CN114204072B - Air supply system for fuel cell automobile and control method - Google Patents
Air supply system for fuel cell automobile and control method Download PDFInfo
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- CN114204072B CN114204072B CN202111516344.4A CN202111516344A CN114204072B CN 114204072 B CN114204072 B CN 114204072B CN 202111516344 A CN202111516344 A CN 202111516344A CN 114204072 B CN114204072 B CN 114204072B
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- 239000000446 fuel Substances 0.000 title claims abstract description 140
- 238000000034 method Methods 0.000 title claims abstract description 21
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 239
- 239000001257 hydrogen Substances 0.000 claims abstract description 235
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 235
- 238000011084 recovery Methods 0.000 claims abstract description 78
- 238000006243 chemical reaction Methods 0.000 claims abstract description 19
- 238000004891 communication Methods 0.000 claims abstract description 12
- 239000007789 gas Substances 0.000 claims description 39
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 29
- 230000001105 regulatory effect Effects 0.000 claims description 13
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 9
- 239000012528 membrane Substances 0.000 claims description 9
- 239000001301 oxygen Substances 0.000 claims description 9
- 229910052760 oxygen Inorganic materials 0.000 claims description 9
- 238000004064 recycling Methods 0.000 abstract description 5
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 150000002431 hydrogen Chemical class 0.000 description 13
- 230000001276 controlling effect Effects 0.000 description 5
- 239000002699 waste material Substances 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000007599 discharging Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 125000004435 hydrogen atom Chemical group [H]* 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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- Life Sciences & Earth Sciences (AREA)
- Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Fuel Cell (AREA)
Abstract
The invention discloses an air supply system and a control method for a fuel cell automobile, belonging to the technical field of fuel cell automobiles, comprising a fuel cell engine; a hydrogen supply unit in communication with the fuel cell engine for supplying hydrogen to the fuel cell engine; the hydrogen circulation unit is communicated with the fuel cell engine and the hydrogen supply unit and is used for acquiring hydrogen which does not participate in the reaction and conveying the hydrogen to the hydrogen supply unit; wherein, comprises a hydrogen recovery unit; the hydrogen recovery unit is communicated with the hydrogen supply unit and the hydrogen circulation unit and is used for recovering and storing the hydrogen in the hydrogen supply unit and the hydrogen circulation unit when the fuel cell engine is stopped, and outputting the stored hydrogen to the hydrogen supply unit when the fuel cell engine is started next time. The invention is beneficial to recycling and utilizing residual hydrogen.
Description
Technical Field
The invention relates to the technical field of fuel cell automobiles, in particular to an air supply system for a fuel cell automobile and a control method.
Background
The hydrogen fuel cell automobile utilizes the reaction of hydrogen and oxygen to generate electric energy to drive the automobile to advance, and in the working process, the emission generated by the hydrogen fuel cell is water, so that the pollution to the atmosphere can not be caused. In addition, the energy conversion efficiency of the fuel cell is far higher than that of the existing internal combustion engine in the process of operating the fuel cell, and the fuel cell is an ideal fuel driving mode.
In the conventional hydrogen fuel cell, hydrogen gas is generally stored in a high-pressure gas tank, and when the hydrogen gas is used, the hydrogen gas is depressurized by a depressurization valve and then supplied to the fuel cell. In the stopping process, redundant hydrogen exists in the network management of the hydrogen, so that the hydrogen cannot be fully utilized, and the waste of hydrogen energy is caused. On the other hand, the supply mode of oxygen is realized by compressing air by an air compressor, and because the ratio of hydrogen in the air is only about one fifth, higher air pressure needs to be generated, and during the working process, the generated air pressure is wasted after partial oxygen contained in the air is reacted.
In view of the above, the present invention has devised an air supply system and control method for a fuel cell vehicle.
Disclosure of Invention
The invention aims to provide a gas supply system and a control method for a fuel cell automobile, which are used for solving the defects in the prior art, avoiding the waste of hydrogen and fully utilizing the energy contained in high-pressure air.
The present invention provides an air supply system for a fuel cell vehicle, comprising,
a fuel cell engine;
a hydrogen supply unit in communication with the fuel cell engine for supplying hydrogen to the fuel cell engine;
the hydrogen circulation unit is communicated with the fuel cell engine and the hydrogen supply unit and is used for acquiring hydrogen which does not participate in the reaction and conveying the hydrogen to the hydrogen supply unit;
wherein, comprises a hydrogen recovery unit;
the hydrogen recovery unit is communicated with the hydrogen supply unit and the hydrogen circulation unit and is used for recovering and storing the hydrogen in the hydrogen supply unit and the hydrogen circulation unit when the fuel cell engine is stopped, and outputting the stored hydrogen to the hydrogen supply unit when the fuel cell engine is started next time.
The air supply system for a fuel cell vehicle as described above, wherein, optionally, an air compressor and an energy recovery unit are further included;
the air compressor is communicated with the fuel cell engine and is used for supplying oxygen to the fuel cell engine;
the energy recovery unit is communicated with the fuel cell engine and is used for converting air discharged by the fuel cell engine into kinetic energy so as to drive the hydrogen circulation unit to work and/or drive a generator to work.
The air supply system for a fuel cell vehicle as described above, wherein optionally the energy recovery unit includes:
a first exhaust pipe in communication with an air outlet of the fuel cell engine;
the air wheel is connected to the first exhaust pipe and can be driven by the air flowing out of the first exhaust pipe to rotate; the air wheel is used for driving the hydrogen circulation unit to work.
The gas supply system for a fuel cell vehicle as described above, wherein optionally the hydrogen recovery unit includes a hydrogen storage tank, a pump body, and a water tank;
an elastic membrane is arranged in the hydrogen storage tank; the elastic membrane divides the hydrogen storage tank into a hydrogen cavity and a regulating cavity; the hydrogen cavity is communicated with the hydrogen supply unit through a first pipeline and is communicated with a hydrogen outlet of the fuel cell engine through a second pipeline; the first pipeline is provided with a first electromagnetic valve, and the second pipeline is provided with a second electromagnetic valve;
the adjusting cavity is communicated with the water tank through a third pipeline; the pump body is arranged on the third pipeline, a third electromagnetic valve is further arranged on the third pipeline, and the third electromagnetic valve is positioned between the pump body and the hydrogen storage tank;
the pump body and the air wheel are coaxially arranged, so that the air wheel is utilized to drive the pump body to rotate.
The air supply system for a fuel cell vehicle as described above, wherein optionally the energy recovery unit further comprises a second exhaust pipe, a reversing valve, a third exhaust pipe, and a bypass pipe;
one end of the second exhaust pipe is connected with the air wheel, the other end of the second exhaust pipe is communicated with the reversing valve, one end of the third exhaust pipe is communicated with the reversing valve, and the other end of the third exhaust pipe is communicated with the atmosphere;
two ends of the bypass pipe are respectively communicated with the first exhaust pipe and the third exhaust pipe, and the joint of the bypass pipe and the first exhaust pipe is positioned between the reversing valve and the fuel cell engine; the bypass pipe is provided with a bypass valve;
when the bypass valve is opened, tail gas of the fuel cell engine flows out through the first exhaust pipe and the bypass pipe and the third exhaust pipe in sequence;
when the bypass valve is closed, the reversing valve has at least two working states: in a first working state, tail gas of the fuel cell engine is discharged through the first exhaust pipe, the reversing valve, the second exhaust pipe, the reversing valve and the third exhaust pipe in sequence;
in a second working state, the fuel cell engine is discharged through the first exhaust pipe, the reversing valve, the second exhaust pipe, the reversing valve and the third exhaust pipe in sequence;
and under the first working state and the second working state, the steering direction of the air wheel is opposite.
The air supply system for a fuel cell vehicle as described above, wherein, optionally, further comprising an energy saving unit including a pressure storage tank;
the pressure storage tank is communicated with an outlet of the air compressor through an air inlet pipe, and an air inlet valve is arranged on the air inlet pipe;
the pressure storage tank is communicated with the second pipeline through a fourth pipeline; a fourth electromagnetic valve is arranged on the fourth pipeline;
the reversing valve is also provided with a third working state, in the third working state, the first exhaust pipe is cut off, the second exhaust pipe is cut off from the third exhaust pipe, and the pump body is communicated with the third exhaust pipe;
the gas in the pressure storage tank can sequentially pass through the fourth pipeline, the second exhaust pipe, the pump body, the reversing valve and the third exhaust pipe.
The gas supply system for a fuel cell vehicle as described above, wherein optionally, the hydrogen recovery unit further includes a relief valve provided on a pipe connecting the pump body and the regulation chamber, the relief valve being in communication with the water tank; and the overflow valve is used for enabling water pumped by the pump body to flow into the water tank when the pressure of the outlet is larger than a set value.
The air supply system for a fuel cell vehicle as described above, wherein optionally the reversing valve is a three-position four-way valve.
The air supply system for a fuel cell vehicle as described above, wherein, optionally, a temporary storage tank is further included;
the number of the second electromagnetic valves is two, and the temporary storage tanks are connected in series on the second pipeline and are positioned between the two second electromagnetic valves.
The invention also proposes a control method for a gas supply system of a fuel cell vehicle, wherein, optionally, a gas supply system for a fuel cell vehicle as described in any one of the above;
acquiring target hydrogen pressure, target air pressure, actual hydrogen inlet pressure and actual air inlet pressure of the fuel cell engine in real time;
inputting compressed air into the pressure storage tank when the actual air intake pressure is greater than the target air pressure;
acquiring target air inlet flow and actual air inlet flow of the fuel cell engine in real time;
and when the actual air inlet flow is larger than the target air inlet flow, closing the bypass valve, and enabling the reversing valve to be in a first working state or a second working state.
Compared with the prior art, the invention has at least the following beneficial effects:
1, compared with the prior art, the hydrogen recovery unit is arranged, after the fuel cell engine stops working, the hydrogen in the hydrogen network pipe is recovered through the hydrogen recovery unit, so that the residual hydrogen in the hydrogen network pipe is recovered, and the recovered hydrogen is supplied to the fuel cell engine again for use when the fuel cell engine is started next time, so that the escape of the hydrogen can be reduced, the recovery of the hydrogen is realized, the waste of energy is reduced, and the possible danger caused by the escape of the hydrogen can be avoided;
2, by arranging the energy recovery unit, the compression energy contained in the gas which is exhausted by the fuel cell engine and does not participate in the reaction can be fully utilized to drive the air wheel to rotate, thereby achieving the purpose of energy recovery and utilization. The energy recycling unit is used for driving the hydrogen recycling unit to work, and the hydrogen can be recycled without additionally adding energy consumption components.
Drawings
Fig. 1 is a schematic configuration diagram of an air supply system for a fuel cell vehicle in one embodiment of the invention set forth in example 1;
FIG. 2 is a schematic diagram of the structure of FIG. 1 with control lines added;
fig. 3 is a schematic structural view of an air supply system for a fuel cell vehicle in another embodiment of the present invention proposed in example 1;
FIG. 4 is a schematic diagram of the structure of FIG. 3 with control lines added;
fig. 5 is a schematic structural view of the reversing valve set forth in embodiment 1 of the invention;
fig. 6 is a flowchart showing steps of a method according to embodiment 2 of the present invention.
Reference numerals illustrate:
the system comprises a 1-fuel cell engine, a 2-hydrogen supply unit, a 3-hydrogen circulation unit, a 4-hydrogen recovery unit, a 5-air compressor, a 6-energy recovery unit, a 7-energy-saving unit, an 8-temporary storage tank and a 9-generator;
21-a hydrogen supply tank;
41-a hydrogen storage tank, 42-a pump body, 43-a water tank, 44-a first pipeline, 45-a second pipeline, 46-a third pipeline and 47-an overflow valve;
411-elastic membrane, 412-hydrogen chamber, 413-regulation chamber;
441-a first solenoid valve;
451-a second solenoid valve;
461-third solenoid valve;
61-a first exhaust pipe, 62-an air wheel, 63-a second exhaust pipe, 64-a reversing valve, 65-a third exhaust pipe, 66-a bypass pipe and 67-a bypass valve;
71-a pressure storage tank, 72-an air inlet pipe and 73-a fourth pipeline;
721-intake valve;
731-fourth solenoid valve.
Detailed Description
The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
In the case of example 1,
in order to solve the problem of insufficient utilization of hydrogen, the present invention proposes a gas supply system for a fuel cell vehicle, comprising, a fuel cell engine 1; a hydrogen supply unit 2 and a hydrogen circulation unit 3. Wherein the fuel cell engine 1 is a device capable of generating electric energy by utilizing the reaction of hydrogen and oxygen, namely, a fuel cell engine used on the existing fuel cell automobile, and the hydrogen supply unit 2 is used for supplying hydrogen to the fuel cell engine 1; the hydrogen circulation unit 3 is configured to circulate and utilize hydrogen remaining after passing through the fuel cell engine 1.
Specifically, referring to fig. 1 to 4, the hydrogen supply unit 2 communicates with the fuel cell engine 1 for supplying hydrogen to the fuel cell engine 1; in practice, the hydrogen supply unit 2 stores high-pressure hydrogen, and when in use, the stored high-pressure hydrogen is supplied to the fuel cell engine 1 after pressure regulation. The hydrogen circulation unit 3 is communicated with the fuel cell engine 1 and the hydrogen supply unit 2, and is used for acquiring hydrogen which does not participate in the reaction and delivering the hydrogen to the hydrogen supply unit 2; that is, the hydrogen circulation unit 3 functions to take out hydrogen that does not participate in the reaction and to supply the hydrogen again to the fuel cell engine 1 through the hydrogen supply unit for use.
Although the above solution can solve the problem of hydrogen waste to a certain extent, in practical use, there is still the following problem, especially after the fuel cell engine 1 is stopped, the hydrogen supply pipeline is still filled with hydrogen with certain pressure, and because the molecules of the hydrogen are smaller, the hydrogen filled in the hydrogen supply pipeline can easily escape. Resulting in this portion of hydrogen loss.
In order to solve this problem, the present embodiment proposes the following solution: referring to fig. 1 and 2, a hydrogen recovery unit 4 is added on the basis of the above scheme, and after the fuel cell engine 1 is stopped, hydrogen in the hydrogen net pipe is recovered by using the hydrogen recovery unit 4, and the hydrogen is supplied to the fuel cell engine 1 again for use at the next start.
The concrete improvement is as follows: the hydrogen recovery unit 4 is in communication with the hydrogen supply unit 2 and the hydrogen circulation unit 3, and is configured to recover and store hydrogen in the hydrogen supply unit 2 and the hydrogen circulation unit 3 when the fuel cell engine 1 is stopped, and output the stored hydrogen to the hydrogen supply unit 2 when the fuel cell engine is started next time.
In particular, during the operation of the fuel cell engine 1, hydrogen is supplied through the hydrogen supply unit 2, oxygen is supplied through the air compressor 5, and at the same time, the fuel cell engine 1 discharges the hydrogen which does not participate in the reaction, and discharges the gas and water which do not participate in the reaction in the non-air. In this process, hydrogen gas enters the fuel cell engine 1 from the hydrogen supply unit 2, and part of the hydrogen gas that does not participate in the reaction reenters the hydrogen supply unit 2 via the hydrogen circulation unit 3.
When the fuel cell engine 1 stops operating, the air compressor 5 stops rotating, and the hydrogen supply unit 2 stops supplying hydrogen, since hydrogen has a certain pressure during the hydrogen supply, a part of hydrogen remains in the hydrogen line after stopping. The hydrogen gas remaining in the hydrogen gas line is recovered by the hydrogen gas recovery unit 4.
In the stopped state, the hydrogen recovery unit 4 stores the recovered hydrogen.
When restarting, the hydrogen in the hydrogen recovery unit 4 is preferentially supplied to the fuel cell engine 1 for use. Therefore, the residual hydrogen in the hydrogen network pipe can be fully recycled after the fuel cell engine stops running. The residual hydrogen in the hydrogen network pipe can be recovered, the escape of the hydrogen can be reduced, and the use safety of the fuel cell engine 1 can be guaranteed.
Although the above solution can solve the problem of hydrogen residue in the hydrogen recovery network, the problem of energy saving can be achieved in relation to whether the energy of the recovered hydrogen is greater than the energy consumed by hydrogen recovery, and in addition, in order to achieve the effect of high efficiency and energy saving as much as possible, this embodiment is further improved, that is, the hydrogen recovery unit 4 is driven to recover the hydrogen in the hydrogen network by using the surplus energy generated by the air compressor 5, and specifically, this embodiment further includes: an air compressor 5 and an energy recovery unit 6; the air compressor 5 is the same as the air compressor for the fuel cell in the related art, and the energy recovery unit 6 is for recovering the surplus compression energy generated by the air compressor 5.
Specifically, the air compressor 5 communicates with the fuel cell engine 1 for supplying oxygen to the fuel cell engine 1; specifically, the outlet of the air compressor 5 communicates with the air inlet of the fuel cell engine 1, and the air is compressed into high-pressure gas by the air compressor 5 to be supplied to the fuel cell engine 1.
The energy recovery unit 6 is in communication with the fuel cell engine 1, and the energy recovery unit 6 is configured to convert air discharged from the fuel cell engine 1 into kinetic energy to drive the hydrogen circulation unit 3 to operate and/or drive a generator 9 to operate. Specifically, the energy recovery unit 6 communicates with an exhaust outlet of the fuel cell engine 1.
In practice, the energy recovery unit 6 is used to recover the compression energy released by the high-pressure air during the evacuation. And the recovered energy is used to drive the hydrogen circulation unit 3, the hydrogen recovery unit 4 and/or to drive a generator 9 to operate. Specifically, the energy recovery unit 6 may drive only one of the hydrogen circulation unit 3, the hydrogen recovery unit 4, and the generator 9, or may drive any two of them, or may drive the above three components simultaneously.
Through the energy recovery unit 6, the air compressor 5 can work in the rated rotation speed range, the energy conversion efficiency of the air compressor 5 can be guaranteed, meanwhile, the pressure fluctuation in an air network pipe can be reduced, and the phenomenon of surging of the air compressor can be prevented. Through the scheme, the waste of energy can be reduced, and the energy recovery and utilization can be improved.
In order to achieve the recovery of energy, the present embodiment further improves the energy recovery unit 6, i.e. the energy recovery unit 6 comprises a first exhaust pipe 61 and an air wheel 62. In operation, the air compressor 5 is connected to the air wheel 62 via the first exhaust pipe 61. The gas discharged from the air compressor 5 can enter the gas wheel 62 through the first exhaust pipe 61, and the gas wheel 62 is in transmission connection with the hydrogen circulation unit 3, the engine and/or the hydrogen recovery unit 4, so that the compressed energy of the air is converted into the kinetic energy of the gas wheel 62, and the hydrogen circulation unit 3, the engine and/or the hydrogen recovery unit 4 are driven to work.
Specifically, the first exhaust pipe 61 communicates with an air outlet of the fuel cell engine 1. In practical applications, the gas discharged through the first exhaust pipe 61 is the gas that does not participate in the reaction in the air, and in general, only a part of the oxygen participates in the reaction, and in general, the gas discharged through the first exhaust pipe 61 generally occupies more than 80% of the inlet gas, so that a large amount of air needs to be discharged. So that the energy recovery has the basis of application. The air wheel 62 is connected to the first exhaust pipe 61, and the air wheel 62 can be driven and rotated by the air flowing out of the first exhaust pipe 61; the air wheel 62 is used for driving the hydrogen circulation unit 3 to work.
In order to realize the recovery of hydrogen, the present embodiment further improves the hydrogen recovery unit 4, specifically, the hydrogen recovery unit includes a hydrogen storage tank 41, a pump body 42 and a water tank 43; the hydrogen storage tank 41 is used for storing or discharging hydrogen, the pump body 42 is used for pumping water 42 in the forward direction or the reverse direction, and the water tank 43 is used for containing water.
Specifically, an elastic membrane 411 is provided in the hydrogen storage tank 41; the elastic membrane 411 is a diaphragm 411 having elasticity. The elastic membrane 411 partitions the hydrogen tank 41 into a hydrogen chamber 412 and a regulation chamber 413; in practice, the outer periphery of the elastic membrane 411 is in sealing connection with the inner wall of the hydrogen storage tank 41, so that the hydrogen chamber 412 is not communicated with the regulating chamber 413. More specifically, the hydrogen chamber 412 communicates with the hydrogen supply unit 2 through a first pipe 44, and communicates with the hydrogen outlet of the fuel cell engine 1 through a second pipe 45; the first pipe 44 is provided with a first electromagnetic valve 441, and the second pipe 45 is provided with a second electromagnetic valve 451. In this way, it is convenient to control whether or not to supply the hydrogen gas in the hydrogen chamber 412 to the fuel cell engine 1 by the first electromagnetic valve 441, and to recover the hydrogen gas in the fuel cell engine 1 by the second electromagnetic valve 451.
In use, the regulating cavity 413 is used for controlling the size of the hydrogen gas cavity 412 so as to control the pressure in the hydrogen gas cavity 412, thereby realizing recovery of residual hydrogen or supplying air in the hydrogen gas cavity 412 to the fuel cell engine 1.
For the purpose of controlling the hydrogen gas chamber 412 by the regulating chamber 413, in this embodiment, the water is controlled by filling or discharging the regulating chamber 413. Specifically, the regulating chamber 413 communicates with the water tank 43 through a third pipe 46; the pump body 42 is mounted on the third pipe 46, and a third electromagnetic valve 461 is further mounted on the third pipe 46, and the third electromagnetic valve 461 is located between the pump body 42 and the hydrogen storage tank 41. By the third electromagnetic valve 461, pressure maintaining of the hydrogen gas in the hydrogen chamber 412 can be achieved. In a specific implementation, in order to fully utilize energy, the pump body 42 is coaxially disposed with the air wheel 62, so that the air wheel 62 is utilized to drive the pump body 42 to rotate. In practice, the pump body 42 and the air wheel 62 may share the same shaft, but of course, transmission may be implemented by other manners, such as gear transmission or chain transmission.
In specific use, the pump-in or pump-out of the pump body 42 needs two directions to be implemented, and in order to implement the direction switching of the pump body 42, the present embodiment is further designed, that is, the energy recovery unit 6 further includes a second exhaust pipe 63, a reversing valve 64, a third exhaust pipe 65, and a bypass pipe 66; in practice, the second exhaust pipe 63, the reversing valve 64, the third exhaust pipe 65 and the bypass pipe 66 are used for reversing, so that the purpose of switching the rotation direction of the pump body 42 is achieved.
Specifically, one end of the second exhaust pipe 63 is connected to the air wheel 62, the other end of the second exhaust pipe 63 is communicated with the reversing valve 64, one end of the third exhaust pipe 65 is communicated with the reversing valve 64, and the other end of the third exhaust pipe 65 is communicated with the atmosphere. In particular, the reversing valve 64 has the function of exchanging the inlet and outlet of the pump body 42: so as to realize the purpose of reversing the pump body.
Specifically, both ends of the bypass pipe 66 are respectively communicated with the first exhaust pipe 61 and the third exhaust pipe 65, and the junction of the bypass pipe 66 and the first exhaust pipe 61 is located between the reversing valve 64 and the fuel cell engine 1; the bypass pipe 66 is provided with a bypass valve 67. The bypass pipe 66 and the bypass valve 67 function to control whether the energy recovery unit is operated, specifically, to control the bypass valve 67 to be opened when the operation of the energy recovery unit 4 is not required, and the bypass pipe 66 is conducted, so that the gas discharged from the fuel cell engine 1 is directly discharged without passing through the energy recovery unit 4. That is, when the bypass valve 67 is opened, the exhaust gas of the fuel cell engine 1 flows out through the first exhaust pipe 61, the bypass pipe 66, and the third exhaust pipe 65 in this order;
when the bypass valve 67 is closed, the reversing valve 64 has at least two operating states: in the first operating state, the exhaust gas of the fuel cell engine 1 is discharged through the first exhaust pipe 61, the reversing valve 64, the second exhaust pipe 63, the reversing valve 64, and the third exhaust pipe 65 in this order. In the second operating state, the fuel cell engine 1 is discharged through the first exhaust pipe 61, the reversing valve 64, the second exhaust pipe 63, the reversing valve 64, and the third exhaust pipe 65 in this order. In the first operating condition and the second operating condition, the air wheel 62 is turned in opposite directions. By controlling the above operation state, the operation state of the energy recovery unit 4 can be controlled according to the actual operation situation.
In actual use, when the actual intake air amount of the fuel cell engine 1 is greater than 1.2 times the required air intake air amount, the bypass valve 67 is controlled to be closed. When the actual intake air amount of the fuel cell engine 1 is not more than 1.2 times the required intake air amount of air, the bypass valve 67 is controlled to be closed. In this way, the gas discharge of the fuel cell engine 1 is prevented from being affected by the use of the energy recovery unit 4.
When the bypass valve 67 is closed, the energy recovery unit 4 operates to drive the air wheel to rotate. At this time, the rotation of the air wheel 62 may be either normal rotation or reverse rotation. When the pump body 42 is driven by the air wheel 62, in the above scheme, the forward rotation or the reverse rotation of the air wheel 62 can be realized by controlling the reversing valve 64.
In the above scheme, although the energy recovery unit 4 can achieve energy recovery to some extent, there is still a problem that the main problem that still exists is: the energy recovery process depends on the actually required intake air amount of the fuel cell engine 1, and if the intake air amount does not satisfy the condition, it is not suitable for energy recovery, and the case where it is not suitable for energy recovery is generally: the fuel cell engine 1 is in a high load state and requires a large intake air amount when operated. In addition, since recovery of residual hydrogen is generally in the case where the fuel cell engine 1 is stopped, at this time, the air compressor 5 has been stopped, and the amount of exhaust gas of the fuel cell engine 1 is generally insufficient to drive the pump body to rotate.
Referring to fig. 3 and fig. 4, in order to solve the above problems, this embodiment is further improved, specifically: an energy-saving unit 7 is additionally arranged, and when the energy-saving unit 7 is implemented, the energy-saving unit comprises a pressure storage tank 71; the accumulator 71 is used to store high-pressure air, and in particular, is mainly used when the output pressure of the air compressor 5 is greater than a desired target pressure, for example, when the air pressure output from the air compressor 5 reaches 1.2 times or more the target pressure, the high-pressure air is stored by the accumulator 71.
The accumulator 71 communicates with the outlet of the air compressor 5 via an intake pipe 72, and an intake valve 721 is provided in the intake pipe 72. In particular, the intake valve 721 is preferably a solenoid valve. Communication between the accumulator 71 and the outlet of the air compressor 5 is controlled by an electromagnetic valve to control the timing of the accumulator 71.
In practice, the main purpose of the accumulator 71 is to boost the pressure of the gas to the energy recovery unit 4 to achieve full energy utilization. In particular use, high pressure air within the accumulator 71 may be used to supply air to the air wheel 62. Specifically, the accumulator 71 communicates with the second pipe 45 through a fourth pipe 73; a fourth electromagnetic valve 731 is arranged on the fourth pipeline 73; the reversing valve 64 further has a third operating state in which the first exhaust pipe 61 is blocked, the second exhaust pipe 63 is blocked from the third exhaust pipe 65, and the pump body 42 is communicated with the third exhaust pipe 65. The gas in the accumulator 71 may pass through the fourth pipe 73, the second exhaust pipe 63, the pump body 42, the reversing valve 64, and the third exhaust pipe 65 in this order.
Further, the reversing valve 64 is a three-position four-way valve. The reversing valve 64 will now be further described for clarity in describing its operational state. The reversing valve 64 has four ports in the housing and three opposite positions on the spool and housing.
Referring to fig. 5, four ports on the casing of the reversing valve 64 are respectively referred to as a port a, a port B, a port C, and a port D, wherein the port a is communicated with the air outlet of the fuel cell engine 1, the port B is communicated with the atmosphere, and the port C and the port D are respectively communicated with the inlet and the outlet of the air wheel. And in the first relative position state, the port A is communicated with the port C, and the port B is communicated with the port D. In the second relative position state, the port A is communicated with the port D, and the port B is communicated with the port C; when the reversing valve 64 is switched between the first relative position and the second relative position, reversing may be effected, either forward or reverse rotation of the gas wheel. And in the third relative position state, the port C is communicated with the port B, and the port A and the port D are both cut off.
The third relative position is provided in order to facilitate the output of the high-pressure air in the accumulator 71 to the air wheel and then the discharge to the atmosphere, and therefore the accumulator 71 should be in communication with the line between the port D and the air wheel.
In practical application, because water is difficult to compress, if the water is pumped into or out of the adjusting cavity all the time, normal use is not facilitated, and in this case, an overflow valve needs to be arranged. Specifically, the hydrogen recovery unit 4 further includes an overflow valve 47, the overflow valve 47 being provided on a pipe connecting the pump body 42 and the adjustment chamber 413, the overflow valve 47 being in communication with the water tank 43; the relief valve 47 is used to allow the water pumped by the pump body 42 to flow into the tank 43 when the outlet pressure is greater than a set value.
As a preferred implementation, a temporary storage tank 8 is also included; the number of the second electromagnetic valves 451 is two, and the temporary storage tank 8 is connected in series to the second pipe 45 and is located between the two second electromagnetic valves 451. The temporary storage tank 8 is used for temporarily storing hydrogen which does not participate in the reaction, and is matched with the hydrogen recovery unit 4 to realize the recovery and the utilization of the hydrogen. Specifically, in use, by alternately controlling the opening and closing of the two second electromagnetic valves 451, hydrogen gas that has not participated in the reaction is introduced into the temporary storage tank 8, and then hydrogen gas in the temporary storage tank 8 is introduced into the hydrogen chamber and then into the hydrogen supply unit 2.
Specifically, when the second electromagnetic valve 451 between the fuel cell engine 1 and the temporary storage tank 8 is opened, the hydrogen gas that has not participated in the reaction can enter into the temporary storage tank 8 when the second electromagnetic valve 451 between the temporary storage tank 8 and the hydrogen storage tank 41 is closed. Then, the second electromagnetic valve 451 between the fuel cell engine 1 and the temporary storage tank 8 is closed, the second electromagnetic valve 451 between the temporary storage tank 8 and the hydrogen storage tank 41 is opened, and the first electromagnetic valve 441 is closed. The control pump body pumps out the water in the adjusting cavity 413, so that the hydrogen in the temporary storage tank 8 can be stored into the hydrogen cavity, then the second electromagnetic valve 451 between the temporary storage tank 8 and the hydrogen storage tank 41 is closed, the first electromagnetic valve is opened, the control pump body pumps the water into the adjusting cavity 413, and the hydrogen in the hydrogen cavity can be pumped into the hydrogen supply unit 2.
Example 2
This example was based on example 1 and a control method was proposed. The same parts are not repeated, and only the control method is described in detail herein.
Referring to fig. 6, the present embodiment provides a control method for an air supply system of a fuel cell vehicle, which is applicable to the air supply system of a fuel cell vehicle according to embodiment 1.
The control method provided by the embodiment comprises the following steps:
s1, acquiring target hydrogen pressure, target air pressure, actual hydrogen inlet pressure and actual air inlet pressure of the fuel cell engine 1 in real time;
s2, when the actual air inlet pressure is greater than the target air pressure, compressed air is input into the pressure storage tank 71; in particular, it is preferable to determine the magnitude relation between the air intake pressure and the accumulator 71, and to communicate the accumulator 71 when the actual air intake pressure is greater than the pressure in the accumulator 71 and the target air pressure is not less than 0.9 times the pressure in the accumulator 71 so that the compressed air can enter the accumulator 71.
S3, acquiring target air inlet flow and actual air inlet flow of the fuel cell engine 1 in real time;
and S4, when the actual air intake flow is larger than the target air intake flow, closing the bypass valve 67 and enabling the reversing valve 64 to be in a first working state or a second working state.
It should be noted that in the above steps, there is a precedence relationship between S1 and S2, that is, S1 is before S2 and S3 is after S2, S3 is before S4 and S1 and S3 are not in precedence order, and they may also be performed synchronously.
Through the above steps, it has been possible to realize driving the rotation of the gas turbine by the pressure tank 71, thereby realizing the recovery of the energy of the compressed air. In practice, the recovery of residual hydrogen is achieved by the following control method.
After a stop signal of the fuel cell engine 1 is obtained, the fuel cell engine 1 and the air compressor are closed, the electromagnetic valve at the outlet of the hydrogen supply tank 21 in the hydrogen supply unit 2 is closed, and then all other electromagnetic valves on the whole hydrogen pipeline are opened;
the pressure storage tank is communicated with the air wheel, the position of the reversing valve is regulated, so that air output in the pressure storage tank can drive the air wheel to rotate, the pump body is driven to pump out water in the regulating cavity 413, the pressure in the regulating cavity 413 is gradually reduced along with the fact that the water in the regulating cavity 413 is pumped out, the pressure in the hydrogen cavity 412 is correspondingly reduced, and hydrogen in the hydrogen network pipe can enter the hydrogen cavity 412, so that hydrogen recovery is achieved. After recycling is completed, all the electromagnetic valves are closed.
When the air compressor is started next time, the position of the reversing valve is firstly opened, so that air discharged by the air compressor can rotate with the air wheel, the pump body is driven to pump water into the adjusting cavity 413, the pressure in the adjusting cavity 413 is gradually increased along with the increase of the water in the adjusting cavity 413, and correspondingly, the pressure in the hydrogen cavity 412 is also increased; the first solenoid valve is opened to communicate the hydrogen storage tank 41 with the hydrogen supply unit 2, hydrogen gas in the hydrogen chamber 412 enters the hydrogen supply unit 2, and then the first solenoid valve is closed to open the solenoid valve at the outlet of the hydrogen supply tank 21 to enter a normal use state.
In the normal use state, the process of recycling the hydrogen gas which does not participate in the reaction by using the energy recovery unit 6 has been described in detail in embodiment 1, and will not be described here.
While the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow.
Claims (5)
1. A gas supply system for a fuel cell vehicle includes,
a fuel cell engine (1);
a hydrogen supply unit (2), the hydrogen supply unit (2) being in communication with the fuel cell engine (1) for supplying hydrogen to the fuel cell engine (1);
a hydrogen circulation unit (3), wherein the hydrogen circulation unit (3) is communicated with the fuel cell engine (1) and the hydrogen supply unit (2) and is used for acquiring hydrogen which does not participate in the reaction and conveying the hydrogen to the hydrogen supply unit (2);
the method is characterized in that: comprises a hydrogen recovery unit (4);
the hydrogen recovery unit (4) is communicated with the hydrogen supply unit (2) and the hydrogen circulation unit (3) and is used for recovering and storing the hydrogen in the hydrogen supply unit (2) and the hydrogen circulation unit (3) when the fuel cell engine (1) is stopped and outputting the stored hydrogen to the hydrogen supply unit (2) when the fuel cell engine is started next time;
the air compressor (5) and the energy recovery unit (6) are also included;
the air compressor (5) is in communication with the fuel cell engine (1) for supplying oxygen to the fuel cell engine (1);
the energy recovery unit (6), the energy recovery unit (6) is communicated with the fuel cell engine (1), and the energy recovery unit (6) is used for converting air discharged by the fuel cell engine (1) into kinetic energy so as to drive the hydrogen circulation unit (3) to work and/or drive a generator (9) to work;
the energy recovery unit (6) comprises:
a first exhaust pipe (61), the first exhaust pipe (61) communicating with an air outlet of the fuel cell engine (1);
a gas wheel (62) connected to the first exhaust pipe (61), the gas wheel (62) being capable of being driven and rotated by the gas flowing out from the first exhaust pipe (61); the air wheel (62) is used for driving the hydrogen circulation unit (3) to work;
the hydrogen recovery unit (4) comprises a hydrogen storage tank (41), a pump body (42) and a water tank (43);
an elastic membrane (411) is arranged in the hydrogen storage tank (41); the elastic membrane (411) separates the hydrogen storage tank (41) into a hydrogen gas chamber (412) and a regulating chamber (413); the hydrogen chamber (412) is communicated with the hydrogen supply unit (2) through a first pipe (44), and is communicated with a hydrogen outlet of the fuel cell engine (1) through a second pipe (45); a first electromagnetic valve (441) is arranged on the first pipeline (44), and a second electromagnetic valve (451) is arranged on the second pipeline (45);
the regulating chamber (413) is in communication with the water tank (43) through a third conduit (46); the pump body (42) is mounted on the third pipeline (46), a third electromagnetic valve (461) is further mounted on the third pipeline (46), and the third electromagnetic valve (461) is positioned between the pump body (42) and the hydrogen storage tank (41);
the pump body (42) and the air wheel (62) are coaxially arranged so as to drive the pump body (42) to rotate by utilizing the air wheel (62);
the energy recovery unit (6) further comprises a second exhaust pipe (63), a reversing valve (64), a third exhaust pipe (65) and a bypass pipe (66);
one end of the second exhaust pipe (63) is connected with the air wheel (62), the other end of the second exhaust pipe is communicated with the reversing valve (64), one end of the third exhaust pipe (65) is communicated with the reversing valve (64), and the other end of the third exhaust pipe (65) is communicated with the atmosphere;
two ends of the bypass pipe (66) are respectively communicated with the first exhaust pipe (61) and the third exhaust pipe (65), and the joint of the bypass pipe (66) and the first exhaust pipe (61) is positioned between the reversing valve (64) and the fuel cell engine (1); a bypass valve (67) is arranged on the bypass pipe (66);
when the bypass valve (67) is opened, the tail gas of the fuel cell engine (1) flows out from the first exhaust pipe (61), the bypass pipe (66) and the third exhaust pipe (65) in sequence;
when the bypass valve (67) is closed, the reversing valve (64) has at least two operating states: in a first working state, the tail gas of the fuel cell engine (1) is discharged through the first exhaust pipe (61), the reversing valve (64), the second exhaust pipe (63), the reversing valve (64) and the third exhaust pipe (65) in sequence;
in a second working state, the fuel cell engine (1) is discharged through the first exhaust pipe (61), the reversing valve (64), the second exhaust pipe (63), the reversing valve (64) and the third exhaust pipe (65) in sequence;
in a first operating state and in the second operating state, the direction of rotation of the gas wheel (62) is reversed;
the energy-saving device further comprises an energy-saving unit (7), wherein the energy-saving unit (7) comprises a pressure storage tank (71);
the pressure storage tank (71) is communicated with an outlet of the air compressor (5) through an air inlet pipe (72), and an air inlet valve (721) is arranged on the air inlet pipe (72);
the pressure storage tank (71) is communicated with the second exhaust pipe (63) through a fourth pipeline (73); a fourth electromagnetic valve (731) is arranged on the fourth pipeline (73);
the reversing valve (64) also has a third working state, in which the first exhaust pipe (61) is blocked, the second exhaust pipe (63) and the third exhaust pipe (65) are blocked, and the pump body (42) and the third exhaust pipe (65) are communicated;
the gas in the pressure storage tank (71) can pass through the fourth pipeline (73), the second exhaust pipe (63), the pump body (42), the reversing valve (64) and the third exhaust pipe (65) in sequence.
2. The air supply system for a fuel cell vehicle according to claim 1, wherein: the hydrogen recovery unit (4) further comprises an overflow valve (47), the overflow valve (47) is arranged on a pipeline connecting the pump body (42) and the regulating cavity (413), and the overflow valve (47) is communicated with the water tank (43); the overflow valve (47) is used for enabling water pumped by the pump body (42) to flow into the water tank (43) when the pressure of the outlet is larger than a set value.
3. The air supply system for a fuel cell vehicle according to claim 2, wherein: the reversing valve (64) is a three-position four-way valve.
4. A gas supply system for a fuel cell vehicle as claimed in claim 3, wherein: also comprises a temporary storage tank (8);
the number of the second electromagnetic valves (451) is two, and the temporary storage tanks (8) are connected in series on the second pipeline (45) and are positioned between the two second electromagnetic valves (451).
5. A control method for an air supply system of a fuel cell vehicle, characterized by: an air supply system for a fuel cell vehicle as claimed in any one of claims 1 to 4;
acquiring target hydrogen pressure, target air pressure, actual hydrogen inlet pressure and actual air inlet pressure of the fuel cell engine (1) in real time;
inputting compressed air into the accumulator tank (71) when the actual air intake pressure is greater than the target air pressure;
acquiring a target air inlet flow and an actual air inlet flow of the fuel cell engine (1) in real time;
when the actual air intake flow rate is greater than the target air intake flow rate, the bypass valve (67) is closed, and the reversing valve (64) is placed in a first operating state or a second operating state.
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| JP2008037699A (en) * | 2006-08-04 | 2008-02-21 | Seiko Instruments Inc | Hydrogen generating apparatus, fuel cell equipment, and hydrogen generating method |
| WO2012037571A2 (en) * | 2010-09-17 | 2012-03-22 | Robertson John S | Energy storage and conversion systems |
| DE102015005978A1 (en) * | 2015-05-08 | 2015-12-03 | Daimler Ag | Method for operating a fuel cell system |
| CN112510224A (en) * | 2020-11-25 | 2021-03-16 | 浙江高成绿能科技有限公司 | System and method for supplying and circulating hydrogen of fuel cell |
| CN112687916A (en) * | 2020-12-28 | 2021-04-20 | 北京理工大学 | Hybrid energy storage system for fuel cell vehicle |
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| US20020112479A1 (en) * | 2001-01-09 | 2002-08-22 | Keefer Bowie G. | Power plant with energy recovery from fuel storage |
| JP2006248814A (en) * | 2005-03-09 | 2006-09-21 | Hitachi Ltd | Apparatus and method for feeding hydrogen |
| JP2016096047A (en) * | 2014-11-14 | 2016-05-26 | トヨタ自動車株式会社 | Fuel cell system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008037699A (en) * | 2006-08-04 | 2008-02-21 | Seiko Instruments Inc | Hydrogen generating apparatus, fuel cell equipment, and hydrogen generating method |
| WO2012037571A2 (en) * | 2010-09-17 | 2012-03-22 | Robertson John S | Energy storage and conversion systems |
| DE102015005978A1 (en) * | 2015-05-08 | 2015-12-03 | Daimler Ag | Method for operating a fuel cell system |
| CN112510224A (en) * | 2020-11-25 | 2021-03-16 | 浙江高成绿能科技有限公司 | System and method for supplying and circulating hydrogen of fuel cell |
| CN112687916A (en) * | 2020-12-28 | 2021-04-20 | 北京理工大学 | Hybrid energy storage system for fuel cell vehicle |
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