CN114744239B - Marine fuel cell heating and cooling system - Google Patents
Marine fuel cell heating and cooling system Download PDFInfo
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- CN114744239B CN114744239B CN202210369136.4A CN202210369136A CN114744239B CN 114744239 B CN114744239 B CN 114744239B CN 202210369136 A CN202210369136 A CN 202210369136A CN 114744239 B CN114744239 B CN 114744239B
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- 238000001816 cooling Methods 0.000 title claims abstract description 98
- 238000010438 heat treatment Methods 0.000 title claims abstract description 69
- 239000000295 fuel oil Substances 0.000 title claims abstract description 24
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 197
- 239000000446 fuel Substances 0.000 claims abstract description 151
- 239000008236 heating water Substances 0.000 claims description 32
- 239000013535 sea water Substances 0.000 claims description 22
- 239000000110 cooling liquid Substances 0.000 claims description 11
- 239000000498 cooling water Substances 0.000 abstract description 30
- 239000007788 liquid Substances 0.000 abstract description 25
- 230000008859 change Effects 0.000 abstract description 6
- 230000000694 effects Effects 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 10
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 8
- 239000001257 hydrogen Substances 0.000 description 8
- 229910052739 hydrogen Inorganic materials 0.000 description 8
- 239000000126 substance Substances 0.000 description 8
- 239000007789 gas Substances 0.000 description 6
- 238000009835 boiling Methods 0.000 description 5
- 239000012528 membrane Substances 0.000 description 5
- 238000003487 electrochemical reaction Methods 0.000 description 4
- 239000000376 reactant Substances 0.000 description 4
- 239000002826 coolant Substances 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000005485 electric heating Methods 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N nitrogen Substances N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 239000012782 phase change material Substances 0.000 description 2
- 241000282414 Homo sapiens Species 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- QJGQUHMNIGDVPM-UHFFFAOYSA-N nitrogen group Chemical group [N] QJGQUHMNIGDVPM-UHFFFAOYSA-N 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000003303 reheating Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
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- 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
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04029—Heat exchange using liquids
-
- 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
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
-
- 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
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
-
- 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
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
- H01M8/04074—Heat exchange unit structures specially adapted for fuel cell
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
Landscapes
- 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 provides a marine fuel cell heating and cooling system, which uses a cooling channel of a fuel cell to realize the heating and cooling functions of the fuel cell, simplifies the internal space of the fuel cell, optimizes the internal structure of the fuel cell, simplifies the heating and cooling system of the fuel cell, and ensures that the fuel cell operates more reliably and safely. According to the invention, the water in the water tank comes from the ship boiler, and the high-temperature water in the ship boiler is directly connected to the fuel cell to heat the fuel cell, so that the heating time of the water is greatly shortened, and the heating time of the fuel cell is further shortened. The fuel cell cooling mode is combined with liquid cooling and evaporative phase change cooling, so that the cooling efficiency is improved. The invention relates to two heat exchangers which are used for respectively cooling high-temperature high-pressure water vapor and high-temperature low-pressure liquid water, so that the heat exchange of cooling water at the outlet of a fuel cell is more thorough, and the cooling effect of the fuel cell is better achieved.
Description
Technical Field
The invention relates to the technical field of fuel cell systems, in particular to a marine fuel cell heating and cooling system.
Background
With the development of society, environmental problems are important problems facing human beings, and energy conservation and emission reduction are important problems facing the current society. The navigation ship still uses fossil fuel such as petroleum as main energy source, and the change of the energy source of the ship is the problem that needs to be solved today. The hydrogen fuel cell is a power generation device which takes hydrogen and oxygen as main raw materials to generate water and generate electric energy, and has wide prospect in the field of ships with the advantages of high efficiency, low noise, cleanness, no pollution and the like.
However, hydrogen fuel cells are mostly applied to land fields such as automobiles, and have not been widely involved in the field of ships. Compared with the traditional machine, the fuel cell needs to be heated to a certain temperature before being started, and the cold start time is relatively long; compared with land fuel cells, the marine fuel cells have large energy demand, and operate under high load, the electrochemical reaction generates heat suddenly, and the fuel cells need to be maintained to operate in a certain temperature interval, so that the cooling of the fuel cells has higher requirements. Therefore, a good fuel cell heating and cooling system is critical to the widespread use of fuel cells in the marine field.
The existing fuel cell heating methods mainly comprise a reactant heating method, an electric heating method and a cooling liquid heating method. The reactant heating method is to heat the reactant gas (hydrogen and oxygen) and then to introduce the reactant gas into the reaction flow channel, the gas is in direct contact with the galvanic pile film and the heat energy is directly transferred to the film, so as to achieve the aim of preheating. In order to prevent the generation of water, the preheating gas (hydrogen) of the anode is usually replaced with nitrogen in practice. However, when the membrane is heated to a proper temperature, hydrogen is introduced into the anode channel, and the nitrogen cannot be completely emptied at this time, so that the normal progress of the electrochemical reaction is affected. The electric heating method is to add an electric heating plate inside the fuel cell to directly or indirectly heat the membrane. Although the method has high heating efficiency, the fuel cell needs to be redesigned, so that the internal structure of the fuel cell is more complex, and potential safety hazards exist. The coolant heating method is to heat the coolant to a proper temperature and to feed the coolant into the cooling channels of the fuel cell, thereby indirectly heating the membrane. Compared with gas, the liquid has larger specific heat capacity and more heat carrying capacity, and is more suitable for heating the fuel cell.
The existing fuel cell cooling methods mainly comprise an air cooling method, a phase change cooling method and a liquid cooling method. The air cooling method mainly flows air into a cooling flow channel to perform convective heat exchange, but the specific heat capacity of the gas is relatively small, and the heat is taken away to a limited extent. Phase-change cooling methods include evaporative cooling, flow boiling cooling, heat pipe cooling, and phase-change material cooling. The heat in the fuel cell is taken away through phase change during water evaporation by evaporative cooling, and the heat exchange is more efficient; other cooling methods are difficult to apply to large-scale ship fuel cells due to the problems of cooling flow channel design, cooling liquid design, phase change materials and the like. The liquid cooling method is to directly connect the liquid into a cooling flow channel to take away the heat of the fuel cell and cool the fuel cell. The liquid has the advantages of relatively large specific heat capacity, high heat transfer capability, low flow rate and the like, and is the most common cooling mode of the high-power fuel cell stack at present.
Today land-based fuel cell systems are more designed and marine fuel cell systems are less designed. The heating and cooling systems of existing marine fuel cells are mostly designed separately, using air heating and using liquid cooling, which makes the fuel cell system more complex and unmanageable. Moreover, the components of the cooling liquid are special, and the maintenance cost is high.
Disclosure of Invention
According to the technical problem, the invention provides a marine fuel cell heating and cooling system, which realizes the heating and cooling functions of a fuel cell by using a cooling channel of the fuel cell. The invention does not relate to the heater and the heating channel of the fuel cell, uses the cooling channel of the fuel cell to heat the fuel cell, simplifies the internal space of the fuel cell, optimizes the internal structure of the fuel cell, and simplifies the heating and cooling systems of the fuel cell at the same time, thereby ensuring the operation of the fuel cell to be more reliable and safer. According to the invention, the water in the water tank comes from the ship boiler, and the high-temperature water in the ship boiler is directly connected to the fuel cell to heat the fuel cell, so that the heating time of the water is greatly shortened, and the heating time of the fuel cell is further shortened. The fuel cell cooling mode is combined with liquid cooling and evaporative phase change cooling, so that the cooling efficiency is improved. The invention relates to two heat exchangers, which are used for carrying out secondary cooling on cooling liquid and respectively cooling high-temperature high-pressure water vapor and high-temperature low-pressure liquid water, so that the heat exchange of cooling water at the outlet of a fuel cell is more thorough, and the cooling effect of the fuel cell is better achieved.
The invention adopts the following technical means:
a marine fuel cell heating and cooling system comprises a water tank, wherein a water inlet of the water tank is communicated with a hot water supply station, and a heating substance of a fuel cell is liquid water, so that water of a marine boiler is considered to be the heating substance of the fuel cell in consideration of wide hot water distribution in a marine system. Not limited to marine boilers, any device that can provide hot water can be used as a source of fuel cell heating water. The water inlet of the water tank is communicated with the ship boiler through a first electromagnetic valve, the water tank is provided with a water level gauge, the first electromagnetic valve and the water level gauge are both connected with the control unit, when the water level gauge monitors that the water level in the water tank drops to a preset value, the first electromagnetic valve is opened, and the ship boiler supplements water to the water tank; the water outlet of the water tank is communicated with the inlet of a first flow dividing valve through a first water pump, the first outlet of the first flow dividing valve is communicated with the inlet of a cooling channel of the fuel cell through a first thermostat, the second outlet of the first flow dividing valve is connected with the first thermostat through a heater and a second electromagnetic valve, a first temperature-pressure sensor is arranged at the outlet of the heater, the first temperature-pressure sensor is connected with the control unit, and when the temperature and the pressure of heating water flowing into the heater reach the set values of the first temperature-pressure sensor, the second electromagnetic valve is opened.
The second temperature and pressure sensor is arranged at the outlet of the cooling channel of the fuel cell and is connected with the electromagnetic reversing valve, the first outlet of the electromagnetic reversing valve is connected with the first interface of the electromagnetic four-way valve through the first convection heat exchanger and the expansion valve, the second outlet of the electromagnetic reversing valve is connected with the second interface of the electromagnetic four-way valve, the third interface of the electromagnetic four-way valve is communicated with the second shunt valve, the first outlet of the second shunt valve is connected with the second thermostat through the deionizer and the conductivity tester, and the second outlet of the second shunt valve is connected with the second thermostat through the second convection heat exchanger; the second thermostat is connected with a water return port of the water tank through a second water pump; the fourth interface of the electromagnetic four-way valve is connected with a water return port of the ship boiler;
the cooling liquid of the first convection heat exchanger and the cooling liquid of the second convection heat exchanger adopt external seawater, the external seawater is respectively connected with the first convection heat exchanger and the second convection heat exchanger through a manual valve, a filter, a seawater pump and a third thermostat, the external seawater is discharged into the sea through the first convection heat exchanger and the second convection heat exchanger after convection heat exchange, and the third thermostat is connected with the control unit.
The first electromagnetic valve, the third thermostat, the second thermostat, the water level gauge, the first water pump, the electromagnetic four-way valve, the first temperature and pressure sensor, the second electromagnetic valve, the first thermostat, the second temperature and pressure sensor and the electromagnetic reversing valve are all connected with a control unit for controlling the opening and closing of the electromagnetic four-way valve, and the connection mode can be wire electric connection or wireless signal connection.
When the fuel cell is cold started, the fuel cell needs to be preheated. At this time, the first water pump is operated to pump water in the water tank into the pipeline. The water level in the water tank drops, the first electromagnetic valve is opened when the water level drops to the low water level, the ship boiler water enters the water tank, and the water in the water tank is supplemented and the normal water level is maintained. The heating water starts from the water tank and flows through the first flow dividing valve through the first water pump. At this time, the heating water is divided into two parts, and one part directly flows into the fuel cell through the first thermostat to heat the fuel cell; the other part flows into the heater to continue heating. When the temperature and pressure of the heating water flowing into the heater reach the set values of the first temperature and pressure sensor at the outlet of the heater, the second electromagnetic valve is opened, and the heating water flows into the fuel cell through the second electromagnetic valve and the first thermostat to heat the fuel cell. The heating water flowing out of the fuel cell directly flows into the electromagnetic four-way valve through the electromagnetic reversing valve, at the moment, a part of heating water flows through the second shunt valve, the deionizer, the conductivity tester, the second thermostat and the second water pump through proportion adjustment, and finally returns to the water tank; and the other part of the heating water directly flows back to the ship boiler through the electromagnetic four-way valve. This cycle is the heating cycle of the fuel cell.
When the fuel cell outlet temperature reaches a predetermined temperature, the fuel cell heating cycle ends. At this time, hydrogen enters the anode channel of the fuel cell, air enters the cathode channel of the fuel cell, the fuel cell starts to perform electrochemical reaction to generate chemical heat, the temperature of the fuel cell gradually rises, and the system starts to enter a small cooling cycle. And opening the manual valve, enabling external seawater to flow through the first convection heat exchanger through the filter, the seawater pump and the third thermostat, and enabling the electromagnetic reversing valve to perform action reversing through the control unit. The cooling water starts from the water tank and flows into the fuel cell through the first water pump, the first flow dividing valve and the first thermostat to cool the fuel cell. The cooling water flows out of the fuel cell, flows back to the water tank through the electromagnetic reversing valve, the first convection heat exchanger, the expansion valve, the electromagnetic four-way valve, the second flow dividing valve, the deionizer, the conductivity tester, the second thermostat and the second water pump. This cycle is the fuel cell small cooling cycle.
When the fuel cell is operated for a period of time, the chemical heat generated gradually increases and the fuel cell temperature gradually increases, at which time the small cooling cycle is unable to maintain the temperature of the fuel cell in the proper range and the system begins to enter the large cooling cycle. At the moment, the control unit enables the third thermostat to act, and external water flows into the first convection heat exchanger and the second convection heat exchanger through the third thermostat at the same time. The cooling water starts from the water tank and flows through the first water pump, the first flow dividing valve and the first thermostat to enter the fuel cell so as to cool the fuel cell. The cooling water flows out of the fuel cell and flows to the second shunt valve through the electromagnetic reversing valve, the first convection cooler, the expansion valve and the electromagnetic four-way valve. At the moment, part of cooling water flows back to the water tank from the second diverter valve through the deionizer, the conductivity tester, the second thermostat and the second water pump under the regulation of the second thermostat, and the other part of cooling water flows back to the water tank from the second diverter valve through the second convection heat exchanger, the second thermostat and the second water pump. This cycle is the fuel cell large cooling cycle.
In the heating cycle, water in the ship boiler enters the water tank to provide heating water, and the heating water flowing out of the fuel cell flows back to the ship boiler through the electromagnetic four-way valve under the regulation of the control unit, and part of the heating water flows back to the water tank. In the cooling cycle, the cooling water is completely supplied from the water tank, and the cooling water flowing out of the fuel cell completely flows back to the water tank.
The temperature of the heating water entering the fuel cells is different because of considering the different preheating temperatures of the different fuel cells. Some fuel cells have a preheating temperature higher than 100 ℃, for example, a high temperature proton exchange membrane fuel cell has a preheating temperature of 120 ℃, and the heating water entering the fuel cell is also 120 ℃. The water at 120 ℃ is in a gaseous state under the standard condition, which is unfavorable for the heating of the fuel cell, so the numerical value of the first temperature and pressure sensor can be set, the rotating speed of the first water pump is changed by the control unit to improve the pressure of the heated water entering the heater, and further the boiling point of the water (the boiling point of the water at two standard atmospheric pressures is 120.2 ℃), thereby meeting the heating requirement of the fuel cell.
Because the temperature of the fuel cell is high in normal operation, the cooling water flows through the fuel cell to cool, and then the outlet is in a high-temperature high-pressure water vapor state or a high-temperature high-pressure gas-liquid coexisting state, which is unfavorable for the circulation of the cooling water. The water flows through the first convection heat exchanger to cool the high-temperature high-pressure vapor or the high-temperature high-pressure vapor-liquid coexisting matter into normal-temperature high-pressure liquid water, and then flows through the expansion valve to throttle and reduce the pressure of the normal-temperature high-pressure liquid water to normal-temperature low-pressure liquid water, so that the circulation of cooling water is facilitated.
In the heating cycle, when heating water flows through the first flow dividing valve, the heating water needs to flow through the heater and the first thermostat at the same time, and the first thermostat is used for adjusting the flow of the heating water entering the heater and the first thermostat, so that the heating time is shortened, and the heating efficiency is improved.
In the large cooling circulation, the cooling water needs to flow through the deionizer and the second convection heat exchanger at the same time when flowing through the second flow dividing valve, and the second thermostat is used for adjusting the flow of the cooling water entering the deionizer and the second convection heat exchanger, so that the aim of better heat exchange is achieved.
The cooling liquid of the convection heat exchanger can directly extract seawater, and the seawater is directly discharged into the sea after the convection heat exchange with the cooling water. The third thermostat is used for adjusting the flow of the seawater entering the first convection heat exchanger and the second convection heat exchanger, so that the purpose of better heat exchange is achieved.
Compared with the prior art, the invention has the following advantages:
1. the marine fuel cell heating and cooling system provided by the invention utilizes the fuel cell cooling pipeline to heat and cool the fuel cell respectively by using liquid water, so that the internal space of the fuel cell is simplified, the internal structure of the fuel cell is optimized, and the fuel cell can operate more reliably and safely.
2. According to the marine fuel cell heating and cooling system provided by the invention, the heating water in the water tank is provided by the marine boiler, so that the step of heating the water at normal temperature is omitted, the reheating time of the heating water is shortened, the heating time of the fuel cell is shortened, and the heating efficiency of the fuel cell is improved.
3. According to the marine fuel cell heating and cooling system provided by the invention, the water in the water tank is supplemented by the marine boiler water, so that the water in the water tank is reused, the marine boiler water is supplemented to a certain extent, the energy utilization rate is improved, and the economy is improved.
4. According to the marine fuel cell heating and cooling system provided by the invention, the cooling mode is that liquid cooling and phase change evaporative cooling are combined, so that more heat of the fuel cell can be taken away, and the cooling and heat exchange are more efficient.
5. The marine fuel cell heating and cooling system provided by the invention is provided with the two heat exchangers for performing secondary cooling on the cooling liquid, and respectively cooling the high-temperature high-pressure water vapor at the outlet of the fuel cell and the high-temperature low-pressure liquid water at the outlet of the expansion valve, so that the cooling effect of the outlet water of the fuel cell is better, the cooling efficiency is improved, and the economy is improved.
In conclusion, the technical scheme of the invention can solve the problems of complex internal design and redundant system lines of the fuel cell caused by designing the heating runner and the cooling runner.
For the above reasons, the invention can be widely popularized in the fields of heating and cooling of fuel cells for ships and the like.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural view of a heating and cooling system for a fuel cell for a ship according to an embodiment of the present invention.
In the figure: 1. a marine boiler; 2. a first electromagnetic valve; 3. a water tank; 4. a water level gauge; 5. a first water pump; 6. a first diverter valve; 7. a heater; 8. a first temperature and pressure sensor; 9. a second electromagnetic valve; 10. a first thermostat; 11. a fuel cell; 12. a second temperature and pressure sensor; 13. an electromagnetic reversing valve; 14. a first convection heat exchanger; 15. an expansion valve; 16. an electromagnetic four-way valve; 17. a second shunt valve; 18. a deionizer; 19. a conductivity tester; 20. a second thermostat; 21. a second water pump; 22. a manual valve; 23. a filter; 24. sea water pump; 25. a third thermostat; 26. a second convection heat exchanger; 27. and a control unit.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other. The invention will be described in detail below with reference to the drawings in connection with embodiments.
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present invention. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be clear that the dimensions of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
In the description of the present invention, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present invention: the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present invention.
As shown in fig. 1, a marine fuel cell heating and cooling system includes a water tank 3, and a water inlet of the water tank 3 communicates with a hot water supply station, and a heating substance of the fuel cell is liquid water, and thus water using a marine boiler is considered as a heating substance of the fuel cell in consideration of wide heat distribution in a marine system. Not limited to the marine boiler 1, any device that can provide hot water can be used as a source of fuel cell heating water. The water inlet of the water tank 3 is communicated with the ship boiler 1 through a first electromagnetic valve 2, the water tank 3 is provided with a water level gauge 4, the first electromagnetic valve 2 and the water level gauge 4 are connected with the control unit 27, when the water level gauge 4 monitors that the water level in the water tank 3 drops to a preset value, the first electromagnetic valve 2 is opened, and the ship boiler 1 supplements water to the water tank 3; the water outlet of the water tank 3 is communicated with the inlet of a first flow dividing valve 6 through a first water pump 4, the first outlet of the first flow dividing valve 6 is communicated with the inlet of a cooling channel of a fuel cell 11 through a first thermostat 10, the second outlet of the first flow dividing valve 6 is connected with the first thermostat 10 through a heater 7 and a second electromagnetic valve 9, a first temperature-pressure sensor 8 is arranged at the outlet of the heater 7, the first temperature-pressure sensor 8 is connected with a control unit 27, and when the temperature and pressure of heating water flowing into the heater 7 reach the set values of the first temperature-pressure sensor 8, the second electromagnetic valve 9 is opened.
A second temperature-pressure sensor 12 is arranged at the outlet of a cooling channel of the fuel cell 11 and is connected with an electromagnetic reversing valve 13, a first outlet of the electromagnetic reversing valve 13 is connected with a first interface of an electromagnetic four-way valve 16 through a first convection heat exchanger 14 and an expansion valve 15, a second outlet of the electromagnetic reversing valve 13 is connected with a second interface of the electromagnetic four-way valve 16, a third interface of the electromagnetic four-way valve 16 is communicated with a second flow dividing valve 17, a first outlet of the second flow dividing valve 17 is connected with a second thermostat 20 through a deionizer 18 and a conductivity tester 19, and a second outlet of the second flow dividing valve 17 is connected with the second thermostat 20 through a second convection heat exchanger 26; the second thermostat 20 is connected with a water return port of the water tank 3 through a second water pump 21; the fourth interface of the electromagnetic four-way valve 16 is connected with a water return port of the ship boiler 1;
the cooling liquid of the first convection heat exchanger 14 and the second convection heat exchanger 26 adopts external sea water, the external sea water is respectively connected with the first convection heat exchanger 14 and the second convection heat exchanger 26 through a manual valve 22, a filter 23, a sea water pump 24 and a third thermostat 25, the external sea water is discharged into the sea by the first convection heat exchanger 14 and the second convection heat exchanger 26 after the convection heat exchange, and the third thermostat 25 is connected with the control unit.
The first electromagnetic valve 2, the third thermostat 25, the second thermostat 20, the water level gauge 4, the first water pump 5, the electromagnetic four-way valve 16, the first temperature and pressure sensor 8, the second electromagnetic valve 9, the first thermostat 10, the second temperature and pressure sensor 12 and the electromagnetic reversing valve 13 are connected with a control unit 27 for controlling the opening and closing of the electromagnetic four-way valve, and the connection mode can be wire electric connection or wireless signal connection.
When the fuel cell is cold started, the fuel cell needs to be preheated. At this time, the first water pump 5 is operated to pump water in the water tank 3 into the pipe. The water level in the water tank 3 drops, and when the water level drops to a low level, the first solenoid valve 2 is opened, and the water of the ship boiler 1 enters the water tank 3, supplements the water in the water tank 3, and maintains a normal water level. The heating water starts from the water tank 3 and flows through the first diverter valve 6 via the first water pump 5. At this time, the heating water is divided into two parts, and one part directly flows into the fuel cell 11 through the first thermostat 10 to heat the fuel cell; the other part flows into the heater 7 to continue heating. When the temperature and pressure of the heating water flowing into the heater 7 reach the set values of the first temperature-pressure sensor 8 at the outlet of the heater 7, the second electromagnetic valve 9 is opened, and the heating water flows into the fuel cell 11 through the second electromagnetic valve 9 and the first thermostat 10 to heat the fuel cell. The heated water flowing out of the fuel cell 11 directly flows into the electromagnetic four-way valve 16 through the electromagnetic reversing valve 13, at the moment, a part of the heated water flows through the second shunt valve 17, the deionizer 18, the conductivity tester 19, the second thermostat 20 and the second water pump 21 through proportion adjustment, and finally returns to the water tank 3; the other part of the heating water directly flows back to the ship boiler 1 through the electromagnetic four-way valve 16. This cycle is a heating cycle of the fuel cell 11.
When the outlet temperature of the fuel cell 11 reaches a predetermined temperature, the heating cycle of the fuel cell 11 ends. At this time, hydrogen enters the anode channel of the fuel cell, air enters the cathode channel of the fuel cell 11, electrochemical reaction of the fuel cell 11 starts to take place, chemical heat is generated, the temperature of the fuel cell 11 gradually rises, and the system starts to enter a small cooling cycle. The manual valve 22 is opened, external water flows through the first convection heat exchanger 14 through the filter 23, the sea water pump 24 and the third thermostat 25, and the electromagnetic directional valve 13 is switched by the action of the control unit 27. The cooling water starts from the water tank 3 and flows into the fuel cell 11 through the first water pump 5, the first flow dividing valve 6 and the first thermostat 10 to cool the fuel cell 11. The cooling water flows out of the fuel cell 11, flows back to the water tank 3 through the electromagnetic directional valve 13, the first convection heat exchanger 14, the expansion valve 15, the electromagnetic four-way valve 16, the second flow dividing valve 17, the deionizer 18, the conductivity tester 9, the second thermostat 20, and the second water pump 21. This cycle is a small cooling cycle of the fuel cell 11.
When the fuel cell 11 is operated for a while, the chemical heat generated gradually increases, and the temperature of the fuel cell 11 gradually increases, at which time the small cooling cycle cannot maintain the temperature of the fuel cell 11 in a proper range, and the system starts to enter the large cooling cycle. At this time, the control unit 27 operates the third thermostat 25, and the outside water flows through the third thermostat 25 into the first convection heat exchanger 14 and the second convection heat exchanger 26 at the same time. The cooling water starts from the water tank 3 and flows through the first water pump 5, the first flow dividing valve 6 and the first thermostat 10 to enter the fuel cell 11 to cool the fuel cell 11. The cooling water flows out of the fuel cell 11, flows through the electromagnetic directional valve 13, the first convection cooler 14, the expansion valve 15, and the electromagnetic four-way valve 16 to the second flow dividing valve 17. At this time, part of cooling water flows back to the water tank 3 from the second diverter valve 17 through the deionizer 18, the conductivity tester 19, the second thermostat 20 and the second water pump 21 under the control of the second thermostat 20, and the other part of cooling water flows back to the water tank 3 from the second diverter valve 17 through the second convection heat exchanger 26, the second thermostat 20 and the second water pump 21. This cycle is the fuel cell large cooling cycle.
During the heating cycle, water in the marine boiler 1 enters the tank 3 to provide heated water, while the heated water exiting the fuel cell flows back to the marine boiler 1, partly via the electromagnetic four-way valve 16, and partly to the tank 3, under the control of the control unit 27. Whereas in the cooling cycle the cooling water is supplied entirely by the water tank 3, the cooling water flowing out of the fuel cell flows entirely back to the water tank 3.
The temperature of the heating water entering the fuel cells is also different because of the difference in the warm-up temperature of the fuel cells 11. Some fuel cells have a preheating temperature higher than 100 ℃, for example, a high temperature proton exchange membrane fuel cell has a preheating temperature of 120 ℃, and the heating water entering the fuel cell is also 120 ℃. The water at 120 ℃ is in a gaseous state under the standard condition, which is unfavorable for the heating of the fuel cell, so the numerical value of the first temperature and pressure sensor 8 can be set, the rotation speed of the first water pump 5 is changed by the control unit 27 to increase the pressure of the heated water entering the heater 7, and further the boiling point of the water (the boiling point of the water at two standard atmospheric pressures is 120.2 ℃), thereby meeting the heating requirement of the fuel cell.
Since the cooling water flows through the fuel cell 11 to cool down in consideration of the high temperature of the fuel cell 11 during normal operation, the outlet is in a high temperature and high pressure water vapor state or a high temperature and high pressure gas-liquid coexisting state, which is disadvantageous for the circulation of the cooling water. Therefore, the water flows through the first convection heat exchanger 14 to cool the high-temperature high-pressure vapor or the high-temperature high-pressure gas-liquid coexisting material into normal-temperature high-pressure liquid water, and then the normal-temperature high-pressure liquid water is throttled and depressurized to normal-temperature low-pressure liquid water through the expansion valve 15, so that the circulation of the cooling water is facilitated.
In the heating cycle, when the heating water flows through the first flow dividing valve 6, the heating water needs to flow through the heater 7 and the first thermostat 10 at the same time, and the first thermostat 10 is used for adjusting the flow of the heating water entering the heater 7 and the first thermostat 10, so that the heating time is shortened, and the heating efficiency is improved.
In the large cooling cycle, the cooling water needs to flow through the deionizer 18 and the second convection heat exchanger 26 at the same time when flowing through the second diverter valve 17, and the second thermostat 20 is used for adjusting the flow rate of the cooling water entering the deionizer 18 and the second convection heat exchanger, so as to achieve the purpose of better heat exchange.
The cooling liquid of the convection heat exchanger can directly extract seawater, and the seawater is directly discharged into the sea after the convection heat exchange with the cooling water. The third thermostat 25 is used for adjusting the flow of the seawater entering the first convection heat exchanger 14 and the second convection heat exchanger 26, thereby achieving the purpose of better heat exchange.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (9)
1. A marine fuel cell heating and cooling system, comprising a water tank, wherein a water inlet of the water tank is communicated with a hot water supply station, and a water outlet of the water tank is communicated with an inlet of a first flow dividing valve through a first water pump; the second outlet of the first flow dividing valve is converged with the first outlet of the first flow dividing valve through the heater and the second electromagnetic valve, and is communicated with the inlet of the cooling channel of the fuel cell after being converged;
the outlet of the cooling channel of the fuel cell is connected with an electromagnetic reversing valve, a first outlet of the electromagnetic reversing valve is connected with a first interface of an electromagnetic four-way valve through a first convection heat exchanger and an expansion valve, a second outlet of the electromagnetic reversing valve is connected with a second interface of the electromagnetic four-way valve, and a third interface of the electromagnetic four-way valve is communicated with a second flow dividing valve; the second outlet of the second flow dividing valve is converged with the first outlet of the second flow dividing valve through a second convection heat exchanger, and is connected with a water return port of the water tank through a second water pump after being converged;
the fourth interface of the electromagnetic four-way valve is connected with a water return port of the hot water supply station;
the first water pump, the electromagnetic four-way valve, the second electromagnetic valve and the electromagnetic reversing valve are all connected with a control unit for controlling the opening and closing of the electromagnetic four-way valve.
2. The marine fuel cell heating and cooling system of claim 1 wherein the second outlet of the first diverter valve merges with the first outlet of the first diverter valve and communicates with the cooling passage inlet of the fuel cell through a first thermostat, and wherein the first thermostat is connected to the control unit.
3. The marine fuel cell heating and cooling system of claim 1, wherein the second outlet of the second diverter valve joins the first outlet of the second diverter valve and is connected to the second water pump via a second thermostat, and the second thermostat is connected to the control unit.
4. The marine fuel cell heating and cooling system according to claim 1, wherein the cooling liquid of the first and second convection heat exchangers adopts outside seawater, the outside seawater is connected with the first and second convection heat exchangers through a manual valve, a filter, a seawater pump and a third thermostat, respectively, and the first and second convection heat exchangers discharge the outside seawater into the sea after convection heat exchange, and the third thermostat is connected with the control unit.
5. A marine fuel cell heating and cooling system as claimed in claim 1 wherein the water inlet of the water tank communicates with the hot water supply station via a first solenoid valve, the water tank having a water level gauge, and both the first solenoid valve and the water level gauge being connected to the control unit, the first solenoid valve being opened when the water level gauge monitors that the water level in the water tank falls to a predetermined value, the hot water supply station replenishing the water tank.
6. The heating and cooling system for a marine fuel cell according to claim 1, wherein a first temperature-pressure sensor is provided at an outlet of the heater, and the first temperature-pressure sensor is connected to the control unit, and the second electromagnetic valve is opened when a temperature and a pressure of heating water flowing into the heater reach a set value of the first temperature-pressure sensor.
7. The marine fuel cell heating and cooling system according to claim 1, wherein a second warm-pressing sensor is provided at an outlet of a cooling passage of the fuel cell, and the second warm-pressing sensor is connected to the control unit, and the electromagnetic directional valve is switched when water in the cooling passage of the fuel cell reaches a set value of the second warm-pressing sensor.
8. The marine fuel cell heating and cooling system of claim 1 wherein the first outlet of the second diverter valve merges with the second outlet of the second diverter valve after passing through the deionizer and conductivity tester.
9. A marine fuel cell heating and cooling system as claimed in claim 1 wherein the hot water supply station is a marine boiler.
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