Hydrogen energy hybrid power system of vehicle
By designing a dual hydrogen energy system and redundant energy control unit, the reliability problem of fuel cell hybrid vehicles has been solved, achieving safe and stable operation and efficient energy management in the event of system failure, thereby improving the safety and availability of the vehicle.
Patent Information
- Application Number
- CN202422945315.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-29
- Publication Date
- 2025-10-28
- Estimated Expiration
- 2034-11-29
AI Technical Summary
Existing fuel cell hybrid vehicles have small auxiliary energy capacity and lack redundancy design, resulting in low system reliability. They cannot effectively support the energy demand of the vehicle when the main energy source fails, affecting safety and stability.
The system employs a dual-system hydrogen energy design with redundant energy control units, including first and second hydrogen energy systems, an auxiliary energy system, and redundant energy control units, ensuring normal operation and providing the vehicle's power requirements even in the event of a failure in any system.
It improves the reliability of the vehicle's power system, ensuring safe and stable operation of the vehicle under different working conditions, enhances the system's redundancy design and energy management capabilities, and achieves efficient energy utilization and longer driving range.
Smart Images
Figure CN223478824U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of hydrogen energy hybrid rail transit vehicle technology, and specifically to a hydrogen energy hybrid power system for a vehicle. Background Art
[0002] Currently, fuel cell hybrid vehicles typically only have one fuel cell system, using the fuel cell as the primary energy source and supplemented by lithium batteries or supercapacitors as auxiliary energy sources. While this configuration can meet certain energy demands, the overall system reliability is low due to the small rated capacity of the auxiliary energy source and the lack of system redundancy. If the primary energy source fails, the auxiliary energy source cannot effectively support the vehicle's energy needs, potentially causing the vehicle to cease operation and affecting its safety and stability.
[0003] Unlike traditional fuel cell hybrid vehicles, this is a multi-module rubber-tired electric vehicle with bidirectional operation capability and higher requirements for vehicle reliability.
[0004] In view of this, it is indeed necessary to propose a hydrogen hybrid power system for vehicles to solve the above problems. Utility Model Content
[0005] The purpose of this invention is to provide a hydrogen energy hybrid power system for vehicles to solve the technical problem of improving the reliability of vehicle power systems.
[0006] To achieve the above objectives, this utility model provides a hydrogen energy hybrid power system for a vehicle, comprising:
[0007] The first hydrogen energy system includes a first fuel cell system and a first hydrogen storage system, wherein the first hydrogen storage system is used to provide hydrogen to the first fuel cell system.
[0008] The second hydrogen energy system includes a second fuel cell system and a second hydrogen storage system, wherein the second hydrogen storage system is used to provide hydrogen to the second fuel cell system.
[0009] An energy control unit, coupled to the first hydrogen energy system and the second hydrogen energy system, is used to control the first hydrogen energy system and the second hydrogen energy system to provide the vehicle with average power under driving conditions; and
[0010] An auxiliary energy system, connected in parallel with the first and second hydrogen energy systems, is used to provide peak power for the vehicle under driving conditions and to provide full power demand when the first and second hydrogen energy systems fail.
[0011] In some embodiments, the first hydrogen energy system and the second hydrogen energy system share the average power equally when they are operating normally, and when either hydrogen energy system fails, the other operating hydrogen energy system provides the full average power.
[0012] In some embodiments, the energy control unit includes a primary energy control unit and a secondary energy control unit that are redundantly controlled by each other, and the secondary energy control unit takes over control when the primary energy control unit fails.
[0013] In some embodiments, the hydrogen hybrid power system further includes:
[0014] The train control and management system is connected to the energy control unit via an Ethernet communication line and to the auxiliary energy system via a CAN bus. It is used to provide the status data of the auxiliary energy system and the real-time power demand of the vehicle to the energy control unit through the Ethernet communication interface.
[0015] In some embodiments, the auxiliary energy system includes a power battery system.
[0016] In some embodiments, the power battery system includes a lithium iron phosphate battery and a supercapacitor, wherein the lithium iron phosphate battery is used to provide range power for the vehicle, and the supercapacitor is used to provide peak power.
[0017] In some embodiments, the energy control unit is further configured to control the first fuel cell system and the second fuel cell system to charge the power battery system so that the state of charge (SOC) of the power battery system is within a preset range.
[0018] In some embodiments, the power battery system is also used to provide the required power when the vehicle is starting or idling, and to recover energy during initiation and braking.
[0019] This utility model provides a hydrogen energy hybrid power system for vehicles. By configuring two independent hydrogen energy systems and a redundant energy control unit, the vehicle can still drive normally when either system fails. It also adds an auxiliary energy system to meet the power requirements of the vehicle under different operating conditions, ensuring the safe and stable operation of the vehicle and significantly improving the reliability of the system. Attached Figure Description
[0020] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings, wherein:
[0021] Figure 1 A schematic diagram of a hydrogen energy hybrid power system architecture according to an embodiment of the present invention is disclosed;
[0022] Figure 2 A schematic diagram of a hydrogen-powered hybrid power system according to another embodiment of the present invention is disclosed. DETAILED DESCRIPTION
[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model and are not intended to limit the utility model.
[0024] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Although the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components, the shape, quantity and proportion of each component can be arbitrarily changed in actual implementation, and the layout of the components may also be more complex.
[0025] Figure 1 A schematic diagram of a hydrogen-powered hybrid power system architecture according to an embodiment of the present invention is disclosed. Figure 1 As shown, the hydrogen energy hybrid power system may include: a first hydrogen energy system 10, a second hydrogen energy system 20, an energy control unit, and an auxiliary energy system.
[0026] The following is a detailed description of each part of the hydrogen-powered hybrid power system.
[0027] The first hydrogen energy system 10 includes a first fuel cell system 11 and a first hydrogen storage system 12, wherein the first hydrogen storage system 12 is used to provide hydrogen to the first fuel cell system 11.
[0028] The second hydrogen energy system 20 includes a second fuel cell system 21 and a second hydrogen storage system 22, wherein the second hydrogen storage system 22 is used to provide hydrogen to the second fuel cell system 21.
[0029] A fuel cell system includes the fuel cell itself and the fuel cell controller (FCU).
[0030] The fuel cell system uses a proton exchange membrane fuel cell, which generates electricity by exchanging protons between hydrogen and oxygen provided by a hydrogen storage system.
[0031] In one embodiment, each hydrogen fuel cell system is equipped with a hydrogen storage system that provides compressed hydrogen. The status of the hydrogen storage system is monitored by the fuel cell controller to ensure the normal operation of the fuel cell.
[0032] In one embodiment, by equipping each end of the vehicle with two hydrogen fuel cell systems, a total net output power of 220 kW is provided. Each fuel cell has a rated power of 110 kW and a net output power of 15 kW at idle. Preferably, the recommended operating range of the fuel cells is 67–89 kW to ensure efficient and stable operation.
[0033] The fuel controller manages the hydrogen storage system and the fuel cell DC / DC converter, communicates with each sub-control unit, monitors and coordinates the subsystems as a whole, and adjusts the current to control the fuel cell power, thereby optimizing the energy of the entire vehicle.
[0034] In one embodiment, the energy control unit communicates with the fuel cell controller via two CAN interfaces to monitor and control the operating status of the fuel cell.
[0035] The energy control unit includes a main energy control unit 31 and a slave energy control unit 32 that are redundantly controlled, and is coupled to the first hydrogen energy system 10 and the second hydrogen energy system 20. It is used to control the first hydrogen energy system 10 and the second hydrogen energy system 20 to provide the vehicle with average power under driving conditions.
[0036] Average power specifically refers to the average power of electrical energy continuously supplied to the vehicle by the fuel cell system during vehicle operation, based on the vehicle's operating status and energy demand. In other words, the energy control unit adjusts the electrical energy output of the fuel cell system according to the vehicle's driving needs to meet the vehicle's average demand for electrical energy under different driving conditions.
[0037] In one embodiment, the first hydrogen energy system 10 and the second hydrogen energy system 20 share the average power when operating normally, and when either hydrogen energy system fails, the other operating hydrogen energy system provides the full average power.
[0038] In another embodiment, the first hydrogen energy system and the second hydrogen energy system are respectively equipped with energy control units. The energy control units communicate and interact with the train control and management system of the whole vehicle via Ethernet. At the same time, hard-wired control signals are designed in the driver's cab. The two energy control units are redundant with each other. If either energy control unit fails, the other energy control unit will take over the control.
[0039] Optionally, when both energy control units fail simultaneously, the hydrogen energy system can be started and stopped manually at the driver's console, and the auxiliary energy system can provide power to the vehicle.
[0040] The auxiliary energy system is connected in parallel with the first hydrogen energy system 11 and the second hydrogen energy system 12 to provide peak power for the vehicle under driving conditions and to provide full power demand when the first hydrogen energy system 11 and the second hydrogen energy system 12 fail.
[0041] The auxiliary energy system is primarily responsible for responding to the vehicle's power demands. When the vehicle's power requirements change, the auxiliary energy system is the first to respond, and the fuel cell charges the vehicle when the state of charge (SOC) is low. The peak power provided by the auxiliary energy system is characterized by fast response and high efficiency, ensuring continued vehicle operation even in the event of a complete failure of the hydrogen fuel cell system.
[0042] In one embodiment, the energy control unit is also used to control the first fuel cell system 11 and the second fuel cell system 12 to charge the power battery system so that the SOC of the power battery system is within a preset range.
[0043] Preferably, the energy control unit is responsible for controlling the SOC of the power battery system and keeping it within the range of 45%-75%.
[0044] like Figure 1 As shown, the hydrogen energy hybrid power system also includes: a train control and management system 50, a traction system 60, and an auxiliary system 70.
[0045] The train control and management system 50 is connected to the energy control unit via an Ethernet communication line and to the auxiliary energy system via a CAN bus, and is used to provide the status data of the auxiliary energy system and the real-time power demand of the vehicle to the energy control unit through the Ethernet communication interface.
[0046] The traction system 60 sends voltage and current to the energy control unit through the train control and management system 50 to drive the traction motor to consume electrical energy in traction mode and to feed back electrical energy in electric braking mode.
[0047] The auxiliary system 70 includes auxiliary converters, air conditioning, vehicle low-voltage loads, etc. The train control and management system 50 calculates the total power of the auxiliary system 70 in real time and sends it to the energy control unit.
[0048] In one embodiment, the auxiliary energy system includes a power battery system, which may include a lithium iron phosphate battery 40 for providing range power to the vehicle.
[0049] The lithium iron phosphate battery 40 is connected in parallel with the first hydrogen energy system 10 and the second hydrogen energy system 20. It has a rated capacity of 220 kWh, a peak discharge rate of 3C, a continuous discharge rate of 1C, a peak charge rate ≤3C, and a continuous charge rate ≤1C. This means the lithium battery has high energy density and high charge capacity per unit weight, providing the vehicle with extended range and ensuring that the lithium iron phosphate battery can support the vehicle to continue operating for at least 45 kilometers in the event of hydrogen energy system failure.
[0050] The lithium iron phosphate battery 40 can also be used to power loads, including the traction system 60 and the auxiliary system 70. The discharge process of the power battery is passive, and the output power is determined by the vehicle's load demand. When the load demand increases, the battery discharge current automatically increases to meet the demand.
[0051] In one embodiment, the power battery system is also used to provide the required power when the vehicle is starting or idling, and to recover energy during initiation and braking.
[0052] In this embodiment, under conditions of rapid vehicle acceleration or deceleration, the power battery system is responsible for providing peak power and recovering electric braking feedback energy.
[0053] Specifically, the train control and management system 50 collects the energy output values of the entire vehicle and the data from current and voltage sensors at each load end in real time, enabling the power battery system to provide peak power and recover electric braking feedback energy.
[0054] This invention improves the reliability of the electric vehicle hybrid power system by adopting a dual hydrogen energy system and redundant energy control unit design, ensuring that the vehicle can still operate smoothly and safely even if any hydrogen energy system or energy control unit fails.
[0055] Figure 2 A schematic diagram of a hydrogen-powered hybrid power system architecture according to another embodiment of the present invention is disclosed. Figure 2 As shown, the power battery system also includes a supercapacitor 80, which is used to provide peak power.
[0056] The Supercapacitor 80 has a very low energy density but a high power density. When the vehicle has a high instantaneous power demand, the Supercapacitor 80 provides instantaneous power to the vehicle, while the vehicle's range is mainly provided by the lithium battery with a higher energy density.
[0057] Peak power refers to the instantaneous power demand of a vehicle (such as the large instantaneous power required when a vehicle accelerates from a standstill). Since the power density of supercapacitors is much higher than that of lithium batteries, the instantaneous peak power is provided by supercapacitors. Simply put, lithium batteries provide the vehicle with charge to ensure range, while supercapacitors provide the vehicle with power to ensure acceleration performance.
[0058] In one embodiment, according to the different power distribution requirements of the lithium iron phosphate battery 40 and the supercapacitor 80, the hydrogen energy system is in a constant power output state. The energy control unit mainly coordinates and controls the output of the lithium battery and the supercapacitor to meet the peak power requirements of the vehicle and ensure that the SOC of the lithium battery and the supercapacitor is within a certain range.
[0059] This invention provides a highly reliable, redundant hydrogen fuel cell hybrid power system that ensures the electric vehicle can operate safely and smoothly even in extreme conditions, greatly improving vehicle availability and safety. Furthermore, the system has excellent energy management capabilities, precisely allocating power according to demand to achieve efficient energy utilization and a longer driving range.
[0060] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.
[0061] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.
[0062] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.
[0063] While the foregoing disclosure has discussed various examples of utility model embodiments that are currently considered useful, it should be understood that such details are for illustrative purposes only, and the appended claims are not limited to the disclosed embodiments. Rather, the claims are intended to cover all modifications and equivalent combinations that conform to the spirit and scope of the present utility model embodiments. For example, although the system components described above can be implemented by hardware devices, they can also be implemented solely by software solutions, such as installing the described system on existing servers or mobile devices.
[0064] Similarly, it should be noted that, in order to simplify the description of this utility model and thus aid in the understanding of one or more embodiments, the foregoing description of the embodiments of this utility model sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the object of this utility model requires more features than those mentioned in the claims. In fact, the embodiments have fewer features than all the features of the single embodiment disclosed above.
[0065] In some embodiments, numbers describing the quantity of components and attributes are used. It should be understood that such numbers used in the description of embodiments are modified in some examples with the terms "approximately," "approximately," or "generally." Unless otherwise stated, "approximately," "approximately," or "generally" indicates that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may be changed according to the characteristics required by individual embodiments. In some embodiments, numerical parameters should take into account specified significant digits and employ a general method of digit reservation. Although the numerical ranges and parameters used to confirm their breadth of range in some embodiments of this invention are approximate values, in specific embodiments, such values are set as precisely as feasible.
[0066] Although the present invention has been described with reference to specific embodiments, those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention, and various equivalent changes or substitutions can be made without departing from the spirit of the present invention. Therefore, any changes or modifications to the above embodiments within the scope of the essential spirit of the present invention will fall within the scope of the claims of this application.
Claims
1. A hydrogen-powered hybrid power system for a vehicle, characterized in that, include: The first hydrogen energy system includes a first fuel cell system and a first hydrogen storage system, wherein the first hydrogen storage system is used to provide hydrogen to the first fuel cell system. The second hydrogen energy system includes a second fuel cell system and a second hydrogen storage system, wherein the second hydrogen storage system is used to provide hydrogen to the second fuel cell system. An energy control unit, coupled to the first hydrogen energy system and the second hydrogen energy system, is used to control the first hydrogen energy system and the second hydrogen energy system to provide the vehicle with average power under driving conditions. as well as An auxiliary energy system, connected in parallel with the first and second hydrogen energy systems, is used to provide peak power for the vehicle under driving conditions and to provide full power demand when the first and second hydrogen energy systems fail.
2. The hydrogen energy hybrid power system according to claim 1, characterized in that, When the first hydrogen energy system and the second hydrogen energy system are working normally, they share the average power equally. When either hydrogen energy system fails, the other working hydrogen energy system provides the full average power.
3. The hydrogen energy hybrid power system according to claim 1, characterized in that, The energy control unit includes a primary energy control unit and a secondary energy control unit that are redundantly controlled. When the primary energy control unit fails, the secondary energy control unit takes over the control.
4. The hydrogen energy hybrid power system according to claim 1, characterized in that, Also includes: The train control and management system is connected to the energy control unit via an Ethernet communication line and to the auxiliary energy system via a CAN bus. It is used to provide the status data of the auxiliary energy system and the real-time power demand of the vehicle to the energy control unit through the Ethernet communication interface.
5. The hydrogen energy hybrid power system according to claim 4, characterized in that, The auxiliary energy system includes a power battery system.
6. The hydrogen energy hybrid power system according to claim 5, characterized in that, The power battery system includes a lithium iron phosphate battery and a supercapacitor. The lithium iron phosphate battery is used to provide range power for the vehicle, and the supercapacitor is used to provide peak power.
7. The hydrogen energy hybrid power system according to claim 5, characterized in that, The energy control unit is also used to control the first fuel cell system and the second fuel cell system to charge the power battery system so that the SOC of the power battery system is within a preset range.
8. The hydrogen energy hybrid power system according to claim 5, characterized in that, The power battery system is also used to provide the required power when the vehicle is starting or idling, and to recover energy during start-up and braking.