燃料电池重型货车整车开发主要矛盾辨析与应对研究

在我国，中重型货车是温室气体及污染物排放的主要贡献者，加快以柴油为主的中重型货车向电动化转型十分迫切，纯电动与燃料电池是当下最受重视的两条技术路线。纯电动路线在十多年的中短途运输和公共领域中的发展被证明是成功的；燃料电池路线在能量补给、能量密度等方面的优势比纯电动路线更适宜于长途重型货车的应用，目前正处于迅猛发展阶段。然而，以柴油牵引汽车为例，车辆可通过采用大油箱轻松达到3 000 km的续驶里程，而当前的燃料电池牵引汽车的续驶里程正努力向500 km迈进，远不能与柴油汽车相比较。鉴于此，基于客户需求视角考虑，当下燃料电池重型货车整车开发的主要矛盾，是过低的车载储氢量带来的续驶里程过低问题，这主要是由氢过低的体积存储密度决定的。提高燃料电池堆和燃料电池系统的能量转化效率虽然有助于提升续驶里程，但其前提是关键材料的技术突破。在当前整车开发中，最大限度地提升车载储氢量，降低辅助系统能耗，提高机械传动与电力电子系统效率，降低车辆行驶消耗更具有现实意义和可操作性。重点介绍在提升车载储氢量和降低车辆空气阻力系数方面的措施，以及对提升续驶里程的影响。按照《节能与新能源汽车技术路线图2.0》的愿景，...

Development of Fuel Cell Heavy-Duty Trucks: Major Obstacle and Corresponding Measures

Medium-duty trucks(MDTs) and Heavy-duty trucks (HDTs) are the major contributors of greenhouse gas (GHG) and pollutant emissions in China, and it is urgent to speed up the conversion of diesel trucks into electric vehicles. Fuel cell (FC) and lithium battery electric vehicles are the two most important technical routes at present. Lithium battery electric vehicles have been successfully adopted in short and medium distance transport and in public transport after more than ten years of development. The advantages of fuel cells in terms of energy supply and energy density are more suitable for the application in long-distance HDTs than those of lithium batteries, and the former is under rapid development. However, a diesel tractor can easily reach the driving range of 3 000 km by using a large fuel tank, while the driving range of a typical fuel cell tractor is at most 500 km, far less than that of the diesel one. Therefore the low driving range due to the low hydrogen storage capacity of the HDT, caused by the low volume density of hydrogen, hinders the development of fuel cell HDTs. Though improving the energy conversion efficiency of the fuel cell stack and the fuel cell system may be of limited assistance, the related materials innovation can play a critical role in increasing the driving range. At present, the most practical and effective solutions includes maximizing the hydrogen storage capacity, reducing the energy consumption of the auxiliary system, improving the efficiency of the mechanical transmission and the power electronic system, and reducing vehicle energy consumption during driving. Finally this paper focuses on the measures to increase the onboard hydrogen storage and to reduce the coefficient of air resistance, as well as their impact on improving the driving range. According to the Technology Roadmap 2.0 for energy-saving and new energy vehicles, the FC-HDT can achieve a driving range of 800 km by 2030.