicle body, creating a first opening on the mudguard has less impact on the overall strength of the vehicle body.

[0012] In some possible implementations of this application, the protective member includes a first protective member that can detachably close the first opening. The first protective member includes a vent, which has a porous structure, and the pores of the vent connect opposite sides of the mudguard along its thickness direction.

[0013] By including a vent in the first protective component, in the event of hydrogen leakage from the first vent joint, the leaked hydrogen can be discharged into the external environment of the vehicle through the vent, reducing the risk of hydrogen accumulation in the containment cavity and improving vehicle safety. By making the vent a porous structure, it allows air to pass through while also serving a dustproof function, preventing impurities from the external environment from easily penetrating the vent and entering the containment cavity, thus avoiding contamination of components such as the vent joint.

[0014] In some possible implementations of this application, the receiving cavity has a second opening, and the protective element includes a second protective element that can detachably close the second opening. The functional module includes a filling tube, one end of which has a filling port, and the other end extends into the receiving cavity through the second opening and the second protective element. The other end of the filling tube is connected to another functional module via a first vent connector, which is opposite to the second opening.

[0015] In this way, the second opening is used not only for the refueling pipe but also for exposing the first vent connector. The second opening is fully utilized, which reduces the need for other openings to expose the first vent connector, thus simplifying the structure, reducing costs, and improving the strength of the vehicle body. Moreover, the refueling pipe extends into the receiving cavity through the second protective component, and the refueling pipe can cover the second opening, thus making full use of the refueling pipe and achieving a high degree of structural integration.

[0016] In some possible implementations of this application, the second protective member includes at least two sub-protective members, which are separately arranged and detachably connected to the vehicle body. The at least two sub-protective members are arranged along the circumference of the filling pipe and together clamp the filling pipe.

[0017] By arranging the individual sub-protective components along the circumference of the filling pipe and detachably connecting them to the vehicle body, each sub-protective component can be individually installed onto or removed from the vehicle body. During installation and removal, the sub-protective components can move closer to or further away from the filling pipe in a direction perpendicular to the second opening, improving the ease of installation and removal of the second protective component. By having all the sub-protective components collectively clamp the filling pipe, the second protective component can support it, maximizing its utilization and achieving a high degree of structural integration. Furthermore, the shared clamping of the filling pipe by all the sub-protective components ensures a tighter connection between the filling pipe and the second protective component, improving the sealing performance when the second opening is closed.

[0018] In some possible implementations of this application, at least two functional modules further include a gas storage tank and a first connecting pipe, one end of which is connected to the gas storage tank and the other end is connected to the filling pipe through a first vent connector.

[0019] In this way, compared to connecting the filling pipe directly to the air tank through the first vent connector, this application connects the filling pipe to the first connecting pipe through the first vent connector so that it can connect to the air tank through the first connecting pipe. This application eliminates the need to place the air tank at the mudguard. The air tank can be placed in a more spacious position on the vehicle body, making the placement of the air tank more convenient.

[0020] In some possible implementations of this application, a third opening is formed on the bottom surface of the vehicle body. The functional module includes an air tank, which is disposed above the third opening. The air tank is connected to another functional module via a second vent connector, which is opposite to the third opening.

[0021] The air tank is usually located at the bottom of the vehicle body, and the second vent connector is also located at the bottom of the vehicle body. A third opening is formed on the bottom surface of the vehicle body, and the third opening is opposite to the second vent connector. This makes the distance between the third opening and the second vent connector relatively short, so that the detector can reach the second vent connector with a short distance inserted into the third opening, which is convenient for testing the airtightness of the second vent connector.

[0022] In some possible implementations of this application, a third opening is formed on the bottom surface of the vehicle body. The functional module includes a fuel cell stack module, which is disposed above the third opening. The fuel cell stack module is connected to another functional module through a third vent connector, which is opposite to the third opening.

[0023] The fuel cell stack module is usually located at the bottom of the vehicle body, and the third vent connector is also located at the bottom of the vehicle body. A third opening is formed on the bottom surface of the vehicle body, and the third opening is opposite to the third vent connector. This makes the distance between the third opening and the third vent connector relatively short, so that the detector can reach the third vent connector with a short distance inserted into the third opening, which is convenient for testing the airtightness of the third vent connector.

[0024] In some possible implementations of this application, the third opening is formed in the chassis guard plate.

[0025] In this way, the chassis skid plate, together with other components of the vehicle body, forms a cavity that protects the air tank, fuel cell stack, and other functional modules. The formation of this cavity is relatively convenient. Furthermore, openings in the chassis skid plate facilitate manufacturing.

[0026] In some possible implementations of this application, the chassis guard plate also includes an observation hole, which penetrates the chassis guard plate along its thickness direction. The observation hole is adjacent to the third opening, and exposes the second vent connector. This allows personnel to observe the detector and the second vent connector through the observation hole and control the detector to inspect the second vent connector, improving the ease of inspection. The observation hole is used for observation, and the third opening is used to insert the detector. The observation hole and the third opening have dedicated functions. Compared to not having an observation hole and only having the third opening for observation of the detector, the size of the third opening in this application does not need to be excessively large, which is beneficial for improving the strength and rigidity of the chassis guard plate. The personnel's observation angle depends on the position of the observation hole relative to the third opening; that is, the observation angle can be adjusted by adjusting the position of the observation hole relative to the third opening during the redesign stage, allowing for more flexible adjustment of the observation angle and improving the convenience of personnel observing the detector.

[0027] In some possible implementations of this application, a third opening is formed in the chassis, and the protective element includes a third protective element that is detachably disposed over the third opening.

[0028] The third protective component is located below the chassis to protect it, forming a third opening in the chassis. The third protective component can be detachably covered by the third opening, making full use of it. It not only protects the chassis but also closes the third opening, reducing the need for other protective components to close the third opening. This helps to simplify the structure, increase its integration, and reduce costs.

[0029] In some possible implementations of this application, the third protective element is located between two adjacent axles.

[0030] In this way, the disassembly and assembly of the third protective component is less affected by other vehicle parts such as bumpers and axles, making the disassembly and assembly of the third protective component more convenient, which in turn makes it easier to test the airtightness of the second vent joint.

[0031] Secondly, this application provides an airtightness testing method, which is applied to the vehicle provided in the first aspect of this application. The airtightness testing method includes: This ensures that the protective component is separated from the opening; Insert the detector into the receiving cavity through the opening and place the detector at the vent connector; The control detector checks the airtightness of the ventilation joint.

[0032] The airtightness testing method provided in this application, with the protective component and the opening separated (i.e., the opening open), exposes the vent connector to the external environment of the vehicle through the opening. The vent connector is positioned opposite the opening, allowing the detector to easily access and test the vent connector after extending into the cavity through the opening. Thus, compared to using the differential pressure method for airtightness testing, the airtightness testing method provided in this application does not require a long pressure holding time, which improves testing efficiency. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 These are schematic diagrams of the vehicle structure in some embodiments of this application; Figure 2 yes Figure 1 A magnified view of a section at point A in the middle; Figure 3This is an exploded view of the first protective member and mudguard in some embodiments of this application; Figure 4 This is a schematic diagram of the connection between the first protective member and the mudguard in some embodiments of this application; Figure 5 These are schematic diagrams of the spring nut structure in some embodiments of this application; Figure 6 This is an exploded view of the first protective element in some embodiments of this application; Figure 7 This is a schematic diagram of the structure of the second protective member closing the second opening in some embodiments of this application; Figure 8 This is a schematic diagram of the structure of the second opening in some embodiments of this application; Figure 9 This is a schematic diagram of the structure of the bottom of the vehicle in some embodiments of this application; Figure 10 This is a schematic diagram of the structure of the gas storage tank and fuel cell stack installed on the vehicle body in some embodiments of this application; Figure 11 yes Figure 9 A magnified view of a section at point B in the middle; Figure 12 This is a schematic diagram of the vehicle removing the third protective component in some embodiments of this application; Figure 13 This is a flowchart of an airtightness testing method in some embodiments of this application.

[0035] Explanation of reference numerals in the attached figures: 01. Detector; 1. Vehicle body; 11. Receiving cavity; 111. Opening; 1111. First opening; 1112. Second opening; 1113. Third opening; 12. Fender; 13. Mudguard; 14. Spring nut; 141. First plate; 1411. First connecting hole; 142. Second plate; 143. Third plate; 144. Cylindrical part; 15. Mounting component; 151. Connecting groove; 16. Chassis guard plate; 161. Observation hole; 2. Functional module; 21. Filling pipe; 211. Limiting groove; 22. Air tank; 23. First connecting pipe; 24. Fuel cell stack module; 25. Second connecting pipe; 3. Vent connector; 31. First vent connector; 32. Second vent connector; 33. Third vent connector; 4. Protective component; 41. First protective component; 411. Cover plate; 4111. Locking block; 4112. First vent hole; 4113. Stop part; 4114. Protrusion; 412. Vent part; 4121. Dustproof net; 4122. Sponge; 413. Cover body; 42. Second protective component; 421. Sub-protective component; 43. Third protective component; 5. Filling cap. Detailed Implementation

[0036] The technical solutions in this application will now be described clearly and in detail with reference to the accompanying drawings.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application.

[0038] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0039] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0040] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0041] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0042] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "abutment" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0043] Currently, the main methods for detecting airtightness are the nitrogen-hydrogen tracer leak detection method and the differential pressure method. The nitrogen-hydrogen tracer leak detection method involves filling the vent joint with a hydrogen-nitrogen mixture, typically a mixture of 5% hydrogen and 95% nitrogen. An external hydrogen sensor is then used to detect leaks from the outside of the vent joint. This method offers high detection efficiency, fast response, and the ability to pinpoint leaks with high accuracy, generally reaching 10. -7 It is in the mbar·L / s range, but the vent connector needs to be exposed. It needs to be used before vehicle assembly, and only when the vent connector is not blocked by other vehicle parts.

[0044] The nitrogen-hydrogen tracer leak detection method needs to be used before vehicle assembly, which limits the vehicle assembly process. Generally, during vehicle assembly, the fuel cell stack module and hydrogen storage tank need to be installed on the chassis first, along with the pipeline connections, and then an airtightness test must be performed. Only after the airtightness test is passed can other vehicle components such as the body, battery pack, electronic control unit, and cooling system be installed. This limits the flexible layout and parallel operation capabilities of the final assembly line, resulting in low assembly efficiency. Moreover, the hydrogen fuel cell system is bulky. Installing the hydrogen fuel cell system first and then installing other vehicle components greatly restricts the installation of other parts, making interference more likely and inconvenient.

[0045] The differential pressure method involves monitoring pressure changes after the system is pressurized to determine leaks. It does not require the vent connector to be exposed, and can be used after vehicle assembly as well as for later vehicle inspection and maintenance. However, it has the disadvantages of low detection efficiency, inability to locate leaks, and slightly poor accuracy.

[0046] This application provides a vehicle, which can be a sedan, SUV, sport utility vehicle (SUV), truck, bus, or public bus, etc.

[0047] Please refer to Figure 1 , Figure 2 and Figure 3 , Figure 1 These are schematic diagrams of the vehicle structure in some embodiments of this application. Figure 2 yes Figure 1 A magnified view of a portion of point A in the middle. Figure 3 The diagram shows the opening 111 open. The vehicle provided in this embodiment includes a vehicle body 1, a fuel cell system, and a protective member 4. The vehicle body 1 has a receiving cavity 11 with an opening 111 formed on the outer surface of the vehicle body 1. The fuel cell system is disposed on the vehicle body 1 and includes at least two functional modules 2. The at least two functional modules 2 are connected by a vent connector 3. The vent connector 3 is located inside the receiving cavity 11 and is opposite to the opening 111. The protective member 4 can detachably close the opening 111.

[0048] Please refer to Figure 1 , Figure 2 and Figure 3 By forming an opening 111 on the outer surface of the vehicle body 1, with the vent connector 3 opposite to the opening 111 (i.e., the opening 111 exposes the vent connector 3), the vent connector 3 can be exposed to the external environment of the vehicle through the opening 111. When it is necessary to perform airtightness testing on the vent connector 3, the detector 01 can extend into the receiving cavity 11 through the opening 111, and the detector 01 can easily reach the vent connector 3 to perform the test. In this way, the fuel cell system of the vehicle provided in this application embodiment can perform airtightness testing without using the differential pressure method. The test process does not require a long time for balancing pressure and holding pressure; it only requires introducing gas into the vent connector 3, which is beneficial to improving the testing efficiency. Moreover, during the test, the detector 01 is located at the vent connector 3, and the output data of the detector 01 can reflect whether there is a leak in the currently tested vent connector 3. If a leak is found, the leak point can be located. Therefore, the vehicle provided in this application embodiment can improve the efficiency of airtightness testing and can locate leak points.

[0049] Therefore, please refer to Figure 1 , Figure 2 and Figure 3 In the vehicle provided in this application embodiment, after the opening 111 is opened, the vent connector 3 is exposed, allowing for airtightness testing using the nitrogen-hydrogen tracer leak detection method. This improves testing efficiency and accuracy, and can pinpoint leak points. It is understood that this application embodiment allows the nitrogen-hydrogen tracer leak detection method to be applied after vehicle assembly. During vehicle assembly, it is not necessary to install the fuel cell system on the chassis first, followed by other vehicle components. The installation sequence of each component is less restricted, improving the flexibility and parallel operation capabilities of the assembly line, increasing assembly efficiency. The installation sequence of each component can be adjusted relatively freely according to the installation space, minimizing interference during installation and improving the convenience of vehicle assembly.

[0050] Furthermore, please refer to Figure 1 , Figure 2 and Figure 3 In this embodiment of the application, the protective component 4 can detachably close the opening 111, so that the opening 111 can be opened when an airtightness test is required, and the protective component 4 can close the opening 111 after the test is completed, thereby protecting the vent connector 3 and making it difficult for impurities in the external environment to enter the receiving cavity 11 through the opening 111 and contaminate the vent connector 3 and the functional module 2.

[0051] Please refer to Figure 1 , Figure 2 and Figure 3In this embodiment, the fuel cell is, for example, a proton exchange membrane fuel cell (PEMFC) or a solid oxide fuel cell (SOFC), and the proton exchange membrane fuel cell is, for example, a hydrogen fuel cell. The vent connector 3 can be used to circulate fuel gases, such as hydrogen, carbon monoxide, or natural gas, or it can be used to circulate air or oxygen.

[0052] Please refer to Figure 1 , Figure 2 and Figure 3 In some embodiments of this application, the protective member 4 covers the opening 111. This is beneficial to improve the sealing effect of the protective member 4 on the opening 111, and allows personnel to operate the protective member 4 from outside the receiving cavity 11, making it convenient for personnel to open or close the opening 111.

[0053] Please refer to Figure 2 , Figure 3 and Figure 4 , Figure 3 These are exploded views of the first protective member and mudguard in some embodiments of this application. Figure 4 This is a schematic diagram of the connection between the first protective member and the mudguard in some embodiments of this application. In some embodiments of this application, the protective member 4 can be detachably connected to the vehicle body 1, for example, by snap-fit ​​or fastener connection, and the axis of the fastener can be parallel to the orientation of the opening 111. In some embodiments of this application, the protective member 4 can be movably connected to the vehicle body 1, for example, by rotational connection or sliding connection, so that the protective member 4 has multiple positions relative to the vehicle body 1, so that the protective member 4 can open or close the opening 111.

[0054] Please refer to Figure 2 , Figure 3 and Figure 4 In some embodiments of this application, the vehicle body 1 includes a fender 12 and a mudguard 13. The mudguard 13 is disposed on the fender 12, and the surface of the mudguard 13 near the wheel has a first opening 1111. The functional module 2 includes a filling pipe 21, which is disposed on the fender 12 and located on the side of the mudguard 13 away from the wheel. The filling pipe 21 is connected to another functional module 2 via a first vent connector 31, which is disposed on the side of the mudguard 13 away from the wheel and opposite to the first opening 1111.

[0055] Please refer to the following: Figure 2 , Figure 3 and Figure 4The filling pipe 21 is used to connect to the filling gun. The filling gun injects gas, such as hydrogen, into the vehicle through the filling pipe 21. The filling pipe 21 is located on the fender 12, close to the mudguard 13. The first vent connector 31 is also close to the mudguard 13, forming a first opening 1111 on the mudguard 13. The first opening 1111 is opposite to the first vent connector 31, making the distance between them short enough that the detector 01 can reach the first vent connector 31 with a short insertion distance into the first opening 1111, facilitating the detection of the airtightness of the first vent connector 31. Moreover, compared to making the first opening 1111 on the sheet metal of the vehicle body, making the first opening 1111 on the mudguard 13 has less impact on the overall strength of the vehicle body.

[0056] Generally, please refer to Figure 2 , Figure 3 and Figure 4 The filling pipe 21 passes through the fender 12 along the thickness direction. The two ends of the filling pipe 21 are located on opposite sides of the fender 12 along the thickness direction. One end of the filling pipe 21 has a filling port for connecting to the filling gun, and the other end is connected to the first vent connector 31.

[0057] Please refer to Figure 2 , Figure 3 and Figure 4 It is understood that, in this embodiment of the application, at least a portion of the receiving cavity 11 is formed by the surface of the mudguard 13 near the vehicle interior and the surface of the fender 12 near the vehicle interior. The surface of the mudguard 13 near the wheel is part of the outer surface of the vehicle body 1.

[0058] Please refer to Figure 2 , Figure 3 and Figure 4 It is understood that in this embodiment of the application, the orientation of the first opening 1111 is parallel to the thickness direction of the mudguard 13.

[0059] Please refer to Figure 2 , Figure 3 and Figure 4 It is understood that in the embodiments of this application, the first opening 1111, the second opening 1112, and the third opening 1113 are all openings 111. The first vent connector 31, the second vent connector 32, and the third vent connector 33 are all vent connectors 3.

[0060] Please refer to Figure 2 , Figure 3 and Figure 4In some embodiments of this application, the protective member 4 includes a first protective member 41, which detachably closes the first opening 1111. The first protective member 41 includes a vent 412, which has a porous structure, and the pores of the vent 412 connect the opposite sides of the mudguard 13 along the thickness direction.

[0061] Please refer to Figure 2 , Figure 3 and Figure 4 By including a vent 412 in the first protective component 41, in the event of hydrogen leakage from the first vent connector 31, the leaked hydrogen can be discharged to the external environment of the vehicle through the vent 412, reducing the risk of hydrogen accumulation in the containment cavity 11 and improving vehicle safety. By making the vent 412 a porous structure, it allows for both air permeability and dust prevention, preventing impurities from the external environment from easily passing through the vent 412 into the containment cavity 11 and contaminating components such as the vent connector 3.

[0062] Please refer to Figure 2 , Figure 3 and Figure 4 It is understood that in this embodiment of the application, the two opposite sides of the mudguard 13 along the thickness direction are the side of the mudguard 13 closer to the wheel and the side of the mudguard 13 farther away from the wheel. The side of the mudguard 13 farther away from the wheel is also the side of the mudguard 13 closer to the first vent joint 31, and the side of the mudguard 13 closer to the wheel is also the side of the mudguard 13 farther away from the first vent joint 31.

[0063] Please refer to Figure 2 , Figure 3 and Figure 4 In some embodiments of this application, the first protective member 41 may cover the first opening 1111. The first protective member 41 may be fastened to the vehicle body 1 by a first fastener, the axis of which may be parallel to the orientation of the first opening 1111. The first fastener may be a screw or bolt, etc.

[0064] Please refer to Figure 3 , Figure 4 and Figure 5 , Figure 5This is a schematic diagram of the structure of a spring nut in some embodiments of this application. In some embodiments of this application, the vehicle body 1 also includes a spring nut 14. The spring nut 14 includes a first plate portion 141, a second plate portion 142, a third plate portion 143, and a cylindrical portion 144. The first plate portion 141 and the second plate portion 142 are disposed opposite to each other. The third plate portion 143 is connected to the ends of the first plate portion 141 and the second plate portion 142 that are close to each other, forming a U-shaped structure. The first plate portion 141 has a first connecting hole 1411 that penetrates the first plate portion 141 along the thickness direction. The second plate portion 142 has a second connecting hole that penetrates the second plate portion 142 along the thickness direction. The first connecting hole 1411 and the second connecting hole are arranged opposite to each other. The cylindrical part 144 is fixed to the side of the second plate part 142 away from the first plate part 141 and is connected to the second connecting hole. The cylindrical part 144 has internal threads. The first plate part 141 is located on the side of the mudguard 13 near the wheel, and the second plate part 142 is located on the side of the mudguard 13 away from the wheel. The third plate part 142 passes through the opening 111 and is connected between the first plate part 141 and the second plate part 142. The first plate part 141 and the second plate part 142 jointly clamp the mudguard 13 along the thickness direction of the mudguard 13. The first fastener is sequentially inserted through the first protective member 41, the first plate part 141, the mudguard 13, the second plate part 142 and the cylindrical part 144, and is threadedly engaged with the cylindrical part 144. The spring nut 14 is made of elastic material. Both the first plate part 141 and the second plate part 142 apply elastic force to the mudguard 13.

[0065] Please refer to Figure 3 , Figure 4 and Figure 6 , Figure 6 This is an exploded view of the first protective component in some embodiments of this application. In some embodiments of this application, the second protective component 42 includes a cover plate 411 and a vent 412. The cover plate 411 covers the first opening 1111 and has a first vent hole 4112 formed therein. The first vent hole 4112 penetrates the cover plate 411 along its thickness direction and is disposed opposite to the first opening 1111. The vent 412 can be fitted into or cover the first vent hole 4112. The vent 412 may include a dustproof net 4121 and a sponge 4122 stacked along the depth direction of the first vent hole 4112. The dustproof net 4121 may be disposed on the side of the sponge 4122 closer to the wheel.

[0066] Please refer to Figure 3 , Figure 4 and Figure 6In some embodiments of this application, the inner wall of the first vent 4112 protrudes to form a stop portion 4113. The stop portion 4113 can extend circumferentially along the first vent 4112 to form a circumferential structure. The vent portion 412 is embedded in the first vent 4112. The vent portion 412 and the stop portion 4113 can abut against the surface of the stop portion 4113 near the wheel or against the surface of the stop portion 4113 away from the wheel along the axial direction of the first vent 4112.

[0067] Please refer to Figure 3 , Figure 4 and Figure 6 In some embodiments of this application, the surface of the cover plate 411 away from the wheel protrudes to form a protrusion 4114, which is opposite to the first opening 1111. A first vent hole 4112 penetrates the protrusion 4114, and at least a portion of the vent 412 is disposed within the hole segment of the first vent hole 4112 formed in the protrusion 4114. This allows the vent 412 to be larger in size along the depth direction of the first vent hole 4112, which is beneficial for improving the dustproof effect.

[0068] Please refer to Figure 3 , Figure 4 and Figure 6 In some embodiments of this application, the vent 412 abuts against the side of the stop 4113 away from the wheel. The second protective member 42 also includes a cover 413, which covers the side of the first vent 4112 away from the wheel. The cover 413 has a second vent, which is opposite to the first vent 4112 and passes through the cover 413. The orthographic projection of the second vent onto a reference plane lies within the orthographic projection of the first vent 4112 onto the reference plane, where the reference plane is any plane perpendicular to the axis of the second vent. In this way, the stop 4113 and the cover 413 can jointly confine the vent 412 within the first vent 4112.

[0069] Please refer to Figure 3 , Figure 4 and Figure 6 In some embodiments of this application, the cover 413 protrudes along its thickness direction to form a limiting portion. The limiting portion is located at the outer edge of the cover 413 and extends circumferentially along the first vent 4112 to form a cylindrical structure, which is sleeved on the protrusion 4114. In this way, the cover 413 can be stably installed on the cover plate 411, and the cover 413 can stably limit the vent 412.

[0070] Please refer to Figure 3 , Figure 4 and Figure 6In some embodiments of this application, the outer side wall of the cover plate 411 protrudes to form a locking block 4111. The end of the locking block 4111 extends through the first opening 1111 to the side of the mudguard 13 away from the wheel, and abuts against the surface of the mudguard 13 away from the wheel. In this way, the second protective member 42 is engaged with the mudguard 13 by the locking block 4111, and the connection between the second protective member 42 and the mudguard 13 is stable and convenient.

[0071] Please refer to Figure 7 and Figure 8 , Figure 7 This is a schematic diagram of the structure of the second protective member closing the second opening in some embodiments of this application. Figure 8 This is a schematic diagram of the second opening in some embodiments of this application. In some embodiments of this application, the receiving cavity 11 has a second opening 1112, and the protective member 4 includes a second protective member 42, which can detachably close the second opening 1112. The functional module 2 includes a filling tube 21, one end of which has a filling port, and the other end extends into the receiving cavity 11 through the second opening 1112 and the second protective member 42. The other end of the filling tube 21 is connected to another functional module 2 through a first vent connector 31, which is opposite to the second opening 1112.

[0072] Please refer to the following: Figure 7 and Figure 8 The second opening 1112 is used not only for the passage of the filling pipe 21, but also for exposing the first vent connector 31. The second opening 1112 is fully utilized, which can reduce other openings 111 used to expose the first vent connector 31, which helps to simplify the structure, reduce costs, and improve the strength of the vehicle body. Moreover, the filling pipe 21 passes through the second protective member 42 and extends into the receiving cavity 11. The filling pipe 21 can block the second opening 1112, and the filling pipe 21 is fully utilized, resulting in a high degree of structural integration.

[0073] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the second protective member 42 can surround the filling tube 21 circumferentially to form an annular structure, with the inner wall of the annular structure abutting against the outer wall of the filling tube 21. In this way, the second protective member 42 can support the filling tube 21, making full use of it and achieving a high degree of structural integration. Furthermore, it also ensures a tighter connection between the filling tube 21 and the second protective member 42, which is beneficial for improving the sealing performance when the second opening 1112 is closed.

[0074] Please refer to Figure 7 and Figure 8In some embodiments of this application, the second protective member 42 is constructed as a protective plate. This reduces the space occupied by the second protective member 42, which helps to improve the compactness of the structure.

[0075] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the fender 12 has a through hole that extends through the fender 12 along its thickness direction. The vehicle body 1 also includes a mounting member 15, which is disposed on the side of the fender 12 away from the outside of the vehicle. The mounting member 15 is fixedly connected to the fender 12. The mounting member 15 has a connecting groove 151, the depth direction of which is parallel to the depth direction of the through hole. The connecting groove 151 is disposed opposite to the through hole. A second opening 1112 is formed on the bottom surface of the connecting groove 151, and the orientation of the second opening 1112 is parallel to the orientation of the through hole. The connecting groove 151 is used to cooperate with a filling gun. The other end of the filling tube 21 extends through the second opening 1112 to the side of the mounting member 15 away from the fender 12. In some embodiments of this application, the vehicle also includes a filling cap 5, which is closable and cooperates with the through hole to cover the connecting groove 151, the second protective member 42, and the filling tube 21.

[0076] Please refer to Figure 7 and Figure 8 It is understood that, in this embodiment of the application, the bottom surface of the connecting groove 151 belongs to the outer surface of the vehicle body 1.

[0077] Please refer to Figure 7 and Figure 8 In some embodiments of this application, a limiting groove 211 is formed on the outer wall of the filling tube 21. The limiting groove 211 can surround the filling tube 21 around the second opening 1112 in the circumferential direction. The second protective member 42 is engaged with the limiting groove 211.

[0078] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the second protective member 42 includes at least two sub-protective members 421. The at least two sub-protective members 421 are separately arranged and are detachably connected to the vehicle body 1. The at least two sub-protective members 421 are arranged along the circumference of the filling pipe 21 and together clamp the filling pipe 21.

[0079] Please refer to Figure 7 and Figure 8By arranging the individual sub-protective components 421 along the circumference of the filling pipe 21 and detachably connecting them to the vehicle body 1, each sub-protective component 421 can be installed onto or removed from the vehicle body. During installation and removal, the sub-protective components 421 can move closer to or further away from the filling pipe 21 in a direction perpendicular to the second opening 1112, which improves the ease of installation and removal of the second protective component 42. By having all the sub-protective components 421 jointly clamp the filling pipe 21, the second protective component 42 can support the filling pipe 21, making full use of the second protective component 42 and achieving a high degree of structural integration. Moreover, the joint clamping of the filling pipe 21 by all the sub-protective components 421 also ensures a tighter connection between the filling pipe 21 and the second protective component 42, which helps improve the sealing performance when the second opening 1112 is closed.

[0080] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the sub-protective member 421 can be fastened to the vehicle body 1 by a second fastener, and the axial direction of the second fastener can be parallel to the orientation of the second opening 1112.

[0081] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the sub-protective member 421 can be constructed as a sheet metal part. In this way, the sub-protective member 421 has high strength and rigidity, making the sub-protective member 421 provide more stable support for the filling pipe 21.

[0082] Please refer to Figure 7 and Figure 8 In this embodiment of the application, the number of sub-protective components 421 is not limited, for example, two, three or four.

[0083] Please refer to Figure 7 and Figure 8 In some embodiments of this application, the vehicle further includes a decorative element that covers at least two sub-protective elements 421 along the direction from the side of the second opening 1112 near the outside of the vehicle body 1 to the side near the inside of the vehicle body 1, and covers the seam between at least two sets of adjacent sub-protective elements 421. This achieves sealing of the seam, reducing the risk of impurities from the external environment entering the receiving cavity 11 through the seam. In some embodiments of this application, a second fastener passes through the decorative element, the sub-protective elements 421, and the vehicle body 1, fastening the decorative element, the sub-protective elements 421, and the vehicle body 1 together. In some embodiments of this application, the decorative element is constructed as a decorative panel. This reduces the space occupied by the decorative element, which is beneficial for improving the compactness of the structure.

[0084] Please refer to Figure 8 , Figure 9 and Figure 10 , Figure 9 This is a schematic diagram of the bottom structure of the vehicle in some embodiments of this application. Figure 10 This is a schematic diagram of the structure of the gas tank and fuel cell stack installed on the vehicle body in some embodiments of this application. In some embodiments of this application, at least two functional modules 2 also include a gas tank 22 and a first connecting pipe 23. One end of the first connecting pipe 23 is connected to the gas tank 22, and the other end is connected to the filling pipe 21 through the first vent connector 31.

[0085] Please refer to the following: Figure 8 , Figure 9 and Figure 10 Compared to directly connecting the filling pipe 21 to the air tank 22 via the first vent connector 31, this embodiment connects the filling pipe 21 to the first connecting pipe 23 via the first vent connector 31, so that it can communicate with the air tank 22 via the first connecting pipe 23. This embodiment does not require the air tank 22 to be placed at the mudguard 13. The air tank 22 can be placed in a relatively spacious position on the vehicle body 1, making the placement of the air tank 22 more convenient.

[0086] Please refer to Figure 8 , Figure 9 and Figure 10 In some embodiments of this application, the gas storage tank 22 can be used to store hydrogen, carbon monoxide, natural gas or oxygen, etc.

[0087] Please refer to Figure 9 and Figure 10 In some embodiments of this application, the number of air tanks 22 can be multiple, such as two, three, or four. For example, in some embodiments of this application, at least two air tanks 22 include a first air tank 22 and a second air tank 22. The first air tank 22 can be located on the side of the rear axle near the rear of the vehicle, and the second air tank 22 can be located between the front axle and the rear axle. The number of second air tanks 22 can be one, two, or three.

[0088] Please refer to Figure 9 and Figure 10 In some embodiments of this application, a third opening 1113 is formed on the bottom surface of the vehicle body 1. The functional module 2 includes an air tank 22, which is disposed above the third opening 1113. The air tank 22 is connected to another functional module 2 through a second vent connector 32, which is opposite to the third opening 1113.

[0089] The air tank 22 is usually located at the bottom of the vehicle body 1, and the second vent connector 32 is also located at the bottom of the vehicle body 1. A third opening 1113 is formed on the bottom surface of the vehicle body 1. The third opening 1113 is opposite to the second vent connector 32, so that the distance between the third opening 1113 and the second vent connector 32 is relatively close. This allows the detector 01 to reach the second vent connector 32 with a short distance when it is inserted into the third opening 1113, which facilitates the detection of the airtightness of the second vent connector 32.

[0090] Please refer to Figure 9 and Figure 10 In some embodiments of this application, the second vent connector 32 may be located at the bottom of the gas storage tank 22. In this way, the distance between the second vent connector 32 and the third opening 1113 is relatively close, which facilitates the testing of the airtightness of the second vent connector 32.

[0091] Please refer to Figure 9 and Figure 10 In some embodiments of this application, the second vent connector 32 may be connected to the first connecting pipe 23 or the second connecting pipe, and the end of the second connecting pipe 25 away from the second vent connector 32 may be connected to the fuel cell module 24.

[0092] Please refer to Figure 9 and Figure 10 In some embodiments of this application, a third opening 1113 is formed on the bottom surface of the vehicle body 1. The functional module 2 includes a fuel cell stack module 24, which is disposed above the third opening 1113. The fuel cell stack module 24 is connected to another functional module 2 through a third vent connector 33, which is opposite to the third opening 1113.

[0093] The fuel cell stack module 24 is usually located at the bottom of the vehicle body 1. The third vent connector 33 is also located at the bottom of the vehicle body 1. A third opening 1113 is formed on the bottom surface of the vehicle body 1. The third opening 1113 is opposite to the third vent connector 33, so that the distance between the third opening 1113 and the third vent connector 33 is relatively close. This allows the detector 01 to reach the third vent connector 33 with a short distance when it is inserted into the third opening 1113, which facilitates the detection of the airtightness of the third vent connector 33.

[0094] Please refer to Figure 9 and Figure 10 In some embodiments of this application, the third vent connector 33 may be located at the bottom of the gas storage tank 22. In this way, the distance between the third vent connector 33 and the third opening 1113 is relatively close, which facilitates the testing of the airtightness of the third vent connector 33.

[0095] Please refer to Figure 9 and Figure 10In some embodiments of this application, the third vent connector 33 may be connected to the third connecting pipe.

[0096] Please refer to Figure 9 , Figure 10 and Figure 11 , Figure 11 yes Figure 9 In the enlarged view at point B, in some embodiments of this application, the third opening 1113 is formed in the chassis guard plate 16. Thus, the chassis guard plate 16, together with other components of the vehicle body 1, forms a receiving cavity 11. The chassis guard plate 16 can protect the air tank 22, the fuel cell stack module 24, and other functional modules 2, and the formation of the receiving cavity 11 is relatively convenient. Furthermore, the opening 111 in the chassis guard plate 16 facilitates manufacturing.

[0097] Please refer to Figure 9 , Figure 10 and Figure 11 In some embodiments of this application, the chassis guard plate 16 also has an observation hole 161, which extends through the chassis guard plate 16 along its thickness direction. The observation hole 161 is adjacent to a third opening 1113 formed in the chassis guard plate 16, and the observation hole 161 exposes the second vent connector 32. This allows personnel to observe the detector 01 and the second vent connector 32 through the observation hole 161 and control the detector 01 to inspect the second vent connector 32, improving the convenience of inspection. The observation hole 161 is used for observation, and the third opening 1113 is used to insert the detector 01. The observation hole 161 and the third opening 1113 have dedicated functions. Compared to not having an observation hole 161 and only having the third opening 1113, allowing observation of the detector 01 through the third opening 1113, the size of the third opening 1113 in this embodiment does not need to be too large, which is beneficial for improving the strength and rigidity of the chassis guard plate 16. The observation angle of the personnel depends on the position of the observation hole 161 relative to the third opening 1113. That is, the observation angle of the personnel can be adjusted by adjusting the position of the observation hole 161 relative to the third opening 1113 during the redesign stage, so that the observation angle of the personnel can be adjusted more flexibly, which is conducive to improving the convenience of personnel observing the detector 01.

[0098] Please refer to Figure 9 , Figure 10 and Figure 11 In some embodiments of this application, the chassis guard plate 16 can cover the first air tank 22 and the second vent joint 32 connected to the first air tank 22.

[0099] Please refer to Figure 9 , Figure 10 and Figure 11In some embodiments of this application, the protective member 4 includes a fourth protective member, which may cover the third opening 1113.

[0100] Please refer to Figure 9 , Figure 10 and Figure 12 In some embodiments of this application, the third opening 1113 is formed in the chassis, and the protective member 4 includes a third protective member 43, which is detachably covered by the third opening 1113. The third protective member 43 is disposed below the chassis to protect the chassis. By forming the third opening 1113 in the chassis and detachably covering the third opening 1113, the third protective member 43 is fully utilized. It can not only protect the chassis but also close the third opening 1113, reducing the need for other protective members 4 used to close the third opening 1113. This helps to simplify the structure, increase the integration of the structure, and reduce costs.

[0101] Please refer to Figure 9 , Figure 10 and Figure 12 In some embodiments of this application, the third protective component 43 is located between two adjacent axles, such as between the front and rear axles, covering the second air tank 22 and the second vent connector 32 connected to the second air tank 22. This makes the installation and removal of the third protective component 43 less susceptible to interference from other vehicle components such as bumpers and axles, and facilitates the inspection of the airtightness of the second vent connector 32.

[0102] Please refer to Figure 3 , Figure 4 and Figure 13 This application provides an airtightness testing method, which is used in the vehicle provided in this application. The airtightness testing method includes: S1. Separate the protective component 4 from the opening 111; S2. Insert the detector 01 into the receiving cavity 11 through the opening 111 and place the detector 01 at the vent connector 3. S3, control detector 01 to detect the airtightness of vent connector 3.

[0103] The airtightness testing method provided in this application embodiment, when the protective component 4 is separated from the opening 111 (i.e., when the opening 111 is open), exposes the vent connector 3 to the external environment of the vehicle through the opening 111. With the vent connector 3 facing the opening 111, the detector 01 can easily reach the vent connector 3 after extending into the receiving cavity 11 through the opening 111, thus enabling testing of the vent connector 3. Therefore, compared to using the differential pressure method for airtightness testing, the airtightness testing method provided in this application embodiment does not require a long pressure holding time, which is beneficial for improving testing efficiency.

[0104] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A vehicle, characterized in that, include: A vehicle body has a receiving cavity, the receiving cavity having an opening formed on the outer surface of the vehicle body; A fuel cell system is installed in the vehicle body. The fuel cell system includes at least two functional modules. The at least two functional modules are connected through a vent connector. The vent connector is located in the receiving cavity and is opposite to the opening. A protective element that can detachably close the opening.

2. The vehicle according to claim 1, characterized in that, The vehicle body includes a fender and a mudguard, the mudguard being disposed on the fender, and the surface of the mudguard near the wheel having a first opening; The functional module includes a filling pipe, which is disposed on the fender and located on the side of the mudguard away from the wheel; The filling pipe is connected to another functional module through a first vent connector, which is located on the side of the mudguard away from the wheel and opposite to the first opening.

3. The vehicle according to claim 2, characterized in that, The protective component includes a first protective component, which is detachably able to close the first opening; The first protective component includes a ventilated part, which has a porous structure, and the pores of the ventilated part connect the two opposite sides of the mudguard along the thickness direction.

4. The vehicle according to claim 1, characterized in that, The receiving cavity has a second opening, and the protective member includes a second protective member that can detachably close the second opening; The functional module includes a filling tube, one end of which has a filling port, and the other end of which passes through the second opening and the second protective member and extends into the receiving cavity; The other end of the filling tube is connected to another functional module through a first vent connector, and the first vent connector is opposite to the second opening.

5. The vehicle according to claim 4, characterized in that, The second protective component includes at least two sub-protective components, which are separately arranged and detachably connected to the vehicle body. The at least two sub-protective components are arranged circumferentially along the filling pipe and together clamp the filling pipe.

6. The vehicle according to any one of claims 2 to 5, characterized in that, At least two of the functional modules also include a gas storage tank and a first connecting pipe, one end of which is connected to the gas storage tank and the other end of which is connected to the filling pipe through the first vent connector.

7. The vehicle according to any one of claims 1 to 5, characterized in that, A third opening is formed on the bottom surface of the vehicle body; The functional module includes a gas storage tank, which is disposed above the third opening. The gas storage tank is connected to another functional module via a second vent connector, which is opposite to the third opening. Alternatively, the functional module includes a fuel cell stack module, which is disposed above the third opening. The fuel cell stack module is connected to another functional module via a third vent connector, which is opposite to the third opening.

8. The vehicle according to any one of claims 7, characterized in that, The third opening is formed in the chassis guard plate; Alternatively, the third opening is formed in the chassis, and the protective element includes a third protective element that is detachably disposed over the third opening.

9. The vehicle according to claim 8, characterized in that, The third protective component is located between two adjacent axles.

10. A method for detecting airtightness, characterized in that, Applied to any one of claims 1 to 9, the airtightness testing method comprises: This ensures that the protective component is separated from the opening; Insert the detector into the receiving cavity through the opening and place the detector at the vent connector; The detector is controlled to detect the airtightness of the vent joint.

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