阅读说明：本技术 具有动力模块的燃料电池车辆 (Fuel cell vehicle with power module ) 是由 S·Z·布朗 G·L·佐娅 横尾将士 S·霍奇斯 于 2018-05-23 设计创作，主要内容包括：车辆(100)包括传动系统和多个动力模块(150)。传动系统包括至少一个车轮(114)。每个动力模块(150)包括能量系统(152)和推进系统(154),传动系统被机械连接到推进系统(154)。能量系统(152)可操作以使用燃料产生电能。推进系统(154)被电连接到能量系统(152),并且可操作以使用来自能量系统(152)的电能为至少一个车轮(114)提供动力。(A vehicle (100) includes a powertrain and a plurality of power modules (150). The drive train includes at least one wheel (114). Each power module (150) includes an energy system (152) and a propulsion system (154), with the transmission system being mechanically coupled to the propulsion system (154). The energy system (152) is operable to generate electrical energy using the fuel. The propulsion system (154) is electrically connected to the energy system (152) and is operable to power the at least one wheel (114) using electrical energy from the energy system (152).)

1. A vehicle, comprising:

a drive train including at least one wheel;

a plurality of power modules, each power module comprising:

an energy system operable to generate electrical energy using a fuel; and

a propulsion system mechanically connected to the propulsion system, the propulsion system being electrically connected to the energy system and operable to collectively power the at least one wheel using electrical energy from the energy system.

2. The vehicle of claim 1, wherein the respective propulsion systems of the power modules support a common output coupling, the drive train being mechanically connected to the output coupling.

3. The vehicle of claim 1, wherein each energy system of each power module includes a fuel tank and a fuel cell stack, and in each power module, the fuel tank is operable to store fuel and the fuel cell stack is fluidly connected to the fuel tank and operable to generate electrical energy using fuel from the fuel tank.

4. The vehicle of claim 1, wherein each propulsion system of each power module includes an electric motor, the transmission system is mechanically connected to the electric motor, and in each power module the electric motor is operable to collectively power the at least one wheel using electrical energy from the energy system.

5. The vehicle of claim 1, further comprising:

auxiliary elements distributed to each power module, wherein at each power module the distributed auxiliary elements are electrically connected to the energy system and are operable to use electrical energy from the energy system to meet auxiliary demands global to the vehicle.

6. The vehicle of claim 5, wherein each power module includes a battery at each energy system, and at each power module, the assigned auxiliary element is electrically connected to the battery and is operable to use electrical energy from the battery to meet auxiliary demands global to the vehicle.

7. The vehicle of claim 6, further comprising:

a connection/switching unit electrically connected across the power modules and operable to switch electrical loads from respective auxiliary elements distributed to the power modules between respective batteries of the power modules on a cyclical basis.

8. The vehicle of claim 1, further comprising:

a power control module of each power module, each power control module being assigned a power module, communicatively connected to the assigned power module, and configured to operate the energy system and the propulsion system of the assigned power module.

9. The vehicle of claim 1, further comprising:

a chassis supporting the drive train and including a hook.

10. A vehicle, comprising:

a drive train including at least one wheel;

a plurality of power modules, each power module comprising:

a fuel tank operable to store fuel;

a fuel cell stack fluidly connected to the fuel tank and operable to generate electrical energy using fuel from the fuel tank;

a motor-battery electrically connected to the fuel cell stack and operable to store electrical energy from the fuel cell stack;

a supplemental cell electrically connected to the fuel cell stack and operable to store electrical energy from the fuel cell stack; and

an electric motor, the transmission system being mechanically connected to the electric motor, the electric motor being electrically connected to the fuel cell stack and the electric motor battery and operable to collectively power the at least one wheel using electrical energy from any combination of the fuel cell stack and the electric motor battery; and

an auxiliary element assigned to each power module, wherein at each power module the assigned auxiliary element is electrically connected to the supplemental battery and is operable to use electrical energy from the supplemental battery to meet auxiliary requirements global to the vehicle.

11. The vehicle of claim 10, wherein in each power module, the fuel cell stack is hydrogen fueled and the fuel tank is a hydrogen tank.

12. The vehicle of claim 10, wherein the respective electric motors of the power modules support a common output coupling, the drive train being mechanically connected to the output coupling.

13. The vehicle of claim 10, further comprising:

a connection/switching unit electrically connected across the power modules and operable to selectively perform at least one of: the combined electrical load from the respective electric motors of the power module is shared equally among the respective motor batteries of the power module, and the combined electrical load from the respective auxiliary elements distributed to the power module is shared equally among the respective supplementary batteries of the power module.

14. The vehicle of claim 10, further comprising:

a connection/switching unit electrically connected across the power modules and operable to switch electrical loads from respective auxiliary elements distributed to the power modules between respective supplementary batteries of the power modules on a cyclical basis.

15. The vehicle of claim 10, wherein the respective auxiliary elements assigned to the power modules each belong to at least one of a braking system, a steering system, a heating/cooling system, and an accessory system.

16. The vehicle of claim 10, further comprising:

a power control module of each power module, each power control module being assigned a power module, communicatively connected to the assigned power module, and configured to operate the fuel cell stack and the electric motor of the assigned power module.

17. The vehicle of claim 10, further comprising:

and the chassis supports the transmission system and comprises a hook for hooking the semitrailer.

18. A vehicle, comprising:

a chassis;

a motor assembly supported by the chassis, the motor assembly including a plurality of motors and a common output coupling, the motors being axially integrated to effect an interdependent spin motion and supporting the output coupling for rotation;

a drive train supported by the chassis, the drive train including at least one wheel and being mechanically connected to the output coupling;

a first fuel cell stack operable to generate electrical energy using a fuel;

a first electric motor belonging to the electric motor assembly, the first electric motor being electrically connected to the first fuel cell stack and operable to spin using electrical energy from the first fuel cell stack;

a second fuel cell stack operable to generate electrical energy using a fuel; and

a second electric motor belonging to said electric motor assembly, said second electric motor being electrically connected to said second fuel cell stack and operable to spin using electrical energy from said second fuel cell stack; thereby to obtain

The first and second electric motors are operable to collectively spin the output coupling using electrical energy from the first and second fuel cell stacks to collectively power the at least one wheel.

19. The vehicle of claim 18, further comprising:

a first power control module communicatively connected to the first fuel cell stack and the first electric motor, the first power control module configured to operate the first fuel cell stack and the first electric motor; and

a second power control module communicatively connected to the second fuel cell stack and the second electric motor, the second power control module configured to operate the second fuel cell stack and the second electric motor.

20. A vehicle according to claim 18, wherein the chassis is a semi-tractor chassis and includes a hitch for hitching a semi-trailer.

Technical Field

Embodiments disclosed herein relate to vehicles and, more particularly, to vehicles having an electrified powertrain system (powertrain).

Background

Many vehicles are electrified vehicles, or in other words, vehicles having an electrified powertrain. Typical electrified vehicles have a more or less conventional drive train. Specifically, as part of a drive train (drivetrain), an electrified vehicle includes one or more wheels and a transmission, differential, propeller shaft, etc. to which the wheels are mechanically connected. However, electrified vehicles include one or more electric motors instead of an engine. Also, as part of the electrified powertrain, the drivetrain is mechanically connected to the electric motor. The electric motor is operable, in conjunction with the transmission system, to power the wheels using electrical energy. Further, many electrified vehicles are Fuel Cell Vehicles (FCVs), or in other words, electrified vehicles that include one or more fuel cell stacks. In an FCV, the fuel cell stack is operable to generate electrical energy that is used by an electric motor to power the wheels.

Disclosure of Invention

Embodiments of a vehicle including a plurality of power modules are disclosed herein. To achieve capacity to meet the energy demand requirements and propulsion demand requirements of the vehicle to which the power modules belong, the power modules are "stacked". In one aspect, a vehicle includes a plurality of power modules and a driveline. The drive train includes at least one wheel. Each power module includes an energy system and a propulsion system to which a drive train is mechanically coupled. The energy system is operable to generate electrical energy using a fuel. The propulsion system is electrically connected to the energy system and is operable to collectively power the at least one wheel using electrical energy from the energy system.

In another aspect, a vehicle includes a powertrain, a plurality of power modules, and an auxiliary component distributed to each power module. The drive train includes at least one wheel. Each power module includes a fuel tank, a fuel cell stack, an electric motor-battery, a supplemental battery, and an electric motor to which the drivetrain is mechanically coupled. The fuel tank is operable to store fuel. The fuel cell stack is fluidly connected to the fuel tank and is operable to generate electrical energy using fuel from the fuel tank. The motor cell is electrically connected to the fuel cell stack and is operable to store electrical energy from the fuel cell stack. The supplemental cell is electrically connected to the fuel cell stack and is operable to store electrical energy from the fuel cell stack. An electric motor is electrically connected to the fuel cell stack and the motor battery and is operable to collectively power the at least one wheel using electrical energy from any combination of the fuel cell stack and the motor battery. At each power module, the assigned auxiliary component is electrically connected to the supplemental battery and is operable to use electrical energy from the supplemental battery to meet auxiliary requirements global to the vehicle.

In yet another aspect, a vehicle includes a chassis, a motor assembly supported by the chassis, and a drive train supported by the chassis. The motor assembly includes a plurality of motors and a common output coupling. The motor is axially integrated to achieve interdependent spin motion and support the output coupling for rotation. The drive train includes at least one wheel and is mechanically coupled to the output coupling. The vehicle also includes a first fuel cell stack, a first electric motor belonging to the electric motor assembly, a second fuel cell stack, and a second electric motor belonging to the electric motor assembly. The first fuel cell stack is operable to generate electrical energy using a fuel. The second fuel cell stack is also operable to generate electrical energy using the fuel. A first electric motor is electrically connected to the first fuel cell stack and is operable to spin using electrical energy from the first fuel cell stack. A second electric motor is electrically connected to the second fuel cell stack and is operable to spin using electrical energy from the second fuel cell stack. Thus, the first and second electric motors are operable to collectively spin the output coupling using electrical energy from the first and second fuel cell stacks to collectively power the at least one wheel.

These and other aspects will be described in detail below.

Drawings

Various features, advantages and other uses of the present embodiments will become more apparent by reference to the following detailed description and accompanying drawings.

FIG. 1 is a diagrammatic view, in perspective and block diagram, of a Fuel Cell Vehicle (FCV) showing vehicle systems including an energy super system, a propulsion super system and auxiliary systems, a sensor system, a control module, including a global control module and a power control module and a plurality of power modules, including an energy system and a propulsion system for each power module, a fuel cell system, a battery system and a fuel tank system for each energy system, and a motor system for each propulsion system;

FIG. 2A is a partial illustration of an FCV using a block diagram, further illustrating a power module including a fuel cell stack for each fuel cell system, a plurality of batteries for each battery system, and a motor for each motor system, and auxiliary elements to assign auxiliary systems to the power module;

FIG. 2B is a diagram of the FCV using a perspective exploded view, further illustrating the vehicle system and elements of the vehicle system;

FIG. 3A is a partial illustration of the FCV using a block diagram, further illustrating a power module including multiple fuel tanks per fuel tank system and a network of conduits for the fuel tanks;

FIG. 3B is a partial illustration of the FCV using a portion of the perspective exploded view from FIG. 2A, further illustrating the fuel tank system;

FIG. 4 is a partial illustration of the FCV using a portion of the perspective exploded view from FIG. 2B, showing the motor assembly to which the motor belongs;

FIG. 5 is a partial illustration of the FCV using a portion of the perspective exploded view from FIG. 2B, further illustrating certain batteries and fuel tanks mounted on the support bracket;

FIG. 6 is a partial illustration of the FCV using a portion of the perspective exploded view from FIG. 2B, further illustrating the fuel cell stack and certain other vehicle components mounted on another support frame;

FIG. 7 is a flowchart illustrating the operation of a process by which the control module coordinates the operation of the FCVs; and

FIG. 8 is a flow diagram illustrating the operation of a process by which a control module coordinates the operation of an FCV in a master/slave control relationship in which a power control module includes a master power control module and a slave power control module assigned to respective power modules.

Detailed Description

The present disclosure teaches a vehicle including a plurality of power modules. To achieve capacity to meet the energy demand requirements and propulsion demand requirements of the vehicle to which the power modules belong, the power modules are "stacked".

Semi-traction type fuel cell vehicle

A Fuel Cell Vehicle (FCV)100 is shown in fig. 1 as a representative electrified vehicle. While the FCV100 is a fuel cell vehicle, it is to be understood that the present disclosure is in principle applicable in large part to other electrified vehicles. In this specification, the use of "forward", etc. and the use of "aft", "rearward", etc. refer to the longitudinal direction of the FCV 100. "forward", etc. refer to the forward (front) of the FCV100, and "aft", "rearward", etc. refer to the aft (rear) of the FCV 100. The use of "side," "lateral," "transverse," etc. refers to the transverse direction of the FCV100, while "driver side" etc. refers to the left side of the FCV100 and "passenger side" etc. refers to the right side of the FCV 100.

The FCV100 is a semi-tractor, or in other words a tractor unit, which together with a hitched (hitch) semi-trailer 102 forms a semi-truck. The FCV100 has an exterior and a plurality of interior compartments. The compartments include a passenger compartment 104 and one or more engine compartments 106. The FCV100 may include a seat and instrument panel assembly housed in its passenger compartment 104.

The FCV100 has a body 108 forming the exterior thereof and defining a chamber thereof. The main body 108 has upright sides, floor, front end, rear end, roof, etc. In the semi-truck to which the FCV100 belongs, the semi-trailer 102 similarly has an exterior and has a cargo compartment for carrying cargo as an interior compartment. In addition to the body 108, the FCV100 also has a chassis 110. The chassis 110 serves as the underbody of the FCV 100. The chassis 110, like the body 108, forms the exterior of the FCV 100. As part of the chassis 110, the FCV100 includes a clevis 112 for hitching the semitrailer 102 to the FCV 100. In the event that the semi-trailer 102 is hooked to the FCV100, the FCV100 is operable to pull the semi-trailer 102 and any cargo carried thereon.

FCV100 has a drive train. The drive train is part of the chassis 110, or is mounted to the chassis 110, or is otherwise supported by the chassis 110. The transmission system may be housed, fully or partially, in any combination of the passenger compartment 104, the engine compartment 106, or elsewhere in the FCV 100. As part of the drive train, FCV100 includes wheels 114. Wheels 114 support the remainder of FCV100 on the ground. FCV100 includes ten wheels 114, two of which are front wheels 114F and eight of which are rear wheels 114R. The rear wheels 114R are arranged in a four-wheel arrangement. The rear wheels 114R belonging to two driver-side dual wheel arrangements are shown, while the other two passenger-side dual wheel arrangements are mirror images including the remaining rear wheels 114R. One, some or all of the wheels 114 are powered to drive the FCV100 along the ground. In a rear wheel drive arrangement, one, some or all of the rear wheels 114R are powered to drive the FCV100 along the ground. To this end, the FCV100 includes, in addition to the wheels 114, any final (driveline) combination of a transmission, differential, drive shaft, etc., also as part of the driveline, to which the wheels 114 are mechanically connected.

FCV100 operates as a component of interconnected projects that equip FCV100 to meet real-time vehicle demands. Generally, the vehicle demand corresponds to a vehicle function whose performance meets the vehicle demand. Accordingly, FCV100 is equipped in operation to meet one or more vehicle requirements by performing one or more corresponding vehicle functions. With respect to performing vehicle functions, FCV100 is subject to any combination of manual and autonomous operation. In the case of manual operation, the FCV100 may be only manual. In the case of autonomous operation, FCV100 may be semi-autonomous, highly autonomous, or fully autonomous.

To meet vehicle demands, the FCV100 includes one or more vehicle systems 120. Vehicle system 120 is operable, alone or in conjunction with a driveline, to perform vehicle functions on behalf of FCV100, thereby satisfying corresponding vehicle demands on behalf of FCV 100. Any combination of vehicle systems 120 may be operable to perform vehicle functions. Thus, from the perspective of vehicle function and corresponding vehicle demand, one, some, or all of the vehicle systems 120 function as an associated vehicle system 120. Further, each vehicle system 120 is operable to perform any combination of vehicle functions to fully or partially satisfy any combination of respective vehicle requirements. Thus, from its own perspective, each vehicle system 120 functions as an associated vehicle system 120 for one or more vehicle functions and one or more corresponding vehicle requirements.

In addition to the vehicle system 120, the FCV100 includes a sensor system 122, and one or more processors 124, memory 126, and one or more control modules 128, to which the vehicle system 120 and the sensor system 122 are communicatively connected. The sensor system 122 is operable to detect information about the FCV 100. Together, processor 124, memory 126, and control module 128 serve as one or more computing devices, which control module 128 may employ to coordinate the operation of FCV 100.

Specifically, the control module 128 operates the vehicle system 120 based on information about the FCV 100. Thus, as a prerequisite to operating the vehicle system 120, the control module 128 collects information about the FCV100, including any combination of information about the FCV100 detected by the sensor system 122 and information about the FCV100 communicated between the control module 128. The control module 128 then evaluates the information about the FCV100 and operates the vehicle system 120 based on its evaluation. As part of its evaluation of information about the FCV100, the control module 128 identifies one or more vehicle demands. Relatedly, as part of the operation of the vehicle systems 120, when a vehicle demand is identified, the control module 128 operates one or more associated vehicle systems 120 to meet the vehicle demand.

Vehicle system. The vehicle system 120 is part of the chassis 110, or is mounted to the chassis 110, or is otherwise supported by the chassis 110. The vehicle system 120 may be housed, in whole or in part, in any combination of the passenger compartment 104, the engine compartment 106, or elsewhere in the FCV 100. Each vehicle system 120 includes one or more vehicle components. Each vehicle component is operable to perform any combination of vehicle functions associated with the vehicle system 120, in whole or in part, on behalf of the vehicle system 120 to which it belongs. It is to be understood that the vehicle components and the vehicle systems 120 to which they pertain may, but need not, differ from one another.

The vehicle system 120 includes an energy super system 130 and a propulsion super system 132. The energy super system 130 and the propulsion super system 132 are electrically connected to each other. Further, the transmission system is mechanically coupled to the propulsion super system 132. The propulsion super system 132 and the transmission system together function as an electrified powertrain for the FCV 100. The energy super system 130 is operable to perform one or more energy functions, including but not limited to generating electrical energy. The propulsion super system 132 is operable to use the electrical energy from the energy super system 130 to perform one or more propulsion functions, including but not limited to powering the wheels 114.

Specifically, the energy super system 130 is operable to generate electrical energy, store electrical energy, condition and otherwise process the electrical energy, and store and otherwise process fuel. In conjunction with the drive train, the propulsion super system 132 is operable to power the wheels 114 using electrical energy from the energy super system 130. With the wheels 114 powered, the propulsion super system 132 may be employed to accelerate the FCV100, maintain the speed 100 of the FCV (e.g., on level or uphill ground), and otherwise cause the FCV100 to travel along the ground. The propulsion super system 132 is also operable to generate electrical energy using one, some, or all of the wheels 114, and thus retard (retard) the wheels 114. In the event the wheels 114 are stuck, the propulsion super system 132 may be employed to slow the FCV100, maintain the speed of the FCV100 (e.g., on downhill ground), and otherwise cause the FCV100 to travel along the ground. The energy super system 130 is in turn operable to store electrical energy from the propulsion super system 132. The propulsion super system 132 and the energy super system 130 are operable to regeneratively brake the FCV100 at the wheels 114 as a combined product of generating electrical energy and thus retarding the wheels 114 and storing the electrical energy.

In addition to the energy and propulsion super systems 130, 132, the vehicle system 120 includes one or more auxiliary systems 134. The auxiliary systems 134 include a braking system 140, a steering system 142, a heating/cooling system 144, and an accessory (access) system 146. The auxiliary system 134 is electrically connected to the energy super system 130, as is the propulsion super system 132. The auxiliary system 134 is operable to perform one or more auxiliary functions using electrical energy from the energy super system 130, including but not limited to frictionally braking the FCV100, steering the FCV100, cooling the FCV100, heating the FCV100, and one or more accessory functions. Thus, while the propulsion super system 132 acts as the primary electrical load on the energy super system 130, the auxiliary system 134 also acts as an electrical load on the energy super system 130.

Sensor system. As part of sensor system 122, FCV100 includes one or more onboard sensors. The sensors monitor the FCV100 in real time. The sensors, representative of sensor system 122, are operable to detect information about FCV100, including information about user requests and information about the operation of FCV 100.

FCV100 includes user controls. The user controls serve as an interface between the user of the FCV100 and the FCV100 itself, and are operable to receive mechanical, verbal, and other user inputs requesting vehicle functions. In conjunction with corresponding user controls, and among the sensors, FCV100 includes an accelerator pedal sensor, a brake pedal sensor, a steering angle sensor, and the like, as well as one or more selector sensors, one or more microphones, one or more cameras, and the like. Relatedly, among the information regarding the user request, the sensor system 122 is operable to detect a user input requesting power to the wheels 114, detect a user input requesting braking, steering, etc., detect a user input requesting heating, cooling, etc., and detect a user input requesting an accessory function.

Also among the sensors, FCV100 includes one or more speedometers, one or more gyroscopes, one or more accelerometers, one or more wheel sensors, one or more thermometers, one or more Inertial Measurement Units (IMUs), one or more Controller Area Network (CAN) sensors, and the like. Relatedly, in the information about the operation of the FCV100, the sensor system 122 is operable to detect the position and motion of the FCV100, including its speed, acceleration, orientation, rotation, direction, etc., the movement of the wheels 114, the temperature of the FCV100, and the operating state of one, some, or all of the vehicle systems 120.

Control module. As described above, processor 124, memory 126, and control module 128 together function as one or more computing devices, the control module 128 of which coordinates the operation of FCV 100. The control module 128 includes a global control module 128G. Relatedly, as part of the central control system, the FCV100 includes a Global Control Unit (GCU) to which the global control module 128G belongs. Although as shown, the FCV100 includes one global control module 128G, it is to be understood that the present disclosure is applicable in principle to other similar vehicles that include multiple global control modules 128G. The control module 128 also includes one or more power control modules 128P. Relatedly, FCV100 includes one or more Power Control Units (PCUs) to which power control module 128P belongs. Although the processor 124 and memory 126 are shown as being common to the GCU and PCU, it is contemplated that one, some, or all of the GCU and PCU may be stand-alone computing devices having one or more dedicated processors 124 and dedicated memory 126.

The global control module 128G coordinates global operations of the FCV100, including but not limited to operation of the vehicle systems 120, on behalf of the GCU. The power control module 128P coordinates the operation of the energy and propulsion super systems 130, 132 and certain auxiliary systems 146 on behalf of the PCU.

Processor 124 may be any component configured to perform any of the processes described herein or any form of instructions that perform or cause such processes to be performed. Processor 124 may be implemented with one or more general or special purpose processors. Examples of suitable processors 124 include microprocessors, microcontrollers, digital signal processors, or other forms of circuitry executing software. Other examples of suitable processors 124 include, but are not limited to, a Central Processing Unit (CPU), an array processor, a vector processor, a Digital Signal Processor (DSP), a Field Programmable Gate Array (FPGA), a Programmable Logic Array (PLA), an Application Specific Integrated Circuit (ASIC), a programmable logic circuit, or a controller. The processor 124 may include at least one hardware circuit (e.g., an integrated circuit) configured to execute instructions contained in program code. In an arrangement with multiple processors 124, the processors 124 may operate independently of each other or in combination with each other.

The memory 126 is a non-transitory computer-readable medium. The memory 126 may include volatile or non-volatile memory, or both. Examples of suitable memory 126 include Random Access Memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, a magnetic disk, an optical disk, a hard drive, or any other suitable storage medium, or any combination of the above. The memory 126 includes instructions stored in program code. Such instructions may be executed by processor 124 or control module 128. The memory 126 may be part of the processor 124 or the control module 128 or may be communicatively connected to the processor 124 or the control module 128.

Generally, the control module 128 includes instructions executable by the processor 124. The control module 128 may be implemented as computer readable program code that, when executed by the processor 124, performs one or more of the processes described herein. Such computer readable program code may be stored on the memory 126. The control module 128 may be part of the processor 124 or may be communicatively connected to the processor 124.

Power module

As described above, the vehicle system 120 is operable to perform vehicle functions on behalf of the FCV100, thereby satisfying corresponding vehicle demands on behalf of the FCV 100. Specifically, the energy super system 130 is operable to perform energy functions to meet corresponding energy requirements, the propulsion super system 132 is operable to perform propulsion functions to meet corresponding propulsion requirements, and the auxiliary system 134 is operable to perform auxiliary functions to meet corresponding auxiliary requirements.

From the perspective of global control module 128G and power control module 128P, and the coordination of the global operation of FCV100, the vehicle demands include one or more global vehicle demands, or in other words, vehicle demands common to FCV 100. In particular, one or more of the energy requirements are global energy requirements and one or more of the propulsion requirements are global propulsion requirements. The global energy requirement may include any combination of the following requirements: one or more requirements for generating electrical energy, one or more requirements for storing electrical energy, and one or more requirements for storing and otherwise handling fuel. The global propulsion demand may include one or more demands for powering the wheels 114 and one or more demands for retarding the wheels 114. Any combination of global energy demand and global propulsion demand may be part of a global combined energy and propulsion demand, such as one or more demands of regenerative braking FCV 100. Furthermore, each auxiliary demand is a global auxiliary demand. The global auxiliary requirements may include any combination of the following requirements: one or more requirements for friction braking FCV100, one or more requirements for steering FCV100, one or more requirements for cooling FCV100, one or more requirements for heating FCV100, and one or more requirements for performing accessory functions.

In addition to being equipped to meet global vehicle demands by performing corresponding vehicle functions, FCV100 is also equipped to meet one or more vehicle demand demands. Specifically, with respect to being operable to perform vehicle functions to meet corresponding global vehicle demands, the vehicle system 120 has a capacity that represents the FCV100 to meet vehicle demand requirements. Thus, the energy super system 130 has capacity to meet certain energy demand requirements, the propulsion super system 132 has capacity to meet certain propulsion demand requirements, and the auxiliary system 134 has capacity to meet certain auxiliary demand requirements.

Generally, vehicle requirements require that they be specific to a particular vehicle application. For example, as a semi-tractor application, the FCV100 has higher energy demand requirements and higher propulsion demand requirements than many other vehicle applications. In some cases, FCV100 may be many times the energy demand requirements of other vehicle applications and many times the propulsion demand requirements of other vehicle applications.

To achieve capacity to meet energy demand requirements and capacity to meet propulsion demand requirements, the FCV100 includes a plurality of counterpart (counter) power modules 150A-B (often referred to using the "power module 150" or power module(s) 150 ") whose vehicle components are interconnected on a component-to-component, power module-to-power module basis. Although as shown, the FCV100 includes two power modules 150, it is to be understood that the present disclosure is applicable in principle to other similar vehicles that include more than two power modules 150. With respect to the power module 150, the energy super system 130 includes a plurality of counterpart energy systems 152 and the propulsion super system 132 includes a plurality of counterpart propulsion systems 154. Also, in the FCV100, the energy super system 130 and the propulsion super system 132 are arranged across power modules 150, each power module 150 including an energy system 152 and a propulsion system 154.

In each power module 150, the propulsion system 154 and the energy system 152 are electrically connected to each other. Further, a transmission system is mechanically coupled to each propulsion system 154. Each energy system 152 is representative of its belonging power module 150 and is operable to perform energy functions associated with the energy super system 130, including but not limited to generating electrical energy. Similarly, each propulsion system 154 is representative of its own power module 150, operable to perform propulsion functions associated with propelling the super system 132 using electrical energy, including, but not limited to, powering the wheels 114. Specifically, each propulsion system 154 is operable to perform a propulsion function using electrical energy from the energy system 152 of the power module 150 to which the propulsion system 154 and the energy system 152 belong 150.

Each energy system 152 and its associated power module 150 includes a fuel cell system 160, a battery system 162, and a fuel tank system 164. Each propulsion system 154 and its associated power module 150 includes an electric motor system 166. Within each power module 150, the motor system 166 is electrically connected to the fuel cell system 160. Further, the battery system 162 and the fuel cell system 160 are electrically connected to each other, and the motor system 166 and the battery system 162 are electrically connected to each other. Further, the fuel cell system 160 is fluidly connected to a fuel tank system 164. The fuel cell system 160 is operable to generate electrical energy using electrical energy from the battery system 162 and fuel from the fuel tank system 164. In conjunction with the transmission system, the electric motor system 166 is operable to power the wheels 114 using electrical energy from any combination of the fuel cell system 160 and the battery system 162. The motor system 166 is also operable to generate electrical energy using the wheels 114 and thereby retard the wheels 114. The battery system 162 is operable to store electrical energy from the fuel cell system 160. The battery system 162 is also operable to store electrical energy from the motor system 166. The fuel tank system 164 is operable to store and otherwise process fuel, including fueling the fuel cell system 160 with fuel.

The power modules 150 are "stacked" for the purpose of achieving a capacity to meet the energy demand requirements of the FCV100 to which the power modules belong and a capacity to meet the propulsion demand requirements. Specifically, given the energy demand requirement, in each power module 150, the energy system 152 has a capacity that satisfies a share of the energy demand requirement. Where the energy systems 152 each have a capacity that satisfies a share of the energy demand requirement, the power modules 150 to which the energy systems 152 belong have a capacity that collectively satisfies the energy demand requirement. In the case where the energy system 152 is also part of the energy super system 130, the energy super system 130 also has a capacity to meet the energy demand requirements. Similarly, given a propulsion demand requirement, in each power module 150, the propulsion system 154 has a capacity that satisfies a share of the propulsion demand requirement. Where the propulsion systems 154 each have a capacity to meet a share of the propulsion demand requirement, the power modules 150 to which the propulsion systems 154 belong have a capacity that collectively meets the propulsion demand requirement. In the case where the propulsion system 154 is also part of the propulsion super system 132, the propulsion super system 132 also has the capacity to meet the propulsion demand requirements.

Given the global energy demand, in each power module 150, the energy system 152 is operable to meet the share of the global energy demand. Where the energy systems 152 are each operable to satisfy a share of the global energy demand, the power modules 150 to which the energy systems 152 belong are operable to collectively satisfy the global energy demand. Where the energy system 152 is also part of the energy super system 130, the energy super system 130 may also operate to meet the global energy demand. Similarly, given the global propulsion demand, in each power module 150, the propulsion system 154 may be operable to meet a share of the global propulsion demand. Where the propulsion systems 154 are each operable to meet a share of the global propulsion demand, the power modules 150 to which the propulsion systems 154 belong are operable to collectively meet the global propulsion demand. In the case where the propulsion system 154 is also part of the propulsion super system 132, the propulsion super system 132 may also operate to meet global propulsion requirements.

While vehicle demand requirements are specific to a particular vehicle application, some vehicle demand requirements are less application dependent than other vehicle demand requirements. For example, FCV100, even if applied as a semi-tractor, still has similar auxiliary demand requirements as many other vehicle applications.

In FCV100, the auxiliary system 134 does not have a relationship of multiple correspondences, but is common to FCV 100. With respect to the power module 150 and the energy super system 130, one or more auxiliary elements may be distributed to the power module 150, either alone or as part of the auxiliary system 134 to which they pertain. At each power module 150, each assigned auxiliary element, whether alone or as part of its belonging auxiliary system 134, is electrically connected to an energy system 152 as appropriate. Representative of the FCV100 and its associated auxiliary systems 134, each assigned auxiliary component is operable to perform an auxiliary function using electrical energy from the energy system 152. Thus, in each power module 150, while the propulsion system 154 acts as the primary electrical load on the energy system 152, the distributed auxiliary elements also act as electrical loads on the energy system 152. However, given a global auxiliary demand, the allocated auxiliary elements are operable to collectively satisfy the global auxiliary demand on an unallocated basis.

As described above, the power control module 128P coordinates the operation of the energy and propulsion super systems 130, 132 and certain auxiliary systems 146. Specifically, with respect to the arrangement of the energy super system 130 and the propulsion super system 132 across the power modules 150, the FCV100 includes a plurality of corresponding bodies of power control modules 128P. Also, in the FCV100, each power control module 128P is assigned a power module 150. Where each power module 150 includes an energy system 152 and a propulsion system 154, each power control module 128P is assigned an energy system 152 and a propulsion system 154. In addition, each power control module 128P is assigned an auxiliary element. Specifically, each power control module 128P is assigned an auxiliary component, which is assigned to the power module 150, which in turn is assigned to the power control module 128P by the power module 150. Each power control module 128P coordinates operation of the assigned power module 150, including operation of the assigned energy system 152 and operation of the assigned propulsion system 154 and operation of the assigned auxiliary components.

In a modular implementation, each power module 150 is sourced from another vehicle application (such as a passenger car application) that has lower energy demand requirements and lower propulsion demand requirements than FCV 100. Specifically, each power module 150 is a modular version of a complete energy system and a complete propulsion system from other vehicle applications. Relatedly, each power control module 128P is also derived from other vehicle applications. Specifically, each power control module 128P belongs, in addition to the power control module 128P itself, to a PCU sourced from another vehicle application as a stand-alone computing device having one or more dedicated processors and dedicated memory.

It follows, among other things, that FCV100 is not a product of conventional design principles as a semi-tractor application having higher energy demand requirements and higher propulsion demand requirements than other vehicle applications. Specifically, given other vehicle applications, instead of stacking power modules 150 to achieve capacity to meet energy requirements and capacity to meet propulsion requirements of FCV100, conventional design principles call for scaling (scale) energy systems from and propulsion systems for other vehicle applications. Furthermore, conventional design principles require the acquisition of PCUs from other vehicle applications to self-coordinate the operation of the scaled energy system and the scaled propulsion system, as well as the auxiliary systems 134 on an unassigned basis.

Any combination of the fuel cell system 160, the battery system 162, and the fuel tank system 164 of one power module 150 may have the same capacity to meet the energy demand as its counterpart at the remaining power modules 150. Additionally or alternatively, the electric motor system 166 of one power module 150 may have the same capacity to meet propulsion demand requirements as its counterpart at the remaining power modules 150.

In addition to FCV100, in a wider vehicle array, for new vehicle applications, multiple identical or similar power modules 150 may be stacked to achieve a capacity that meets the energy demand requirements and a capacity that meets the propulsion demand requirements of the new vehicle applications. One or more vehicle components of the power module 150 may be standardized in the vehicle lineup. For example, the fuel cell system 160 may be identical in each power module 150. Additionally or alternatively, one or more of the power control modules 128P may be identical. Standardized vehicle components have the same capacity to meet vehicle demand requirements regardless of the vehicle demand requirements of the new application, and therefore only a single, single capacity standardized vehicle component needs to be developed and produced. Relatedly, the remainder of the power module 150 may be optimized for new vehicle applications, in addition to the standardized vehicle components. For example, when the fuel cell system 160 is the same in each power module 150, the cell systems 162 of the power modules 150 may be optimized to have capacities that collectively meet the energy demand requirements of the new application. Additionally or alternatively, the motor systems 166 of the power module 150 may be optimized to have capacities that collectively meet the propulsion demand requirements of the new application.

Because the power module 150 is easily integrated into new vehicle applications, the power module 150 is used beyond initial vehicle development and production. For example, in an end-of-life (EOL) scenario for the FCV100, the power modules 150 may no longer have a capacity that collectively meets the energy demand requirements of the FCV 100. Additionally or alternatively, the power modules 150 may no longer have the capacity to collectively meet the propulsion demand requirements of the FCV 100. The power module 150 may still have the capacity to collectively meet the energy demand requirements of another vehicle application and the capacity to collectively meet the propulsion demand requirements of another vehicle application. Thus, instead of throwing away the power module 150, it may be integrated into other vehicle applications.

Energy system and propulsion system. As described above, each power module 150 includes an energy system 152 and a propulsion system 154. As shown with additional reference to fig. 2A and 2B, each energy system 152 and the power module 150 to which the energy system 152 belongs include a junction box 200 and accompanying energy components in addition to a fuel cell system 160, a battery system 162, and a fuel tank system 164. Inside each power module 150, the motor system 166 is electrically connected to the fuel cell system 160 through a junction box 200. Further, the battery system 162 and the fuel cell system 160 are electrically connected to each other through the junction box 200, and the motor system 166 and the battery system 162 are electrically connected to each other through the junction box 200.

The FCV100 includes one or more energy elements as part of the fuel cell system 160. Among the energy elements of the fuel cell system 160, the FCV100 includes a fuel cell stack 202. Although as shown, each fuel cell system 160 of the FCV100 includes one fuel cell stack 202, it is to be understood that the present disclosure is applicable in principle to other similar vehicles in which each fuel cell system 160 includes a plurality of fuel cell stacks 202. With respect to the fuel cell stack 202, the FCV100 includes a fuel cell converter 204 among the attendant energy elements of the energy system 152. The fuel cell converter 204 is electrically connected to the fuel cell stack 202. The fuel cell stack 202 is operable to generate electrical energy. The fuel cell converter 204 is operable to regulate electrical energy from the fuel cell stack 202. Specifically, the fuel cell converter 204 is a DC/DC converter operable to convert lower voltage DC electrical energy from the fuel cell stack 202 to higher voltage DC electrical energy. For example, the lower voltage DC power may be medium voltage DC power and the higher voltage DC power may be high voltage DC power.

FCV100 also includes one or more propulsion elements as part of motor system 166. Among the propulsion elements of motor system 166, FCV100 includes a motor 206. Although as shown, each motor system 166 of the FCV100 includes one electric motor 206, it is to be understood that the present disclosure is applicable in principle to other similar vehicles in which each motor system 166 includes multiple electric motors 206. The motor 206 is a synchronous three-phase AC motor. With respect to the electric motor 206, the FCV100 includes a motor inverter 208 among the attendant energy components of the energy system 152. The motor inverter 208 is electrically connected to the fuel cell converter 204 through the junction box 200, and the motor 206 is electrically connected to the motor inverter 208. Furthermore, the transmission system is mechanically connected to the electric motor 206. The motor inverter 208 is operable to regulate the electrical energy from the fuel cell converter 204. Specifically, the motor inverter 208 is operable to convert DC electrical energy from the fuel cell converter 204 to three-phase AC electrical energy. For example, the three-phase AC power may be high-voltage AC power. In conjunction with the driveline, the electric motor 206 is operable to power the wheels 114 using electrical energy from the motor inverter 208.

FCV100 also includes one or more energy elements as part of battery system 162. Among the energy elements of the battery system 162, the FCV100 includes one or more batteries 210. Although as shown, each battery system 162 of FCV100 includes two batteries 210, it is to be understood that the present disclosure applies in principle to other similar vehicles that include one battery 210 per battery system 162, as well as other similar vehicles that otherwise include multiple batteries 210 per battery system 162. With respect to battery 210, FCV100 includes a battery converter 212 among the accompanying energy elements of energy system 152. From the perspective of the fuel cell system 160, the battery converter 212 is electrically connected to the fuel cell converter 204 through the junction box 200, and the battery 210 is electrically connected to the battery converter 212 through the junction box 200. The battery converter 212 is operable to regulate the electrical energy from the fuel cell converter 204. Specifically, the battery converter 212 is a DC/DC converter operable to convert higher voltage DC electrical energy from the fuel cell converter 204 to lower voltage DC electrical energy. For example, the higher voltage DC power may be high voltage DC power, and the lower voltage DC power may be medium voltage DC power. The battery 210 is operable to store electrical energy from a battery converter 212.

Also, from the perspective of the battery system 162, the battery converter 212 is electrically connected to the battery 210 through the junction box 200, the motor inverter 208 is electrically connected to the battery converter 212 through the junction box 200, and the motor 206 is electrically connected to the motor inverter 208 as described above. Relatedly, the battery converter 212 is also operable to regulate the power from the battery 210. Specifically, battery converter 212 is a DC/DC converter operable to convert lower voltage DC electrical energy from battery 210 to higher voltage DC electrical energy. For example, the lower voltage DC power may be medium voltage DC power and the higher voltage DC power may be high voltage DC power. The motor inverter 208 is also operable to regulate the electrical energy from the battery converter 212. Specifically, motor inverter 208 is operable to convert DC electrical energy from battery converter 212 to three-phase AC electrical energy. As described above, the three-phase AC power may be high-voltage AC power. Again in conjunction with the drive train, the electric motor 206 is operable to power the wheels 114 using electrical energy from the motor inverter 208.

Similarly, from the perspective of the motor system 166, the motor inverter 208 is electrically connected to the motor 206, the battery converter 212 is electrically connected to the motor inverter 208 through the junction box 200, and the battery 210 is electrically connected to the battery converter 212 through the junction box 200, as described above. Relatedly, in conjunction with the drive train, the electric motor 206 is also operable to generate electrical energy using the wheels 114 and thereby retard the wheels 114. In addition, the motor inverter 208 is also operable to regulate the electrical energy from the electric motor 206. Specifically, the motor inverter 208 is operable to convert three-phase AC electrical energy from the motor 206 to DC electrical energy. For example, the three-phase AC power may be high-voltage AC power, and the DC power may be high-voltage DC power. The battery converter 212 is also operable to condition the power from the motor inverter 208 in the same manner as the power from the fuel cell converter 204. Again, battery 210 is operable to store electrical energy from battery converter 212. The electric motor 206 and battery 210 are operable to regeneratively brake the FCV100 at the wheels 114 as a combined product of generating electrical energy, thus retarding the wheels 114, and storing electrical energy.

As can be seen, the electric motor 206 is operable to, among other things, power the wheels 114 using electrical energy from any combination of the fuel cell stack 202 and the battery 210. In addition, the battery 210 is operable to store electrical energy from the fuel cell stack 202. In fuel cell powered implementations, the electric motor 206 primarily uses electrical energy from the fuel cell stack 202 to power the wheels 114. In the event of a shortage, the electric motor 206 uses a combination of electrical energy from the fuel cell stack 202 and supplemental electrical energy from the battery 210 to power the wheels 114. On the other hand, in the remaining cases, the motor 206 uses some of the electrical energy from the fuel cell stack 202 to power the wheels 114, while the battery 210 stores the rest of the electrical energy from the fuel cell stack 202.

Also among the accompanying energy components of the energy system 152, the FCV100 includes a power source 214. The power source 214 is electrically connected to the battery 210 through the junction box 200. The power source 214 is operable to distribute power from the battery 210. Specifically, power source 214 is a DC power source operable to distribute DC power from battery 210. For example, the DC power may be medium voltage DC power.

As described above, the FCV100 includes the fuel cell stack 202 in the energy element of the fuel cell system 160. Also among the energy elements of the fuel cell system 160, the FCV100 includes a fuel pump 220. Fuel pump 220 is a three-phase AC fuel pump. With respect to fuel pump 220, FCV100 includes a pump inverter 222 among the energy elements of fuel cell system 160. The pump inverter 222 is electrically connected to the power source 214, and the fuel pump 220 is electrically connected to the pump inverter 222. Further, a fuel pump 220 is fluidly connected to the fuel tank system 164, and the fuel cell stack 202 is fluidly connected to the fuel pump 220. The pump inverter 222 is operable to regulate power from the power source 214. Specifically, pump inverter 222 is operable to convert DC electrical energy from power supply 214 to three-phase AC electrical energy. For example, the three-phase AC power may be medium-voltage AC power. The fuel pump 220 is operable to pump fuel from the fuel tank system 164 into the fuel cell stack 202 using electrical energy from the pump inverter 222.

Also among the energy components of the fuel cell system 160, the FCV100 includes an air compressor 224. The air compressor 224 is a three-phase AC air compressor. With respect to the air compressor 224, the FCV100 includes a compressor inverter 226 among the attendant energy components of the energy system 152. The compressor inverter 226 is electrically connected to the battery converter 212 through the junction box 200, and the air compressor 224 is electrically connected to the compressor inverter 226. Further, in addition to being fluidly connected to fuel pump 220, fuel cell stack 202 is pneumatically connected to air compressor 224. The compressor inverter 226 is operable to regulate the electrical energy from the battery converter 212. Specifically, compressor inverter 226 is operable to convert the DC electrical energy from battery converter 212 to three-phase AC electrical energy. For example, where the DC power is high voltage DC power, the three-phase AC power may be high voltage AC power. The air compressor 224 is operable to pump air into the fuel cell stack 202 using electrical power from the compressor inverter 226.

The fuel cell stack 202 includes one or more fuel cells. The fuel cell stack 202 is operable to perform a chemical reaction with the fuel cells that combines fuel from the fuel pump 220 with oxygen in the air from the air compressor 224 and produces electrical energy. Thus, the fuel pump 220, the air compressor 224, and the fuel cell stack 202 are operable to generate electrical energy using fuel and air from the fuel tank system 164 as a combined product of pumping the fuel into the fuel cell stack 202, pumping the air into the fuel cell stack 202, and performing a chemical reaction.

In an implementation of the hydrogen fuel, the fuel is a hydrogen fuel. In the fuel cell stack 202, each fuel cell includes an anode and a cathode. In each fuel cell, hydrogen fuel is pumped to the anode where hydrogen molecules are activated by the anode catalyst as part of a chemical reaction. The hydrogen molecules thereby release electrons and become hydrogen ions. The released electrons travel from the anode to the cathode, thereby generating an electric current. The electric current generated by the fuel cell is used as electric power generated by the fuel cell stack 202. In each fuel cell, hydrogen ions also travel from the anode to the cathode. Oxygen in the air from the air compressor 224 is pumped to the cathode where hydrogen ions are bonded with oxygen over a cathode catalyst to produce water as part of a chemical reaction. In the fuel cell stack 202, water produced by the fuel cells is a byproduct of the generation of electrical energy.

Also among the energy elements of the fuel cell system 160, the FCV100 includes a fluid pump 230 and one or more fans 232. The fluid pump 230 belongs to a coolant loop that includes, in addition to the fluid pump 230, one or more coolant-air heat exchangers 234 and coolant passages through the fuel cell stack 202. The heat exchanger 234 includes one or more radiators or the like.

With respect to fluid pump 230 and fan 232, among the attendant energy components of energy system 152, FCV100 includes a cooling converter 236. The cooling converter 236 is electrically connected to the power source 214, and the fluid pump 230 and fan 232 are electrically connected to the cooling converter 236. The cooling converter 236 is operable to condition the power from the power source 214. Specifically, cooling converter 236 is a DC/DC converter operable to convert higher voltage DC electrical energy from power supply 214 to lower voltage DC electrical energy. For example, where the higher voltage DC power is medium voltage DC power, the lower voltage DC power may be low voltage DC power. The fluid pump 230 is operable to circulate water or other coolant in the coolant loop using electrical energy from the cooling converter 236. The fan 232 is operable to direct airflow through the heat exchanger 234 using electrical energy from the cooling converter 236. The heat exchanger 234 is operable to exchange heat between the coolant passing through the heat exchanger 234 and the airflow passing through the heat exchanger 234.

The fluid pump 230 and fan 232 are operable to cool the coolant passing through the heat exchanger 234 as a combined product of circulating the coolant in the coolant loop and directing the airflow through the heat exchanger 234. Further downstream of the heat exchanger 234, the cooled coolant passes through the coolant passages. Thus, in conjunction with the coolant loop to which the fluid pump 230 belongs, the fluid pump 230 and the fan 232 are operable to cool the fuel cell stack 202.

Also among the energy components of the fuel cell system 160, the FCV100 includes another fluid pump 238. The fluid pump 238 is another coolant circuit that includes, in addition to the fluid pump 238, one or more coolant-to-air heat exchangers 240 and coolant passages through one or more vehicle components associated with the fuel cell stack 202. Heat exchanger 240 includes one or more radiators or the like. The vehicle components that accompany the fuel cell stack 202 include any combination of the fuel cell converter 204, the motor inverter 208, the battery converter 212, and the like. The fluid pump 238 is a three-phase AC fluid pump. The fluid pump 238 is electrically connected to the pump inverter 222, and the fan 232 is electrically connected to the cooling converter 236, as described above. The fluid pump 238 is operable to circulate water or other coolant in the coolant loop using electrical energy from the pump inverter 222. Fan 232 is operable to direct airflow through heat exchanger 240 using electrical energy from cooling converter 236. The heat exchanger 240 is operable to exchange heat between the coolant passing through the heat exchanger 240 and the airflow passing through the heat exchanger 240.

The fluid pump 238 and the fan 232 are operable to cool the coolant passing through the heat exchanger 240 as a combined product of circulating the coolant in the coolant loop and directing the airflow through the heat exchanger 240. Further downstream of the heat exchanger 240, the cooled coolant passes through the coolant passage. Thus, in conjunction with the coolant loop to which the fluid pump 238 belongs, the fluid pump 238 and the fan 232 are operable to cool the vehicle components accompanying the fuel cell stack 202.

As shown with additional reference to fig. 3A and 3B, FCV100 also includes one or more energy elements as part of a fuel tank system 164. Among the energy components of the fuel tank system 164, the FCV100 includes one or more fuel tanks 300, and a network of pipes 302 for the fuel tanks 300. Although as shown, each fuel tank system 164 of the FCV100 includes two fuel tanks 300, it is to be understood that the present disclosure is applicable in principle to other similar vehicles in which each fuel tank system 164 includes a plurality of fuel tanks 300, and to other similar vehicles in which each fuel tank system 164 includes a plurality of fuel tanks 300 in other ways. In a hydrogen fuel implementation, each fuel tank 300 is a high pressure hydrogen tank and the piping network 302 is a hydrogen piping network 302. The fuel tank 300 is operable to store fuel.

From the perspective of the fuel tank 300, the piping network 302 has an input line 304 and an output line 306. On the input line 304, the piping network 302 includes, in addition to the necessary piping, a fuel valve 308 and a multi-way input valve 310. The fuel valves 308 may be fluidly connected to fuel lines of a fuel station, the multi-way inlet valve 310 may be fluidly connected to the fuel valves 308, and each fuel tank 300 is fluidly connected to the multi-way inlet valve 310. Where each fuel tank system 164 of the FCV100 includes two fuel tanks 300, the multi-way inlet valve 310 is a two-way inlet valve. The fuel valve 308 is operable to selectively open or close the input line 304 to the multi-way input valve 310. The multi-way inlet valve 310 is operable to selectively open or close the inlet line 304 to one, some, or all of the fuel tanks 300.

With the fuel valve 308 fluidly connected to the fuel lines, the fuel valve 308 and the multi-way inlet valve 310 are operable to open a fluid connection from the fuel lines to one, some, or all of the fuel tanks 300 as a combined product of opening the inlet line 304 to the multi-way inlet valve 310 and opening the inlet line 304 to one, some, or all of the fuel tanks 300. From the perspective of each fuel tank 300, the fuel tank 300 may be filled with fuel from the fuel line using a network of pipes 302, with a fluid connection from the fuel line to the fuel tank 300 being opened. Also, in case a fluid connection from a fuel line to a plurality of fuel tanks 300 is opened, the fuel tanks 300 may be filled simultaneously with fuel from the fuel line using the piping network 302. Also, the fuel valve 308 and the multi-way inlet valve 310 are operable to open a fluid connection between the fuel tanks 300 as a combined product of closing the inlet line 304 to the multi-way inlet valve 310 and opening the inlet line 304 to the plurality of fuel tanks 300. In the event that the fluid connection between the fuel tanks 300 is opened, a network of pipes 302 may be employed to transfer fuel between the fuel tanks 300.

On the output line 306, the piping network 302 includes, in addition to the necessary piping, a multi-output valve 312 and a fuel regulator 314. A multiplex valve 312 is fluidly connected to each fuel tank 300, a fuel regulator 314 is fluidly connected to the multiplex valve 312, and the fuel cell system 160 is fluidly connected to the fuel regulator 314 at the fuel pump 220. Where each fuel tank system 164 of the FCV100 includes two fuel tanks 300, the multiplex output valve 312 is a two-way output valve. The multi-way outlet valve 312 is operable to selectively open or close the outlet line 306 from one, some, or all of the fuel tanks 300. The fuel regulator 314 is operable to selectively open or close the outlet line 306 from the multi-way outlet valve 312. Further, the fuel regulator 314 is operable to regulate a property of the fuel in the outlet line 306. Specifically, the fuel regulator 314 is a pressure regulator operable to regulate the pressure of the fuel in the outlet line 306.

The multi-way output valve 312 and the fuel regulator 314 are operable to open a fluid connection from one, some, or all of the fuel tanks 300 to the fuel cell system 160 as a combined product of opening the output line 306 from one, some, or all of the fuel tanks 300 and opening the output line 306 from the multi-way output valve 312. From the perspective of each fuel tank 300, the network of pipes 302 may be employed to provide fuel to the fuel cell system 160 with fuel from the fuel tank 300 in the event that a fluid connection from the fuel tank 300 to the fuel cell system 160 is opened. Further, in the event that fluid connections from multiple fuel tanks 300 to the fuel cell system 160 are opened, the network of pipes 302 may be employed to simultaneously provide fuel to the fuel cell system 160. Likewise, the multi-way valve 312 and the fuel regulator 314 are operable to open a fluid connection between the fuel tanks 300 as a combined product of opening the output lines 306 from the plurality of fuel tanks 300 and closing the output lines 306 from the multi-way valve 312. In the event that the fluid connection between the fuel tanks 300 is opened, a network of pipes 302 may be employed to transfer fuel between the fuel tanks 300.

Dispensing aid. Referring again to fig. 2A and 2B, FCV100 includes one or more auxiliary elements as part of braking system 140. Among the auxiliary components of the braking system 140, the FCV100 includes an air compressor 250 and one or more friction brakes at one, some, or all of the wheels 114. The air compressor 250 is electrically connected to the energy super system 130. The friction brakes are pneumatically connected to the air compressor 250 and the wheels 114 are mechanically connected to the friction brakes. The air compressor 250 is operable to pump air into the brakes using electrical energy from the energy super system 130. The friction brakes are operable to frictionally brake FCV100 at wheels 114 using air from air compressor 250.

FCV100 also includes one or more auxiliary components as part of steering system 142. Among the auxiliary components of the steering system 142, the FCV100 includes a fluid pump 252, and one or more steering mechanisms at one, some, or all of the wheels 114. The fluid pump 252 is electrically connected to the energy super system 130. The steering mechanism is hydraulically connected to the fluid pump 252, and the wheels 114 are mechanically connected to the steering mechanism. The fluid pump 252 is operable to pump power steering fluid to the steering mechanism using electrical energy from the energy super system 130. The steering mechanism is operable to steer fluid using power from the fluid pump 252 to adjust the steering angle of the wheels 114. In a front wheel steering arrangement, one steering system 142 is operable to adjust the steering angle of the two front wheels 114F using power steering fluid from the fluid pump 252. By so doing, the steering mechanism is operable to steer the FCV100 as the FCV100 travels along the ground.

FCV100 also includes one or more auxiliary elements as part of heating/cooling system 144. Among the auxiliary components of the heating/cooling system 144, the FCV100 includes a refrigerant compressor 254 and one or more fans 256. The refrigerant compressor 254 belongs to a refrigerant circuit that includes one or more refrigerant-to-air heat exchangers 258 in addition to the refrigerant compressor 254. The heat exchanger 258 includes one or more condensers, one or more evaporators, and the like. The refrigerant compressor 254 and fan 256 are electrically connected to the energy super system 130. The refrigerant compressor 254 is operable to draw (suction), compress (compress), and discharge (discharge) refrigerant in the refrigerant circuit using electrical energy from the energy super system 130. Thus, the refrigerant compressor 254 is operable to circulate refrigerant in the refrigerant circuit. The fan 256 is operable to direct an airflow through the heat exchanger 258 using electrical energy from the energy super system 130 and into the passenger compartment 104, the engine compartment 106, or otherwise into the FCV 100. The heat exchanger 258 is operable to exchange heat between the refrigerant passing through the heat exchanger 258 and the air stream passing through the heat exchanger 258.

The refrigerant compressor 254 and fan 256 are operable to drive a thermodynamic cycle between the refrigerant in the refrigerant circuit and the airflow through the heat exchanger as a combined product of circulating the refrigerant in the refrigerant circuit and directing the airflow through the heat exchanger 258. Under the thermodynamic cycle, the airflow passing through one or more of the heat exchangers 258 is cooled. Further downstream of the heat exchanger 258, cooled air is introduced into the FCV 100. Thus, in conjunction with the refrigerant circuit, the refrigerant compressor 254 and fan 256 are operable to cool the FCV 100.

Also among the auxiliary elements of the heating/cooling system 144, the FCV100 includes a heater 260. The heater 260 is electrically connected to the energy super system 130. The heater 260 is operable to heat the airflow passing through the heater 260 using electrical energy from the energy super system 130. The fan 256 is operable to direct an airflow through the heater 260 and into the passenger compartment 104, the engine compartment 106, or otherwise into the FCV100 using electrical energy from the energy super system 130. As a combined result of operating heater 260 and directing the airflow through heater 260, heater 260 and fan 256 may operate to heat the airflow through heater 260. Heated air is provided to the FCV100 as airflow is introduced into the FCV100 further downstream of the heater 260. Thus, the heater 260 and fan 256 are operable to heat the FCV 100.

FCV100 also includes one or more auxiliary elements as part of accessory system 146. Among the auxiliary elements of the accessory system 146, the FCV100 includes one or more accessories 262. Accessory 262 is a typical feature of a vehicle and includes any combination of one or more interior lights, one or more exterior lights, one or more gauges (gauges), one or more power seats, one or more infotainment (infotainment) systems, and the like. Accessory 262 is electrically connected to energy super system 130. The accessories 262 are operable to illuminate the passenger compartment 104, illuminate the environment surrounding the FCV100, signal driving intent, communicate information about the operation of the FCV100, adjust the position of seats in the FCV100, communicate infotainment content to users of the FCV100, and otherwise perform accessory functions using electrical energy from the energy super system 130.

For the power module 150A, the assigned auxiliary component includes the fluid pump 252 of the steering system 142. With respect to the fluid pump 252, the FCV100 includes an auxiliary converter 264 among the accompanying energy elements of the energy super system 130. The auxiliary converter 264 is electrically connected to the battery 210 through the junction box 200, and the fluid pump 252 is electrically connected to the auxiliary converter 264. The auxiliary converter 264 is operable to condition the electrical energy from the battery 210. The auxiliary converter 264 is a DC/DC converter operable to convert higher voltage DC electrical energy from the battery 210 to lower voltage DC electrical energy. For example, where the higher voltage DC power is medium voltage DC power, the lower voltage DC power may be low voltage DC power. As described above, the fluid pump 252 is thus operable to pump power steering fluid into the steering mechanism of the steering system 142 using electrical energy from the auxiliary converter 264.

For the power module 150A, the distributed auxiliary components also include a refrigerant compressor 254 and a fan 256 of the heating/cooling system 144. With respect to fan 256, the FCV100 includes an auxiliary converter 264 among the accompanying energy components of the energy super system 130. The refrigerant compressor 254 is electrically connected to the power source 214. The fan 256 is electrically connected to the auxiliary converter 264. As described above, the refrigerant compressor 254 is thus operable to circulate refrigerant in the refrigerant circuit to which the refrigerant compressor 254 belongs, using electrical energy from the power source 214. Further, as described above, the fan 256 is thus operable to direct airflow through the heat exchanger of the refrigerant circuit and into the FCV100 using energy from the auxiliary converter 264.

For the power module 150B, the assigned auxiliary component includes an air compressor 250 of the brake system 140. The air compressor 250 is a three-phase AC air compressor. With respect to the air compressor 250, the FCV100 includes an auxiliary inverter 266 among the attendant energy components of the energy super system 130. The accessory inverter 266 is electrically connected to the battery converter 212 through the junction box 200, and the air compressor 250 is electrically connected to the accessory inverter 266. The auxiliary inverter 266 is operable to regulate electrical energy from the battery converter 212. Specifically, the auxiliary inverter 266 is operable to convert DC power from the battery converter 212 to three-phase AC power. For example, where the DC power is high voltage DC power, the three-phase AC power may be high voltage AC power. As described above, the air compressor 250 is thus operable to pump air into the brakes of the brake system 140 using electrical energy from the accessory inverter 266.

For the power module 150B, the distributed auxiliary elements also include a heater 260 of the heating/cooling system 144. The heater 260 is electrically connected to the power source 214. As described above, heater 260 is thus operable to heat the airflow passing through heater 260 using power from power source 214.

For the power module 150B, the assigned auxiliary elements also include the accessories 262 of the accessory system 146. With respect to accessory 262, FCV100 includes an auxiliary converter 268 among the accompanying energy elements of energy super system 130. The auxiliary converter 268 is electrically connected to the battery 210 through the junction box 200, and the accessories 262 are electrically connected to the auxiliary converter 268. The auxiliary converter 268 is operable to regulate electrical energy from the battery 210. Specifically, converter 268 is a DC/DC converter operable to convert higher voltage DC electrical energy from battery 210 to lower voltage DC electrical energy. For example, where the higher voltage DC power is medium voltage DC power, the lower voltage DC power may be low voltage DC power. As described above, the accessory 262 is thus operable to perform accessory functions using power from the auxiliary converter 268.

Special battery. As described above, in each power module 150, each battery system 162 of the FCV100 includes a plurality of batteries 210. In each power module 150, from the perspective of the battery system 162, the battery 210 includes one or more motor-battery cells 210M, or in other words, a battery 210 dedicated to handling electrical loads on the battery system 162 from the motor system 166. The electrical load from the motor system 166 includes the electrical load from the motor 206. Relatedly, battery 210 also includes one or more supplemental batteries 210C that are dedicated to handling the remaining electrical load on battery system 162. The remaining electrical loads on battery system 162 include those of the rest of energy system 152 other than motor system 166, including those from fuel cell system 160 and those from distributed auxiliary components.

Motor assembly. As described above, in each power module 150, one or more electric motors 206 are included in each motor system 166 of the FCV 100. As can be seen, FCV100 includes, among other things, a plurality of motors 206. As additionally shown with reference to fig. 4, in the FCV100, the electric motors 206 belong to a common motor assembly 400, and the drive train is mechanically connected to the motor assembly 400 as part of the electrified powertrain of the FCV 100.

The motor assembly 400 has a motor axis a. Motor axis a serves as the axis of rotation for motor assembly 400. The motors 206 are axially aligned with each other along a motor axis a. Each motor 206 is operable to spin about the motor axis a using electrical energy. Although the electric motor 206 belongs to a different power module 150, in the electric motor assembly 400, the electric motor 206 forms an electric motor chain 402. In the motor chain 402, the motor 206 is axially integrated to achieve an interdependent spin motion. To form the motor chain 402, the output shaft of one motor 206 is mechanically connected to the input shaft of the next motor 206 from the head to the tail of the motor chain 402.

In addition to the motor 206, the motor assembly 400 includes a common output coupling 404 along the motor axis a. The output coupling 404 is mechanically connected to the motor 206 at the tail of the motor chain 402. Specifically, the output coupling 404 is mechanically connected to the output shaft of the motor 206 at the tail of the motor chain 402. Where the electric motors 206 together support the output coupling 404 for rotation about the motor axis a, each electric motor 206 is operable to spin the output coupling 404 about the motor axis a using electrical energy as a result of spinning about the motor axis a.

Any penultimate combination of transmission, differential, drive shaft, etc. to which the wheels 114 are mechanically connected is mechanically connected to the output coupling 404 in the driveline. With the drive train thus mechanically connected to the electric motors 206, each electric motor 206 is operable to use electrical energy to power the wheels 114 in conjunction with the drive train and as a result of spinning the output coupling 404 about the motor axis a. Specifically, each electric motor 206 is operable to power the wheels 114 using electrical energy from the energy system 152 of the power module 150 to which it and the energy system 152 belong. It follows, among other things, that the wheels 114 are subject to being powered by any combination of motors 206. However, in contrast to the interdependent spinning action of the electric motor 206 in the mechanical field, the wheels 114 are subject to being powered using electrical energy from any combination of the energy systems 152 of the power modules 150 to which the electric motor 206 and the energy systems 152 respectively belong 150. Each electric motor 206 is also operable to generate electrical energy using the wheel 114 as a result of the wheel 114 spinning the output coupling 404 about the motor axis a, and thus retarding the wheel 114.

With respect to motor assembly 400, FCV100 includes a common motor mount 406. The motor bracket 406 is mounted to the chassis 110 or otherwise supported by the chassis 110. The motors 206 are mounted on the motor mount 406 in axial alignment with each other along a motor axis a. As shown, the motor axis a is longitudinal to facilitate the mechanical connection from the transmission to the output coupling 404.

As is typical in semi-tractor applications, the drive train is significantly lower than the chassis 110 (i.e., closer to the ground than the chassis 110). With the motor bracket 406 mounted to the chassis 110, the motor 206 mounted to the motor bracket 406, and the motor 206 supporting the output coupling 404, the drive train is also significantly lower than the output coupling 404. Nonetheless, the motor bracket 406 is configured relative to the chassis 110 to carry the motor 206 horizontally relative to the ground. Relatedly, to compensate for the elevation difference between the drive train and the output coupling 404, the drive train is at least partially tilted toward the output coupling 404. Thus, the motor 206 is not threatened by unpredictable vibrations that might otherwise be present when the motor 206 is tilted towards the drive train to compensate for the elevation difference or is not carried horizontally relative to the ground.

Package with a metal layer. As described above, in each power module 150, each battery system 162 of the FCV100 includes a plurality of batteries 210, the batteries 210 including one or more motor-batteries 210M. Further, in each power module 150, each fuel tank system 164 of the FCV100 includes one or more fuel tanks 300. It can be seen that FCV100 includes, among other things, a plurality of engine batteries 210M and a plurality of fuel tanks 300. As additionally shown with reference to fig. 5, FCV100 includes a common support bracket 500 for any combination of motor battery 210M and fuel tank 300. The support bracket 500 is mounted to the chassis 110 or otherwise supported by the chassis 110. Although the motor batteries 210M belong to different power modules 150, the motor batteries 210M are mounted to the support bracket 500 adjacent to each other. Thus, for packaging purposes, the motor battery 210M and one or more accompanying energy elements of the energy super system 130 are localized in the FCV 100. Similarly, although the fuel tanks 300 belong to different power modules 150, the fuel tanks 300 are also mounted to the support bracket 500 adjacent to each other. Thus, the fuel tank 300 and the piping network 302 for the fuel tank 300 are localized in the FCV100 for packaging purposes.

As described above, in each power module 150, each fuel cell system 160 of the FCV100 includes one or more fuel cell stacks 202, and the FCV100 further includes a junction box 200, a fuel cell converter 204, a motor inverter 208, and a battery converter 212. It can be seen that FCV100 includes, among other things, a plurality of fuel cell stacks 202, a plurality of terminal blocks 200, a plurality of fuel cell converters 204, a plurality of motor inverters 208, and a plurality of battery converters 212. As additionally shown with reference to fig. 6, FCV100 includes another common support frame 600 for any combination of fuel cell stack 202, junction box 200, fuel cell converter 204, motor inverter 208, and battery converter 212. The support bracket 600 is mounted to the chassis 110 or otherwise supported by the chassis 110. Although the fuel cell stacks 202 belong to different power modules 150, the fuel cell stacks 202 are mounted to the support frame 600 adjacent to each other. Thus, for packaging purposes, the fuel cell stack 202 and one or more accompanying energy elements of the energy super system 130 are localized in the FCV 100. Similarly, any combination of the junction box 200, the fuel cell converter 204, the motor inverter 208, and the battery converter 212, although belonging to a different power module 150, are also mounted adjacent to one another to the support bracket 600. Thus, the junction box 200, the fuel cell converter 204, the motor inverter 208, and the battery converter 212 are localized in the FCV100 for packaging purposes.

Load balancing and resource balancing. Generally, from the perspective of the power module 150, the use of resources is commensurate with the satisfaction of global vehicle requirements. One goal of collectively meeting global vehicle demand is resource balancing, or in other words, balancing fuel, electrical energy, and other resources among the power modules 150. Specifically, resource balancing is a product of load balancing, or in other words, balancing electrical and other loads between the power modules 150. Load balancing is a product of meeting global vehicle demand collectively.

For example, as a result of collectively meeting global vehicle demand, the electrical load on the battery 210 of one power module 150 is balanced with the corresponding electrical load on the counterparts of the batteries 210 of the remaining power modules 150 under the resulting load balancing. Further upstream, the electrical load on the fuel cell stack 202 of one power module 150 is balanced with the corresponding electrical load on the corresponding body of fuel cell stacks 202 of the remaining power modules 150. Also, for example, under the resulting resource balance, the state of charge of the battery 210 of one power module 150 is balanced with the corresponding state of charge of the counterparts of the batteries 210 of the remaining power modules 150. Furthermore, the fuel reserve of the fuel tank 300 of one power module 150 is balanced with the corresponding fuel reserve of the corresponding body of the fuel tank 300 of the remaining power modules 150.

Although the global propulsion demand is met collectively, one or more load imbalances may be potential in the operation of the FCV 100. Referring again to fig. 2A and 2B, as described above, in each power module 150, each battery system 162 of the FCV100 includes a plurality of batteries 210, the batteries 210 including one or more motor batteries 210M and one or more supplemental batteries 210C, the FCV100 further including a junction box 200. The motor 206 is electrically connected to a motor battery 210M through the terminal block 200. Further, the assigned auxiliary components are electrically connected to the supplementary battery 210C through the junction box 200. For example, with respect to motor cells 210M, a potential load imbalance may include an electrical load on motor cell 210M from motor 206 of one power module 150 being imbalanced with a corresponding electrical load on a counterpart of motor cell 210M of the remaining power modules 150. Further, with respect to the supplemental cells 210C, and despite best efforts to allocate auxiliary components to the power modules 150, a potential load imbalance may include an electrical load on the supplemental cell 210C from an allocated auxiliary component of one power module 150 being unbalanced with a corresponding electrical load on a counterpart of the supplemental cell 210C of the remaining power module 150.

It follows that, among other things, while in principle load balancing is a product of collectively meeting global vehicle demand, one or more load imbalances may still be potentially in the operation of FCV 100. Similarly, a resource imbalance is a product of a load imbalance. Also, since resource imbalance is a product of load imbalance, one or more resource imbalances may potentially be in the operation of FCV 100. FCV100 includes one or more preventative resource balancing countermeasures for the purpose of preventing a potential resource imbalance. In general, preventative resource balancing countermeasures may operate to prevent potential load imbalances, thereby preventing potential resource imbalances that would otherwise result.

For example, in an accompanying energy element of the energy super system 130, the FCV100 includes a connection/switching unit 270. The connection/switching unit 270 is electrically connected across the power module 150. Specifically, in the FCV100, the junction boxes 200 are electrically connected to each other through the connection/switching unit 270. With respect to the connection/switching unit 270, in each power module 150, as part of the junction box 200, the FCV100 includes an intra-power-module motor load handling electrical connection, or in other words, a one-to-one electrical connection between the motor 206 and the motor battery 210M. Further, the FCV100 includes an auxiliary component load handling electrical connection within the power module, or in other words, a one-to-one electrical connection between the assigned auxiliary component and the supplemental battery 210C.

The connection/switching unit 270 includes an electric switch and the like. The connection/switching unit 270 is operable to selectively make electrical connections for inter-power module motor load sharing, or in other words, across the power modules 150, between the motor cells 210M of one power module 150 and the counterparts of the motor cells 210M of the remaining power modules 150. In the case of making an electrical connection for motor load sharing between power modules, the combined electrical load from the motor 206 may be shared equally among the motor cells 210M using the connection/switching unit 270. The connection/switching unit 270 is also operable to selectively make electrical connections for inter-power module auxiliary component load sharing, or in other words, across the power modules 150 between counterparts of the supplementary cells 210C of one power module 150 and the supplementary cells 210C of the remaining power modules 150. In the case of an electrical connection for inter-power module auxiliary component load sharing, the connection/switching unit 270 may be employed to share the combined electrical load from the auxiliary system 134 on an unassigned basis in the supplemental battery 210C.

The connection/switching unit 270 is also operable to selectively not make electrical connections for auxiliary component load handling within the power module. Meanwhile, in its place, the connection/switching unit 270 is also operable to selectively make electrical connections for load switching of auxiliary components between the power modules, or in other words, one-to-one electrical connection between the assigned auxiliary components of one power module 150 and the supplementary cells 210C of the remaining power modules 150, and one-to-one electrical connection between the assigned auxiliary components of the remaining power modules 150 and the supplementary cells 210C of the one power module 150. In the case where the electrical connection for the auxiliary component load process within the power module is not made, and the electrical connection for the auxiliary component load switching between the power modules is made in its place, the connection/switching unit 270 may be employed to switch the electrical loads from the assigned auxiliary components between the supplementary batteries 210C. Likewise, in the case where the electrical connection for the auxiliary component load process within the power module is newly performed, and the electrical connection for the auxiliary component load switching between the power modules is not performed, the connection/switching unit 270 may be employed to switch again the electrical loads from the assigned auxiliary components between the supplementary batteries 210C. Further, as a result of switching the electrical loads from the allocated auxiliary components on a cycle basis between the supplementary batteries 210C, the connection/switching unit 270 may be employed to time-average the electrical loads from the allocated auxiliary components between the supplementary batteries 210C.

As described above, the preventative resource balancing countermeasures may operate to prevent potential load imbalances, thereby preventing potential resource imbalances that would otherwise result. Although potential load imbalances are prevented, one or more load imbalances may be materialized in the operation of FCV 100. Also, since resource imbalance is a product of load imbalance, one or more resource imbalances may also be embodied in the operation of FCV 100.

Specifically, one power module 150 may become a "low" power module 150, or in other words, a power module 150 that is low on any combination of resources as compared to the remaining "high" power modules 150. For example, under the resulting resource imbalance, the state of charge of the battery 210 of the low power module 150 may be lower than the corresponding state of charge of the counterpart of the battery 210 of the high power module 150. Additionally or alternatively, the fuel reserve of the fuel tank 300 of the low power module 150 may be lower than the corresponding fuel reserve of the counterpart of the fuel tank 300 of the high power module 150. As a complement to the preventative resource balancing countermeasures, and for the purpose of correcting resource imbalances, FCV100 includes one or more corrected resource balancing countermeasures. In general, the corrected resource balancing countermeasures are operable to correct resource imbalances.

For example, when the low power module 150 is identified, the control module 128 has a "catch up" mode. In the catch-up mode, the control module 128 adjusts the collective satisfaction of the global vehicle demands in favor of the low-power module 150 as part of the coordination of the global operation of the FCV 100. For example, the control module 128 adjusts the collective satisfaction of global energy requirements among the energy systems 152 in favor of the low power module 150. Specifically, given the global energy demand, the control module 128 operates the energy system 152 of the low power module 150 to meet a less-than-normal share of the global energy demand. Relatedly, the control module 128 operates the energy system 152 of the high-power module 150 to meet the greater-than-normal share of the global energy demand. Additionally or alternatively, the control module 128 adjusts the collective satisfaction of global propulsion demands among the propulsion systems 154 in favor of the low-power module 150. Specifically, given the global propulsion demand, the control module 128 operates the propulsion system 154 of the low-power module 150 to meet a less-than-normal share of the global propulsion demand. Relatedly, the control module 128 operates the propulsion system 154 of the high-power module 150 to meet the greater-than-normal share of the global propulsion demand. As the use of resources is commensurate with the fulfillment of global vehicle demand, among other things, it follows that a catch-up mode may be employed to allow the low power module 150 to use fewer resources than the high power module 150 to catch up with any combination of resources.

As described above, in each power module 150, each fuel tank system 164 of the FCV100 includes one or more fuel tanks 300 and a piping network 302 for the fuel tanks 300. Each conduit network 302 is a power module-in-conduit network 302. Referring again to fig. 3A and 3B, also in the corrected resource balancing strategy, among the energy components of the energy super system 130, the FCV100 includes an inter-power module piping network 320 for the fuel tank 300. The inter-power module conduit network 320 has a shared line 322 across the power modules 150 between the power module internal conduit networks 302. Although shown with the shared line 322 between the power module intra-module conduit network 302 at the multi-output valve 312, it is to be understood that the present disclosure is applicable in principle to other similar vehicles including inter-power module conduit networks having shared lines between the power module intra-module conduit networks 302 in other ways. On the shared line 322, in addition to the necessary piping, the inter-power module piping network 320 includes a shared valve 324. The mux valves 312 are fluidly connected to each other by a shared valve 324. The shared valve 324 is operable to selectively open or close the shared line 322 between the demultiplexer valves 312. As a combined product of opening the shared line 322 between the multi-way output valves 312, and opening the output lines 306 from some or all of the fuel tanks 300 in each power module 150 and closing the output lines 306 from the multi-way output valves 312, the shared valve 324, the multi-way output valves 312, and the fuel regulator 314 are operable to open fluid connections between any combination of the fuel tanks 300. In the event that the fluid connection between fuel tanks 300 is opened, the intra-power-module piping network 302 and the inter-power-module piping network 302 may be employed to transfer fuel between fuel tanks 300.

Among other things, it can be seen that the advantages of the intra-power-module conduit network 302 and the inter-power-module conduit network 320 also include the time and effort efficiencies when refueling the FCV100 at the fueling station. For example, assuming only one fuel line is available, it is not necessary to move the fuel line from the fuel tank 300 to the fuel tank 300. Rather, in each power module 150, an intra-power-module plumbing system 302 may be employed to simultaneously fill the fuel tank 300 with fuel from the fuel line. Further, in conjunction with the intra-power module conduit network 302, an inter-power module conduit network 320 may be employed to simultaneously fill the fuel tank 300 in each power module 150 with fuel from the fuel lines. On the other hand, assuming there are multiple fuel lines available, in each power module 150, the power module-in-line system 302 may be employed to simultaneously fill the fuel tank 300 with fuel from its own fuel line.

Operating FCV

In operation, FCV100 is equipped to perform vehicle functions on behalf of FCV100, thereby satisfying corresponding vehicle demands on behalf of FCV 100. As described above, the vehicle demands include global vehicle demands from the perspective of the coordination of the global control module 128G and the power control module 128P, as well as the global operation of the FCV 100. From the perspective of coordination of the operation of the power control module 128P and the power module 150, the vehicle demand additionally includes one or more local vehicle demands, or in other words, vehicle demands that follow global vehicle demands but are independent (as opposed to common to the FCV 100) to the power module 150. In particular, one or more of the energy requirements are local energy requirements and one or more of the propulsion requirements are local propulsion requirements. For each power control module 128P and the assigned power module 150, the local energy demand may include: any combination of one or more requirements for generating electrical energy using fuel and air from the fuel tank system 164, one or more requirements for storing electrical energy from the fuel cell stack 202, one or more requirements for conditioning and otherwise handling electrical energy, one or more requirements for cooling the fuel cell stack 202, one or more requirements for cooling vehicle components accompanying the fuel cell stack 202, and one or more requirements for storing and otherwise handling fuel. The local propulsion demand may include one or more demands to power the wheels 114 using electrical energy from any combination of the fuel cell stack 202 and the battery 210.

The operation of process 700 for operating FCV100 under the coordination of control module 128 is shown in fig. 7. According to process 700, the control module 128 coordinates the operation of the FCV 100. The operations of the process 700 are applicable in principle to any combination of control modules 128 with respect to any combination of vehicle requirements, including: any combination of global vehicle demands, and any combination of local vehicle demands. For example, the operations of the process 700 may be applied in principle to each of the power control modules 128P with respect to any combination of global vehicle demands as well as any combination of local vehicle demands.

In operation 702, the control module 128 collects information about the FCV100, including any combination of information about the FCV100 detected by the sensor system 122 and information about the FCV100 communicated between the control modules 128. In operation 704, the control module 128 evaluates information about the FCV100, including monitoring and identifying one or more vehicle demands. Any combination of the control modules 128 may be delegated the task of identifying a first instance of a vehicle demand. Thus, from the perspective of the control module 128, the identified vehicle demand may have been self-identified by the control module 128, identified by the control module 128 and one or more cooperating control modules 128, or communicated from one or more original control modules 128.

In operations 706 and 708, the control module 128 operates the vehicle system 120 based on its evaluation of the information about the FCV 100. Specifically, when the control module 128 does not identify a vehicle demand in operation 706, the control module 128 does not operate the associated vehicle system 120. Otherwise, when the control module 128 identifies a vehicle demand in operation 706, the control module 128 operates the associated vehicle system 120 to meet the vehicle demand in operation 708. For example, when the control module 128 identifies an energy demand in operation 706, the control module 128 operates the energy super system 130 to meet the energy demand in operation 708. Also, when the control module 128 identifies a propulsion demand in operation 706, the control module 128 operates the propulsion super system 132 to meet the propulsion demand in operation 708. Further, when the control module 128 identifies an auxiliary demand in operation 706, the control module 128 operates the auxiliary system 134 to meet the auxiliary demand in operation 708.

In both cases, control module 128 continues to collect information about FCV100 according to operation 702 and continues to evaluate information about FCV100 according to operation 704. After not operating the vehicle system 120, as part of the control module 128's continued evaluation of the information about the FCV100 according to operation 704, the control module 128 predicts that the previously unidentified vehicle demand will materialize, thereby continuing to identify the vehicle demand. On the other hand, after operating the associated vehicle system 120 to meet the vehicle demand according to operation 708, as part of the control module 128's continued evaluation of the information about the FCV100 according to operation 704, the control module 128 predicts that the pre-identified vehicle demand will be met, thereby continuing to identify the vehicle demand. When the pre-identified vehicle demand is met, and therefore no longer identified according to operation 704, the control module 128 ends operation of the associated vehicle system 120.

Also as part of the continued evaluation of information about the FCV100 according to operation 704, the control module 128 performs an operational status check on one or more of the vehicle systems 120, the vehicle systems 120 including one, some or all of the associated vehicles. When one or more of the associated vehicle systems 120 fails the operational status check, the control module 128 may end operating the associated vehicle systems 120 that are not functional. The control module 128 may also end operating one, some, or all of the remaining still-operable associated vehicle systems 120 (if any), and one or more vehicle systems 120 that accompany the inoperative associated vehicle system 120.

The control module 128 may collect any combination of information about the user request and information about the operation of the FCV100 for the purpose of identifying vehicle requirements, checking the operating status of the vehicle system 120, and otherwise evaluating information about the FCV100 according to operation 704. This and other information about the FCV100 may be detected by the sensor system 122. The information regarding the user request may include any combination of user input requesting power to the wheels 114, user input requesting braking, steering, etc., user input requesting heating, cooling, etc., and user input requesting accessory functions. The information about the operation of the FCV100 may include any combination of the position and motion of the FCV100, the wheel 114 movement, the temperature of the FCV100, and the operating state of one, some, or all of the vehicle systems 120.

Master/slave control relationships. In FCV100, power control module 128P has a master/slave control relationship. Specifically, one power control module 128P is established as a master power control module 128P, while the remaining power control modules 128P are established as slave power control modules 128P.

In the case of establishing the active power control module 128P, the PCU to which the active power control module 128P belongs is established as a main PCU, and the power module 150 allocated to the active power control module 128P is established as a main allocated power module 150. Further, the energy system 152 of the primary distributed power module 150 is established as a primary distributed energy system 152, the propulsion system 154 of the primary distributed power module 150 is established as a primary distributed propulsion system 154, and the auxiliary components distributed to the primary distributed power module 150 are established as primary distributed auxiliary components. Relatedly, in the case of establishing the driven power control module 128P, the PCU to which the driven power control module 128P belongs is established as the slave PCU, and the power module 150 allocated to the driven power control module 128P is established as the slave distribution power module 150. Further, the energy system 152 of the slave split power module 150 is established as the slave split energy system 152, the propulsion system 154 of the slave split power module 150 is established as the slave split propulsion system 154, and the auxiliary elements distributed to the slave split power module 150 are established as the slave split auxiliary elements.

The operation of the process 800 for coordination of the master 128P and slave 128P control modules is illustrated in FIG. 8. According to process 800, the primary power control module 128P coordinates the operation of the primary distribution power module 150, including the operation of the primary distribution energy system 152 and the operation of the primary distribution propulsion system 154 and the operation of the primary distribution auxiliary components. In addition, the slave power control module 128P coordinates operation of the slave split power module 150, including operation of the slave split energy system 152 and operation of the slave split propulsion system 154 and operation of the slave split auxiliary elements. Further, in the operation of process 700, the operation of process 800 may in principle be applied to the master 128P and slave 128P control modules in any combination with respect to global vehicle demand.

In operation 802, the master control module 128P collects information about the FCV 100. Meanwhile, in operation 804, the slave power control module 128P also collects information about the FCV 100. In operations 810-816, the master control module 128P evaluates information about the FCV100, including monitoring one or more global vehicle demands. Specifically, the master power control module 128P identifies one or more global energy requirements in operation 810 and identifies one or more global propulsion requirements in operation 812. Further, in operation 814, the master control module 128P identifies one or more master distributed global auxiliary demands, or in other words, global auxiliary demands that the master distributed auxiliary elements are operable to satisfy. Similarly, in operation 816, the master control module 128P identifies one or more slave distributed global assistance needs, or in other words, global assistance needs that the slave distributed assistance elements are operable to satisfy.

In operations 820-826 and 830-834, the active power control module 128P operates the vehicle system 120 based on its evaluation of the FCV100 information. Specifically, when the master control module 128P does not identify global vehicle demand in operations 820-826, the master control module 128P does not operate the master distribution associated vehicle system 120. Otherwise, when the master PCU identifies global vehicle demand in operations 820 through 824, the master control module 128P operates the master distribution associated vehicle systems 120 to collectively meet the global vehicle demand in operations 830 through 834. For example, when the master power control module 128P identifies the global energy demand in operation 820, the master power control module 128P operates the primary distributed energy system 152 to meet the share of the global energy demand in operation 830. Also, when the master power control module 128P identifies the global propulsion demand in operation 822, the master power control module 128P operates the primary distributed propulsion system 154 to meet the share of the global propulsion demand in operation 832. Further, when the primary power control module 128P identifies the primary distributed global auxiliary demand in operation 824, the primary power control module 128P operates the primary distributed auxiliary element in operation 834 to meet the primary distributed global auxiliary demand.

Meanwhile, in operations 840-844, the slave power control module 128P also evaluates information about the FCV100, including independently monitoring one or more global vehicle demands. Specifically, the slave power control module 128P identifies one or more global energy requirements in operation 840 and identifies one or more global propulsion requirements in operation 842. In addition, the slave control module 128P identifies one or more global auxiliary demands, including one or more slave allocation global auxiliary demands, in operation 844.

In operations 850 through 854 and operations 860 through 864, the driven power control module 128P operates the vehicle system 120 based on its evaluation of information about the FCV 100. Specifically, when the slave power control module 128P does not identify a global vehicle demand in operations 850-854, the slave power control module 128P does not operate the slave distribution associated vehicle system 120. Otherwise, when the slave PCU identifies a global vehicle demand in operations 850 through 854, the slave power control module 128P operates the slave distribution associated vehicle system 120 in operations 860 through 864 to collectively meet the global vehicle demand. For example, when the slave power control module 128P identifies the global energy demand in operation 850, where the master power control module 128P operates the master distributed energy system 152 to meet the share of the global energy demand according to operation 830, the slave power control module 128P operates the slave distributed energy system 152 to meet the remaining share of the global energy demand in operation 860. Also, when the slave power control module 128P identifies the global propulsion demand in operation 852, the slave power control module 128P operates the slave distributed propulsion system 154 to meet the remaining share of the global propulsion demand in operation 862 if the master power control module 128P operates the master distributed propulsion system 154 to meet the share of the global propulsion demand according to operation 832. Further, when the slave power control module 128P identifies a slave allocation global auxiliary demand in operation 854, the slave power control module 128P operates a slave allocation auxiliary element in operation 864 to satisfy the slave allocation global auxiliary demand.

As described above, in a modular implementation, where each power module 150 is a modular version of a complete energy system 152 and a complete propulsion system 154 from another vehicle application, each power control module 128P is also sourced from the other vehicle application. With respect to other vehicle applications, each active power control module 128P is delegated the task of coordinating the operation of the complete energy system 152 and the complete propulsion system 154 by itself. In addition, the sourcing power control module 128P is delegated the task of coordinating the operation of the auxiliary systems 134 by itself from other vehicle applications.

As is, in FCV100, the sourcing power control module 128P will be delegated the tasks of: collect information about the FCV100, including any combination of information about the FCV100 detected by the sensor system 122 and information about the FCV100 transmitted from the global control module 128G; and evaluates information about the FCV100, including identifying global vehicle demand. Specifically, the sourcing power control module 128P will be delegated the task of identifying one or more global energy requirements, one or more global propulsion requirements, and one or more global auxiliary requirements.

When the sourcing power control module 128P identifies global vehicle demand, it is delegated the task of operating the associated vehicle systems 120 to non-collectively meet the global vehicle demand. For example, when a sourced power control module 128P identifies a global energy demand, it is delegated the task of operating the energy systems 152 to non-collectively meet the global energy demand. Also, when the sourced power control module 128P identifies a global propulsion demand, it is delegated the task of operating the propulsion systems 154 to non-collectively meet the global propulsion demand. In addition, when the sourcing power control module 128P identifies a global auxiliary demand, it is delegated the task of operating the auxiliary system 134 to meet the global auxiliary demand on an unassigned basis. Relatedly, the sourcing power control module 128P will be delegated the task of performing an operational status check on the associated vehicle system 120.

As part of the master/slave control relationship, the slave power control module 128P is sourced from other vehicle applications substantially as is. On the other hand, the master power control module 128P is modified to facilitate proper operation of the FCV100 under coordination of the master power control module 128P and the slave power control module 128P, although the master power control module 128P may also originate from other vehicle applications. In the FCV100, the global control module 128G, the master power control module 128P, and the slave power control module 128P are communicatively connected to each other. With respect to process 800, the global control module 128G is communicatively connected to the sensor system 122 and the master control module 128P is communicatively connected to the global control module 128G for the purpose of collecting information about the FCV 100. The active power control module 128P is also communicatively connected to the sensor system 122. On the other hand, the slave power control module 128P is communicatively connected to the master power control module 128P.

With the master control module 128P communicatively connected to the global control module 128G and the sensor system 122, the master control module 128P collects information about the FCV100, including any combination of information about the FCV100 detected by the sensor system 122 and information about the FCV100 transmitted from the global control module 128G, in accordance with operation 802. Thus, the evaluation of the information about the FCV100 by the active force control module 128P according to operations 810-816 is informed by the "actual" information about the FCV100, and includes identifying the "real" global vehicle demand. With respect to evaluating information about the FCV100, the master control module 128P is re-delegated the tasks of individually identifying subset master allocation global auxiliary demands according to operation 814 and identifying slave allocation global auxiliary demands according to operation 816, as opposed to generally identifying global auxiliary demands.

When the master PCU identifies global vehicle demands according to operations 820 through 824, the vehicle systems 120 associated with the operations are not collectively meeting the global vehicle demands, as opposed to the master control module 128P being re-tasked with operating the master distribution associated vehicle systems 120 according to operations 830 through 834 to collectively meet the global vehicle demands. For example, while identifying the global energy demand according to operation 820, the master control module 128P operates the primary distributed energy system 152 to meet only the share of the global energy demand according to operation 830. And, while identifying the global propulsion demand according to operation 822, the primary power control module 128P operates the primary distribution propulsion system 154 according to operation 832 to meet the share of the global propulsion demand only. Further, with respect to separately identifying the primary distributed global auxiliary demand according to operation 824, the primary power control module 128P operates only the primary distributed auxiliary components according to operation 834 to meet the primary distributed global auxiliary demand. The master PCU is not delegated the task of operating the slave distribution secondary. Thus, process 800 lacks a counterpart to operation 834 with respect to separately identifying slave allocation global auxiliary needs according to operation 826, such that the master PCU operates the slave allocation auxiliary elements to meet the slave allocation global auxiliary needs. Relatedly, the master PCU is not delegated the task of checking the operational status of the slave distributed secondary element.

From the perspective of the slave power control module 128P, the master power control module 128P intercepts (intercepts) information about the FCV100, including any combination of information about the FCV100 detected by the sensor system 122 and information about the FCV100 transmitted from the global control module 128G. Instead, in operations 870-876, the master power control module 128P generates analog information about the FCV100 for the slave power control module 128P. For example, where the master control module 128P operates the primary distributed energy system 152 to meet the share of the global energy demand according to operation 830, the master control module 128P generates simulation information regarding the FCV100 in operation 870 indicating the remaining share of the global energy demand. Also, at the primary power control module 128P operating the primary distribution propulsion system 154 to meet the share of the global propulsion demand according to operation 832, the primary power control module 128P generates simulation information regarding the FCV100 in operation 872 that indicates the remaining share in the global propulsion demand. Further, where the master control module 128P operates the primary distributed auxiliary elements in operation 834 to meet the primary distributed global auxiliary demand, the master control module 128P generates analog information about the FCV100 in operation 874 indicating that there is no primary distributed global auxiliary demand. Also, in the event that the master control module 128P is not delegated the task of operating the slave distributed auxiliary elements, but still separately identifies the slave distributed global auxiliary demand according to operation 816, the master control module 128P generates simulation information regarding the FCV100 in operation 876, which simulation information indicates the slave distributed global auxiliary demand.

With the slave power control module 128P communicatively connected to the master power control module 128P, the slave power control module 128P collects information about the FCV100, including analog information about the FCV100 from the master power control module 128P communications, in accordance with operation 804. Thus, the slave power control module 128P is informed of the evaluation of the information about the FCV100 according to operations 840 to 844 by the simulated information about the FCV100, and the evaluation includes identifying "fake" global vehicle demands.

With respect to evaluating information about the FCV100, although the slave control module 128P is principally delegated the task of identifying the global energy demand according to operation 840, the slave control module 128P identifies only the remaining share of the global energy demand. And, while the slave control module 128P is principally delegated the task of identifying the global propulsion demand according to operation 842, the slave control module 128P identifies only the remaining share of the global propulsion demand. Further, while the slave control module 128P is generally delegated tasks that identify global assistance needs in principle according to operation 844, the slave control module 128P identifies only global assistance needs from assignment.

As described above, when the slave control module 128P identifies a global assistance need, it is, in principle, delegated the task of operating the assistance system 134 on an unassigned basis to meet the global assistance need. Thus, in principle, when the slave control module 128P identifies a master allocation global auxiliary demand in operation 854, the slave control module 128P operates the master allocation auxiliary element in operation 866 to meet the master allocation global auxiliary demand. However, where the slave power control module 128P recognizes from operation 844 only that the global auxiliary demand is allocated, the primary allocated global auxiliary demand will not materialize from the perspective of the slave power control module 128P. Also, when the slave control module 128P does not recognize the master distributed global auxiliary demand according to operation 854, the slave control module 128P does not operate the master distributed auxiliary component. Relatedly, the slave control module 128P does not perform an operational status check on the primary distributed auxiliary components. Notably, the slave power control module 128P may impair not only the operation of the slave distributed power module 150, but also the global operation of the FCV100, since the master distributed auxiliary components will inevitably fail to pass the operational status check from the perspective of the master power control module 128P.

Traction event. With respect to global propulsion demand, where the drive train is mechanically coupled to each propulsion system 154, the propulsion systems 154 are operable to perform propulsion functions on behalf of the power module 150 to which the propulsion systems 154 belong, thereby collectively satisfying the global propulsion demand. As described above, the global propulsion demand may include a demand to power the wheels 114 and a demand to retard the wheels 114. Where the propulsion system 154 is operable to power the wheels 114, the propulsion system 154 is operable to meet in common to power the wheels114 to provide the power requirements. Further, where the propulsion system 154 is operable to retard the wheels 114, the propulsion systems 154 are operable to collectively meet the need to retard the wheels 114.

In many cases, the global propulsion demand is materialized with respect to driving the FCV100 along the ground. Specifically, the need to power the wheels 114 is specific to accelerating the FCV100 and maintaining the speed of the FCV100 on level or uphill ground. Further, the need to retard the wheels 114 is specific to decelerating the FCV100 and maintaining the speed of the FCV100 on downhill ground. When part of the demand is to regeneratively brake the FCV, the need to retard the wheels 114 is also materialized with respect to braking the FCV. In some cases, the global propulsion demand is also materialized in relation to a traction event (or in other words, a significant or expected loss of traction contact between the wheels 114 and the ground). Specifically, any combination of a request to power the wheels 114 and a request to retard the wheels 114, alone or in combination with any combination of friction braking the FCV100 and steering the FCV100, is embodied in relation to adjusting the movement of the wheels 114 to maintain, regain, or otherwise control the tractive contact between the wheels 114 and the ground.

It can be seen that, among other things, when global propulsion demand materializes, the propulsion systems 154 are operated by different control modules 128 to collectively meet the global propulsion demand, in accordance with process 800. Specifically, the master power control module 128P operates the master distributed propulsion system 154 to meet the share of the global propulsion demand in accordance with operation 832, while the slave power control module 128P operates the slave distributed propulsion system 154 to meet the remaining share of the global propulsion demand in operation 862. Further, when a global propulsion demand is identified, the control module is informed by different information about the FCV 100. Specifically, when a global propulsion demand is identified according to operation 822, the master control module 128P is informed according to operations 802 and 812 by actual information about the FCV 100. On the other hand, when the remaining share of the global propulsion demand is identified according to operation 852, the slave control module 128P is informed by analog information about the FCV100 according to operations 804 and 842.

When the control module 128 does not recognize a traction event, the control module 128 has a "drive" mode. In the drive mode, when the global propulsion demand materializes, the propulsion systems 154 are operated according to process 800 to collectively meet the global propulsion demand. The control module 128 also has a "tow" mode. When the control module 128 identifies a traction event, the control module 128 switches to traction mode. In the tow mode, when the global propulsion demand materializes, the master/slave control relationship according to process 800 is suspended (suspend) to facilitate one control module 128 operating the propulsion systems 154 according to process 700 to collectively meet the global propulsion demand. For example, the control module 128 may be a global control module 128G or a master control module 128P. In either case, the control module 128 is informed by the same information about the FCV100 when the global propulsion demand is identified. Specifically, when a global propulsion demand is identified according to operation 706, control module 128 is informed according to operations 702 and 704 by actual information regarding only FCV 100. When the pre-identified traction event is no longer identified, the control module 128 switches from the traction mode back to the drive mode.

While the invention has been described in connection with certain embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as is permitted under the law.