CN111244506A - New energy automobile fuel cell system, working method, hydrogen gas inlet flow calculation method and efficiency evaluation method - Google Patents
New energy automobile fuel cell system, working method, hydrogen gas inlet flow calculation method and efficiency evaluation method Download PDFInfo
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- 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
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0432—Temperature; Ambient temperature
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0438—Pressure; Ambient pressure; Flow
- H01M8/04388—Pressure; Ambient pressure; Flow of anode reactants at the inlet or inside the fuel cell
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0438—Pressure; Ambient pressure; Flow
- H01M8/04395—Pressure; Ambient pressure; Flow of cathode reactants at the inlet or inside the fuel cell
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0444—Concentration; Density
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/04492—Humidity; Ambient humidity; Water content
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/04537—Electric variables
- H01M8/04574—Current
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04992—Processes for controlling fuel cells or fuel cell systems characterised by the implementation of mathematical or computational algorithms, e.g. feedback control loops, fuzzy logic, neural networks or artificial intelligence
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- 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
Abstract
The invention discloses a new energy automobile fuel cell system, a working method, a hydrogen gas inlet flow calculation method and an efficiency evaluation method; belonging to the technical field of new energy; the technical key points are as follows: an air supply system, a hydrogen supply system and a fuel cell stack; wherein the air supply system provides fresh air for the fuel cell stack, the system comprising: the system comprises an air filter, a centrifugal air compressor, a gas heat exchanger, a humidifying and intercooling assembly, a throttle valve, a water separator, a drain valve, a turbine and a back pressure valve; the hydrogen supply system supplies fresh hydrogen to the fuel cell stack, and comprises: the device comprises a hydrogen tank, a pressure reducing valve, an ejector, a water separator, a water separating valve, a nitrogen discharging device, a nitrogen discharging valve, a first one-way valve, a circulating pump and a second one-way valve; the fuel cell stack is the site where hydrogen and air react, converting chemical energy into electrical energy to provide kinetic energy for the affiliates and loads. The invention aims to provide a new energy automobile fuel cell system, a working method, a hydrogen gas inlet flow calculation method and an efficiency evaluation method, which can improve the stability of a fuel cell and facilitate the calculation and evaluation of the efficiency of the fuel cell.
Description
Technical Field
The invention relates to the technical field of new energy vehicles, in particular to a fuel cell system of a new energy vehicle, a working method, a hydrogen gas inlet flow calculation method and an efficiency evaluation method.
Background
Fuel cells are devices that generate electrical energy by the chemical reaction of hydrogen and air, and the process does not require combustion, and thus is not limited by the carnot cycle and the products are water and heat, and thus are receiving much attention. The air supply system and the hydrogen supply system are important components of the fuel cell system, and they supply reactants to the fuel cell system.
In the air supply system, in order to improve the density of air entering the fuel cell stack, the prior art device adopts a centrifugal air compressor to pressurize the air (such as US2015380752a1, WO2014001253a1, US2010143810a1, JP2017010866A, KR20180092813A and the like), but the temperature of the compressed air is too high to meet the requirement of entering the fuel cell stack, and the too high temperature can cause damage to a proton exchange membrane, so that the output power of the fuel cell is reduced. Because the normal working temperature of the fuel cell stack is 50 to 100 ℃, the deionized cooling water is required to be used for cooling the high-temperature gas compressed by the centrifugal air compressor, so that the power consumption of a cooling system is consumed, and the energy waste is also caused, and how to recover the energy becomes the research direction; in the hydrogen supply system, hydrogen gas is used as a flammable gas and is industrially produced mainly by a method of electrolyzing water, which consumes a large amount of electric energy, so how to improve the utilization rate of hydrogen gas and ensure the reliability of the hydrogen supply system in the device becomes another direction of attention for the fuel cell of the new energy automobile.
Disclosure of Invention
The invention aims to provide a new energy automobile fuel cell system, a working method, a hydrogen gas inlet flow calculation method and an efficiency evaluation method aiming at the defects of the prior art.
The technical scheme of the invention is as follows:
a new energy automobile fuel cell system includes: an air supply system, a hydrogen supply system and a fuel cell stack;
wherein the air supply system provides fresh air for the fuel cell stack, the system comprising: the system comprises an air filter (1), a centrifugal air compressor (2), a gas heat exchanger (3), a humidifying and intercooling assembly (5), a throttle valve (7), a water separator (9), a drain valve (10), a turbine (11) and a back pressure valve (12);
wherein, hydrogen supply system provides fresh hydrogen for the fuel cell stack, and hydrogen supply system includes: the device comprises a hydrogen tank (13), a pressure reducing valve (14), an ejector (15), a water separator (16), a water separating valve (17), a nitrogen exhaust device (18), a nitrogen exhaust valve (19), a first one-way valve (20), a circulating pump (21) and a second one-way valve (22);
the fuel cell stack is a place where hydrogen and air react, and chemical energy is converted into electric energy to provide kinetic energy for auxiliary mechanisms and loads.
Further, the hydrogen tank (13) is used for storing hydrogen gas;
a pressure reducing valve (14) reduces the pressure of hydrogen entering the fuel cell stack;
the water separator (16) separates liquid water in the hydrogen;
a nitrogen ejector (18) separates hydrogen and nitrogen;
the circulating pump (21) returns the unreacted hydrogen to the inlet of the fuel cell stack again;
the hydrogen tank (13) is connected with a pressure reducing valve (14), the pressure reducing valve (14) is connected with an ejector (15), and the ejector (15) is connected with the fuel cell stack (8) through a hydrogen gas inlet pipeline; the hydrogen is discharged from the hydrogen tank (13) and then reaches the rear end of the ejector (15) through the multi-stage pressure reducing valve (14);
the hydrogen which does not participate in the reaction in the fuel cell stack sequentially passes through a water separator (16) and a nitrogen discharger (18), and then is divided into two paths: one path of the hydrogen inlet pipe is connected with a hydrogen inlet pipe through a first one-way valve (20) and a circulating pump (21); the other path is connected to the front end of the ejector (15) through a second one-way valve (22), and new hydrogen flow is obtained through pressure difference by utilizing the difference of pressures at the front end and the rear end of the ejector (15);
hydrogen which does not participate in the reaction in the fuel cell stack needs to pass through a water separator (16) and a nitrogen discharger (18); the main sources of liquid water and nitrogen in the anode of the fuel cell stack are that the liquid water and the nitrogen in the cathode permeate into the anode through a proton exchange membrane, the liquid water can influence the decomposition of hydrogen, and the nitrogen can reduce the concentration of the hydrogen, so a water separator and a nitrogen discharger are arranged in the hydrogen; when the fuel cell works for a period of time, the drain valve (17) and the nitrogen discharge valve (19) need to be opened to remove liquid water and nitrogen in the anode, so that the output power of the fuel cell is not influenced.
Further, the air filter (1) is used for removing particulate impurities in the air;
the centrifugal air compressor (2) presses more air into the fuel cell stack;
the gas heat exchanger (3) is used for exchanging heat;
the humidifying inter-cooling assembly (5) is used for humidifying and cooling air;
the throttle valve (7) and the backpressure valve (12) are respectively used for changing the air speed entering the fuel cell stack and the cathode pressure; the water separator (9) is used for separating liquid water in the air;
the turbine (11) can drive the centrifugal air compressor to rotate;
a centrifugal air compressor (2) in the fuel cell air supply system is driven by a motor and a turbine together, and the power consumption of the motor is provided by the output power of the fuel cell;
the turbine (11) is connected with the centrifugal air compressor (2) through a rigid shaft; the gas discharged by the fuel cell stack pushes blades of a turbine (11) to rotate; the turbine (11) drives the blades of the centrifugal air compressor (2) to rotate through a rigid shaft, and the higher the rotating speed of the turbine (11), the lower the power consumption of the motor, so that the net output power and the system efficiency of the fuel cell system can be improved.
Further, the gas heat exchanger (3) has 4 interfaces: a first inlet, a second outlet, a third inlet, a fourth outlet;
wherein the flow of air entering the fuel cell stack and air exiting the fuel cell stack inside the gas heat exchanger are in opposite directions; high-temperature gas pressed out by the centrifugal air compressor (2) enters the first inlet and is exhausted from the second outlet through energy exchange, and the second outlet is connected with the humidifying inter-cooling assembly (4), so that the gas exhausted from the second outlet is further cooled and humidified to meet the temperature requirement of the fuel cell stack;
wherein the water separator (9) is connected with a third inlet of the gas heat exchanger (3); after liquid water is removed from the air after the reaction of the fuel cell stack (8) through the water separator (9), the air enters the gas heat exchanger (3) from the third inlet, and then the gas after the temperature difference heat exchange is discharged from the fourth outlet which is connected with the turbine.
Further, the humidifying and inter-cooling assembly (4) integrates an inter-cooler (5) and a humidifier (6).
Further, a throttle valve (7) is arranged between the humidifying and inter-cooling assembly (4) and the fuel cell stack (8); a back pressure valve (12) is also provided behind the turbine (11).
A working method of a new energy automobile fuel cell system comprises the following steps:
when the fuel cell system works normally, fresh air enters a centrifugal air compressor (2) after being filtered by an air filter (1); high-temperature air discharged from an outlet of the air compressor (2) enters the gas heat exchanger (3) through a first inlet of the gas heat exchanger (3), and gas heat exchange is realized in the gas heat exchanger, namely the high-temperature gas is converted into low-temperature gas; then enters the humidifying inter-cooling assembly (4) from a second outlet of the gas heat exchanger (3), and is cooled through the humidifying inter-cooling assembly (4) and humidifies air to enable the air to reach the optimal requirement of the reaction of the fuel cell stack; then, air enters the fuel cell stack (8) through the throttle valve (7);
hydrogen is released from a hydrogen tank (13) and enters the fuel cell stack through a pressure reducing valve (14) and an ejector; hydrogen which does not participate in the reaction in the fuel cell stack firstly passes through a water separator (16) and a nitrogen discharger (18); then, the method is divided into two paths: one path of the hydrogen inlet pipe is connected with a hydrogen inlet pipe through a first one-way valve (20) and a circulating pump (21); the other path is connected to the front end of the ejector (15) through a second one-way valve (22), and new hydrogen flow is obtained through pressure difference by utilizing the difference of pressures at the front end and the rear end of the ejector (15);
air exhausted from the fuel cell stack passes through a water separator (9) to discharge liquid water in the air; then heated by the gas heat exchanger (3) to drive the turbine (11) to rotate, and finally discharged by the back pressure valve (12).
A hydrogen inlet flow calculation method of a new energy automobile fuel cell system comprises the following steps:
first, the following sensors are installed:
a fuel cell current sensor is arranged in a circuit (not shown) outside the fuel cell and used for measuring the current B of the fuel cell, wherein the unit is ampere (A);
arranging a hydrogen humidity sensor on the outlet side of the anode of the fuel cell stack, and measuring the humidity AR of the hydrogen of the fuel cell, wherein the unit is;
arranging a nitrogen concentration sensor on the outlet side of the anode of the fuel cell stack, and measuring the concentration AT of the hydrogen and the nitrogen, wherein the unit is;
arranging a temperature sensor on the outlet side of the anode of the fuel cell stack, and measuring the temperature AS of the anode of the fuel cell, wherein the unit is;
arranging a pressure sensor on the inlet side of the anode of the fuel cell stack, and measuring the pressure AL of hydrogen entering the stack, wherein the unit is kpa;
arranging a pressure sensor on the outlet side of the anode of the fuel cell stack, and measuring the outlet pressure AG of the anode stack, wherein the unit is kpa, and AM is AG-AL;
next, the hydrogen flow rate AY into the fuel cell stack is calculated according to the following formula: g/s:
wherein D is the number of fuel cell stacks; AV is the mixture excess coefficient; f represents a Fernande constant with a value equal to 96485C/mol;
AU represents a hydrogen excess coefficient, which can be obtained by a current B-hydrogen excess coefficient AU relationship chart (FIG. 3).
An efficiency evaluation method for improving an air compressor comprises the following steps:
first, various sensors are installed:
an air pressure sensor is arranged on the outlet side of the air compressor and used for measuring the outlet pressure Y of the air compressor, and the unit of the outlet pressure Y is kpa;
an air pressure sensor is arranged on the inlet side of the air compressor and used for measuring the pressure K of the inlet of the air compressor; with kpa a gas flow rate sensor in front of the turbine for the gas flow rate V in front of the turbine1The units are all m/s;
a gas flow rate sensor is arranged behind the turbine for the gas flow rate V behind the turbine2The units are all m/s;
arranging a temperature sensor on the outer side of the air compressor for measuring the ambient temperature L, wherein the unit is;
arranging a flow sensor on the inlet side of the air compressor, wherein the flow sensor is used for measuring the air flow Z in front of the air compressor, and the unit is g/s;
arranging a flow sensor at the front side of the turbine and measuring the air flow Q in g/s;
secondly, according to the data collected by the sensors, the calculation formula for improving the efficiency of the turbine used by the air compressor under the condition of outputting the same power is as follows:
the beneficial effect of this application lies in:
first, the present application provides a new energy vehicle fuel cell system, which mainly addresses three major problems in the background art. In order to solve the three problems in the background art, the invention provides a fuel cell supply system which is reset and used for collecting energy for driving a turbine to rotate by adding a gas heat exchanger in a supply system so as to improve the net power of a fuel cell; the mode that ejector and circulating pump are parallelly connected is adopted in the hydrogen supply system, and the ejector is driven by hydrogen spraying, obtains fresh hydrogen through pressure differential, arranges like this and has improved the utilization ratio of hydrogen. In addition, the pressure reducing valve formed by connecting a plurality of valves in parallel is favorable for improving the reliability of the hydrogen supply system.
Secondly, the first invention of the application is that the hydrogen supply system is designed, and the ejector and the circulating pump are connected in parallel by the hydrogen supply system; hydrogen which does not participate in the reaction is introduced into the inlet of the fuel cell stack again by a circulating pump to participate in the reaction after passing through the water separator and the nitrogen discharger; the ejector obtains fresh hydrogen gas through the pressure difference between the hydrogen tank side and the fuel cell stack side. On the basis, a hydrogen flow calculation mode suitable for the mode of the invention is also provided.
Thirdly, the second invention point of the application is that a throttle valve (7) is arranged between the humidifying inter-cooling assembly (4) and the fuel cell stack (8), and a back pressure valve (12) is arranged behind the turbine (11). This arrangement is so arranged that hydrogen retention can be achieved by varying the cathode pressure and thus the anode pressure, since the anode pressure is slightly higher than the cathode pressure within the fuel cell stack; the cathode of the fuel cell stack (8) is the main place for generating liquid water, and if the liquid water is not discharged in time, the fresh gas is influenced to enter so as to reduce the output power of the fuel cell; when the voltage of the single-chip fuel cell is lower than a certain limit, the opening of a throttle valve at the inlet of the fuel cell stack and the opening of a back pressure valve behind a turbine can be adjusted, so that high-speed gas can pass through the fuel cell stack, and liquid water in the fuel cell stack is purged to increase the reaction area of hydrogen and oxygen so as to improve the output power of the fuel cell; in addition, the opening degree of the valve after the inlet and the outlet of the fuel cell stack are reasonably opened to realize that the high-speed gas drives the rotating speed of the turbine through the turbine, reduce the consumed power of the centrifugal air compressor and improve the net output power of the fuel cell stack.
Fourthly, the third invention point of the invention is that the fuel cell hydrogen supply system uses a scheme of connecting a plurality of pressure reducing valves in parallel, thus the design can reduce the pressure born by each valve and prolong the service life of the valve; in addition, when one valve fails, other valves can work normally, and the reliability of the hydrogen supply system of the fuel cell is ensured.
Fifthly, a fourth invention point of the invention is that an evaluation method of the efficiency of the air compressor is provided.
Sixthly, the fifth invention point of the invention is that the gas heat exchanger is designed, and the gas heat exchanger is provided with a first inlet, a second outlet, a third inlet and a fourth outlet; the air entering the fuel cell stack and the air exiting the fuel cell stack flow in opposite directions inside the gas heat exchanger; high-temperature gas pressed out by the centrifugal air compressor (2) enters the first inlet and is exhausted from the second outlet through energy exchange, and the second outlet is connected with the humidifying inter-cooling assembly (4), so that the gas exhausted from the second outlet is further cooled and humidified to meet the temperature requirement of the fuel cell stack; the water separator (9) is connected with a third inlet of the gas heat exchanger (3); after liquid water is removed from the air reacted by the fuel cell stack (8) through a water separator (9), the air enters the gas heat exchanger (3) from the third inlet, and then the gas subjected to temperature difference heat exchange is discharged from a fourth outlet which is connected with a turbine; the effect of adopting this kind of arrangement is that the temperature difference of the gas that advances, goes out the fuel cell stack realizes energy recuperation, reduces the power consumption of cooling system promptly to the temperature of admitting air, improves the exhaust gas temperature again and increases its kinetic energy and promote turbine rotation, and the temperature rise can also reduce gaseous relative humidity and reduce liquid water moreover, prevents that the water droplet from causing the water hammer to the turbine blade.
Drawings
The invention will be further described in detail with reference to examples of embodiments shown in the drawings to which, however, the invention is not restricted.
Fig. 1 is a schematic view of the arrangement of a fuel cell supply system of the present invention.
Fig. 2 is a schematic diagram of a fuel cell air supply system gas heat exchanger of the present invention.
Fig. 3 is a graph of current B versus hydrogen excess factor AU.
The reference numerals in fig. 1-3 are illustrated as follows:
1-an air filter; 2-centrifugal air compressor; 3-a gas heat exchanger; 4-a humidifying intercooling assembly; 5-an intercooler; 6-a humidifier; 7-a throttle valve; 8-a fuel cell stack; 9-a water separator; 10-a drain valve; 11-a turbine; 12-back pressure valve; 13-a hydrogen tank; 14-a pressure relief valve; 15-an ejector; 16-a water separator; 17-a drain valve; 18-a nitrogen ejector; 19-a nitrogen bleed valve; 20-a first one-way valve; 21-a circulating pump; 22-a second one-way valve; 23-inlet 1; 24-2 nd outlet; 25-3 rd inlet; 26-4 th outlet.
Detailed Description
In the first embodiment, as shown in fig. 1, the invention is composed of an air supply system, a hydrogen supply system and a fuel cell stack;
wherein the air supply system provides fresh air for the fuel cell stack;
the hydrogen supply system provides fresh hydrogen for the fuel cell stack;
the fuel cell stack is the site where hydrogen and air react, converting chemical energy into electrical energy to provide kinetic energy for the affiliates and loads.
Specifically, the fuel cell air supply system includes: the system comprises an air filter 1, a centrifugal air compressor 2, a gas heat exchanger 3, a humidifying intercooling assembly 4, a throttle valve 7, a water separator 9, a drain valve 10, a turbine 11 and a backpressure valve 12. Wherein, the humidifying and inter-cooling assembly consists of an intercooler 5 and a humidifier 6.
In which the air cleaner 1 can remove particulate impurities from the air.
Wherein the centrifugal air compressor 2 presses more air into the fuel cell stack.
Wherein the gas heat exchanger 3 can exchange heat.
Wherein, the humidifying inter-cooling assembly 4 is used for humidifying and cooling air.
Where the throttle valve 7 and back pressure valve 12 may vary the air velocity and cathode pressure entering the fuel cell stack.
Wherein, the water separator 9 separates liquid water in the air; turbine 11 may rotate centrifugal air compressor 2.
A centrifugal air compressor 2 in the fuel cell air supply system is driven by a motor and a turbine together, and the power consumption of the motor is provided by the output power of the fuel cell; the turbine 11 and the centrifugal air compressor 2 are connected through a rigid shaft, the blades of the turbine 11 are pushed to rotate by gas exhausted by the fuel cell stack, the turbine 11 drives the blades of the centrifugal air compressor 2 to rotate through the rigid shaft, and the net output power and the system efficiency of the fuel cell system can be improved as the power consumption of the motor is smaller as the rotating speed of the turbine is higher.
The gas heat exchanger 3 in the fuel cell air supply system has 4 ports, and the flow of air entering the fuel cell stack and the flow of air exiting the fuel cell stack in the gas heat exchanger are in opposite directions. High-temperature gas pressed out by the centrifugal air compressor 2 enters the first inlet, is discharged from the second outlet through energy exchange and is connected with the humidifying intercooling assembly 4 to further reduce the temperature and humidify so as to meet the temperature requirement of the fuel cell stack, liquid water is removed from the air after the air is reacted by the fuel cell stack through the water separator 9 and then is connected with the third inlet of the gas heat exchanger, and the gas after temperature difference heat exchange is discharged from the fourth outlet and is connected with the turbine to accelerate the rotating speed of the turbine. The effect of adopting this kind of arrangement is that the temperature difference of the gas that advances, goes out the fuel cell stack realizes energy recuperation, reduces the power consumption of cooling system promptly to the temperature of admitting air, improves the exhaust gas temperature again and increases its kinetic energy and promote turbine rotation, and the temperature rise can also reduce gaseous relative humidity and reduce liquid water moreover, prevents that the water droplet from causing the water hammer to the turbine blade.
In the fuel cell air supply system, an intercooler and a humidifier are integrated into a humidifying and intercooling assembly.
The fuel cell air supply system described above is provided with a throttle valve 7 before entering the fuel cell stack 8 and a back pressure valve 12 after the turbine 11. This arrangement is so arranged that hydrogen retention can be achieved by varying the cathode pressure and thus the anode pressure, since the anode pressure is slightly higher than the cathode pressure within the fuel cell stack; the cathode of the fuel cell stack 8 is the main place for generating liquid water, and if the liquid water is not discharged in time, the fresh gas can be influenced to enter and reduce the output power of the fuel cell. When the voltage of the single-chip fuel cell is lower than a certain limit, the opening of a throttle valve at the inlet of the fuel cell stack and the opening of a back pressure valve behind a turbine can be adjusted, so that high-speed gas can pass through the fuel cell stack, and liquid water in the fuel cell stack is purged to increase the reaction area of hydrogen and oxygen so as to improve the output power of the fuel cell; in addition, the opening degree of the valve after the inlet and the outlet of the fuel cell stack are reasonably opened to realize that the high-speed gas drives the rotating speed of the turbine through the turbine, reduce the consumed power of the centrifugal air compressor and improve the net output power of the fuel cell stack.
The working principle is as follows:
when the fuel cell system normally works, fresh air is filtered by the air filter 1 and then enters the centrifugal air compressor 2, the centrifugal air compressor 2 drives the blades to rotate at a high speed by the turbine 11 and the motor to compress air, and the higher the rotating speed of the turbine 11 is, the lower the power consumption of the motor is; high-temperature air discharged from the outlet of the air compressor 2 passes through the gas heat exchanger 3 to realize gas heat exchange, namely, the high-temperature air converts energy to low-temperature air; then the temperature is reduced through the humidifying inter-cooling assembly 4 and the air is humidified to ensure that the air meets the optimal requirement of the reaction of the fuel cell stack; the speed of air entering the fuel cell stack and the pressure of a cathode are controlled through the throttle valve 7 and the backpressure valve 12, so that liquid water inside the fuel cell stack is purged, and the reaction area of air and hydrogen is increased, so that the fuel cell stack outputs the optimal power.
The air discharged from the fuel cell stack contains a large amount of liquid water, so that it is first passed through the water separator 9 to discharge the liquid water in the air; then, after passing through the gas heat exchanger 3, the temperature of air compressed by the centrifugal air compressor is generally higher than 100 ℃, and the temperature of air discharged from the outlet of the fuel cell is generally lower than 80 ℃, so that the discharged air is heated by the compressed air to realize energy exchange, the enthalpy value of the air can be improved by increasing the temperature, the relative humidity is reduced, liquid water in the air is further reduced to prevent water drops from causing water impact on turbine blades rotating at high speed, the service life of the turbine 11 is prolonged, meanwhile, the kinetic energy of the gas can be improved by heating the discharged air, the turbine is pushed to rotate faster, the turbine 11 is connected with the air compressor 2 by adopting a rigid shaft, the faster the turbine 11 rotates, the faster the air compressor 2 can be driven to rotate, the power consumption of a motor is reduced, and the output power and the efficiency of the fuel cell system are.
The hydrogen supply system comprises a main hydrogen tank 13, a pressure reducing valve 14, an ejector 15, a water separator 16, a water separating valve 17, a nitrogen discharger 18, a nitrogen discharger 19, a first one-way valve 20, a circulating pump 21 and a second one-way valve 22.
The hydrogen tank 13 of the fuel cell hydrogen supply system is used to store hydrogen gas.
The pressure reducing valve 14 reduces the pressure of the hydrogen gas entering the fuel cell stack.
The water separator 16 separates liquid water from hydrogen gas.
The nitrogen ejector 18 separates hydrogen and nitrogen.
The circulation pump 21 returns unreacted hydrogen to the fuel cell stack inlet again.
The fuel cell hydrogen supply system adopts a scheme that a plurality of pressure reducing valves are connected in parallel, so that the pressure born by each valve can be reduced, and the service life of the valve is prolonged; in addition, when one valve fails, other valves can work normally, and the reliability of the hydrogen supply system of the fuel cell is ensured.
When the hydrogen is discharged from the hydrogen tank 13 and reaches the rear end of the ejector 15 through the multi-stage pressure reducing valve 14, a loop passing through the one-way valve 22 is introduced into the front end of the ejector 15, and the new hydrogen flow is obtained through the pressure difference by utilizing the difference of the pressures of the front end and the rear end of the ejector 15; unreacted hydrogen is returned to the inlet of the fuel cell stack through the check valve 20 and the circulating pump 21 to join with fresh hydrogen into a whole to enter the fuel system stack 8 and react with air.
Wherein, the calculation formula of the hydrogen reflux quantity H (g/s) is as follows:
wherein D is the number of fuel cell stacks; b is the current of the fuel cell, in units of A, measurable by the sensor;
AV is the mixture excess coefficient; AR is hydrogen out relative humidity, in%, measurable by the sensor;
AL is the pressure of hydrogen entering the stack in kpa; AM is the anode stack voltage drop, in kpa;
AS is the anode outlet temperature in units of;
AT is the hydrogen out nitrogen concentration in units of%; measurable by a sensor;
the mixture excess coefficient AV can be calculated by the following formula:
AU is the hydrogen excess factor (the ratio of the actual amount of hydrogen to the amount of hydrogen consumed) which can be determined from the current B-AU relationship (i.e., fig. 3) (the current is typically between 30-550 amps, and thus fig. 3 has met the engineering practice).
Hydrogen flow rate AY (g/s) into the fuel cell stack:
f represents a Fernande constant with a value equal to 96485C/mol.
Hydrogen which does not participate in the reaction in the fuel cell stack needs to pass through the water separator 16 and the nitrogen discharger 18; the main sources of the liquid water and the nitrogen in the anode are that the liquid water and the nitrogen in the cathode permeate the anode through the proton exchange membrane, the liquid water can influence the decomposition of the hydrogen, and the nitrogen can reduce the concentration of the hydrogen, so a water separator and a nitrogen discharger are arranged in the hydrogen; after the fuel cell works for a period of time, the drain valve 17 and the nitrogen discharge valve 19 need to be opened to remove liquid water and nitrogen in the anode, so that the output power of the fuel cell is not affected.
Wherein, the air compressor machine uses turbine efficiency promotion computational formula as follows under the condition of exporting the same power:
air compressor power P provided by motordThe unit is kw:
wherein AA is the pressure ratio; AB is that the flow error under other temperature is corrected to be consistent with the flow error under the temperature of 25 ℃, and the unit is g/s; AI is the total efficiency of the air compressor and can be measured by an air compressor test bed;
y is the air compressor outlet pressure in kpa; k is the pressure in front of the air compressor, and the unit kpa; both can be measured by a pressure sensor.
Z is the air flow before the air compressor, the unit is g/s, and the value is measured by a sensor; l is the ambient temperature in degrees Celsius.
Power P provided by energy recovered by the turbinewThe unit is kw:
V1is the gas flow velocity, V, before the turbine2The gas flow velocity behind the turbine can be measured by sensors in m/s.
Q is the air flow before the turbine in g/s.
Efficiency that the air compressor machine promoted:
the above-mentioned embodiments are only for convenience of description, and are not intended to limit the present invention in any way, and those skilled in the art will understand that the technical features of the present invention can be modified or changed by other equivalent embodiments without departing from the scope of the present invention.
Claims (9)
1. A new energy automobile fuel cell system, characterized by comprising: an air supply system, a hydrogen supply system and a fuel cell stack;
wherein the air supply system provides fresh air for the fuel cell stack, the system comprising: the system comprises an air filter (1), a centrifugal air compressor (2), a gas heat exchanger (3), a humidifying and intercooling assembly (5), a throttle valve (7), a water separator (9), a drain valve (10), a turbine (11) and a back pressure valve (12);
wherein, hydrogen supply system provides fresh hydrogen for the fuel cell stack, and hydrogen supply system includes: the device comprises a hydrogen tank (13), a pressure reducing valve (14), an ejector (15), a water separator (16), a water separating valve (17), a nitrogen exhaust device (18), a nitrogen exhaust valve (19), a first one-way valve (20), a circulating pump (21) and a second one-way valve (22);
the fuel cell stack is a place where hydrogen and air react, and chemical energy is converted into electric energy to provide kinetic energy for auxiliary mechanisms and loads.
2. The new energy automobile fuel cell system as claimed in claim 1, wherein the hydrogen tank (13) is configured to store hydrogen gas;
a pressure reducing valve (14) reduces the pressure of hydrogen entering the fuel cell stack;
the water separator (16) separates liquid water in the hydrogen;
a nitrogen ejector (18) separates hydrogen and nitrogen;
the circulating pump (21) returns the unreacted hydrogen to the inlet of the fuel cell stack again;
the hydrogen tank (13) is connected with a pressure reducing valve (14), the pressure reducing valve (14) is connected with an ejector (15), and the ejector (15) is connected with the fuel cell stack (8) through a hydrogen gas inlet pipeline; the hydrogen is discharged from the hydrogen tank (13) and then reaches the rear end of the ejector (15) through the multi-stage pressure reducing valve (14);
the hydrogen which does not participate in the reaction in the fuel cell stack sequentially passes through a water separator (16) and a nitrogen discharger (18), and then is divided into two paths: one path of the hydrogen inlet pipe is connected with a hydrogen inlet pipe through a first one-way valve (20) and a circulating pump (21); the other path is connected to the front end of the ejector (15) through a second one-way valve (22), and new hydrogen flow is obtained through pressure difference by utilizing the difference of pressures at the front end and the rear end of the ejector (15);
hydrogen which does not participate in the reaction in the fuel cell stack needs to pass through a water separator (16) and a nitrogen discharger (18); the main sources of liquid water and nitrogen in the anode of the fuel cell stack are that the liquid water and the nitrogen in the cathode permeate into the anode through a proton exchange membrane, the liquid water can influence the decomposition of hydrogen, and the nitrogen can reduce the concentration of the hydrogen, so a water separator and a nitrogen discharger are arranged in the hydrogen; when the fuel cell works for a period of time, the drain valve (17) and the nitrogen discharge valve (19) need to be opened to remove liquid water and nitrogen in the anode, so that the output power of the fuel cell is not influenced.
3. The new energy automobile fuel cell system as claimed in claim 1, wherein the air cleaner (1) is used for removing particulate impurities from air;
the centrifugal air compressor (2) presses more air into the fuel cell stack;
the gas heat exchanger (3) is used for exchanging heat;
the humidifying inter-cooling assembly (5) is used for humidifying and cooling air;
the throttle valve (7) and the backpressure valve (12) are respectively used for changing the air speed entering the fuel cell stack and the cathode pressure; the water separator (9) is used for separating liquid water in the air;
the turbine (11) can drive the centrifugal air compressor to rotate;
a centrifugal air compressor (2) in the fuel cell air supply system is driven by a motor and a turbine together, and the power consumption of the motor is provided by the output power of the fuel cell;
the turbine (11) is connected with the centrifugal air compressor (2) through a rigid shaft; the gas discharged by the fuel cell stack pushes blades of a turbine (11) to rotate; the turbine (11) drives the blades of the centrifugal air compressor (2) to rotate through a rigid shaft, and the higher the rotating speed of the turbine (11), the lower the power consumption of the motor, so that the net output power and the system efficiency of the fuel cell system can be improved.
4. A new energy automobile fuel cell system according to claim 3, characterized in that the gas heat exchanger (3) has 4 interfaces: a first inlet, a second outlet, a third inlet, a fourth outlet;
wherein the flow of air entering the fuel cell stack and air exiting the fuel cell stack inside the gas heat exchanger are in opposite directions; high-temperature gas pressed out by the centrifugal air compressor (2) enters the first inlet and is exhausted from the second outlet through energy exchange, and the second outlet is connected with the humidifying inter-cooling assembly (4), so that the gas exhausted from the second outlet is further cooled and humidified to meet the temperature requirement of the fuel cell stack;
wherein the water separator (9) is connected with a third inlet of the gas heat exchanger (3); after liquid water is removed from the air after the reaction of the fuel cell stack (8) through the water separator (9), the air enters the gas heat exchanger (3) from the third inlet, and then the gas after the temperature difference heat exchange is discharged from the fourth outlet which is connected with the turbine.
5. The new energy automobile fuel cell system as claimed in claim 4, wherein the humidification intercooler assembly (4) integrates an intercooler (5) and a humidifier (6).
6. The new energy automobile fuel cell system as claimed in claim 3, characterized in that a throttle valve (7) is further arranged between the humidification intercooler assembly (4) and the fuel cell stack (8); a back pressure valve (12) is also provided behind the turbine (11).
7. An operating method of a new energy automobile fuel cell system, wherein the new energy automobile fuel cell system is the new energy automobile fuel cell system of any one of claims 1 to 6; it is characterized in that the preparation method is characterized in that,
the method comprises the following steps:
when the fuel cell system works normally, fresh air enters a centrifugal air compressor (2) after being filtered by an air filter (1); high-temperature air discharged from an outlet of the air compressor (2) enters the gas heat exchanger (3) through a first inlet of the gas heat exchanger (3), and gas heat exchange is realized in the gas heat exchanger, namely the high-temperature gas is converted into low-temperature gas; then enters the humidifying inter-cooling assembly (4) from a second outlet of the gas heat exchanger (3), and is cooled through the humidifying inter-cooling assembly (4) and humidifies air to enable the air to reach the optimal requirement of the reaction of the fuel cell stack; then, air enters the fuel cell stack (8) through the throttle valve (7);
hydrogen is released from a hydrogen tank (13) and enters the fuel cell stack through a pressure reducing valve (14) and an ejector; hydrogen which does not participate in the reaction in the fuel cell stack firstly passes through a water separator (16) and a nitrogen discharger (18); then, the method is divided into two paths: one path of the hydrogen inlet pipe is connected with a hydrogen inlet pipe through a first one-way valve (20) and a circulating pump (21); the other path is connected to the front end of the ejector (15) through a second one-way valve (22), and new hydrogen flow is obtained through pressure difference by utilizing the difference of pressures at the front end and the rear end of the ejector (15);
air exhausted from the fuel cell stack passes through a water separator (9) to discharge liquid water in the air; then heated by the gas heat exchanger (3) to drive the turbine (11) to rotate, and finally discharged by the back pressure valve (12).
8. A method for calculating a hydrogen intake flow rate of a fuel cell system of a new energy automobile, the fuel cell system of the new energy automobile being the fuel cell system of claim 2,
the method comprises the following steps:
first, the following sensors are installed:
arranging a fuel cell current sensor on a circuit outside the fuel cell, and measuring the current B of the fuel cell, wherein the unit is ampere;
arranging a hydrogen humidity sensor at the outlet side of the anode of the fuel cell stack, and measuring the current AR of the fuel cell, wherein the unit is;
arranging a nitrogen concentration sensor on the outlet side of the anode of the fuel cell stack, and measuring the concentration AT of the hydrogen and the nitrogen, wherein the unit is;
arranging a temperature sensor on the outlet side of the anode of the fuel cell stack, and measuring the temperature AS of the anode of the fuel cell, wherein the unit is;
arranging a pressure sensor on the inlet side of the anode of the fuel cell stack, and measuring the pressure AL of hydrogen entering the stack, wherein the unit is kpa;
arranging a pressure sensor on the outlet side of the anode of the fuel cell stack, and measuring the outlet pressure AG of the anode stack, wherein the unit is kpa, and AM is AG-AL;
next, the hydrogen flow rate AY into the fuel cell stack is calculated according to the following formula: g/s:
wherein D is the number of fuel cell stacks; AV is the mixture excess coefficient; AU is a hydrogen excess coefficient, which is determined by a B-AU relationship chart; f represents a Fernande constant with a value equal to 96485C/mol.
9. The method for evaluating the efficiency of boosting a centrifugal air compressor of a fuel cell system of a new energy automobile according to claim 1 or 3, comprising the steps of:
first, various sensors are installed:
an air pressure sensor is arranged on the outlet side of the air compressor and used for measuring the outlet pressure Y of the air compressor, and the unit of the outlet pressure Y is kpa;
an air pressure sensor is arranged on the inlet side of the air compressor and used for measuring the pressure K of the inlet of the air compressor; it has the unit kpa
A gas flow rate sensor is arranged in front of the turbine and used for measuring the gas flow rate V in front of the turbine1The units are all m/s;
a gas flow rate sensor is arranged behind the turbine for the gas flow rate V behind the turbine2The units are all m/s;
arranging a temperature sensor on the outer side of the air compressor for measuring the ambient temperature L, wherein the unit is;
arranging a flow sensor on the inlet side of the air compressor, wherein the flow sensor is used for measuring the air flow Z in front of the air compressor, and the unit is g/s;
arranging a flow sensor at the front side of the turbine and measuring the air flow Q in g/s;
secondly, according to the data collected by the sensors, the calculation formula for improving the efficiency of the turbine used by the air compressor under the condition of outputting the same power is as follows:
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