CN221233566U - Power system of vehicle and vehicle - Google Patents

Abstract

The application provides a power system of a vehicle and the vehicle. The power system of the vehicle includes: a vehicle controller; a hydrogen fuel cell system; the first communication bus is connected with the hydrogen fuel cell system and the whole vehicle controller; a power battery system; the second communication bus is connected with the power battery system and the whole vehicle controller; the vehicle controller is configured to control the hydrogen fuel cell system and the power cell system. The power system of the vehicle and the vehicle provided by the application are characterized in that the hydrogen fuel cell system and the power cell system are connected to the whole vehicle controller through the first communication bus and the second communication bus, and the control of the hydrogen fuel cell system and the power cell system is realized through the whole vehicle controller. The number of controllers is reduced, the integration of the controllers is realized, the space is reduced, and the cost is reduced. Meanwhile, data is not required to be transmitted interactively among a plurality of controllers, and the control rate is improved.

Description

Power system of vehicle and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a power system of a vehicle and the vehicle.

Background

Hydrogen fuel cells have become an important development trend for the upgrading of the automobile industry by virtue of high efficiency, cleanliness, low noise, and the like. At present, hydrogen fuel cells are applied to passenger vehicles, and most of the hydrogen fuel cells are combined with power battery systems to form a multi-energy system. And each energy system is provided with an independent controller, and the control of the whole power system and the vehicle is realized through interaction among the controllers. The plurality of controllers not only increases space occupation but also consumes higher manufacturing costs.

Disclosure of utility model

The application provides a power system of a vehicle and the vehicle, which occupy small space and have low cost.

The application provides a power system of a vehicle, the vehicle comprises a whole vehicle controller, the power system comprises: a hydrogen fuel cell system; the first bidirectional communication bus is connected with the hydrogen fuel cell system and the whole vehicle controller; a power battery system; the second bidirectional communication bus is connected with the power battery system and the whole vehicle controller; the vehicle controller is configured to control operation of the hydrogen fuel cell system and the power cell system.

In some embodiments, a vehicle includes: the thermal management system is electrically connected with the whole vehicle controller; the vehicle controller is configured to control the thermal management system.

In some embodiments, a thermal management system includes: a heat exchange device; the third communication bus is connected with the heat exchange device and the whole vehicle controller, and the whole vehicle controller is configured to control the heat exchange device; the regulating valve is connected with the heat exchange device; and a fourth communication bus connecting the regulating valve and the vehicle controller, the vehicle controller being configured to control the regulating valve.

In some embodiments, the heat exchange device includes at least some of a high pressure cooling heater, an engine coolant flow regulator valve, an auxiliary control module, a fuel flow regulator valve, a high pressure air heater, each connected to the third communication bus.

In some embodiments, the regulator valve comprises at least a portion of a first regulator valve, a second regulator valve, and a third regulator valve respectively connected to the fourth communication bus; wherein the first regulating valve is configured to control and regulate an exhaust temperature of the vehicle engine; the second regulator valve is configured to control and regulate an intake air temperature of the vehicle engine; the third regulator valve is configured to control and regulate a coolant temperature of the vehicle engine.

In some embodiments, the second communication bus is configured to connect at least a portion of an engine management system, a charge and discharge management system, a shift management system, and a body control system of the vehicle.

In some embodiments, the first communication bus is a LIN bus and/or the second communication bus is a PCAN bus.

In some embodiments, a hydrogen fuel cell system includes: the hydrogen fuel cell inspection device is electrically connected with the whole vehicle controller; the whole vehicle controller is configured to control the hydrogen fuel cell system according to the electric signal output by the hydrogen fuel cell inspection device.

In some embodiments, the power system further comprises: the power battery monitoring device is configured to monitor the power-on state and/or the charge state of the power battery system and is connected with the whole vehicle controller through a second communication bus; the overall vehicle controller is also configured to control the hydrogen fuel cell system in accordance with the power-up state and/or the state of charge.

In some embodiments, a hydrogen fuel cell system includes: a voltage conversion system, a hydrogen system, an air system and a cooling liquid system; the voltage conversion system, the hydrogen system, the air system and the cooling liquid system are all in communication connection with the whole vehicle controller through a first communication bus; the vehicle controller is configured to control the voltage conversion system, the hydrogen system, the air system, and the coolant system.

In some embodiments, a voltage conversion system includes: the fuel cell stack is connected with the whole vehicle controller through a first communication bus and is configured to convert chemical energy into electric energy; the boost converter is electrically connected with the fuel cell stack and used for boosting the low-voltage direct current generated by the fuel cell stack into high-voltage direct current; the buck converter is electrically connected with the fuel cell stack and used for reducing the high-voltage direct current generated by the fuel cell stack to low-voltage direct current; the vehicle controller is configured to control the fuel cell stack to generate power.

In some embodiments, the hydrogen system includes a hydrogen circulation pump connected to the first communication bus for supplying hydrogen to the anode side of the fuel cell stack; and/or the air system comprises at least part of an air compressor, an air main valve and a back pressure valve which are respectively connected to the first communication bus; and/or the cooling liquid system comprises a water pump, and the water pump is connected to the first communication bus; and/or the hydrogen fuel cell system further comprises at least part of a humidity control valve, a split valve and a heater respectively connected to the first communication bus.

The application provides a vehicle, comprising a driving motor; and the power system is connected with the driving motor and is configured to provide power for the driving motor.

The power system of the vehicle and the vehicle provided by the application are characterized in that the hydrogen fuel cell system and the power cell system are connected to the whole vehicle controller through the first communication bus and the second communication bus, and the control of the hydrogen fuel cell system and the power cell system is realized through the whole vehicle controller. The number of controllers is reduced, the integration of the controllers is realized, the space is reduced, and the cost is reduced. Meanwhile, data is not required to be transmitted interactively among a plurality of controllers, and the control rate is improved.

Drawings

FIG. 1 is a schematic diagram of the connection of a powertrain of a vehicle according to one embodiment of the present application;

Fig. 2 is a schematic diagram of a connection relationship of a power system of a vehicle according to another embodiment of the present application.

Reference numerals

10: A vehicle controller; 20: a hydrogen fuel cell system; 30: a power battery system; 40: an engine management system; 50: a charge-discharge management system; 60: a shift management system; 70: a vehicle body control system; 80: a thermal management system;

101: a first communication bus; 102: a second communication bus; 103: a third communication bus; 104: a fourth communication bus;

201: hydrogen fuel cell inspection device; 211: a fuel cell stack; 212: a boost converter; 213: a buck converter; 221: a hydrogen circulation pump; 231: an air compressor; 232: an air main valve; 233: a back pressure valve; 241: a water pump; 251: a humidity control valve; 261: a diverter valve; 271: a heater;

301: a power battery monitoring device;

811: a high pressure cooling heater; 812: an engine coolant flow regulating valve; 813: an auxiliary control module; 814: a fuel flow rate regulating valve; 815: a high pressure air heater; 821: a first regulating valve; 822: a second regulating valve; 823: and a third regulating valve.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus consistent with aspects of the application as detailed in the accompanying claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Unless defined otherwise, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. The use of the terms "a" or "an" and the like in the description and in the claims do not denote a limitation of quantity, but rather denote the presence of at least one. The term "plurality" includes two, corresponding to at least two. The word "comprising" or "comprises", and the like, means that elements or items appearing before "comprising" or "comprising" are encompassed by the element or item recited after "comprising" or "comprising" and equivalents thereof, and that other elements or items are not excluded. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

The application provides a power system of a vehicle, comprising: the system comprises a vehicle controller, a hydrogen fuel cell system, a first communication bus, a power cell system and a second communication bus. The first communication bus is connected with the hydrogen fuel cell system and the whole vehicle controller; the second communication bus is connected with the power battery system and the whole vehicle controller. The vehicle controller is configured to control the hydrogen fuel cell system and the power cell system.

By adopting the power system provided by the application, the hydrogen fuel cell system and the power cell system are connected to the whole vehicle controller through the first communication bus and the second communication bus, and the control of the hydrogen fuel cell system and the power cell system is realized through the whole vehicle controller. The number of controllers is reduced, the integration of the controllers is realized, the space is reduced, and the cost is reduced. Meanwhile, data is not required to be transmitted interactively among a plurality of controllers, and the control rate is improved.

The embodiment of the application provides a vehicle, which comprises a driving motor and a power system. The power system is connected with the driving motor and is configured to provide power for the driving motor.

Referring to fig. 1, a power system of a vehicle includes: the vehicle control unit 10, the hydrogen fuel cell system 20, the power cell system 30, the first communication bus 101 and the second communication bus 102. The first communication bus 101 connects the hydrogen fuel cell system 20 and the vehicle controller 10; the second communication bus 102 connects the power battery system 30 and the vehicle controller 10. The vehicle controller 10 is configured to control the hydrogen fuel cell system 20 and the power cell system 30.

In this way, the hydrogen fuel cell system 20 and the power cell system 30 are connected to the vehicle controller 10 through the first communication bus 101 and the second communication bus 102, and control of the hydrogen fuel cell system 20 and the power cell system 30 is achieved through the vehicle controller 10. The number of controllers is reduced, the integration of the controllers is realized, the space is reduced, and the cost is reduced. Meanwhile, data is not required to be transmitted interactively among a plurality of controllers, and the control rate is improved.

As shown in conjunction with fig. 2, the hydrogen fuel cell system 20 includes: the hydrogen fuel cell inspection device 201 is electrically connected to the vehicle controller 10. Specifically, the hydrogen fuel cell inspection device 201 is communicatively connected to the vehicle controller 10 through the first communication bus 101. The vehicle controller 10 is configured to control the hydrogen fuel cell system 20 according to an electric signal output from the hydrogen fuel cell inspection device 201. The hydrogen fuel cell inspection device 201 can monitor the individual components in the hydrogen fuel cell system 20 to determine whether the individual components are available or their current status. In this way, real-time status data of the hydrogen fuel cell system 20 can be acquired, whereby more accurate subsequent control can be made accordingly.

The hydrogen fuel cell system 20 includes: voltage conversion systems, hydrogen systems, air systems, and coolant systems. Specifically, the hydrogen system supplies hydrogen to the voltage conversion system, the air system supplies oxygen to the voltage conversion system, and the voltage conversion system converts chemical energy of the hydrogen and the oxygen into electric energy and outputs the electric energy. The cooling liquid system transfers heat generated in the working process to ensure that the hydrogen fuel cell system continuously and normally operates.

More specifically, in connection with fig. 2, the voltage conversion system includes a fuel cell stack 211, a boost converter 212, and a buck converter 213. The fuel cell stack 211 is used to convert chemical energy of hydrogen and oxygen into electrical energy. The boost converter 212 is electrically connected to the fuel cell stack 211, and is configured to boost the low-voltage dc power generated by the fuel cell stack 211 to the high-voltage dc power. The buck converter 213 is electrically connected to the fuel cell stack 211 for reducing the high voltage dc power generated by the fuel cell stack 211 to a low voltage dc power. The vehicle controller 10 controls the operation of the up-converter 212 and/or the down-converter 213 to convert the output voltage of the fuel cell stack 211 into a voltage required by other systems of the vehicle. The hydrogen system includes a hydrogen circulation pump 221 connected to the first communication bus 101 for supplying hydrogen to the anode side of the fuel cell stack 211 to facilitate its reaction; and recycling the hydrogen which does not participate in the reaction, thereby improving the utilization rate of the hydrogen. The air system comprises at least part of an air compressor 231, an air main valve 232, a back pressure valve 233, respectively connected to the first communication bus 101. The air compressor 231 compresses air to a certain pressure to provide oxygen for the electrochemical reaction of the fuel cell stack 211, thereby increasing the power density of the fuel cell stack 211, and further reducing the cost of the hydrogen fuel cell system 20, thereby achieving weight reduction. The air main valve 232 is used to control the air circulation to introduce air to the cathode side of the fuel cell stack 211. The back pressure valve 233 is provided at the cathode outlet of the fuel cell stack 211, and controls and adjusts the exhaust back pressure to control the pressure of the cathode side of the fuel cell stack 211 within a certain range, thereby increasing the average voltage of the fuel cell stack 211. The coolant system includes a water pump 241 connected to the first communication bus 101, and works on the coolant by the water pump 241 to circulate the coolant in the pipe. When the temperature of the fuel cell stack 211 is high, the water pump 241 is controlled to increase the flow rate of the coolant to cool the fuel cell stack 211. The hydrogen fuel cell system 20 further includes at least some of a humidity control valve 251, a throttle valve 261, and a heater 271, which are connected to the first communication bus 101, respectively. The humidity control valve 251 controls the humidity of the hydrogen gas and air entering the fuel cell stack 211 according to the humidity level inside the hydrogen fuel cell system 20 to maintain the internal humidity stable. In the case of and in the case of oversaturation or overdrying, the amount of water vapor entering the fuel cell stack 211 is controlled so as to ensure the performance and stability of the hydrogen fuel cell system 20. The diverter valve 261 is provided with one or more. The diverter valve 261 is used to control the fluid flow and to adjust the fluid flow in part of the path to achieve control of the system operating conditions, depending on the current needs of the hydrogen fuel cell system 20. The heater 271 is used to preheat the hydrogen fuel cell system 20 and adjust the coolant temperature to ensure the thermal balance of the hydrogen fuel cell system 20. More specifically, the heater 271 is a PTC (Positive Temperature Coefficient ) heater.

When a power-up request of the hydrogen fuel cell system 20 is received, it is first determined whether each device in the hydrogen fuel cell system 20 satisfies a precondition, that is, whether each component can be controlled to operate normally. If each device in the hydrogen fuel cell system 20 satisfies the precondition, the hydrogen fuel cell system 20 is started. Specifically, the complete vehicle controller 10 outputs an electrical signal to realize control of the individual components of the hydrogen fuel cell system 20. More specifically, the vehicle controller 10 outputs an electric signal to control the rotational speeds of the hydrogen circulation pump 221, the air compressor 231, and the water pump 241, control the opening degrees of the air main valve 232, the back pressure valve 233, and the split valve 261, control the power of the heater 271, and the like, respectively. In the case where the vehicle has a display device such as a display screen, the overall vehicle controller 10 is further configured to output an electrical signal to effect control of the display device, specifically including control of the display device to display the on-off state of the hydrogen fuel cell system 20, the current operating condition in the on-state, and the like.

When a power-down request of the hydrogen fuel cell system 20 is received, firstly, the load is reduced, namely, the output of the hydrogen fuel cell system 20 is reduced to the lowest safety level, and the current and heat generation are reduced; purging to remove residual gas possibly existing in the hydrogen fuel cell system 20 to prevent accidents during the shutdown process; finally, the individual components in the hydrogen fuel cell system 20 are controlled to be turned off. At the same time, the boost converter 212 and the buck converter 213 are controlled to delay power down to ensure that the hydrogen fuel cell system 20 has sufficient time to completely release the remaining electrical energy and heat during shutdown and sufficient time to properly shut down the various components to avoid damage to the hydrogen fuel cell system 20. Alternatively, up-converter 212 and down-converter 213 may be powered down with a delay of 6 minutes.

The fuel cell stack 211 is connected to the vehicle controller 10 through the first communication bus 101, and the vehicle controller 10 is configured to control the fuel cell stack 211 to generate power.

The power system further includes: the power battery monitoring device 301 is configured to monitor a power-up state and/or a state of charge of the power battery system 30. Optionally, the power battery monitoring device 301 is connected to the vehicle controller 10 through the second communication bus 102. In other embodiments, the power battery monitoring device 301 is not limited to being connected to the vehicle controller 10 through the second communication bus 102, and may be capable of communicating with the power battery system 30 and the vehicle controller 10. The vehicle controller 10 is configured to control the hydrogen fuel cell system 20 according to the power-on state and/or the state of charge of the power cell system 30. More specifically, the vehicle controller 10 is configured to control the fuel cell stack 211 according to the power up state and/or the state of charge of the power cell system 30. The state of charge of the power battery system 30 represents the available state of charge remaining in the power battery system 30, and may be expressed in terms of a percentage.

Optionally, the whole vehicle controller 10 controls the fuel cell stack 211 according to the power-up state of the power cell system 30, including: when the power battery system 30 is powered on, the whole-vehicle controller 10 controls the fuel cell stack 211 to generate power.

Optionally, the whole vehicle controller 10 controls the fuel cell stack 211 according to the state of charge of the power cell system 30, including: in the case where the state of charge of the power battery system 30 is less than the lower threshold, the vehicle controller 10 controls the fuel cell stack 211 to start generating electricity; in the case where the state of charge of the power battery system 30 is greater than the upper threshold, the vehicle controller 10 controls the fuel cell stack 211 to stop generating electricity. Thus, more reasonable output distribution can be realized according to the current practical situation. Alternatively, the lower threshold is 20% and the upper threshold is 45%.

Optionally, the whole vehicle controller 10 controls the fuel cell stack 211 according to the state of charge of the power cell system 30, including: the vehicle controller 10 determines the generated power according to the state of charge of the power battery system 30, and controls the fuel cell stack 211 to generate power according to the generated power. In this way, the hydrogen fuel cell system 20 can be controlled more accurately.

Optionally, the vehicle controller 10 determines the generated power according to the state of charge of the power battery system 30, including: in the case where the state of charge is smaller than the first threshold value, the vehicle controller 10 determines the generated power as the first power; in the case where the state of charge is greater than or equal to the first threshold value, the vehicle controller 10 determines that the generated power is the second power; wherein the first power is greater than the second power. Thus, the operation condition of the hydrogen fuel cell system 20 is controlled according to the actual state of charge of the power cell system 30, and appropriate amount of supplementary electric energy can be timely provided to ensure the operation stability of the power system. The first threshold here is greater than the lower threshold and less than the upper threshold. Optionally, the first threshold is 35%. In practical applications, more thresholds, such as a second threshold, a third threshold, etc., may be set to further divide the state of charge, so as to determine different power generation powers, so as to improve the accuracy of operation of the fuel cell stack 211.

Optionally, the whole vehicle controller 10 controls the fuel cell stack 211 according to the power up state and the charge state of the power cell system 30, including: when the power battery system 30 is in the power-on state, the vehicle controller 10 controls the fuel cell stack 211 according to the state of charge of the power battery system 30.

Optionally, the second communication bus 102 is further configured to connect at least a portion of the vehicle's engine management system 40, charge and discharge management system 50, shift management system 60, and body control system 70. The engine management system 40 controls the fuel injection amount, the intake air amount, the ignition advance angle, etc. through various sensors and actuators, so that the engine operates in an optimal state, thereby realizing optimal capacity output, drivability, etc. The charge and discharge management system 50 manages the charge and discharge processes by exchanging information between the charge stake and the vehicle during the charge and discharge of the vehicle. The shift management system 60 is configured to convert a shift operation of a driver of the vehicle into a control signal to implement a vehicle shift. The vehicle body control system 70 can control devices such as vehicle lights and wipers. In this way, the integrated management of the hydrogen fuel cell system 20, the power cell system 30, the engine management system 40, the charge and discharge management system 50, the gear shift management system 60 and the vehicle body control system 70 can be realized through the first communication bus 101 and the second communication bus 102, and the integrated management is uniformly controlled by the whole vehicle controller 10, so that a plurality of controllers are not required to be arranged, the setting cost of the controllers is reduced, and the space occupation is reduced. Meanwhile, the interactive transmission process of data among a plurality of controllers is saved, and the control rate is improved.

Optionally, the first communication bus 101 is a LIN (Local Interconnect Network, local internet) bus. Optionally, the second communication bus 102 is PCAN (Peak Controller Area Network, high-performance controller area network) bus. Compared with the communication process between the whole vehicle controller 10 and the hydrogen fuel cell system 20, the communication between the whole vehicle controller 10 and the engine management system 40, the charge and discharge management system 50, the gear shift management system 60 or the vehicle body control system 70 has larger data transmission requirements, and the second communication bus 102 is set to be PCAN buses, so that the data transmission requirements can be better met.

Here, in practical applications, the arrangement of the whole vehicle controller 10 and the engine management system 40, the charge/discharge management system 50, the shift management system 60, and the vehicle body control system 70 is not limited to being connected to the whole vehicle controller 10 through the second communication bus 102, but may be separately configured to achieve connection, for example, the engine management system 40, the charge/discharge management system 50, the shift management system 60, and the vehicle body control system 70 may be connected to the whole vehicle controller 10 through the fifth communication bus.

The vehicle further includes a thermal management system 80 electrically connected to the vehicle control 10. The vehicle controller 10 is configured to control the thermal management system 80. Specifically, the thermal management system 80 includes a heat exchange device, a regulator valve, a third communication bus 103, and a fourth communication bus 104. The heat exchange device is connected to the vehicle controller 10 through a third communication bus 103, and the vehicle controller 10 is configured to control the heat exchange device. The regulator valve is connected to the vehicle controller 10 through a fourth communication bus 104, and the vehicle controller 10 is configured to control the regulator valve. In this way, centralized control of the hydrogen fuel cell system 20, the power cell system 30 and the thermal management system 80 can be realized through the whole vehicle controller 10, a plurality of controllers are not required to be arranged, the setting cost of the controllers is reduced, and the space occupation is reduced. Meanwhile, the interactive transmission process of data among a plurality of controllers is saved, and the control rate is improved.

More specifically, the heat exchanging means includes at least part of a high-pressure cooling heater 811, an engine coolant flow rate adjustment valve 812, an auxiliary control module 813, a fuel flow rate adjustment valve 814, and a high-pressure air heater 815, which are respectively connected to the third communication bus 103. The high-pressure cooling heater 811 is composed of a heating element and a control circuit, and is used for heating the power battery system 30, and automatically adjusting the heating power and the temperature according to the current requirement so as to ensure that the battery is in an optimal working temperature state, thereby improving the performance and the service life of the battery. The engine coolant flow control valve 812 is controlled to control the flow of engine coolant to achieve temperature regulation of the coolant. The auxiliary control module 813 is configured to receive sensor signals including an in-vehicle temperature sensor, regulate and control the thermal management system 80, and ensure that the thermal management system 80 of the whole vehicle works in a coordinated manner, so as to maintain the stability of the ambient temperature and humidity in the vehicle. The fuel flow rate adjusting valve 814 controls the fuel flow rate according to the vehicle operation condition and the pressure variation of the vehicle fuel supply system, thereby adjusting the traveling speed and power output of the vehicle and thus improving the power and economical performance of the vehicle. And prevents engine failure due to fluctuation of fuel pressure, improving reliability of the vehicle. The high-pressure air heater 815 is arranged in an air inlet or an engine compartment of the vehicle, and is used for heating air entering the vehicle, so that the temperature in the vehicle is increased, and the comfort of passengers in the vehicle in a cold environment is ensured. In practical applications, the heat exchange device is not limited to the high-pressure cooling heater 811, the engine coolant flow rate adjustment valve 812, the auxiliary control module 813, the fuel flow rate adjustment valve 814, the high-pressure air heater 815, and other components may be used.

The regulating valves in the thermal management system 80 are provided with one or more. Illustratively, in some embodiments, the regulator valves include at least some of the first, second, and third regulator valves 1, 2, 3, respectively, connected to the fourth communication bus 104. Wherein the first regulating valve 1 is configured to control and regulate the engine exhaust gas temperature; the second regulator valve 2 is configured to control and regulate the engine intake air temperature; the third regulating valve 3 is configured to control and regulate the engine coolant temperature.

In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "first," "second," etc. can include at least one such feature, either explicitly or implicitly. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that when an element is referred to as being "mounted," "positioned," "secured" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. Further, when one element is considered as being "fixedly connected" to another element, the two elements may be fixed by a detachable connection manner, or may be fixed by a non-detachable connection manner, such as sleeving, clamping, integrally forming, or welding, which may be implemented in the conventional technology, which is not further described herein.

The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The foregoing description of the preferred embodiments is provided for the purpose of illustration only, and is not intended to limit the scope of the disclosure, since any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the disclosure are intended to be included within the scope of the disclosure.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the phrase "comprising one … …" does not exclude the presence of additional identical elements in a process, method, article, or apparatus that comprises the depicted element.

Claims (13)

1. A power system of a vehicle, characterized by comprising:

A vehicle controller;

A hydrogen fuel cell system;

The first communication bus is connected with the hydrogen fuel cell system and the whole vehicle controller;

a power battery system;

The second communication bus is connected with the power battery system and the whole vehicle controller;

The vehicle controller is configured to control the hydrogen fuel cell system and the power cell system.

2. The powertrain of claim 1, wherein the vehicle comprises:

the thermal management system is electrically connected with the whole vehicle controller;

The vehicle controller is configured to control the thermal management system.

3. The power system of claim 2, wherein the thermal management system comprises:

A heat exchange device;

The third communication bus is connected with the heat exchange device and the whole vehicle controller, and the whole vehicle controller is configured to control the heat exchange device;

The regulating valve is connected with the heat exchange device;

And a fourth communication bus connecting the regulating valve and the vehicle controller, wherein the vehicle controller is configured to control the regulating valve.

4. The power system of claim 3, wherein the heat exchange device comprises at least a portion of a high pressure cooling heater, an engine coolant flow regulator valve, an auxiliary control module, a fuel flow regulator valve, a high pressure air heater, each connected to the third communication bus.

5. The power system of claim 3, wherein the regulator valve comprises at least a portion of a first regulator valve, a second regulator valve, and a third regulator valve each coupled to the fourth communication bus;

wherein the first regulator valve is configured to control and regulate an exhaust temperature of a vehicle engine;

The second regulator valve is configured to control and regulate an intake air temperature of a vehicle engine;

The third regulator valve is configured to control and regulate a coolant temperature of the vehicle engine.

6. The powertrain system of claim 1, wherein the second communication bus is configured to connect at least a portion of an engine management system, a charge-discharge management system, a shift management system, and a body control system of the vehicle.

7. The power system of claim 6, wherein the first communication bus is a LIN bus and/or the second communication bus is a PCAN bus.

8. The power system of claim 1, wherein the hydrogen fuel cell system comprises:

the hydrogen fuel cell inspection device is electrically connected with the whole vehicle controller;

The whole vehicle controller is configured to control the hydrogen fuel cell system according to an electric signal output by the hydrogen fuel cell inspection device.

9. The power system of any one of claims 1 to 8, further comprising:

The power battery monitoring device is configured to monitor the power-on state and/or the charge state of the power battery system and is connected with the whole vehicle controller through the second communication bus;

The vehicle controller is further configured to control the hydrogen fuel cell system according to the power-on state and/or the state of charge.

10. The power system according to any one of claims 1 to 8, characterized in that the hydrogen fuel cell system includes:

a voltage conversion system, a hydrogen system, an air system and a cooling liquid system;

The voltage conversion system, the hydrogen system, the air system and the cooling liquid system are all in communication connection with the whole vehicle controller through a first communication bus; the vehicle controller is configured to control the voltage conversion system, the hydrogen system, the air system, and the coolant system.

11. The power system of claim 10, wherein the voltage conversion system comprises:

The fuel cell stack is connected with the whole vehicle controller through the first communication bus and is configured to convert chemical energy into electric energy;

the boost converter is electrically connected with the fuel cell stack and used for boosting the low-voltage direct current generated by the fuel cell stack into high-voltage direct current;

The buck converter is electrically connected with the fuel cell stack and used for reducing the high-voltage direct current generated by the fuel cell stack to low-voltage direct current;

the vehicle controller is configured to control the fuel cell stack to generate electricity.

12. The power system of claim 11, wherein the hydrogen system includes a hydrogen circulation pump connected to the first communication bus for supplying hydrogen to the anode side of the fuel cell stack; and/or

The air system comprises at least one part of an air compressor, an air main valve and a back pressure valve which are respectively connected with the first communication bus; and/or

The cooling liquid system comprises a water pump, and the water pump is connected to the first communication bus; and/or

The hydrogen fuel cell system further comprises at least part of a humidity control valve, a split-flow valve and a heater respectively connected to the first communication bus.

13. A vehicle, characterized by comprising:

A driving motor;

A power system according to any one of claims 1 to 12, in connection with the drive motor, configured to power the drive motor.