CN106414147B - 用于启动正常操作的方法 - Google Patents

用于启动正常操作的方法 Download PDF

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CN106414147B
CN106414147B CN201580018717.1A CN201580018717A CN106414147B CN 106414147 B CN106414147 B CN 106414147B CN 201580018717 A CN201580018717 A CN 201580018717A CN 106414147 B CN106414147 B CN 106414147B
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fuel cell
normal operating
energy converter
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S·施马尔茨里德特
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Fuel cell center Lianghe Co.,Ltd.
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Abstract

本发明涉及一种用于从停止模式(A)启动具有燃料电池(6)和换能器(22)的电气系统(5)的正常操作(C)的方法。所述换能器(22)吸收所述燃料电池(6)的电力，其中所述燃料电池(6)的至少一个反应物供应被中断，而所述被中断的反应物供应从重新启动信号恢复，并且燃料电池电压(UBZ,1)被规定且接着由所述换能器(22)调节。以如下方式规定所述规定的燃料电池电压(UBZ,1)：使供应有反应物的电空载燃料电池(6)在每种情形中都将超过所述规定的燃料电池电压(UBZ1)，并且测量对于维持所述规定的燃料电池电压(UBZ,1)所必需的所述换能器(22)电流(IBZ)，而自对于该效果所必需的规定电流(IBZ,1)起释放所述正常操作(C)。

Description

用于启动正常操作的方法
技术领域
本发明涉及用于启动电气系统的正常操作的方法，所述电气系统具有燃料电池和接收所述燃料电池的电力的转换器。
背景技术
对于燃料电池系统来说，尤其对于可用于提供运载工具/交通工具/车辆中的电驱动力的燃料电池系统来说，所谓的启停操作是有意义的，类似于同时具有内燃机的运载工具。这意味着，在运载工具不需要电力或需要非常少的电力的情形中，燃料电池系统改变到空闲模式或关闭操作(所谓的停止模式)，以便在再次需要匹配的电力量的情况下以正常操作重新启动。通常，在停止模式中停止对燃料电池的空气供应，使得残余氧气在燃料电池中与通常以较低水平供应的氢气反应，从而使得燃料电池的电压在一段时间之后下降到零。在燃料电池能够在离开所述停止模式之后再次完全传送电力之前，首先必须再次向燃料电池供应空气或氧气。只有到那时，燃料电池才可能要求全功率。换句话讲，燃料电池的正常操作仅在满足实现该目的所必需的所有条件时才是可能的。
根据现有技术，现通常提供某些等待时间，所述等待时间根据某些参数在开始空气供应之后是必需的，直到可改变到正常操作为止，而不引起对过早和过量电力需求的进一步电压中断。
除此之外或另选地，在一般现有技术中监测其它操作参数(举例来说，诸如阴极压力或空气质量流量)以影响等待时间。此外，这种可能性的缺点在于：所观察的标准是部分昂贵的且无法可靠地观察和测量；就燃料电池的可加压性而言其仅构成部分因素；以及其然而不检查负载能力本身。可能发生的情况是：对应准则虽然得到满足，但燃料电池仍不可加压。结果是在电气系统需要电力时极不希望的电压中断。
文献US 2012/0141895 A1处理所述问题以了解再次处于正常操作中的燃料电池在系统在已从停止模式重新启动之后自何时开始可被完全加载。为这样做，经由连接到燃料电池的转换器(在此情形中为DC/DC转换器)将燃料的电压维持在预设电压电平。与此同时，连续监测和观察燃料电池系统的状况以实现了解所监测的参数是否使其自身稳定的效果。所监测的参数可为例如电压和所供应的空气体积流率。如果所有所述值已相应地使其自身稳定，那么认为燃料电池可再次加压且正常操作被释放。
类似于上文描述的一般现有技术，所述方法具有以下缺点：其使用关于空气质量流量的值，所述值在一方面只能困难地且不极度可靠地测量，并且所述值在另一方面虽然是指示燃料电池是可再次加压的指示符，但不能肯定地反映此状况。因此，还存在以下风险：尽管具有稳定值，但对于燃料电池的相应负载而言，电压中断仍会出现。
发明内容
因此，本发明的目的是，提供一种用于从停止模式启动具有燃料电池和转换器的电气系统的方法，所述方法避免了这些缺点并十分简单且可靠地确保，一旦在正常条件下释放重新启动，燃料电池就安全且可靠地运作。
本发明的目的以如下用于启动电气系统的正常操作的方法来满足。
在根据本发明的方法中，如在现有技术中那样，根据重新启动信号执行中断的反应物供应，并且规定燃料电池电压，所述燃料电池电压由换能器相应地调节。根据本发明规定，以如下方式规定燃料电池电压：使供应有反应物的电空载燃料电池在每种情形中都将超过所述规定的燃料电池电压。还规定，测量对于维持规定的燃料电池电压所必需的换能器电流，此后自对于该效果所必需的规定电流起释放正常操作。根据本发明的方法还使用燃料电池电压的上限，以如下方式规定所述上限：所述电压低于供应有反应物的可工作的燃料电池的空载电压。特别是，能以如下方式预设规定的燃料电池电压：就燃料电池的寿命而言，避免在其催化剂下的临界腐蚀效应。经由换能器从燃料电池汲取电流以便在燃料电池的反应物供应开始时将由燃料电池传送的电压维持为低于所述规定阈值。一旦换能器处汲取和测量的电流达到预设值(其是将当前电压维持在规定电压上或维持为低于规定电压所必需的)，燃料电池就应当再次为可加压的。一旦已达到所述规定电流，就释放燃料电池的正常操作，而无需担心关于所述操作的缺点，尤其是由燃料电池在启动之后的早期负载引起的电压中断。
在本发明的理念的非常有利的进一步发展中，此外规定，所规定的必需电流被预设为大约是通常在电压上限处出现的平均电流的一半。一旦已达到燃料电池的此安培数(其大约对应于通常在正常操作中出现的平均电流的一半)，就发明者的知识所及，燃料电池的性能就不受限，使得所述燃料电池被相应地加载并且可在重新启动燃料电池之后释放正常操作。
如一般已知和按惯例地，燃料电池可设计为一堆单个电池。在根据本发明的方法的有利的进一步发展中，规定，对于燃料电池堆的每个单个电池，所规定的燃料电池电压预设为800-900mV，优选地850mV。每个单个电池的、数量级为800-900mV的此电压值是理想的，以在一方面确保燃料电池的操作安全且可靠并且在另一方面最小化由较高电压引起的腐蚀效应，而可达到燃料电池的较长寿命。
根据本发明的方法的非常有利的另一实施例，因此可规定，与有源电池面相关的、从其开始释放正常操作的规定电流被规定在0.02A/cm2与0.05A/cm2之间，优选地在0.03A/cm2与0.04A/cm2之间。根据本发明者的经验和实验，例如0.035A/cm2的此电流值已被证明为是理想的。因此，一旦将燃料电池的电压维持在规定电压上或维持为低于规定电压，就可释放电气系统的正常操作。
在本发明的方法的有利实施例中，DC/DC转换器或电池转换器用作所述换能器。
在本发明的方法的有利实施例中，因此规定，在停止模式中中断对燃料电池的氧气供应，所述氧气供应可通过向燃料电池供应空气来实现。氧气供应的此中断，理想地在同时维持燃料电池的氢气供应的情况下，对停止模式的需要是理想的，这是因为空气供应装置(其是相对耗能的且排放噪声相对多的)被停止或可使其进入空闲模式，使得可在停止模式中节省能量并避免排放。如果例如流式压缩机用作气动馈送机，那么怠速转速在停止模式期间是理想地有意义的，这是因为其确保了非常迅速的重新启动。在此情形中可例如经由另外的阀吹出任何流后压缩空气，使得所述空气不被引导到燃料电池中，使得在一方面不产生电力/电功率且在另一方面燃料电池在停止模式中不变干。
在本发明的方法的有利实施例中，具有所述燃料电池和换能器的电气系统被设计为燃料电池系统。
根据本发明的方法现在对于包括燃料电池和换能器的电气系统来说是理想的，尤其对于具有一个换能器的燃料电池系统来说是理想的，所述燃料电池系统通常在停止模式中操作例如以在无电力需求或仅存在小电力需求的阶段中减少能量消耗和排放。采用此启停策略对于运载工具是特别有意义的，使得根据本发明的方法的优选使用阐明了：电气系统用于为运载工具提供驱动力。
附图说明
根据本发明的方法的其它有利实施例在下文中依据示例性实施例并参考附图进行更详细描述。
其中
图1示出了原理上指示为具有燃料电池系统的运载工具；以及
图2示出了具有当从停止模式启动这种燃料电池系统的正常操作时的信号曲线的图。
具体实施方式
图1示出了隐含地指示的运载工具1，其必须经由电动行驶马达2驱动。在此处仅以举例方式示出的图示中，电动行驶马达2驱动运载工具1的两个驱动轮，所述两个驱动轮以4标示且经由从动轴3连接。呈燃料电池系统5的形式的电气系统5传送用于如此驱动运载工具1的电力。所述燃料电池系统5以此处示出的实施例的一般正常和优选形式来指示只是举例而已。燃料电池系统5的核心因此由燃料电池6组成，所述燃料电池6通常制成为一堆单个电池，即所谓的燃料电池堆或燃料电池堆叠。此燃料电池堆叠包含阳极侧和阴极侧，而共同阳极室7和共同阴极室8在图1中仅以举例方式示出。经由压力调节和定量单元10从压缩气体贮存器9向阳极室7供应氢气。未消耗的氢气经由具有再循环供应装置12的再循环管路11以本身已知的方式返回并与新鲜氢气混合而被馈送到阳极室7。所述总成也称为阳极电路。作为对示出为鼓风机的再循环供应装置12的补充和替代，还可设想气体喷射泵，所述喷射泵由来自压缩空气贮存器9的新鲜氢气驱动。为能够不时地排放阳极电路中的富集水和富集惰性气体，再循环管路11此外包含具有排气阀14的水分离器13。所述总成和其操作策略已从一般现有技术得知，因此没有必要探究进一步细节。
经由作为氧气供应器的气动馈送机15向燃料电池6的阴极室8供应空气。空气因此经由任选的加湿器15流入阴极室8中，空气在加湿器中被加湿。耗尽氧气的湿废气离开阴极室8并经由任选的加湿器16流回，以便将包括在其中的湿气至少部分排放到进气口。其接着通过涡轮机17流入周围大气中。涡轮机17与电机18和气动馈送机15一起形成所谓的电动涡轮增压器，所述电动涡轮增压器设计用于燃料电池6的最佳能效空气供应。气动馈送机15的出口和涡轮机17的入口可再次经由具有系统旁通阀20的系统旁路19连接在一起，使得系统旁通阀20可在某些情形中打开以便避免或限制空气进入阴极室8中，即使气动馈送机15仍在运行。这可为由超出限度时由气动馈送机的非常高的旋转速度引起的情形，所述气动馈送机被设计为常规操作中的流式压缩机。
燃料电池6的电力由换能器22经由此处建议的电力线路21接收。举例来说，换能器22可被设计为DC/DC转换器或设计为电池转换器。所述转换器与作为电能存储装置的任选的高压电池23接触。所述转换器此外与其它的电力电子器件24(举例来说，DC/AC转换器)接触，所述DC/AC转换器被形成为至少为行驶马达2提供驱动力。
运载工具1中的这样的燃料电池系统5现通常以如下方式被驱动：所述燃料电池系统以所谓的启停策略来使用。如果运载工具1不需要或几乎不需要任何可毫无问题地经由电池23得到的驱动力，例如，当运载工具正在往上坡行驶和停在红灯处时，那么将燃料电池系统5切换到所谓的停止模式以在这些停止阶段中节省能量并减少噪声排放。
通常，为这样做，燃料电池6的空气供应被中断，而氢气供应以降低的水平继续。接着，燃料电池6中的残余氧气与仍存在的氢气——根据停止阶段的长度——至少部分地发生反应，使得燃料电池电压UBZ至少在某个时间t之后下降到零。这在图2的顶部图中在以A标示的右侧区段中相应地示出，图2示出了燃料电池6随时间t变化的电压UBZ和电流IBZ。电压UBZ因此在区段A中以实线示为处在“零”。替代的虚线示出了直到阶段A结束为止的仍然持续下降几乎下降到零的电压，在所述虚线处停止阶段未持续那么长。该图在图下方以电压U和电流I示出停止模式的状况。所述状况在区域A中设为1，燃料电池系统5因此处在停止模式中。当从区域A切换到区域B时停止模式的所述需求从1变化到0，其在一天结束时对应于用于燃料电池系统5的重新启动信号。
因此，恢复中断的空气供应并且渐增地向燃料电池6供应空气。同时，燃料电池电压UBZ,1被规定，其略低于被供应的燃料电池6的空载电压UOCV。所述电压(例如对于燃料电池6的每个单个电池是850mV的数量级)由换能器22相应地调节，这是由于换能器从燃料电池6汲取电流IBZ(由“点划线”表示)。为将燃料电池电压UBZ维持在规定电压值UBZ,1上或维持为低于规定电压值UBZ,1，所述电流必须随着对燃料电池6的氧气和氢气供应增加而相应地上升。如果燃料电池电流IBZ增加到高于规定值IBZ,1，那么系统从燃料电池6的重新启动操作B切换到正常操作C中，在该正常操作中电流IBZ和电压UBZ由运载工具1根据电力需求进行调整。
通常，作为正常操作期间的平均电流IBZ的、大约10A的燃料电池电流IBZ可在燃料电池6由大约350-500个单个电池组成的情况下出现。规定电流值IBZ,1(从该规定电流值开始再次释放正常操作C)设置为大约为所述值的一半，即，约5A，其对应于约0.035A/cm2的电流密度。
一旦对于将燃料电池电压UBZ维持为低于规定电压UBZ,1所必需的燃料电池电流IBZ超过所述规定电流值IBZ,1，燃料电池系统5的完整性能就可再次得到，使得可释放正常操作C。能够预期，当燃料电池6经受较高应力时不再有电压中断，使得可经由简单的电流测量而使正常操作的安全且可靠的释放变得可行。

Claims (14)

1.一种用于从停止模式(A)启动具有燃料电池(6)和换能器(22)的电气系统(5)的正常操作(C)的方法，所述换能器(22)接收所述燃料电池(6)的电力，其中，所述燃料电池(6)的至少一个反应物供应被中断，而所述被中断的反应物供应从重新启动信号恢复，燃料电池电压(UBZ,1)被规定且接着由所述换能器(22)调节，
其特征在于，
以如下方式规定所述规定的燃料电池电压(UBZ,1)：使供应有反应物的电空载燃料电池(6)在每种情形中都将超过所述规定的燃料电池电压(UBZ,1)，并且测量所述换能器(22)的对于维持所述规定的燃料电池电压(UBZ,1)所必需的电流(IBZ)，而自对于维持所述规定的燃料电池电压(UBZ,1)所必需的规定电流(IBZ,1)起释放所述正常操作(C)。
2.根据权利要求1所述的方法，
其特征在于，
必需的规定电流(IBZ,1)被设置为通常在正常操作(C)中在所述规定的燃料电池电压(UBZ,1)下出现的平均燃料电池电流(IBZ)的大约一半。
3.根据权利要求1或2所述的方法，
其特征在于，
所述燃料电池(6)由一堆单个电池组成。
4.根据权利要求3所述的方法，
其特征在于，
对于每个单个电池，所述规定的燃料电池电压(UBZ,1)被规定为800-900mV。
5.根据权利要求4所述的方法，
其特征在于，
对于每个单个电池，所述规定的燃料电池电压(UBZ,1)被规定为850mV。
6.根据权利要求3所述的方法，
其特征在于，
自其开始释放所述正常操作(C)的所述规定电流(IBZ,1)被规定为介于0.02A/cm2与0.05A/cm2之间。
7.根据权利要求4或5所述的方法，
其特征在于，
自其开始释放所述正常操作(C)的所述规定电流(IBZ,1)被规定为介于0.02A/cm2与0.05A/cm2之间。
8.根据权利要求6所述的方法，
其特征在于，
自其开始释放所述正常操作(C)的所述规定电流(IBZ,1)被规定为介于0.03A/cm2与0.04A/cm2之间。
9.根据权利要求7所述的方法，
其特征在于，
自其开始释放所述正常操作(C)的所述规定电流(IBZ,1)被规定为介于0.03A/cm2与0.04A/cm2之间。
10.根据权利要求1或2所述的方法，
其特征在于，
DC/DC转换器或电池转换器用作所述换能器(22)。
11.根据权利要求1或2所述的方法，
其特征在于，
在停止模式中中断所述燃料电池(6)的氧气供应。
12.根据权利要求11所述的方法，
其特征在于，
以空气实行所述氧气供应。
13.根据权利要求1或2所述的方法，
其特征在于，
具有所述燃料电池(6)和所述换能器(22)的所述电气系统被设计为燃料电池系统(5)。
14.根据权利要求1或2所述的方法，
其特征在于，
所述电气系统(5)用于为运载工具(1)供应驱动力。
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WO2009084448A1 (ja) * 2007-12-27 2009-07-09 Toyota Jidosha Kabushiki Kaisha 燃料電池システム
CN102487145A (zh) * 2010-12-01 2012-06-06 现代自动车株式会社 控制燃料电池混合系统的操作的系统和方法

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US20170187055A1 (en) 2017-06-29
DE102014005296A1 (de) 2015-10-15
EP3130026B1 (en) 2018-12-19
JP2017513201A (ja) 2017-05-25
US10096850B2 (en) 2018-10-09
CN106414147A (zh) 2017-02-15

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