Integrated vehicle-mounted hydrogen combustion-supporting system and control method thereof

Abstract

This invention discloses an integrated on-board hydrogen combustion-supporting system and its control method for supplying combustion-supporting hydrogen to the air intake of a vehicle engine. It includes a vehicle battery housing adapted to the original battery mounting location, and within the battery housing, a cell module, a cell balancing control and protection board, an electrolyzer module, a cooling circulation system, and a control system circuit board. The electrolyzer module is connected to the vehicle engine air intake via a hydrogen supply interface. A triggering device sends a wireless operating status signal to the control system circuit board based on changes in the vehicle engine's intake airflow. The control system circuit board synchronously starts the electrolyzer module and cooling circulation system when the vehicle engine is running and preset hydrogen supply protection conditions are met; it cuts off power supply when the vehicle engine stops or the protection conditions are not met. The system can also be equipped with an external water tank for gas-liquid separation and auxiliary heat dissipation. This improves the installation convenience, start-stop accuracy, hydrogen supply stability, and operational safety of the on-board hydrogen combustion-supporting system.

Description

Technical Field

[0001] This invention relates to the field of automotive energy conservation and emission reduction and on-board auxiliary power supply technology, specifically to an on-board hydrogen combustion assist system and its control method integrated into the vehicle battery installation space, and more particularly to an integrated on-board hydrogen combustion assist system and its control method that integrates cell power supply, electrolysis hydrogen production, hydrogen delivery, circulation cooling and start-stop control into one unit, and can perform linkage control of the hydrogen production process and cooling process according to the engine operating status. Background Technology

[0002] With the increasing demand for energy conservation and emission reduction in vehicles, improving the combustion efficiency of internal combustion engines, reducing fuel consumption, and minimizing exhaust emissions have become important research directions in the field of automotive powertrain auxiliary technology. During the operation of an internal combustion engine, the uniformity of fuel-air mixing, the combustion reaction rate, and the degree of combustion completeness directly affect the engine's thermal efficiency, emission levels, and operational stability. Introducing an appropriate amount of hydrogen into the engine intake can improve the combustion characteristics of the air-fuel mixture to a certain extent, increase the flame propagation speed, and promote more complete fuel combustion. Therefore, on-board hydrogen combustion-assisted technology is increasingly being used in internal combustion engine energy conservation and emission reduction auxiliary systems.

[0003] Existing on-board hydrogen combustion assist devices typically employ independent external hydrogen-oxygen generators or on-board electrolysis hydrogen production units. These devices produce hydrogen or a hydrogen-oxygen mixture by electrolyzing water, and then supply the generated gas to the engine's intake system to assist combustion. These devices are generally installed independently in the engine compartment, trunk, or other usable space within the vehicle, and are connected to the vehicle's power system and engine intake system via external power cables, gas supply lines, and control wiring. In terms of control, some devices determine whether to start based on the vehicle's ACC power supply, changes in the vehicle's battery voltage, or a manual switch; in terms of power supply, most devices rely directly on the vehicle's existing battery; and in terms of heat dissipation, they typically rely solely on natural heat dissipation from the device casing or simple air cooling to release the heat generated during the electrolysis process.

[0004] However, existing on-board hydrogen combustion assist devices still have many shortcomings in actual installation and use. First, the external structure requires additional vehicle installation space and necessitates the laying of power cables, gas pipes, and control lines inside the vehicle, resulting in high installation complexity, obvious signs of modification, and potential for pipeline aging, leaks, or electrical safety hazards when crossing firewalls or passing through high-temperature areas. Second, using ACC power, changes in vehicle battery voltage, or manual switches as starting criteria makes it difficult to accurately reflect whether the engine is actually running. This can easily lead to situations where the device starts when the engine is not actually running, or the device is not shut off in time after the engine stops briefly, resulting in wasted energy and affecting the lifespan of the vehicle battery. Third, the external device relies directly on the vehicle's existing battery for power, and vehicle batteries degrade in performance over time, making it difficult to maintain consistent output capacity and voltage stability. This can easily lead to fluctuations in hydrogen electrolysis efficiency, thereby affecting the stability of hydrogen supply. In addition, the electrolytic hydrogen production process continuously generates heat. In installation environments with limited ventilation, such as engine compartments, trunks, or under seats, the electrolyte temperature can easily rise if there are no active thermal management measures that work in conjunction with the hydrogen production process. This can lead to a decrease in gas production efficiency, a reduction in system stability, and even affect the service life of components.

[0005] Therefore, existing on-board hydrogen combustion technology still needs to address issues such as low device integration, insufficient accuracy in start-stop judgment, poor power supply stability, and difficulty in timely management of heat generated during the electrolysis hydrogen production process. Summary of the Invention

[0006] The purpose of this invention is to provide an integrated vehicle-mounted hydrogen combustion assist system and its control method to solve the problems of existing external vehicle-mounted hydrogen combustion assist devices, such as large installation space occupation, complex pipeline layout, insufficient accuracy of start-stop judgment, poor hydrogen production stability due to reliance on the original vehicle battery for power supply, and difficulty in timely management of heat during the electrolysis hydrogen production process. By integrating vehicle start-up power supply, combustion assist hydrogen generation, engine intake hydrogen supply, circulation cooling, and linkage control into a vehicle battery housing adapted to the vehicle's original battery installation location, and by synchronously controlling the start-stop of the hydrogen production and cooling processes based on changes in the vehicle engine intake airflow, the installation convenience, hydrogen supply stability, start-stop accuracy, and operational safety of the vehicle-mounted hydrogen combustion assist system are improved.

[0007] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution: An integrated on-board hydrogen combustion-supporting system for supplying combustion-supporting hydrogen to the air intake of a vehicle engine, comprising: The vehicle battery casing is compatible with the original battery installation location in the vehicle. The battery cell module, located inside the vehicle battery casing, includes lithium titanate cells and is used for vehicle starting and system power supply. An electrolyzer module, located inside the vehicle battery housing, includes a modular electrolyzer for electrolyzing to generate combustion-supporting hydrogen. A cooling circulation system is located inside the vehicle battery housing and is connected to the modular electrolytic cell for circulating and cooling the electrolyte. A hydrogen supply interface connects the outlet of the modular electrolyzer to the air inlet of the vehicle engine. The triggering device includes an airflow sensor for detecting changes in the intake airflow of a vehicle engine and a wireless signal transmitter; The control system circuit board is located inside the vehicle battery housing and is electrically connected to the modular electrolytic cell, the cooling circulation system, and the lithium titanate cell. It is configured to control the power supply status of the modular electrolytic cell and the cooling circulation system according to the wireless operating status signal sent by the wireless signal transmitter.

[0008] Optionally, the battery casing cover is provided with a pneumatic elbow for the air outlet, a water inlet cap, positive and negative battery terminals, and a hot and cold air exchange port. The positive and negative battery terminals are electrically connected to the lithium titanate battery cell, and the water inlet cap corresponds to the liquid replenishment position of the modular electrolytic cell.

[0009] Optionally, the cooling circulation system includes a DC water pump, a liquid-gas heat exchanger, and a cooling fan. The inlet of the DC water pump is connected to the liquid outlet of the modular electrolytic cell, and the outlet of the DC water pump is connected to the inlet of the liquid-gas heat exchanger. The outlet of the liquid-gas heat exchanger is connected to the liquid return end of the modular electrolytic cell via a cold water return port to form a liquid-cooled circulation loop. The cooling fan cooperates with the hot and cold air exchange port to form an air-cooled heat dissipation path.

[0010] Optionally, the airflow sensor is configured to cause the wireless transmitter to send a wireless start signal when it detects the continuous presence of airflow into the vehicle engine intake, and to cause the wireless transmitter to send a wireless stop signal when no airflow is detected or when it detects that the airflow has stopped.

[0011] Optionally, the control system circuit board is connected to at least two of the following: a liquid level sensor, a pressure sensor, a temperature sensor, a voltage sensor, and a current sensor, and is configured to cut off the power supply to the modular electrolytic cell when the corresponding parameter is detected to be not in accordance with a preset condition.

[0012] Optionally, it also includes a water tank externally mounted on the vehicle battery housing. The vehicle battery housing is provided with a return water connector and a water outlet connector. The water tank is connected to the water outlet connector via a water outlet pipe and to the water return connector via a water return pipe. The water tank has a water tank air outlet for connecting to the vehicle engine air intake.

[0013] To achieve the above-mentioned technical objectives, the present invention also adopts the following technical solution: A control method for an integrated on-board hydrogen combustion assist system, the system comprising a vehicle battery housing, a battery cell module, an electrolyzer module, a cooling circulation system, and a control system circuit board disposed within the vehicle battery housing, as well as a hydrogen supply interface and a triggering device, the triggering device comprising an airflow sensor and a wireless signal transmitter, the cooling circulation system comprising a DC water pump, a liquid-gas heat exchanger, and a cooling fan, comprising the following steps: Step 1: The airflow sensor detects changes in the intake airflow of the vehicle engine, and the wireless signal transmitter sends a wireless operating status signal to the control system circuit board based on the changes in airflow. The wireless operating status signal includes a wireless start signal indicating that the vehicle engine is running and a wireless stop signal indicating that the vehicle engine is stopped. Step 2: When the control system circuit board receives the wireless start signal, it checks whether the preset hydrogen supply protection conditions are met; Step 3: When the preset hydrogen supply protection conditions are met, the control system circuit board synchronously connects the power supply to the modular electrolyzer, the DC water pump and the cooling fan; Step 4: The modular electrolyzer produces combustion-supporting hydrogen through an electrolysis reaction, and the combustion-supporting hydrogen is delivered to the vehicle engine air intake through the hydrogen supply interface. Step 5: The electrolyte is driven by the DC water pump to circulate between the modular electrolytic cell and the liquid-gas heat exchanger for cooling, and air cooling is achieved by the cooling fan. Step 6: When the control system circuit board receives the wireless stop signal or detects that the preset hydrogen supply protection conditions are not met, the power supply to the modular electrolyzer, the DC water pump, and the cooling fan is cut off.

[0014] Optionally, the hydrogen supply start-up condition detection step includes: When the electrolyte level does not meet the preset level condition, the system will shut down and output a level alarm. When the pressure in the hydrogen supply path does not meet the preset pressure condition, the system will shut down and output a pressure alarm. When the electrolyte temperature does not meet the preset temperature condition, the system will shut down and output a temperature alarm. When the system power supply voltage does not meet the preset voltage conditions, voltage protection control is executed; When the system operating current does not meet the preset current conditions, current protection control is executed.

[0015] Optionally, the integrated on-board hydrogen combustion assist system further includes a water tank externally located in the vehicle battery casing, and the electrolyte circulation cooling step includes: The hydrogen-containing gas-water mixture generated by the modular electrolyzer enters the water storage tank through the water outlet connector and water outlet pipe; after gas-liquid separation is completed in the water storage tank, the separated combustion-supporting hydrogen is delivered to the air intake of the vehicle engine through the gas outlet of the water storage tank. After the separated electrolyte is cooled by the liquid-gas heat exchanger, it flows back to the modular electrolytic cell through the return water pipe and return water connector.

[0016] 10. The method according to claim 7, wherein the integrated on-board hydrogen combustion assist system does not have an external water storage tank, and the electrolyte circulation cooling step includes: The electrolyte is circulated sequentially through the modular electrolytic cell, the inlet of the DC water pump, the outlet of the DC water pump, the inlet of the liquid-gas heat exchanger, the outlet of the liquid-gas heat exchanger, and the cold water return port, and is cooled by the cooling fan.

[0017] The main advantages of this invention compared to existing technologies are as follows: This invention integrates a battery cell module, a battery cell balancing control and protection board, an electrolyzer module, a cooling circulation system, and a control system circuit board within a vehicle battery housing adapted to the original battery mounting location. It supplies combustion-supporting hydrogen to the vehicle engine intake via a hydrogen supply interface. Simultaneously, a triggering device sends wireless operating status signals based on changes in the vehicle engine's intake airflow. This allows the control system circuit board to simultaneously connect the electrolyzer module and the cooling circulation system when the vehicle engine is running and preset hydrogen supply protection conditions are met, and to disconnect power to both when the vehicle engine stops or the preset hydrogen supply protection conditions are not met. Therefore, this invention addresses the problems of low integration, insufficient accuracy in start-stop judgment, poor stability due to reliance on the original vehicle battery power supply, and difficulty in timely management of heat generated during hydrogen electrolysis in existing external vehicle-mounted hydrogen combustion-supporting devices. It achieves coordinated operation of start-up power supply, combustion-supporting hydrogen generation, engine intake hydrogen supply, circulation cooling, and linkage control within a single vehicle-mounted integrated unit, thereby improving the installation convenience, start-stop accuracy, hydrogen supply stability, and operational safety of the vehicle-mounted hydrogen combustion-supporting system.

[0018] This invention utilizes the vehicle battery casing as a system integration carrier, enabling the battery cell module, electrolyzer module, cooling circulation system, and control system circuit board to form an integrated power supply and hydrogen production unit that can replace the original battery installation location in the vehicle. This eliminates the need for separate external equipment in the engine compartment, trunk, or other areas of the vehicle, which helps reduce the additional installation space occupied, lowers the complexity of the layout of external power lines, gas pipelines, and control lines, and reduces the assembly risks caused by modified wiring and pipelines.

[0019] This invention detects changes in the intake airflow of a vehicle engine using an airflow sensor and sends a wireless operating status signal to the control system circuit board via a wireless signal transmitter. This ensures that the system's start-up and shutdown are based on the actual intake airflow status of the vehicle engine, rather than simply relying on changes in the vehicle's ACC power supply, battery voltage, or manual switching. This helps reduce false starts when the engine is not actually running and prevents the hydrogen production unit from failing to shut down in time after the engine stops.

[0020] This invention uses lithium titanate cells to power the vehicle for starting and the system, and works with a cell balancing control and protection board for balancing control and battery protection. This gives the on-board hydrogen combustion system a relatively independent and stable power supply foundation, which helps to reduce the problem of unstable hydrogen production efficiency caused by aging of the original vehicle battery, reduced output capacity, or voltage fluctuations.

[0021] This invention enables the cooling circulation system and the electrolyzer module to be linked and controlled by the same engine operating status signal. When the electrolyzer module enters the electrolysis hydrogen production state, it simultaneously enters the electrolyte circulation cooling state. This allows the heat in the electrolyte and shell to be removed in a timely manner during the supply of combustion hydrogen, reducing the adverse effects of the continuous rise in electrolyte temperature on gas production efficiency, system stability, and component life.

[0022] In the separation structure of this invention, an external water storage tank is connected to an outlet water pipe, a return water pipe, an outlet water connector, and a return water connector. This allows the hydrogen-containing gas-water mixture generated by the electrolyzer module to enter the water storage tank for gas-liquid separation. The separated combustion-supporting hydrogen is then delivered to the vehicle engine air intake, while the separated electrolyte is cooled by a cooling circulation system and then flows back to the electrolyzer module. This improves the stability of the combustion-supporting hydrogen output path and utilizes the external water storage tank to participate in electrolyte circulation and heat dissipation. Attached Figure Description

[0023] Figure 1 This is a block diagram illustrating the composition principle of the integrated vehicle-mounted hydrogen combustion assist system of the present invention. Figure 2 This is a flowchart of the control method of the present invention; Figure 3 This is an exploded view of the structure of a normal embodiment of the present invention; Figure 4 This is an exploded view of the cooling system of the present invention; Figure 5 This is an exploded view of the structure of a detachable embodiment of the present invention.

[0024] Notice: Figure 1 middle, Indicates airflow. Indicates wireless signal, Indicates a control circuit. This indicates the alternating convection of hot and cold liquids. Detailed Implementation

[0025] The embodiments of the present invention will be further described below with reference to the accompanying drawings. It should be understood that the following embodiments are used to illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention. Where there is no conflict, the technical features in the following embodiments can be combined with each other.

[0026] This invention provides an integrated on-board hydrogen combustion-supporting system and its control method for supplying combustion-supporting hydrogen to the air intake of a vehicle engine. Unlike traditional external on-board hydrogen-oxygen generators, this system integrates vehicle starting power supply, combustion-supporting hydrogen generation, hydrogen supply, electrolyte cooling, and start-stop control within a vehicle battery casing adapted to the original battery mounting location. It determines whether the vehicle engine is actually running based on changes in the engine's intake airflow, thereby controlling the synchronous start or stop of the combustion-supporting hydrogen supply process and the electrolyte cooling process.

[0027] Example 1: Standard Integrated Vehicle Hydrogen Combustion Assist System and its Control Method This embodiment provides a standard integrated on-board hydrogen combustion assist system. For example... Figure 1 , Figure 3 and Figure 4 As shown, the standard integrated vehicle hydrogen combustion assist system includes a vehicle battery housing, a cell module housed in the vehicle battery housing, a cell balancing control and protection board 8, an electrolyzer module, a cooling circulation system and a control system circuit board 6, as well as a hydrogen supply interface and a triggering device.

[0028] Vehicle battery housings serve as integrated mounting platforms for various functional components. For example... Figure 3 As shown, the vehicle battery housing includes a battery housing cover 3 and a battery housing base 13, which, when fitted together, form an internal accommodating space. This internal accommodating space is used to accommodate the lithium titanate cell 10, the cell balancing control and protection board 8, the modular electrolytic cell 7, the control system circuit board 6, and at least some components of the cooling circulation system. The external dimensions and installation position of the vehicle battery housing are adapted to the original battery installation location, allowing the system to be arranged in a manner similar to the original battery installation space, thereby reducing the additional space occupied by the external hydrogen combustion assist device in the engine compartment, trunk, or other interior spaces.

[0029] In this embodiment, the modular electrolyzer 7 can be a WFA7+1 type modular electrolyzer, but this model is only a specific implementation form. Any modular electrolyzer that has an electrolyte containment chamber, electrode assembly, gas output end, liquid outlet end and liquid return end and can electrolyze to generate combustion-supporting hydrogen can be used as the modular electrolyzer 7 in this embodiment.

[0030] Specifically, the battery housing base 13 can form a cell mounting area, an electrolytic cell mounting area, a control board mounting area, and a circulation component mounting area. The lithium titanate cell 10 is fixed in the cell mounting area, the modular electrolytic cell 7 is fixed in the electrolytic cell mounting area, the control system circuit board 6 and the cell balancing control and protection board 8 are located in the control board mounting area, and the DC water pump 11 and the liquid-gas heat exchanger 12 are located in the circulation component mounting area. These mounting areas can be mutually positioned by limiting ribs, partitions, mounting posts, or fasteners within the base, ensuring that the cell module, electrolytic cell module, control system circuit board 6, and cooling circulation system remain relatively fixed within the vehicle battery housing, reducing the impact of vehicle vibration on electrical, liquid, and gas connections.

[0031] The positive and negative terminals 4 of the battery are located on the battery casing cover 3 and are matched with the positions of the original battery terminals in the vehicle, allowing the original power harness to be connected to the positive and negative terminals 4. The lithium titanate cell 10 is connected to the positive and negative terminals 4 via the cell balancing control and protection board 8, providing starting power to the vehicle starting system on one hand, and supplying power to internal components such as the modular electrolyzer 7, DC water pump 11, cooling fan, and wireless signal receiver via the control system circuit board 6. Thus, the vehicle battery casing not only serves as the outer shell structure but also as a common mounting carrier for the vehicle starting power supply, hydrogen production unit, cooling unit, and control unit, allowing the system to be installed by completely replacing or adapting to the original battery mounting position.

[0032] The battery cell module is housed within the vehicle battery casing and provides starting power to the vehicle and supplies power to internal electrical components. In this embodiment, the battery cell module includes a lithium titanate cell 10, which can be configured as a series, parallel, or series-parallel combination of multiple cells according to the vehicle's starting voltage, starting current, and system power requirements. A cell balancing control and protection board 8 is housed within the vehicle battery casing and electrically connected to the lithium titanate cell 10, used for balancing control and battery protection of the lithium titanate cell 10. The battery casing cover 3 is provided with positive and negative battery terminals 4, which are electrically connected to the lithium titanate cell 10 for connection to the vehicle's electrical system, enabling the lithium titanate cell 10 to provide power for vehicle starting and internal system power.

[0033] In the power supply path, the output terminal of the lithium titanate cell 10 forms a vehicle starting power supply branch and a system working power supply branch after passing through the cell balancing control and protection board 8. The vehicle starting power supply branch is connected to the vehicle's original electrical system through the battery positive and negative terminals 4 to meet the vehicle's starting and basic onboard power needs; the system working power supply branch is connected to the control system circuit board 6, which performs branch control of the modular electrolytic cell 7, DC water pump 11, and cooling fan. The cell balancing control and protection board 8 is used to collect the individual cell voltage or module voltage of the lithium titanate cell 10, and restricts the lithium titanate cell 10 from continuing to output to the system working power supply branch when overcharging, over-discharging, overcurrent, or cell imbalance occurs, so as to avoid unstable gas production in the modular electrolytic cell 7 or system protection failure due to abnormal power supply.

[0034] An electrolyzer module is installed inside the vehicle battery casing and is used to electrolyze and generate combustion-supporting hydrogen. In this embodiment, the electrolyzer module includes a modular electrolyzer 7, which has an internal electrolysis reaction space for containing electrolyte. A stainless steel cap 2 for water inlet is provided on the battery casing cover 3, corresponding to the electrolyte replenishment position of the modular electrolyzer 7, for adding water or electrolyte to the modular electrolyzer 7 during maintenance or replenishment. The modular electrolyzer 7 undergoes an electrolysis reaction after the control system circuit board 6 is powered on, generating combustion-supporting hydrogen to assist vehicle engine combustion.

[0035] Specifically, the modular electrolyzer 7 may include an electrolyzer body, electrode assembly, seals, an electrolyte container, a gas outlet, a liquid outlet, and a liquid return end. The electrolyte container is used to hold water or electrolyte. The electrode assembly is disposed within the electrolyte container and electrically connected to the hydrogen production power output terminal of the control system circuit board 6. After the control system circuit board 6 connects to the power supply of the modular electrolyzer 7, the electrode assembly undergoes an electrolytic reaction in the electrolyte and generates combustion-supporting hydrogen. The gas outlet is connected to the pneumatic elbow 1 at the gas outlet and is used to output the combustion-supporting hydrogen generated by electrolysis; the liquid outlet is connected to the inlet 11.1 of the DC water pump and is used to introduce the heated electrolyte into the cooling circulation system; the liquid return end is connected to the cold water return port 9 and is used to receive the electrolyte after it has been cooled by the liquid-gas heat exchanger 12. Thus, the modular electrolyzer 7 is simultaneously connected to the combustion-supporting hydrogen supply path and the electrolyte circulation cooling path.

[0036] The hydrogen supply interface is used to deliver the combustion-supporting hydrogen produced by the modular electrolyzer 7 to the vehicle engine intake. In this embodiment, the hydrogen supply interface includes an outlet pneumatic elbow 1. The outlet pneumatic elbow 1 is disposed on the battery housing cover 3 and is connected to the outlet end of the modular electrolyzer 7. The outlet pneumatic elbow 1 can be connected to the vehicle engine intake, intake pipeline, or intake manifold via a heat-resistant gas delivery hose to form a hydrogen supply path. The combustion-supporting hydrogen produced by the modular electrolyzer 7 is output through the outlet pneumatic elbow 1 and enters the vehicle engine with the vehicle engine intake airflow.

[0037] The cooling circulation system is connected to the modular electrolyzer 7 and is used to drive the electrolyte circulation and cool the electrolyte in the modular electrolyzer 7. For example... Figure 4 As shown, the cooling circulation system includes a DC water pump 11, a liquid-gas heat exchanger 12, and a cooling fan corresponding to the air intake 14 of the cooling fan. The DC water pump 11 has a DC water pump inlet 11.1 and a DC water pump outlet 11.2, and the liquid-gas heat exchanger 12 has a liquid-gas heat exchanger inlet 12.1 and a liquid-gas heat exchanger outlet 12.2.

[0038] The DC water pump inlet 11.1 is connected to the liquid outlet of the modular electrolyzer 7, and the DC water pump outlet 11.2 is connected to the liquid-gas heat exchanger inlet 12.1. The liquid-gas heat exchanger outlet 12.2 is connected to the liquid return end of the modular electrolyzer 7 via the cold water return port 9. Thus, the electrolyte can circulate sequentially through the modular electrolyzer 7, the DC water pump inlet 11.1, the DC water pump outlet 11.2, the liquid-gas heat exchanger inlet 12.1, the liquid-gas heat exchanger outlet 12.2, and the cold water return port 9, forming a liquid-cooled electrolyte circulation loop located within the vehicle battery casing.

[0039] The battery casing cover 3 is also equipped with a hot and cold air exchange port 5. A cooling fan can be positioned corresponding to the cooling fan intake 14, and together with the hot and cold air exchange port 5, forms a wind-cooled heat dissipation path. When the cooling fan is working, it drives the airflow inside the vehicle battery casing, allowing hot air near the liquid-gas heat exchanger 12 to be discharged through the hot and cold air exchange port 5, or allowing external air to enter the vehicle battery casing to participate in heat exchange, thereby improving the cooling efficiency of the liquid-gas heat exchanger 12 for the circulating electrolyte. Through the cooperation of the liquid-cooled circulation loop and the wind-cooled heat dissipation path, this embodiment can promptly remove the heat generated inside the modular electrolyzer 7 and the vehicle battery casing during the supply of combustion-supporting hydrogen.

[0040] The control system circuit board 6 is housed within the vehicle battery casing and is electrically connected to the modular electrolyzer 7, the cooling circulation system, the lithium titanate cell 10, and the cell balancing control and protection board 8. The control system circuit board 6 receives wireless operating status signals from the triggering device and controls the power supply status of the modular electrolyzer 7, the DC water pump 11, and the cooling fan based on the vehicle engine operating status and preset hydrogen supply protection conditions. The control system circuit board 6 may include a wireless signal receiver, a microcontroller unit, and power switching devices. The wireless signal receiver receives wireless operating status signals from the wireless signal transmitter, the microcontroller unit judges the wireless operating status signals and sensor detection signals, and the power switching devices connect or disconnect the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan.

[0041] In this embodiment, the wireless communication between the wireless signal transmitter and the control system circuit board can use unlicensed frequency bands, such as 315MHz, 433MHz, 868MHz, 915MHz, or 2.4GHz, and can employ OOK (on / off keying), FSK (frequency shift keying), or ASK (amplitude shift keying) modulation methods. Through these frequency bands and modulation methods, stable, low-latency wireless control signal transmission can be achieved in the vehicle's electromagnetic environment.

[0042] The control logic of the control system circuit board 6 includes start-up permission judgment, power supply connection control, operation monitoring control, and shutdown protection control. The start-up permission judgment is used to confirm whether the wireless signal receiver has received a wireless start signal that matches the system and whether the preset hydrogen supply protection conditions are met. The power supply connection control is used to synchronously connect the power supply to the modular electrolyzer 7, DC water pump 11, and cooling fan through power switching devices after the start-up permission judgment is passed. The operation monitoring control is used to continuously or periodically collect at least two types of detection signals from liquid level, pressure, temperature, voltage, and current during the hydrogen supply process. The shutdown protection control is used to cut off the power supply to the modular electrolyzer 7, DC water pump 11, and cooling fan when a wireless stop signal is received or any enabled protection condition is not met.

[0043] The synchronous connection does not require the three electrical components to be completely and simultaneously shut down electricalally. Rather, it means that the control system circuit board 6 issues start control to the modular electrolyzer 7, DC water pump 11, and cooling fan within the same start control cycle, so that the electrolytic hydrogen production process and the electrolyte circulation cooling process are in a linked operation state. The synchronous cut-off means that the control system circuit board 6 stops the operation of the modular electrolyzer 7, DC water pump 11, and cooling fan within the same shutdown protection control cycle, so that the system stops continuing to produce and transport combustion-supporting hydrogen. Through this control logic, the situation where the modular electrolyzer 7 operates alone without the cooling circulation system starting can be avoided, as can the hydrogen production process continuing to run after the engine stops.

[0044] The triggering device is linked to the vehicle engine's operating status, enabling the control system circuit board 6 to perform hydrogen supply start-stop control based on the actual intake air status of the vehicle engine. The triggering device includes an airflow sensor and a wireless signal transmitter. The airflow sensor is located at or near the vehicle engine's intake manifold to detect changes in the engine's intake airflow. The wireless signal transmitter is connected to the airflow sensor and sends wireless operating status signals based on changes in the engine's intake airflow. When the airflow sensor detects a continuous presence of engine intake airflow, the wireless signal transmitter sends a wireless start signal indicating engine operation; when the airflow sensor does not detect engine intake airflow, or detects that the intake airflow has stopped, the wireless signal transmitter sends a wireless stop signal indicating engine shutdown.

[0045] The airflow sensor can be installed on the inner wall of the vehicle engine intake manifold, at a detection mounting position on the outer side of the intake manifold, on the rear end of the air filter, or near the vehicle engine intake port. It is used to detect airflow velocity, pressure changes, or airflow disturbances during engine intake. The wireless signal transmitter can be housed in the same housing as the airflow sensor or connected to it via a short-range wiring harness. To reduce false triggering caused by vehicle vibration, short-term airflow disturbances, or transient electromagnetic interference, the airflow sensor's detection results can be evaluated for a duration before generating a wireless operating status signal. For example, when the airflow detection result continuously meets the engine intake requirements for a preset start confirmation time, the wireless signal transmitter sends a wireless start signal; when the airflow detection result continuously falls below the engine intake requirements or the airflow disappears for a preset stop confirmation time, the wireless signal transmitter sends a wireless stop signal.

[0046] The wireless operating status signal may include device identification information, start or stop status information, and signal verification information. After receiving the wireless operating status signal, the wireless signal receiver on the control system circuit board 6 first matches and judges the device identification information and signal verification information. After confirming that the wireless operating status signal comes from the corresponding triggering device, it then uses the wireless start signal or wireless stop signal as the basis for hydrogen supply start-stop control. Through the above settings, the system start-stop basis can correspond to the actual air intake status of the vehicle engine, and the possibility of false start-ups or false shutdowns caused by wireless signals from outside the system or instantaneous airflow changes can be reduced.

[0047] like Figure 1 As shown, the control system circuit board 6 can also connect to at least two of the following: a liquid level sensor, a pressure sensor, a temperature sensor, a voltage sensor, and a current sensor. The liquid level sensor is used to detect the electrolyte level in the modular electrolyzer 7; the pressure sensor is used to detect the hydrogen supply path pressure; the temperature sensor is used to detect the electrolyte temperature; the voltage sensor is used to detect the system supply voltage; and the current sensor is used to detect the system operating current. Preset hydrogen supply protection conditions may include at least two of the following: the electrolyte level meets a preset liquid level condition; the hydrogen supply path pressure meets a preset pressure condition; the electrolyte temperature meets a preset temperature condition; the system supply voltage meets a preset voltage condition; and the system operating current meets a preset current condition.

[0048] Specifically, the liquid level sensor can be installed inside the electrolyte container of the modular electrolyzer 7 or at a liquid level detection position connected to the electrolyte container to determine whether the electrolyte level is higher than the minimum liquid level required to ensure normal wetting of the electrode assembly; when the liquid level detection result is lower than the preset liquid level threshold, the control system circuit board 6 determines that the electrolyte level condition is not met. The pressure sensor can be installed at the gas outlet of the modular electrolyzer 7, at the hydrogen supply interface where the pneumatic elbow 1 of the gas outlet is located, or on the gas supply pipeline connected to the air intake of the vehicle engine to detect whether there is a blockage, abnormal back pressure, or overpressure in the hydrogen supply path; when the pressure detection result is higher than the preset pressure threshold, the control system circuit board 6 determines that the hydrogen supply path pressure condition is not met.

[0049] A temperature sensor can be installed in the electrolyte container, outlet, return end of the modular electrolyzer 7, or on the liquid path side of the liquid-gas heat exchanger 12 to detect the electrolyte temperature or the liquid temperature before and after heat exchange. When the detected temperature is higher than a preset temperature threshold, the control system circuit board 6 determines that the electrolyte temperature condition is not met. A voltage sensor can be installed at the output end of the lithium titanate cell 10 or the power supply input end of the control system circuit board 6 to detect whether the system power supply voltage is within the allowable operating range. When the system power supply voltage is lower than a preset low-voltage threshold or higher than a preset high-voltage threshold, the control system circuit board 6 determines that the system power supply voltage condition is not met. A current sensor can be connected in series in the power supply branch of the modular electrolyzer 7 or installed at the hydrogen production power supply output end of the control system circuit board 6 to detect the operating current of the modular electrolyzer 7. When the operating current is lower than a preset minimum operating current or higher than a preset maximum operating current, the control system circuit board 6 determines that the system operating current condition is not met.

[0050] The preset liquid level threshold, preset pressure threshold, preset temperature threshold, preset low pressure threshold, preset high pressure threshold, preset minimum operating current, and preset maximum operating current can be pre-stored in the parameter storage unit of the control system circuit board 6, and can be set according to the rated operating parameters of the modular electrolyzer 7, the output parameters of the lithium titanate battery cell 10, the vehicle starting power supply specifications, and the pressure resistance requirements of the hydrogen supply path. After receiving the wireless start signal, the control system circuit board 6 will only allow the power supply to the modular electrolyzer 7 and the cooling circulation system when at least two of the enabled preset hydrogen supply protection conditions are met; during operation, if any of the enabled preset hydrogen supply protection conditions are not met, the control system circuit board 6 will execute shutdown protection control.

[0051] The control system circuit board 6 may further include at least two of the following: a temperature protection module, a liquid level protection module, a pressure protection module, and a current limiting protection module. The temperature protection module is used to cut off the power supply to the modular electrolyzer 7 when the electrolyte temperature exceeds a preset temperature threshold; the liquid level protection module is used to cut off the power supply to the modular electrolyzer 7 when the electrolyte level is below a preset liquid level threshold; the pressure protection module is used to cut off the power supply to the modular electrolyzer 7 when the pressure in the hydrogen supply path exceeds a preset pressure threshold; and the current limiting protection module is used to limit the operating current of the modular electrolyzer 7 to a preset current range. Through the above-mentioned sensing detection and protection control, the impact of insufficient liquid operation, overpressure operation, overtemperature operation, and overcurrent operation on the system's safety and stability can be reduced.

[0052] Each protection module can be executed by the microcontroller unit on the control system circuit board 6, or by the microcontroller unit in conjunction with the corresponding comparison circuit, sampling circuit, and power switching device. The liquid level protection module receives the liquid level detection signal from the liquid level sensor and generates a low-liquidity shutdown command when the liquid level is lower than the preset liquid level threshold; the pressure protection module receives the pressure detection signal from the pressure sensor and generates an overpressure shutdown command when the pressure in the hydrogen supply path is higher than the preset pressure threshold; the temperature protection module receives the temperature detection signal from the temperature sensor and generates an overtemperature shutdown command when the electrolyte temperature is higher than the preset temperature threshold; the current limiting protection module receives the operating current detection signal from the current sensor and generates a current limiting control command or a shutdown protection command when the operating current exceeds the preset current range.

[0053] When the control system circuit board 6 receives a shutdown command due to low liquid level, overpressure, overtemperature, or shutdown protection, it prioritizes cutting off the power supply to the modular electrolyzer 7 to stop the continued electrolysis and generation of combustion-supporting hydrogen, and simultaneously stops the coordinated operation of the DC water pump 11 and the cooling fan. Once the abnormal state is resolved and a valid wireless start signal is received again, the control system circuit board 6 re-detects the preset hydrogen supply protection conditions, and only resumes hydrogen supply when these conditions are met. Through the above-mentioned abnormality determination, shutdown execution, and recovery judgment logic, the preset hydrogen supply protection conditions described in the claims can be correlated with the specific sensing detection, judgment, and execution processes.

[0054] The normal control method in this embodiment is as follows.

[0055] like Figure 2As shown, after the vehicle engine starts, an intake airflow is generated in the engine's intake manifold. The airflow sensor detects the change in the intake airflow and triggers a wireless signal transmitter to send a wireless start signal to the control system circuit board 6. Upon receiving the wireless start signal, the control system circuit board 6 first checks whether the preset hydrogen supply protection conditions are met. Specifically, the control system circuit board 6 can detect the electrolyte level, hydrogen supply path pressure, electrolyte temperature, system power supply voltage, and system operating current, and compare the detection results with the corresponding preset conditions.

[0056] In the hydrogen supply start-up condition detection step, the control system circuit board 6 first determines whether the wireless start signal is valid, and then reads at least two types of detection values ​​from the liquid level detection value, pressure detection value, temperature detection value, voltage detection value, and current detection value. For each type of enabled detection value, the control system circuit board 6 compares it with the corresponding preset threshold or preset range to obtain the corresponding condition judgment result. If all enabled condition judgment results are satisfied, the control system circuit board 6 generates a hydrogen supply permission command; if any enabled condition judgment result is not satisfied, the control system circuit board 6 does not generate a hydrogen supply permission command and outputs the corresponding alarm or protection status according to the type of unsatisfied condition.

[0057] After the control system circuit board 6 generates a hydrogen supply permission command, it connects the modular electrolyzer 7 through the hydrogen production power supply branch, the DC water pump 11 through the circulation power supply branch, and the cooling fan through the heat dissipation power supply branch. Once the modular electrolyzer 7 is powered on, it begins electrolysis to produce hydrogen. The DC water pump 11 synchronously drives the electrolyte circulation, and the cooling fan synchronously forms an air-cooling heat dissipation path. Since all three are controlled by the same hydrogen supply permission command, hydrogen production, liquid cooling, and air cooling can enter a coordinated operation state when the engine intake state is effective and the preset hydrogen supply protection conditions are met.

[0058] When the preset hydrogen supply protection conditions are met, the control system circuit board 6 simultaneously connects the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan. The modular electrolyzer 7 enters the hydrogen electrolysis production state, and the combustion-supporting hydrogen produced by electrolysis is delivered to the vehicle engine intake port through the pneumatic elbow 1 at the outlet, and enters the vehicle engine with the airflow from the engine intake. At the same time, the DC water pump 11 drives the electrolyte to circulate between the modular electrolyzer 7 and the liquid-gas heat exchanger 12, and the cooling fan drives the air inside the vehicle battery casing to form an air-cooled heat dissipation path through the cooling fan intake 14 and the hot and cold air exchange port 5. Thus, the combustion-supporting hydrogen supply process and the electrolyte cooling process are carried out synchronously.

[0059] In the standard embodiment, the electrolyte circulation cooling path is as follows: After flowing out of the modular electrolytic cell 7, the electrolyte enters the DC water pump inlet 11.1, is pressurized by the DC water pump 11, and is output from the DC water pump outlet 11.2. It then enters the liquid-gas heat exchanger 12 through the liquid-gas heat exchanger inlet 12.1 for cooling. The cooled electrolyte flows out from the liquid-gas heat exchanger outlet 12.2 and returns to the modular electrolytic cell 7 through the cold water return port 9. The cooling fan operates synchronously, allowing the heat generated during the heat exchange process in the liquid-gas heat exchanger 12 to be carried away by the airflow within the vehicle battery casing.

[0060] When the vehicle engine is turned off, the airflow in the engine intake manifold disappears or stops. The airflow sensor detects the cessation of airflow and sends a wireless stop signal to the control system circuit board 6 via a wireless signal transmitter. Upon receiving the stop signal, the control system circuit board 6 cuts off the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan to stop supplying combustion-supporting hydrogen to the engine intake and to stop the cooling circulation system from operating. If the preset hydrogen supply protection conditions are not met during operation, the control system circuit board 6 similarly cuts off the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan, and executes the corresponding alarm or protection control.

[0061] Specifically, when the electrolyte level does not meet the preset level condition, the control system circuit board 6 shuts down and outputs a level alarm; when the hydrogen supply path pressure does not meet the preset pressure condition, the control system circuit board 6 shuts down and outputs a pressure alarm; when the electrolyte temperature does not meet the preset temperature condition, the control system circuit board 6 shuts down and outputs a temperature alarm; when the system power supply voltage does not meet the preset voltage condition, the control system circuit board 6 performs voltage protection control; and when the system operating current does not meet the preset current condition, the control system circuit board 6 performs current protection control.

[0062] In the shutdown protection process, the control system circuit board 6 generates a shutdown command based on a wireless stop signal or a signal indicating that protection conditions are not met. The shutdown command includes hydrogen production shutdown control and cooling shutdown control. The hydrogen production shutdown control cuts off the hydrogen production power supply branch of the modular electrolyzer 7, and the cooling shutdown control cuts off the power supply branches of the DC water pump 11 and the cooling fan. When the shutdown command is triggered by a wireless stop signal, it indicates that the airflow into the vehicle engine has disappeared or stopped, and the control system circuit board 6 stops supplying combustion-supporting hydrogen to the vehicle engine intake. When the shutdown command is triggered by a signal indicating that protection conditions are not met, it indicates that the system is in at least one of the following risk states: low fluid level, overpressure, overtemperature, abnormal voltage, or abnormal current. The control system circuit board 6 stops supplying hydrogen and outputs a corresponding alarm or protection status. The above shutdown protection process establishes a closed-loop correspondence between engine operating status detection, preset hydrogen supply protection condition detection, and hydrogen supply execution status.

[0063] Through the aforementioned standard structure and control method, the modular electrolyzer 7, DC water pump 11, and cooling fan are linked and controlled by a wireless operating status signal corresponding to the intake airflow of the vehicle's engine, enabling the hydrogen supply process and the electrolyte cooling process to start and stop synchronously. This embodiment achieves integrated power supply, hydrogen production, hydrogen supply, cooling, and control while maintaining the original battery installation configuration of the vehicle.

[0064] Example 2: Separate Integrated Vehicle-Mounted Hydrogen Combustion Assist System and its Control Method This embodiment provides a separate integrated on-board hydrogen combustion assist system. For example... Figure 1 , Figure 2 and Figure 5 As shown, the separate integrated vehicle hydrogen combustion assist system has the same basic power supply structure, hydrogen production structure, trigger control structure, and protection control logic as the normal integrated vehicle hydrogen combustion assist system in Example 1. That is, the separate system also includes a vehicle battery casing, a lithium titanate cell 10 housed within the vehicle battery casing, a cell balancing control and protection board 8, a modular electrolyzer 7, a control system circuit board 6, and a cooling circulation system. It also uses an airflow sensor and a wireless signal transmitter to detect changes in the vehicle engine's intake airflow to control the synchronous start and stop of the combustion assist hydrogen supply process and the electrolyte cooling process.

[0065] Unlike Example 1, as Figure 5 As shown, the separate integrated vehicle-mounted hydrogen combustion assist system of this embodiment also includes a water tank 19 externally mounted on the vehicle battery housing. The vehicle battery housing is provided with a return water connector 15 and a water outlet connector 16. The water tank 19 is connected to the water outlet connector 16 via a water outlet pipe 18 and to the return water connector 15 via a return water pipe 17. The water tank 19 is provided with a water tank outlet 19.1, a water tank return water inlet 19.2, a water tank vent 19.3, and a water tank cap 19.4. The water tank vent 19.3 is used to form a separate combustion assist hydrogen output path connected to the vehicle engine air intake, and the water tank cap 19.4 is used to seal the water tank 19 and facilitate maintenance or replenishment.

[0066] In the separate structure, the water outlet connector 16 forms an outlet for the gas-water mixture on the side of the vehicle battery casing, and the water return connector 15 forms a return interface for the electrolyte on the side of the vehicle battery casing. The hydrogen-containing gas-water mixture generated by the modular electrolyzer 7 enters the water storage tank 19 through the water outlet connector 16 and the water outlet pipe 18, forming a gas-liquid separation space inside the water storage tank 19; the gas outlet 19.3 of the water storage tank is located in the gas phase region of the water storage tank 19 and is used to output the separated combustion-supporting hydrogen; the water outlet 19.1 of the water storage tank is located in the liquid phase region of the water storage tank 19 and is used to output the separated electrolyte; the water return port 19.2 of the water storage tank cooperates with the water return pipe 17 to allow the cooled electrolyte to flow back to the modular electrolyzer 7 along the water return connector 15. Thus, the water outlet connector 16, water outlet pipe 18, water storage tank 19, water storage tank air outlet 19.3, water storage tank water outlet 19.1, liquid-gas heat exchanger 12, return water pipe 17 and return water connector 15 together constitute the gas-liquid separation and electrolyte circulation return path in the separation system.

[0067] In this embodiment, the water storage tank 19 is used to receive the hydrogen-containing gas-water mixture generated by the modular electrolyzer 7 and to perform gas-liquid separation on the mixture. The water storage tank 19 can achieve the separation of hydrogen and electrolyte through gravity separation, liquid surface buffering, or gas-liquid residence space. The separated combustion-supporting hydrogen is output through the water storage tank outlet 19.3 and delivered to the vehicle engine air intake; the separated electrolyte enters the cooling circulation system through the water storage tank outlet 19.1, and after being cooled by the liquid-gas heat exchanger 12, it flows back to the modular electrolyzer 7 through the return water pipe 17 connected to the water storage tank return water port 19.2 and the return water connector 15.

[0068] In practice, after the hydrogen-water mixture enters the water storage tank 19, because the hydrogen density is less than that of the electrolyte, the combustion-supporting hydrogen accumulates in the upper gas phase region of the water storage tank 19, while the electrolyte remains in the lower liquid phase region. The water storage tank outlet 19.3 is connected to the upper gas phase region, allowing the separated combustion-supporting hydrogen to be output to the vehicle engine intake through the water storage tank outlet 19.3; the water storage tank outlet 19.1 is connected to the lower liquid phase region, allowing the separated electrolyte to enter the cooling circulation system. After the liquid-gas heat exchanger 12 cools the separated electrolyte, the cooled electrolyte flows back to the modular electrolytic cell 7 through the return water pipe 17 and the return water connector 15. Through the above-mentioned separation arrangement of gas phase output and liquid phase return, the situation where the electrolyte is output to the vehicle engine intake along with the combustion-supporting hydrogen can be reduced, and the external water storage tank 19 can simultaneously undertake the functions of gas-liquid separation, liquid storage buffering, and auxiliary heat dissipation.

[0069] The separate structure allows the external water tank 19 to handle gas-liquid separation and some liquid storage functions. For vehicles where the battery is located in the trunk, under the seats, or other relatively enclosed spaces, the external water tank 19 increases the electrolyte circulation path and heat dissipation area, and improves the output stability of combustion hydrogen after separation from the electrolyte. Compared to the standard model, in this embodiment, the external water tank 19 not only serves as a liquid storage component but also participates in the separation of combustion hydrogen and the circulation and heat dissipation of the electrolyte.

[0070] The separation control method in this embodiment is as follows.

[0071] like Figure 2 As shown, after the vehicle engine starts, the airflow sensor detects changes in the engine intake airflow and triggers a wireless signal transmitter to send a wireless start signal to the control system circuit board 6. Upon receiving the wireless start signal, the control system circuit board 6 checks whether the preset hydrogen supply protection conditions are met. These preset hydrogen supply protection conditions include electrolyte level, hydrogen supply path pressure, electrolyte temperature, system power supply voltage, and system operating current.

[0072] When the preset hydrogen supply protection conditions are met, the control system circuit board 6 synchronously connects the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan. The modular electrolyzer 7 enters the electrolysis hydrogen production state and produces a hydrogen-containing gas-water mixture. The hydrogen-containing gas-water mixture enters the external water storage tank 19 through the water outlet connector 16 and the water outlet pipe 18. After gas-liquid separation is completed in the external water storage tank 19, the separated combustion-supporting hydrogen is delivered to the vehicle engine air intake through the water storage tank outlet 19.3 and enters the vehicle engine with the air intake airflow.

[0073] In the separation control method, after the control system circuit board 6 is powered on by the modular electrolyzer 7, the gas generated by the modular electrolyzer 7 and part of the electrolyte carried out form a hydrogen-containing gas-water mixture. This hydrogen-containing gas-water mixture enters the external water storage tank 19 through the water outlet connector 16 and the water outlet pipe 18. Within the water storage tank 19, the flow rate is reduced and the liquid level is buffered. Then, the gas and liquid phases are separated within the gas-liquid separation space of the water storage tank 19. The separated combustion-supporting hydrogen is output from the water storage tank outlet 19.3, and the separated electrolyte enters the liquid-gas heat exchanger 12 from the water storage tank outlet 19.1. After cooling, it flows back to the modular electrolyzer 7 through the return water pipe 17 and the return water connector 15. The DC water pump 11 provides the flow power required for the above circulation, and the cooling fan enhances the heat exchange capacity of the liquid-gas heat exchanger 12.

[0074] The control system circuit board 6 continuously or periodically checks the preset hydrogen supply protection conditions during the operation of the separation system. The pressure sensor can detect the pressure along the separation path of the combustion-supporting hydrogen output from the water tank outlet 19.3 to the vehicle engine intake, or the flow pressure of the gas-water mixture between the water outlet connector 16 and the water tank 19; the level sensor can detect the electrolyte level in the modular electrolyzer 7, or the electrolyte level in the water tank 19; and the temperature sensor can detect the electrolyte temperature before and after the liquid-gas heat exchanger 12. Therefore, the gas-liquid separation state, electrolyte circulation state, and combustion-supporting hydrogen output state in the separation system can all be included in the judgment range of the hydrogen supply protection conditions.

[0075] The separated electrolyte enters the cooling circulation system through the water outlet 19.1 of the storage tank. After being cooled in the liquid-gas heat exchanger 12, it flows back to the modular electrolyzer 7 through the return water pipe 17 connected to the water outlet 19.2 of the storage tank and the return water connector 15. A DC water pump 11 drives the electrolyte to circulate between the modular electrolyzer 7, the water storage tank 19, the liquid-gas heat exchanger 12, and the return water pipe 17. A cooling fan assists in cooling the liquid-gas heat exchanger 12. Thus, the separation system simultaneously completes gas-liquid separation, electrolyte cooling, and electrolyte recirculation during hydrogen supply.

[0076] When the vehicle engine stops running, the airflow to the engine intake disappears or stops, and the airflow sensor causes the wireless signal transmitter to send a wireless stop signal to the control system circuit board 6. Upon receiving the wireless stop signal, the control system circuit board 6 cuts off the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan to stop supplying combustion-supporting hydrogen to the vehicle engine intake and to stop the electrolyte circulation cooling process. If the preset hydrogen supply protection conditions are not met during operation, the control system circuit board 6 similarly cuts off the power supply to the modular electrolyzer 7, the DC water pump 11, and the cooling fan, and executes level alarm, pressure alarm, temperature alarm, voltage protection control, or current protection control according to the type of abnormality.

[0077] Specifically, when the electrolyte level does not meet the preset level condition, the control system circuit board 6 shuts down and outputs a level alarm; when the hydrogen supply path pressure does not meet the preset pressure condition, the control system circuit board 6 shuts down and outputs a pressure alarm; when the electrolyte temperature does not meet the preset temperature condition, the control system circuit board 6 shuts down and outputs a temperature alarm; when the system power supply voltage does not meet the preset voltage condition, the control system circuit board 6 performs voltage protection control; and when the system operating current does not meet the preset current condition, the control system circuit board 6 performs current protection control.

[0078] Through the aforementioned separation structure and control method, the hydrogen-water mixture generated by the modular electrolyzer 7 can first enter the external water storage tank 19 for gas-liquid separation. The separated combustion-supporting hydrogen is then transported to the vehicle engine air intake, and the separated electrolyte is cooled by the cooling circulation system and then flows back to the modular electrolyzer 7. This embodiment, while retaining the integration of the vehicle battery housing, engine intake airflow triggering, and synchronous control of hydrogen production and cooling, further improves the gas-liquid separation effect and heat dissipation capacity through the external water storage tank 19. It is suitable for installation scenarios where the original battery installation location has limited ventilation or requires an external liquid storage separation structure.

[0079] In summary, this invention integrates the cell module, cell balancing control and protection board, electrolyzer module, cooling circulation system, and control system circuit board into a vehicle battery housing adapted to the original battery installation location. It supplies combustion-supporting hydrogen to the vehicle engine intake via a hydrogen supply interface. Simultaneously, a triggering device sends wireless operating status signals based on changes in the vehicle engine intake airflow. This allows the control system circuit board to simultaneously connect the electrolyzer module and cooling circulation system when the vehicle engine is running and preset hydrogen supply protection conditions are met, and to disconnect their power supply when the vehicle engine stops or the preset hydrogen supply protection conditions are not met. Therefore, this invention addresses the problems of low integration, insufficient accuracy in start-stop judgment, poor stability due to reliance on the original vehicle battery power supply, and difficulty in timely management of hydrogen production heat from electrolysis in existing external vehicle-mounted hydrogen combustion-supporting devices. It achieves coordinated operation of start-up power supply, combustion-supporting hydrogen generation, engine intake hydrogen supply, circulation cooling, and linkage control within a single vehicle-mounted integrated unit, thereby improving the installation convenience, start-stop accuracy, hydrogen supply stability, and operational safety of the vehicle-mounted hydrogen combustion-supporting system.

[0080] This invention utilizes the vehicle battery casing as a system integration carrier, enabling the battery cell module, electrolyzer module, cooling circulation system, and control system circuit board to form an integrated power supply and hydrogen production unit that can replace the original battery installation location in the vehicle. This eliminates the need for separate external equipment in the engine compartment, trunk, or other areas of the vehicle, which helps reduce the additional installation space occupied, lowers the complexity of the layout of external power lines, gas pipelines, and control lines, and reduces the assembly risks caused by modified wiring and pipelines.

[0081] This invention detects changes in the intake airflow of a vehicle engine using an airflow sensor and sends a wireless operating status signal to the control system circuit board via a wireless signal transmitter. This ensures that the system's start-up and shutdown are based on the actual intake airflow status of the vehicle engine, rather than simply relying on changes in the vehicle's ACC power supply, battery voltage, or manual switching. This helps reduce false starts when the engine is not actually running and prevents the hydrogen production unit from failing to shut down in time after the engine stops.

[0082] This invention uses lithium titanate cells to power the vehicle for starting and the system, and works with a cell balancing control and protection board for balancing control and battery protection. This gives the on-board hydrogen combustion system a relatively independent and stable power supply foundation, which helps to reduce the problem of unstable hydrogen production efficiency caused by aging of the original vehicle battery, reduced output capacity, or voltage fluctuations.

[0083] This invention enables the cooling circulation system and the electrolyzer module to be linked and controlled by the same engine operating status signal. When the electrolyzer module enters the electrolysis hydrogen production state, it simultaneously enters the electrolyte circulation cooling state. This allows the heat in the electrolyte and shell to be removed in a timely manner during the supply of combustion hydrogen, reducing the adverse effects of the continuous rise in electrolyte temperature on gas production efficiency, system stability, and component life.

[0084] In the separate structure, the present invention connects an external water storage tank with an outlet water pipe, a return water pipe, an outlet water connector, and a return water connector. This allows the hydrogen-containing gas-water mixture generated by the electrolyzer module to enter the water storage tank for gas-liquid separation. The separated combustion-supporting hydrogen is then delivered to the vehicle engine air intake, and the separated electrolyte is cooled by a cooling circulation system and then flows back to the electrolyzer module. This helps to improve the stability of the combustion-supporting hydrogen output path and utilizes the external water storage tank to participate in electrolyte circulation and heat dissipation.

[0085] The above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An integrated on-board hydrogen combustion-supporting system for supplying combustion-supporting hydrogen to an air intake of a vehicle engine, characterized by, include: The vehicle battery casing is compatible with the original battery installation location in the vehicle. The battery cell module, located inside the vehicle battery casing, includes lithium titanate cells and is used for vehicle starting and system power supply. An electrolytic cell module, located inside the vehicle battery housing, includes a modular electrolytic cell for electrolyzing to generate combustion-supporting hydrogen. A cooling circulation system is located inside the vehicle battery casing and is connected to the modular electrolytic cell for circulating and cooling the electrolyte. A hydrogen supply interface connects the outlet of the modular electrolyzer to the air inlet of the vehicle engine. The triggering device includes an airflow sensor for detecting changes in the intake airflow of a vehicle engine and a wireless signal transmitter; The control system circuit board is located inside the vehicle battery housing and is electrically connected to the modular electrolytic cell, the cooling circulation system, and the lithium titanate cell. It is configured to control the power supply status of the modular electrolytic cell and the cooling circulation system according to the wireless operating status signal sent by the wireless signal transmitter.

2. The system of claim 1, wherein, The battery casing cover is provided with a pneumatic elbow for the air outlet, a water inlet cap, positive and negative battery terminals, and a hot and cold air exchange port. The positive and negative battery terminals are electrically connected to the lithium titanate battery cell, and the water inlet cap corresponds to the liquid replenishment position of the modular electrolytic cell.

3. The system of claim 1, wherein, The cooling circulation system includes a DC water pump, a liquid-gas heat exchanger, and a cooling fan. The inlet of the DC water pump is connected to the liquid outlet of the modular electrolytic cell, and the outlet of the DC water pump is connected to the inlet of the liquid-gas heat exchanger. The outlet of the liquid-gas heat exchanger is connected to the liquid return end of the modular electrolytic cell via a cold water return port to form a liquid cooling circulation loop. The cooling fan cooperates with the hot and cold air exchange port to form an air cooling heat dissipation path.

4. The system of claim 1, wherein, The airflow sensor is configured to cause the wireless transmitter to send a wireless start signal when it detects the continuous presence of airflow into the vehicle engine intake, and to cause the wireless transmitter to send a wireless stop signal when no airflow is detected or when it detects that the airflow has stopped.

5. The system of claim 1, wherein, The control system circuit board is connected to at least two of the following: a liquid level sensor, a pressure sensor, a temperature sensor, a voltage sensor, and a current sensor, and is configured to cut off the power supply to the modular electrolytic cell when the corresponding parameter is detected to be not in accordance with a preset condition.

6. The system according to claim 1, characterized in that, It also includes a water tank externally mounted on the vehicle battery housing. The vehicle battery housing is provided with a return water connector and a water outlet connector. The water tank is connected to the water outlet connector through a water outlet pipe and to the water return connector through a water return pipe. The water tank has a water tank vent for connecting to the vehicle engine air intake.

7. A control method for an integrated on-board hydrogen combustion-supporting system, the system comprising a vehicle battery housing, a cell module disposed within the vehicle battery housing, an electrolyzer module, a cooling circulation system, and a control system circuit board, as well as a hydrogen supply interface and a triggering device, the triggering device comprising an airflow sensor and a wireless signal transmitter, the cooling circulation system comprising a DC water pump, a liquid-gas heat exchanger, and a cooling fan, characterized in that, Includes the following steps: Step 1: The airflow sensor detects changes in the intake airflow of the vehicle engine, and the wireless signal transmitter sends a wireless operating status signal to the control system circuit board based on the changes in airflow. The wireless operating status signal includes a wireless start signal indicating that the vehicle engine is running and a wireless stop signal indicating that the vehicle engine is stopped. Step 2: When the control system circuit board receives the wireless start signal, it checks whether the preset hydrogen supply protection conditions are met; Step 3: When the preset hydrogen supply protection conditions are met, the control system circuit board synchronously connects the power supply to the modular electrolyzer, the DC water pump and the cooling fan; Step 4: The modular electrolyzer produces combustion-supporting hydrogen through an electrolysis reaction, and the combustion-supporting hydrogen is delivered to the vehicle engine air intake through the hydrogen supply interface. Step 5: The electrolyte is driven by the DC water pump to circulate between the modular electrolytic cell and the liquid-gas heat exchanger for cooling, and air cooling is achieved by the cooling fan. Step 6: When the control system circuit board receives the wireless stop signal or detects that the preset hydrogen supply protection conditions are not met, the power supply to the modular electrolyzer, the DC water pump, and the cooling fan is cut off.

8. The method of claim 7, wherein, The hydrogen supply start-up condition detection step includes: When the electrolyte level does not meet the preset level condition, the system will shut down and output a level alarm. When the pressure in the hydrogen supply path does not meet the preset pressure condition, the system will shut down and output a pressure alarm. When the electrolyte temperature does not meet the preset temperature condition, the system will shut down and output a temperature alarm. When the system power supply voltage does not meet the preset voltage conditions, voltage protection control is executed; When the system operating current does not meet the preset current conditions, current protection control is executed.

9. The method of claim 7, wherein, The integrated on-board hydrogen combustion assist system also includes a water tank externally mounted on the vehicle battery casing, and the electrolyte circulation cooling step includes: The hydrogen-containing gas-water mixture generated by the modular electrolyzer enters the water storage tank through the water outlet connector and water outlet pipe; after gas-liquid separation is completed in the water storage tank, the separated combustion-supporting hydrogen is delivered to the air intake of the vehicle engine through the gas outlet of the water storage tank. After the separated electrolyte is cooled by the liquid-gas heat exchanger, it flows back to the modular electrolytic cell through the return water pipe and return water connector.

10. The method of claim 7, wherein, The integrated on-board hydrogen combustion assist system does not have an external water storage tank, and the electrolyte circulation cooling step includes: The electrolyte is circulated sequentially through the modular electrolytic cell, the inlet of the DC water pump, the outlet of the DC water pump, the inlet of the liquid-gas heat exchanger, the outlet of the liquid-gas heat exchanger, and the cold water return port, and is cooled by the cooling fan.

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