CN111714975B - Plate type air inlet purifier, air inlet system and method of vehicle-mounted fuel cell - Google Patents

Plate type air inlet purifier, air inlet system and method of vehicle-mounted fuel cell Download PDF

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CN111714975B
CN111714975B CN202010523159.7A CN202010523159A CN111714975B CN 111714975 B CN111714975 B CN 111714975B CN 202010523159 A CN202010523159 A CN 202010523159A CN 111714975 B CN111714975 B CN 111714975B
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air
layer
adsorption
purifier
air inlet
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CN111714975A (en
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王家德
杨家钱
叶志平
周青青
刘梓锋
陈月
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Zhejiang University of Technology ZJUT
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Zhejiang University of Technology ZJUT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/02—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by adsorption, e.g. preparative gas chromatography
    • B01D53/04—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/74—General processes for purification of waste gases; Apparatus or devices specially adapted therefor
    • B01D53/75—Multi-step processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/74—General processes for purification of waste gases; Apparatus or devices specially adapted therefor
    • B01D53/86—Catalytic processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
    • 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
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

The invention discloses a plate type air inlet purifier, an air inlet system and a method for a vehicle-mounted fuel cell. Contaminants in the air can cause irreversible damage to varying degrees to proton exchange membrane fuel cells. The invention relates to a plate type air inlet purifier of a vehicle-mounted fuel cell, which comprises a purifier shell, an air inlet channel, an air outlet channel, an air flow uniform distribution plate, a dust removal layer, a first adsorption catalysis layer and a second adsorption catalysis layer. The intake passage is provided in a tangential direction of the purifier housing. The dust removal layer, the first adsorption catalysis layer and the second adsorption catalysis layer are all arranged in the purifier shell and are sequentially arranged at intervals along the direction from the air inlet channel to the air outlet channel. The dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer are in a three-layer plate type structure, and the tower plate positions and the filler thickness of each layer are optimally designed, so that the mass transfer efficiency and the adsorption catalyst efficiency are improved; in addition, each layer of tower plate adopts a drawing design, so that the filler is more convenient to replace.

Description

Plate type air inlet purifier, air inlet system and method of vehicle-mounted fuel cell
Technical Field
The invention belongs to the technical field of new energy automobiles. In particular to an air purification system for a proton exchange membrane fuel cell which integrates dust filtration, pollutant adsorption catalysis and air supply intelligent control, and a control system and a method matched with the air purifier.
Background
With the increasing prominence of energy and environmental issues, the development of Fuel Cell Vehicles (FCV) has received more and more extensive attention. A fuel cell, also called an electrochemical generator, generates electricity by reacting a fuel gas supplied to an anode with an oxygen-containing gas supplied to a cathode, and is a chemical device that directly converts chemical energy of a fuel into electric energy. Proton Exchange Membrane Fuel Cells (PEMFCs), as one of the most promising power sources in the field of fuel cell vehicles, have the advantages of high energy conversion efficiency, low operating temperature, no pollution, zero emission, low noise, etc., but still do not meet the standards for commercial applications in terms of service life, cost, infrastructure, etc.
The commercialization of FCV requires that the service life of a fuel cell is longer than 5000 hours, but the service life of the current vehicle-mounted PEMFC cannot meet the requirements, on the one hand, the defect of low durability of a proton exchange membrane and a catalytic material is overcome; on the other hand, the exhaust gas emitted from the internal combustion engine automobile contains various atmospheric pollutants such as solid suspended particles, CO, SO2, NOx, VOCs, O3, hydrocarbons, etc., which are widely present in the air of the urban motor vehicle lane and its surrounding area, and cause irreversible damage to the PEMFC using air as the oxidizing gas to various degrees. For example, the strong adsorption of SO2 to the cathode catalyst can reduce the cell cathode potential and thus affect fuel cell performance, and NH3 can result in about 3% PEMFC spontaneous power loss under real road conditions, which can reach 5% -10% due to NOx. Therefore, before air enters the cathode of the fuel cell, most of suspended particulate matters and composite pollutants in the air are removed by using the air purification device, so that the negative effect of the substances on the PEMFC can be obviously reduced, and the service life of the PEMFC is prolonged.
Published literature and data retrieval at home and abroad in the last 10 years shows that the existing PEMFC air inlet purifier lacks the research on the distribution of airflow fields inside the device, and has no enough theoretical and experimental data support on the design of air inlet modes and internal structure sizes, so that the uneven distribution of airflow inside the device, local filler blockage and overlarge pressure loss are caused. In the prior art, noble metal catalysts are mostly adopted as adsorption catalytic materials, and although the catalysts have higher catalytic activity on nitrogen oxides, hydrocarbons, CO and the like, the catalysts also have the defects of high cost, easy poisoning, incapability of meeting the requirements of vehicle-mounted fuel cells on adsorption capacity and the like. In the aspect of air supply, the power of the PEMFC is determined according to the vehicle speed and the road condition, an air inlet control system matched with an air inlet purifier is lacked in the prior art, the air inlet flow is difficult to regulate and control in real time, unnecessary energy consumption is caused, and the service life of the adsorption catalysis material is reduced.
Patent application No. 200410034327.7, the title of the patent application, fuel cell and air purification device for fuel cell provide include used for pollutant oxidation the 1 st pollutant remove mechanism and used for pollutant adsorption removal the 2 nd pollutant remove mechanism's air purification device, this device adopts catalyst that noble metal such as palladium, platinum, rhodium, ruthenium constitutes to oxidize organic matter, nitrogen oxide, oxysulfide, ammonia, ammonium sulfide, carbon monoxide etc. pollutant under the condition of heating to above 200 ℃, adopt porous body such as modified active carbon etc. to adsorb and remove various pollutants that the nitrogen oxide is the main. However, the use of the noble metal catalyst increases the operation and maintenance cost, the heating and cooling mechanism matched with the noble metal catalyst increases the energy consumption, and the problems of filler blockage, large pressure loss and the like can be caused because the design and optimization of a flow guide system and air supply control of the device are lacked, and different air inlet modes and the characteristics of the flow field in the device are not investigated.
Patent application No. 201010149024.5, the title air purifier for fuel cell provides an air purifier for fuel cell with noise reduction, low resistance, and high efficiency for removing harmful gas and particles in air, the device changes the flow characteristic of gas by setting porous guide plate with staggered slotted center position to ensure uniform distribution of air flow in filter element, but the related air purifier does not provide air supply control system, and design parameters such as aperture of guide plate, staggered slotted center position angle, width and length of strip-shaped groove are based on constant air intake rate, however, in the actual operation process of vehicle-mounted fuel cell, air compressor needs to adjust real-time air supply flow according to the specific power requirement of vehicle, so that the air intake rate of air purifier is in continuous change state, and the fluctuation of air intake rate needs to be reduced by effective air supply control system or other means, the stable adsorption and removal of dust and harmful substances in the air inlet are ensured.
Disclosure of Invention
The invention aims to provide an air purifier, an air inlet control system and an air inlet control method for a vehicle-mounted fuel cell.
The invention relates to a plate type air inlet purifier of a vehicle-mounted fuel cell, which comprises a purifier shell, an air inlet channel, an air outlet channel, an air flow uniform distribution plate, a dust removal layer, a first adsorption catalysis layer and a second adsorption catalysis layer. The air inlet channel and the air outlet channel are respectively arranged at two ends of the purifier shell. The intake passage is provided in a tangential direction of the purifier housing. The dust removal layer, the first adsorption catalysis layer and the second adsorption catalysis layer are all arranged in the purifier shell and are sequentially arranged at intervals along the direction from the air inlet channel to the air outlet channel. And the two sides of the dust removal layer, the first adsorption catalysis layer and the second adsorption catalysis layer are respectively provided with an air flow uniform distribution plate.
Preferably, the distance between the dust removal layer and the first adsorption catalyst layer and the distance between the first adsorption catalyst layer and the second adsorption catalyst layer are both 5 cm.
Preferably, a plurality of sheet-shaped filter layers are arranged in the dust removal layer; the sheet-shaped filter layer is prepared by modifying activated carbon particles under alkaline conditions and wrapping the activated carbon particles with high-density non-woven fabrics.
Preferably, the side surface of the purifier shell is provided with drawing openings at positions corresponding to the dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer. The dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer are all in a drawing structure and can be drawn out from a drawing opening on the side surface of the purifier shell;
preferably, the adsorption catalysts filled in the first adsorption catalyst layer and the second adsorption catalyst layer are loaded on the honeycomb ceramic, comprise a Mn-based catalyst layer and two molecular sieve layers, are in a sandwich structure, and have double active centers of surface acid sites and redox sites.
Preferably, the loading amount of the Mn-based catalyst is 10.5 wt%, the silica-alumina ratio of the hierarchical pore ZSM-5 molecular sieve is 40, the roasting time in the preparation process is 6.3h, and the roasting temperature is 490 ℃.
Preferably, the molecular sieve layer adopts a hierarchical pore ZSM-5 zeolite molecular sieve. The aperture of the hierarchical pore on the hierarchical pore ZSM-5 molecular sieve is 2-50 nm. The Mn-based catalyst layer adopts alpha-MnO2、β-MnO2、γ-MnO2、MnO、Mn3O4、Mn2O3And Mn2O7One or more of (a).
An air inlet system of a vehicle-mounted fuel cell comprises an air inlet purifier, an air supply intelligent controller, an air compressor, a radar velocimeter and a flowmeter. The air inlet of the air compressor is connected with the external environment; an air inlet channel of the air inlet purifier is connected with an air outlet of the air compressor; the air outlet channel is connected to an air inlet of the fuel cell via a flow meter. The front end of the vehicle is provided with a radar velocimeter; the air supply intelligent controller is connected with the GPS receiver through the BDS/GIS interface. The signal output lines of the radar speedometer and the flowmeter are connected with and communicated with the air supply intelligent controller; the air supply intelligent controller is connected with a motor in the air compressor through a motor driver. The air supply intelligent controller realizes the proportionality coefficient K through the self-adaptive fuzzy PID intelligent control algorithmpIntegral coefficient KiAnd a differential coefficient KdThe self-tuning of the air compressor realizes the regulation and control in the air compressor.
The air intake method of the air intake system of the vehicle-mounted fuel cell is as follows:
step one, an air supply intelligent controller obtains the expected air supply quantity Q of an air compressor. The flowmeter detects the actual air inflow Q of the air compressor0。
Step two, calculating error e (t) Q-Q0(ii) a Calculating error variation
Figure BDA0002532799750000031
Taking the error e and the error variable ec as input, and taking a proportional coefficient K of a PID control algorithmpIntegral coefficient KiAnd a differential coefficient KdCorrection of (Δ K)p、ΔKi、ΔKdAs an output, a fuzzy rule table is established. Obtaining Δ K from fuzzy rule tablep、ΔKi、ΔKd。
If error e (t) is labeled NB, error rate of change ec (t) is labeled NB, then KpMarked as PB, Δ KiMarked as PB, Δ KdLabeled PS. The mark of the error e (t) is determined by the position of the value of the mark within the preset error limit range; the preset error limit range is equally divided into seven intervals; e (t) will be labeled as NB, NM, NS, ZO, PS, PM, PB for seven intervals from small to large, respectively. The marking process of the error change rate ec (t) is similar to the error e (t).
Step three, converting delta Kp,ΔKi,ΔKdRespectively converting the corresponding marks in the fuzzy subset into parameters in the corresponding fuzzy domain, performing defuzzification by a gravity center method, and respectively obtaining delta Kp,ΔKi,ΔKd。
Step four, obtaining the correction deviation delta K according to the step fourp,ΔKi,ΔKdCalculating a proportionality coefficient KpIntegral coefficient KiAnd a differential coefficient KdAs shown in formula (1)
Figure BDA0002532799750000041
In the formula (1), Kp0，Ki0，Kd0The initial setting values of three parameters of the PID controller are respectively.
Calculating an output signal u (t) as shown in formula (2);
Figure BDA0002532799750000042
and step five, adjusting the power of the air compressor according to the output signal u (t).
Preferably, the fuzzy subset corresponding to the fuzzy rule table is { NB, NM, NS, ZO, PS, PM, PB }; in the fuzzy subset, NB represents negative large, NM represents negative medium, NS represents negative small, ZO represents zero, PS represents positive small, PM represents positive medium, PB represents positive large; Δ KpThe corresponding fuzzy control rule table is shown in table 2; Δ KiThe corresponding fuzzy control rule table is shown in table 3; Δ KdThe corresponding fuzzy control rule table is shown in table 4;
TABLE 2. DELTA.KpFuzzy control rule table
Figure BDA0002532799750000043
TABLE 3. DELTA.KiFuzzy control rule table
Figure BDA0002532799750000044
TABLE 4. DELTA.KdFuzzy control rule table
Figure BDA0002532799750000051
The ambiguity field for error e (t) is (-6, 6); the ambiguity domain of the error change rate ec (t) is (-6, 6); determining three output variables Δ K of a fuzzy controllerp、ΔKi、ΔKdThe ambiguity domains of (a), (b), (c), (d) and (d) are (-3,3), (-0.6,0.6) and (-3,3), respectively. Obtaining K according to the fuzzy rule table, the error e (t) and the error change rate ec (t)p、ΔKi、ΔKdThe numerical value of (c).
The invention has the beneficial effects that:
1. the dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer are in a three-layer plate type structure, and the tower plate positions and the filler thickness of each layer are optimally designed, so that the mass transfer efficiency and the adsorption catalyst efficiency are improved; in addition, each layer of tower plate adopts a drawing design, so that the filler is more convenient to replace.
2. The invention adopts tangential air intake, reduces the whole pressure drop, reduces the fluid backflow and the generation of closed vortex, and leads the air flow field to be uniformly distributed; in addition, the invention can replace and adjust according to different air inlet speed requirements by adjusting the aperture ratio of the air flow uniform distribution plate.
3. The invention adopts the novel adsorption catalysis material which is a sandwich layer of ZSM-5@ Mn @ ZSM-5, and has the characteristics of low cost, large adsorption capacity, wide applicability, high heat transfer coefficient and strong stability.
4. The invention optimizes the control strategy of the air intake system, designs and debugs the intelligent air supply controller, improves the dynamic characteristic of the control system, reduces the overshoot, shortens the adjusting time and ensures that the air intake rate is more stable; and moreover, the improvement of the air intake system, the adsorption catalytic material and the air supply control system improves the power supply efficiency and the service life of the PMEFC.
Drawings
FIG. 1 is a schematic structural view of examples 1 and 2 of the present invention;
FIG. 2 is a schematic diagram comparing relative positions of intake passages for different intake modes;
FIG. 3 is a cloud of comparison velocity profiles of the inlet region of the purifier for different air intake modes;
FIG. 4 is a diagram of a comparative velocity vector of the inlet region of the purifier with different air intake modes;
FIG. 5 is a cloud of comparative turbulence intensity at different ply spacings;
FIG. 6 is a block diagram of a system according to embodiment 3 of the present invention;
FIG. 7 is a graph comparing the air intake method of example 3 of the present invention with the conventional PID control amplification.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
Example 1
As shown in fig. 1, a plate-type air inlet purifier for a vehicle-mounted fuel cell includes a purifier housing 1, an air inlet channel 2, an air outlet channel 3, an air flow uniform distribution plate 4, a dust removal layer 5, a first adsorption catalyst layer 6, and a second adsorption catalyst layer 7. The air inlet channel 2 and the air outlet channel 3 are respectively arranged at two ends of the purifier shell 1. The air outlet channel 3 is located at the output end of the purifier housing 1 and is arranged along the axial direction of the purifier housing 1 (i.e. the air outlet channel 3 is arranged coaxially with the purifier housing 1). The air inlet channel 2 is located at the input end of the side surface of the purifier shell 1 and is arranged along the tangential direction of the circumferential side surface of the purifier shell 1 (namely, the axis of the air inlet channel 2 is vertical to and staggered with the axis of the purifier shell 1). The dust removal layer 5, the first adsorption catalyst layer and the second adsorption catalyst layer are all arranged in the purifier shell 1 and are sequentially arranged at intervals along the direction from the air inlet channel 2 to the air outlet channel 3. The two sides of the dust removal layer 5, the first adsorption catalysis layer 6 and the second adsorption catalysis layer 7 are respectively provided with an air flow uniform distribution plate 4. A plurality of vent holes are arranged on the airflow uniform distribution plate 4. The air flow state in the purifier shell 1 can be adjusted by adjusting the aperture ratio of the vent holes on the air flow uniform distribution plate 4. A plurality of sheet filtering layers are arranged in the dust removing layer 5; the sheet-shaped filter layer is prepared by modifying activated carbon particles under alkaline conditions and wrapping the activated carbon particles with high-density non-woven fabrics. The sheet-shaped filter layer can filter dust, PM10 and solid suspended particulate matters with smaller particle sizes, can adsorb a part of harmful pollutants, and prolongs the service life of the first adsorption catalyst layer and the second adsorption catalyst layer. The first adsorption catalyst layer and the second adsorption catalyst layer are filled with adsorption catalysts.
The side surface of the purifier shell 1 is provided with drawing openings at the corresponding positions of the dust removal layer 5, the first adsorption catalysis layer and the second adsorption catalysis layer. The dust removal layer 5, the first adsorption catalyst layer and the second adsorption catalyst layer are all designed in a drawing mode and can be drawn out from a drawing opening on the side face of the purifier shell 1, so that the filter element and the adsorption material can be replaced when necessary; the interval between the two adjacent sides of the dust removal layer 5, the first adsorption catalyst layer and the second adsorption catalyst layer can ensure that the air flow passing through the upper layer redistributes the air path and then enters the lower layer more uniformly.
The tangential air intake mode in this embodiment is compared in the axial and radial air intake, can make the air current in the clarifier casing 1 more even, improves gaseous purification efficiency. The concrete demonstration is as follows:
using Computational fluid dynamics software (Computational f)CFD) simulates the flow field in the purifier shell 1, visually observes the flow field in the purifier shell 1 by using a Particle Image Velocimetry (PIV) technology, inspects the flow field distribution in the purifier in three different air inlet modes of axial direction, radial direction and tangential direction, performs graphic visual display on the simulation result by using Fluent software, and obtains and analyzes a velocity vector diagram and a turbulence cloud diagram in different air inlet modes by using the computer simulation software in an auxiliary manner. FIG. 3 is a schematic diagram showing the comparison of the relative positions of the air inlet channels in the axial direction, the radial direction and the tangential direction, FIG. 4 is a cloud diagram of the fluid velocity distribution in the air inlet area of the purifier, wherein the fluid velocity is 1-4 m.s-1The change between the two parts is that the black part shows that the speed is zero, the inclined grid shows that the speed is maximum, the speed gradient is arranged below the inclined grid, and the flow velocity distribution of the inlet area under different inlet modes is greatly different.
Part a in fig. 3 is a simulation result of axial air intake, and the fluid directly impacts the uniform distribution plate and has a larger flow velocity when impacting, so that a backflow vortex is formed and pressure loss is increased; part B in FIG. 3 is a simulation result of radial air intake, the fluid velocity distribution is more uniform, but the flow velocity near the area contacting with the uniform distribution plate is smaller, which is not beneficial to the diffusion of air in the dedusting filter material, and the pressure loss is larger; part C in figure 3 is the simulation result of tangential air admission, and the velocity of flow distribution is more even, does not have big velocity gradient, also does not have backward flow dead zone, and the velocity of flow with the area of equipartition board contact is also more suitable than other two kinds of import modes.
Since the velocity cloud chart does not visually represent the flow state of the fluid, fig. 4 is a velocity vector diagram of fluid flow in an inlet region under different inlet modes by using a CFD simulation technology and a PIV test system, a1, a2 and a3 in fig. 4 are velocity vector diagrams of an axial inlet region, a radial inlet region and a tangential inlet time inlet region of the CFD simulation respectively, and b1, b2 and b3 in fig. 4 are velocity vector diagrams of the axial inlet region, the radial inlet region and the tangential inlet time inlet region of the PIV test system respectively. The CFD simulation result shows that when the fluid is axially introduced (part a1 in figure 4), after the fluid directly impacts the uniform distribution plate, symmetrical large-area closed vortices are formed on two sides of the central shaft; when the fluid enters the radial inlet (part a2 in fig. 4), the fluid flows to the uniform distribution plate after meeting the wall surface of the purifier, and part of the fluid flows back but does not form obvious closed vortex; tangential entry (portion a3 of fig. 4), no significant back flow occurs and no vortex is formed. The PIV test results show that at the axial inlet (part b1 of fig. 4), the fluid directly rushes towards the distribution plate; at the radial inlet (part b2 of FIG. 4), the fluid is obviously biased to flow radially and is in a vortex shape; tangential entry (portion b3 of fig. 4), the fluid flows in a direction opposite to the direction of entry.
As a preferred technical scheme, the diameter of the purifier shell 1 is 16cm, and the total height is 33 cm; the distance between the dust removal layer and the air inlet channel is 7 cm; the distance between the second adsorption catalyst layer and the gas outlet channel is 7 cm; the average thickness of each gas flow distribution plate 4 is 0.2 cm. The total thickness of the dust removing layer 5 and the airflow uniform distribution plates 4 at the two sides is 5 cm; the total thickness of the first adsorption catalysis layer, the second adsorption catalysis layer and the air flow uniform distribution plates 4 at the two sides is 2 cm.
As a preferable technical solution, the distance between the dust removal layer 5 and the first adsorption catalyst layer and the distance between the first adsorption catalyst layer and the second adsorption catalyst layer are both 5 cm.
Computer simulation experiments show that the turbulence distribution in the purifier can be changed by different plate layer distances on the premise of certain plate layer quantity, so that the overall resistance and pressure drop of the device are influenced. Fig. 5 shows a cloud of turbulence intensity plots (part a corresponds to a 3cm spacing and part B corresponds to a 5cm spacing) for plate layer spacings of 3cm and 5cm, respectively, under the same conditions, and the results show that the turbulence intensity is more uniform for a plate layer spacing of 5cm, the pressure drop of the air stream through each layer of filter material is smaller, and the mass transfer efficiency is higher.
To further verify the differences between different air intake modes and different layered structures, the difference is 4 m.s-1Under the condition of the inlet flow velocity, granular activated carbon is used as a filler, the pressure drop of the inlet and the outlet of the purifier with a single-layer structure and a three-layer plate structure with the total thickness of 9cm in three air inlet modes of axial, radial and tangential directions is respectively tested, and the results of computer simulation and experiment measurement are shown in table 1:
TABLE 1 purifier inlet and outlet pressure drop with different structures and air intake modes
Figure BDA0002532799750000081
As can be seen from table 1, compared with the conventional single-layer structure purifier, the three-layer plate structure purifier designed by the present invention has an average pressure drop reduced by about 15%, the largest pressure drop at the axial inlet and the smallest pressure drop at the tangential inlet. Since the CFD simulation is calculated assuming an ideal state, the pressure drop may be smaller than the result measured experimentally.
The working principle of the invention is as follows:
the air carries to clarifier casing bottom through air compressor, in getting into clarifier casing 1 through inlet channel, through solid particulate matters such as dust removal layer filtering dust to preliminary absorption gets rid of partial harmful gas, after the gas circuit redistributes between the interlayer, most harmful gas is eliminated to the first catalytic layer of rethread, even air current is got rid of through the second layer catalytic layer of absorption at last and is not adsorbed complete harmful gas, but the composite contaminant in the air is got rid of to this absorption catalysis process high efficiency. Simulation experiment results show that when the concentrations of NO2 and SO2 in the inlet air of the air purification device are 50ppb, the concentrations of O3, NH3, formaldehyde and VOCs (taking toluene as an example) are 1ppm, the inlet air flow is set to be 2500-3500L/min, the air flow rate is 2-3m/s, and the inlet air temperature is about 25 ℃, the total pressure drop of the inlet air purifier is about 1.5kPa, SO that the removal rates of SO2, NO2, VOCs, O3 and formaldehyde are not less than 95%, the removal rate of NH3 is not less than 80%, the removal rate of atmospheric aerosol below PM10 is not less than 99%, and the operation time without faults is not less than 1500 h.
Example 2
The present embodiment further includes the following technical features on the basis of embodiment 1, wherein: the adsorption catalysts filled in the first adsorption catalyst layer and the second adsorption catalyst layer are loaded on the honeycomb ceramic, are in a sheet-shaped nanometer structure and comprise a Mn-based catalyst layer and two molecular sieve layers. The molecular sieve layer adopts a hierarchical pore ZSM-5 zeolite molecular sieve. The two molecular sieve layers are respectively arranged at two sides of the Mn-based catalyst layer to form a sandwich structure of ZSM-5@ Mn @ ZSM-5, and the sandwich structure has double active centers of surface acid sites and redox sites.
MnO with different crystal forms is adopted in the Mn-based catalyst layer2(α-MnO2、β-MnO2、γ-MnO2)、MnO、Mn3O4、Mn2O3And Mn2O7One or more of (a). The pore diameter of the hierarchical pore on the hierarchical pore ZSM-5 molecular sieve is between that of the micropore and the mesopore (namely 2 nm-50 nm). The multi-level hole ZSM-5 molecular sieve layer is prepared by an electrophoresis method, a two-step temperature-changing hydrothermal method or a two-step hydrothermal method by taking a Mn-based catalyst as a support body. The loading amount of the Mn-based catalyst is 10.5 wt%, the silica-alumina ratio (SiO2/Al2O3) of the hierarchical porous ZSM-5 molecular sieve is 40, the roasting time is 6.3h, and the roasting temperature is 490 ℃. Compared with the existing Mn-based catalyst, the adsorption catalyst can be used for removing the composite pollutants at low temperature, efficiently and stably, and is suitable for purifying air (with the characteristic of complex pollutant components) entering a fuel cell.
The plate-type structure air inlet purifier for the vehicle-mounted fuel cell is subjected to the following comparative adsorption performance test:
the plate-structured intake air cleaner for the vehicle-mounted fuel cell relating to the present embodiment was used as an experimental group; replacing the adsorption catalyst with the existing Mn/ZSM-5 catalytic material to serve as a first control group; replacing an adsorption catalyst with an M-Mn/ZSM-5 catalytic material doped with metal elements such as Ce, Cu, Fe and the like as a second control group; the mass of the catalyst in the experimental group, the first control group and the second control group is equal.
The test conditions were: the input treated waste gas contains one or more pollutants of SO2, NO2, VOCs, O3, NH3 and formaldehyde, the concentration of the pollutants is controlled between 50ppb and 1ppm, the inlet flow is 2500-3500L/min, and the temperature is controlled between 25 ℃ and 100 ℃;
the first control group can achieve the single removal rate of about 90% of formaldehyde, NH3 and typical VOCs (such as toluene, styrene and the like) when only a single exhaust gas containing a pollutant is used, the NOx degradation rate can reach 90% to 95%, but the NOx degradation rate can be reduced to about 70% under the condition of jointly inputting SO2 and H2O; as can be seen, the Mn/ZSM-5 catalytic material applicable to the first control group has low purification efficiency on mixed waste gas containing a plurality of pollutants; because the vehicle-mounted fuel cell directly collects gas from air, the types of pollutants in the gas are more, the gas belongs to mixed waste gas, and the service life of the vehicle-mounted fuel cell can be greatly reduced due to the lower purification efficiency of the conventional Mn/ZSM-5 catalytic material on the mixed waste gas.
The second control group needs to reach higher activity under the condition of more than 300 ℃ when treating mixed waste gas, and the service life of the second control group cannot meet the requirement of 1500h for air purification of a fuel cell.
The experimental group can realize the removal rate of SO2, NO2, VOCs, O3 and formaldehyde of more than or equal to 95 percent, the removal rate of NH3 of more than or equal to 80 percent and the removal rate of atmospheric aerosol below PM10 of more than or equal to 99 percent aiming at mixed waste gas, and the stable adsorption reaches more than 1500 hours. Therefore, the plate-type structure air inlet purifier for the vehicle-mounted fuel cell has a good purifying effect on air containing various pollutants, and the service life of the vehicle-mounted fuel cell can be effectively prolonged.
Example 3
As shown in fig. 6, an air intake system of a vehicle-mounted fuel cell includes an air intake purifier, an air supply intelligent controller, an air compressor, a BDS/GIS interface, a radar velocimeter, and a flow meter. The intelligent air supply controller adopts a vehicle-mounted computer, and realizes the proportionality coefficient K in the PID control algorithm through the self-adaptive fuzzy PID intelligent control algorithm stored in the vehicle-mounted computerpIntegral coefficient KiAnd a differential coefficient KdAnd meanwhile, generating an intelligent control strategy according to the real-time information acquired by the input end, and feeding back a control signal to a motor driver in the air compressor so as to regulate and control the rotating speed of the motor. Specifically, the air inlet of the air compressor is connected with the external environment; an air inlet channel of the air inlet purifier is connected with an air outlet of the air compressor; the air outlet channel is connected to an air inlet of the fuel cell via a flow meter. The air purifier is used for filtering and reducing particulate matters, SO2, NO2, VOCs, O3, NH3, formaldehyde and other pollutants in air entering and exiting the fuel cell, which can cause damage to the fuel cell. Radar speed measuring instrumentA front end of the installed vehicle; the intelligent air supply controller is connected with the GPS receiver through the BDS/GIS interface, so that the current position of the vehicle and the surrounding road condition information are obtained, and the judgment of air inflow is assisted. The signal output lines of the radar speedometer and the flowmeter are connected with and communicated with the air supply intelligent controller; the air supply intelligent controller is connected with a motor in the air compressor through a motor driver. The self-adaptive fuzzy PID algorithm stored in the vehicle-mounted computer can obtain the real-time output flow of the air compressor through the flowmeter; acquiring real-time vehicle speed through a vehicle speed sensor; acquiring the speed of a front vehicle through a radar speed meter; and acquiring real-time data such as road conditions, gradient, average speed and the like of a driving road section through information around a vehicle running track and a positioning point provided by a vehicle-mounted computer connected with the BDS/GIS interface. The intelligent control algorithm can predict the expected vehicle speed at the next moment according to the input signals, so that the corresponding expected power of the fuel cell and the expected air supply quantity are calculated, and the control signals are fed back to a motor driver in the air compressor to regulate the rotating speed of the motor, thereby realizing the intelligent control of the air supply quantity.
The air intake method of the air intake system of the vehicle-mounted fuel cell is as follows:
step one, according to the acquired average speed of the road section, the speed of a front vehicle and the speed of the vehicle, calculating the expected speed of the vehicle at the next moment in a weighted average mode, and according to road condition information such as a ramp angle and a rolling resistance coefficient, vehicle information such as the weight and the frontal area of the vehicle and the expected speed, calculating the expected fuel cell power.
And step two, calculating the expected air supply quantity Q of the air compressor according to the expected power of the fuel cell and the performance curve of the fuel cell. The flowmeter detects the actual air inflow Q of the air compressor0。
Step three, calculating error e (t) Q-Q0(ii) a Calculating error variation
Figure BDA0002532799750000101
Taking the error e and the error variable ec as input, and taking a proportional coefficient K of a PID control algorithmpIntegral coefficient KiAnd a differential coefficient KdCorrection of (Δ K)p、ΔKi、ΔKdAs output, establishing a fuzzy rule table; fuzzy reasoning is carried out by utilizing fuzzy rule to realize PID controller parameter Kp,KiAnd KdThe adaptive correction of the PID controller optimizes the PID control effect. The output signal of the PID control is the rotating speed of the motor in the air compressor.
The fuzzy subset corresponding to the fuzzy rule table is { NB, NM, NS, ZO, PS, PM, PB }; in the fuzzy subset, NB represents negative and large, NM represents negative and medium, NS represents negative and small, ZO represents zero, PS represents positive and small, PM represents positive and large, and represents seven linguistic variables of input and output respectively; the ambiguity domain for the input variable error e (t) is (-6, 6); the ambiguity domain of the error change rate ec (t) of the input variable is (-6, 6); determining three output variables Δ K of a fuzzy controllerp、ΔKi、ΔKdThe ambiguity domains of (a), (b), (c), (d) and (d) are (-3,3), (-0.6,0.6), (-3); comprehensively considering different time Kp,KiAnd KdThe function and the mutual relation of the two, a fuzzy control rule table is established, wherein, delta KpThe corresponding fuzzy control rule table is shown in table 2; Δ KiThe corresponding fuzzy control rule table is shown in table 3; Δ KdThe corresponding fuzzy control rule table is shown in table 4;
TABLE 2. DELTA.KpFuzzy control rule table
Figure BDA0002532799750000111
TABLE 3. DELTA.KiFuzzy control rule table
Figure BDA0002532799750000112
TABLE 4. DELTA.KdFuzzy control rule table
Figure BDA0002532799750000113
If error e (t) is marked as NB, errorThe rate of change ec (t) is marked NB, then KpMarked as PB, Δ KiMarked as PB, Δ KdLabeled PS. The mark of the error e (t) is determined by the position of the value of the mark within the preset error limit range; the preset error limit range is equally divided into seven intervals; e (t) will be labeled as NB, NM, NS, ZO, PS, PM, PB for seven intervals from small to large, respectively. The marking process of the error change rate ec (t) is similar to the error e (t).
Step four, converting delta Kp,ΔKi,ΔKdConverting the corresponding marks in the fuzzy subset into parameters in the corresponding fuzzy domain, defuzzifying by a gravity center method, and respectively obtaining three correction deviation delta K output by the fuzzy PID controllerp,ΔKi,ΔKd(ii) a The center of gravity method is not described herein in detail.
Step five, obtaining the correction deviation delta K according to the step fourp,ΔKi,ΔKdCalculating a proportionality coefficient KpIntegral coefficient KiAnd a differential coefficient KdAs shown in formula (1)
Figure BDA0002532799750000121
In the formula (1), Kp0，Ki0，Kd0The initial setting values of three parameters of the PID controller are respectively.
Calculating an output signal u (t) as shown in formula (2);
Figure BDA0002532799750000122
in the formula (2), e (t) represents an error at time t. The output signal u (t) is the control parameter of the motor in the air compressor.
And constructing an intelligent control simulation model of the air compressor based on the fuzzy control rule by utilizing a Matlab/simulink modeling and simulation tool. In the simulation study, a simulation step size of 0.01s and a simulation time of 6s are set, the input of the system is a step signal with the amplitude of 0.8, and random disturbance is added to simulate the change of the expected air supply amount in the driving process of the automobile. Fig. 7 shows a step response curve of the conventional PID algorithm simulation model and the adaptive fuzzy PID algorithm simulation model, and it can be known from the graph that overshoot of the system real-time air flow of the conventional PID and the adaptive fuzzy PID is 10% and 1% respectively, compared with the smaller overshoot of the adaptive fuzzy PID control algorithm, oscillation of the real-time air flow is significantly reduced, the adjustment time of the system is significantly reduced, that is, the time for the system to reach stability is shortened, and pressure fluctuation and energy consumption caused by the dynamic response time lag of the air compressor are reduced.
The embodiment designs and optimizes a fuzzy self-adaptive PID control strategy for PEMFC air purification, develops a special intelligent controller to predict and accurately control the air supply quantity of the air compressor in advance, improves the dynamic characteristic of a control system, reduces overshoot, shortens the adjusting time, avoids the negative influence caused by the dynamic response time lag of the air compressor, improves the problem of large fluctuation range of the air inlet rate of the air purifier, and improves the power supply efficiency and the service life of PMEFC to a certain extent.

Claims (9)

1. A plate type air inlet purifier of a vehicle-mounted fuel cell comprises a purifier shell, an air inlet channel and an air outlet channel; the method is characterized in that: the device also comprises an airflow uniform distribution plate, a dust removal layer, a first adsorption catalysis layer and a second adsorption catalysis layer; the air inlet channel and the air outlet channel are respectively arranged at two ends of the purifier shell; the air inlet channel is arranged along the tangential direction of the purifier shell; the dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer are all arranged in the purifier shell and are sequentially arranged at intervals along the direction from the air inlet channel to the air outlet channel; the two sides of the dust removal layer, the first adsorption catalyst layer and the second adsorption catalyst layer are respectively provided with an air flow uniform distribution plate; the adsorption catalyst filled in the first adsorption catalyst layer and the second adsorption catalyst layer is loaded on the honeycomb ceramics; the adsorption catalyst adopts a multi-stage hole ZSM-5 zeolite molecular sieve, and two molecular sieve layers are respectively arranged on two sides of a Mn-based catalyst layer to form a sandwich structure of ZSM-5@ Mn @ ZSM-5 and have double active centers of surface acid sites and redox sites.
2. The plate type intake air cleaner of a vehicle-mounted fuel cell according to claim 1, characterized in that: the distance between the dust removal layer and the first adsorption catalysis layer and the distance between the first adsorption catalysis layer and the second adsorption catalysis layer are both 5 cm.
3. The plate type intake air cleaner of a vehicle-mounted fuel cell according to claim 1, characterized in that: a plurality of layers of sheet filtering layers are arranged in the dust removing layer; the sheet-shaped filter layer is prepared by modifying activated carbon particles under alkaline conditions and wrapping the activated carbon particles with high-density non-woven fabrics.
4. The plate type intake air cleaner of a vehicle-mounted fuel cell according to claim 1, characterized in that: drawing openings are formed in the side face of the purifier shell at the positions corresponding to the dust removal layer, the first adsorption catalysis layer and the second adsorption catalysis layer; the dust removal layer, the first adsorption catalysis layer and the second adsorption catalysis layer are all in a drawing structure and can be drawn out from a drawing opening on the side face of the purifier shell.
5. The plate type intake air cleaner of a vehicle-mounted fuel cell according to claim 1, characterized in that: the loading capacity of the Mn-based catalyst is 10.5 wt%, the silica-alumina ratio of the hierarchical pore ZSM-5 molecular sieve is 40, the roasting time in the preparation process is 6.3h, and the roasting temperature is 490 ℃.
6. The plate type intake air cleaner of a vehicle-mounted fuel cell according to claim 1, characterized in that: the molecular sieve layer adopts a hierarchical pore ZSM-5 zeolite molecular sieve; the aperture of the hierarchical pore on the hierarchical pore ZSM-5 molecular sieve is 2-50 nm; the Mn-based catalyst layer adopts alpha-MnO2、β-MnO2、γ-MnO2、MnO、Mn3O4、Mn2O3And Mn2O7One or more of (a).
7. An air intake system of a vehicle-mounted fuel cell comprises an air intake purifier, an air supply intelligent controller, an air compressor, a radar velocimeter and a flowmeter; the method is characterized in that: the intake purifier is a plate type intake purifier of the vehicle-mounted fuel cell according to claim 1; the air inlet of the air compressor is connected with the external environment; an air inlet channel of the air inlet purifier is connected with an air outlet of the air compressor; the air outlet channel is connected to an air inlet of the fuel cell through a flowmeter; the front end of the vehicle is provided with a radar velocimeter; the air supply intelligent controller is connected with the GPS receiver through a BDS/GIS interface; the signal output lines of the radar speedometer and the flowmeter are connected with and communicated with the air supply intelligent controller; the air supply intelligent controller is connected with a motor in the air compressor through a motor driver; the air supply intelligent controller realizes the proportionality coefficient K through the self-adaptive fuzzy PID intelligent control algorithmpIntegral coefficient KiAnd a differential coefficient KdThe self-tuning of the air compressor realizes the regulation and control in the air compressor.
8. The intake method of an intake system of a vehicle-mounted fuel cell according to claim 7, characterized in that: the method comprises the following steps that firstly, an air supply intelligent controller obtains the expected air supply quantity Q of an air compressor; the flowmeter detects the actual air inflow Q of the air compressor0；
Step two, calculating error e (t) Q-Q0(ii) a Calculating error variation
Figure FDA0003190940220000021
Taking the error e and the error variable ec as input, and taking a proportional coefficient K of a PID control algorithmpIntegral coefficient KiAnd a differential coefficient KdCorrection of (Δ K)p、ΔKi、ΔKdAs output, establishing a fuzzy rule table; obtaining Δ K from fuzzy rule tablep、ΔKi、ΔKd；
If error e (t) is labeled NB, error rate of change ec (t) is labeled NB, then KpMarked as PB, Δ KiMarked as PB, Δ KdLabeled as PS; the mark of the error e (t) is determined by the position of the value of the mark within the preset error limit range; the preset error limit range is equally divided into seven intervals; e (t) will be labeled as NB, NM, NS, ZO, PS, PM, PB, respectively, in seven intervals from small to large; the marking process of the error change rate ec (t) is similar to the error e (t);
step three, converting delta Kp，ΔKi，ΔKdRespectively converting the corresponding marks in the fuzzy subset into parameters in the corresponding fuzzy domain, performing defuzzification by a gravity center method, and respectively obtaining delta Kp，ΔKi，ΔKd；
Step four, obtaining the correction deviation delta K according to the step fourp，ΔKi，ΔKdCalculating a proportionality coefficient KpIntegral coefficient KiAnd a differential coefficient KdAs shown in formula (1)
Figure FDA0003190940220000022
In the formula (1), Kp0，Ki0，Kd0Initial set values of three parameters of the PID controller are respectively set;
calculating an output signal u (t) as shown in formula (2);
Figure FDA0003190940220000023
and step five, adjusting the power of the air compressor according to the output signal u (t).
9. The intake method of an intake system for a fuel cell according to claim 8, wherein: the fuzzy subset corresponding to the fuzzy rule table is { NB, NM, NS, ZO, PS, PM, PB }; in the fuzzy subset, NB represents negative large, NM represents negative medium, NS represents negative small, ZO represents zero, PS represents positive small, PM represents positive medium, PB represents positive large; Δ KpThe corresponding fuzzy control rule table is shown in table 2; Δ KiThe corresponding fuzzy control rule table is shown in table 3; Δ KdThe corresponding fuzzy control rule table is shown in table 4;
TABLE 2. DELTA.KpFuzzy control rule table
Figure FDA0003190940220000031
TABLE 3. DELTA.KiFuzzy control rule table
Figure FDA0003190940220000032
TABLE 4. DELTA.KdFuzzy control rule table
Figure FDA0003190940220000033
The ambiguity field for error e (t) is (-6, 6); the ambiguity domain of the error change rate ec (t) is (-6, 6); determining three output variables Δ K of a fuzzy controllerp、ΔKi、ΔKdThe ambiguity domains of (a), (b), (c), (d) and (d) are (-3,3), (-0.6,0.6), (-3); obtaining K according to the fuzzy rule table, the error e (t) and the error change rate ec (t)p、ΔKi、ΔKdThe numerical value of (c).
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