CN112344207B - 一种基于引射混压的液氢和高压气氢联合加氢系统 - Google Patents
一种基于引射混压的液氢和高压气氢联合加氢系统 Download PDFInfo
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Abstract
本发明属于加氢站加氢技术领域,公开了一种基于引射混压的液氢和高压气氢联合加氢系统,包括高压储氢罐(1)、液氢罐(3)、压缩机(2)、液氢泵(4)、换热器(5)和引射器(6),换热器用于热交换处理使高压气态氢放热得到气态的第一氢气、液态氢吸热得到气态的第二氢气;引射器则用于混合第一氢气和第二氢气得到混合氢气。本发明通过对系统内各组件的组成和它们的配合工作方式进行改进,通过高压气氢和液氢换热预冷分别得到高压氢和低压氢,并通过引射器实现高压氢与低压氢混压,在保证可靠性的同时,省掉传统的预冷机组,减小加氢站的预冷设备投资与运行、维护费用,适用于液氢和气氢联合存储的大型加氢站。
Description
技术领域
本发明属于加氢站加氢技术领域,更具体地,涉及一种基于引射混压的液氢和高压气氢联合加氢系统,同时也是一种带预冷的适用于燃料电池车的加氢系统,可用于车载加氢站加氢流程。
背景技术
电动汽车的发展是解决如今燃油汽车环境污染的有效途径。而氢燃料电池汽车是有力的竞争方案之一。全世界燃料电池汽车发展迅猛,已经具备一定的产业规模。汽车工程协会《节能与新能源汽车技术路线图》指出,到2030年,中国氢燃料电池汽车将超过百万辆。加氢站是保证燃料电池汽车发展的基石,现阶段我国加氢站建设滞后,严重制约了氢燃料电池汽车的有序发展。截至2020年2月,我国加氢站共有66座。根据国家规划,2020/2025/2030年分别建成100/300/1500座,十年间年复合增速达31.1%。到2050年加氢站数量将达10000座,行业产值达12万亿元。现有加氢站大多采用高压氢的储存和加氢方式,该模式下加氢站的气瓶储氢密度低,储氢罐占地面积大,只适合于小型加氢站。随着氢燃料电池汽车规模的增加,大规模加氢站的数量也会成倍增加。对于大规模加氢站,液氢储运因为成本低将会成为趋势,加氢站高压气氢和液氢储罐将会长期并存,互相补充。
燃料电池汽车的氢气储运主要是通过高压气瓶。从经济性的角度考虑,小汽车的气瓶充满压力在70MPa,大卡车35MPa较为经济性达到最佳。现有的加氢模式主要是将存放在加氢站的高压储罐中氢气通过流量控制阀(VACD),再通过加氢枪向燃料电池车的气瓶加氢。流量控制阀是节流元件,气体流经该控制阀时受焦耳汤姆逊效应(Joule-ThompsonEffect)影响,气体流经流量控制阀后温度会显著升高。此外,氢气从高压氢气枪注入压力较低的车载气瓶时,压力能转化为动能,气体温度也会升高。为了满足氢燃料电池汽车的商业化要求,车载氢气瓶充装过程需满足至少5kg的氢气在3~5min内完成充装,使得续驶里程达到500km。这就使得充注过程产生的温升难以短时间通过自然散热排掉。然而,车载储氢罐常使用的碳纤维复合增强材料在温度较高时会发生剥离失效,国际标准ISO/TS 15869中明确规定车用复合材料气瓶内气体的温度不能超过85℃。美国机动车工程师学会SAE发布的SAE J2601—2014《轻质车用氢气充装方案》中建议加氢前将氢气预冷至-40℃。需要在加氢流程中增加预冷环节,降低氢气温度。目前国内普遍采用降低加氢速度,通过车载气瓶向周围环境散热来控制气瓶温度,国际上采用较多的是制冷循环机组来实现预冷。然而,预冷设备的初期投资和能耗在整个加氢站的建设和运营中都占有相当重要的一部分。据美国阿贡国家实验室报道,制冷交换器的设备成本占到了加氢站投资成本的10%。因此,针对当前不断发展壮大的加氢站规模,优化加氢流程,实现高效加氢是亟需解决的技术难题。
中国发明专利CN201911274869.4公开了“一种加氢站加氢预冷控制方法及系统”,该控制系统在以设定速率的模式加氢时,根据储氢瓶的初始温度和初始压力调节冷冻机组的启闭状态,避免了盲目将冷冻机组设定在一个不变的较低的预冷温度所带来的能耗浪费问题,以及便于对加氢速率的掌控,有利于提高加氢速率,实现了对加氢速度和能耗的兼顾。但该发明专利在本质上依然使用复杂的冷冻机组进行加氢预冷,增大了设备的初投资与运行维护费用。丹麦科技大学提出了一种采用引射器来取代传统的减压阀,来实现高压和低压氢混合加氢的流程(Chuang Wen,et al.,A first study of the potential ofintegrating an ejector in hydrogen fueling stations for fuelling highpressure hydrogen vehicles,Applied Energy 260(2020)113958)。但该文章并未提及两股流混压后带来的温升问题,事实上,高压氢和低压氢混压后会带来温升问题,进而给车载气瓶的结构安全带来危害。
发明内容
针对现有技术的以上缺陷或改进需求,本发明的目的在于提供一种基于引射混压的液氢和高压气氢联合加氢系统,通过对系统内各组件的组成和它们的配合工作方式进行改进,在保证可靠性的同时,省掉传统的预冷机组,通过高压气氢和液氢换热预冷分别得到气压较高的气态第一氢气(即,高压氢)和气压较低的气态第二氢气(即,低压氢),并通过引射器实现高压氢与低压氢混压,使得最终气体的温度保持在安全范围内,减小加氢站的预冷设备投资与运行、维护费用,适用于液氢和气氢联合存储的大型加氢站。
为实现上述目的,按照本发明,提供了一种基于引射混压的液氢和高压气氢联合加氢系统,包括依次相连的储氢模块、供氢模块、混压模块和加氢模块,其特征在于,所述储氢模块包括高压储氢罐和液氢罐,其中,所述高压储氢罐用于存储压力为70-90Mpa的高压气态氢,所述液氢罐用于存储液态氢;所述供氢模块包括压缩机和液氢泵,所述混压模块包括换热器和引射器,其中,
所述换热器设有第一气体进口、第一气体出口、第二液体进口及第二气体出口;所述压缩机与所述高压储氢罐相连,组成气氢支路,用于向所述换热器的第一气体进口注入所述高压气态氢;所述液氢泵与所述液氢罐相连,组成液氢支路,用于向所述换热器的第二液体进口泵入所述液态氢;所述换热器用于对所述高压气态氢和所述液态氢两者进行热交换处理,使所述高压气态氢放热得到气态的第一氢气,所述液态氢吸热得到气态的第二氢气,并使所述第一氢气的气压高于所述第二氢气;
所述引射器具有引射器第一进口、引射器第二进口和引射器出口,其中,所述引射器第一进口用于向所述引射器内通入所述第一氢气作为主流体,所述引射器第二进口用于向所述引射器内通入所述第二氢气作为被引射流体,所述引射器则用于对所述第一氢气和所述第二氢气两者进行混合得到混合氢气,所述引射器出口用于输出所述混合氢气;
所述加氢模块与所述引射器的引射器出口相连,用于利用所述混合氢气对外加氢。
作为本发明的进一步优选,所述高压储氢罐中的气体温度为20℃~25℃。
作为本发明的进一步优选,所述液氢罐中的液态氢为常压存储,该液态氢的温度为-253K。
作为本发明的进一步优选,所述引射器为可调式引射器。
作为本发明的进一步优选,所述引射器的引射系数为0.4~0.8。
作为本发明的进一步优选,所述换热器为高压气液换热器,能够耐不低于90MPa的压力。
作为本发明的进一步优选,所述加氢模块为加氢枪。
通过本发明所构思的以上技术方案,与现有技术相比,针对未来大型加氢站高压气氢和液氢储罐并存的特点,本发明系统利用高压气氢来加热液氢使其汽化,并通过引射混压,从而实现两股流联合加氢,不仅实现了液氢复温的冷量利用,解决了两股加压流体不同压力混合的问题,还省去了传统加氢流程中的氢气预冷环节,进而显著降低了加氢过程的能耗。本发明中的加氢预冷系统,通过换热器实现了液氢的汽化和高压气氢的预冷,省去了传统技术中的液氢蒸发器和气氢的预冷机组,大大减小了传统预冷系统的复杂程度与投资运行维修费用;同时通过引射器实现了两股不同压力气体的均匀混压,保证了出口压力的平稳。在本发明中,换热器与引射器相互配合,能够发挥协同作用,具体分析如下:本发明首先通过换热器对高低压流体进行换热,再通过引射器实现了两股流的混压;在作用过程中,引射器不仅发挥了引射混压的作用,还可以通过其可调部件,实现对换热器的高低压两股流的流量配比调节,进而控制引射器出口的温度。由于引射器结构简单、性能安全可靠,故该加氢系统可实现在提高整体经济效益的同时保证高效可靠的运行。
附图说明
图1为本发明基于引射混压的液氢和高压气氢联合加氢系统的具体实施连接示意图。
图2为本发明一种新型加氢预冷系统的具体实施例的计算模型示意图。
图3为依据具体实施例计算程序得到的典型工况下气瓶表面温度和瓶内氢气温度变化图。
图1中各附图标记的含义如下:1为高压储氢罐,2为压缩机,3为液氢罐,4为低温泵(即,液氢泵),5为换热器,6为引射器,7为加氢枪,8为燃料电池车。
具体实施方式
为了使本发明的目的、技术方案及优点更加清楚明白,以下结合附图及实施例,对本发明进行进一步详细说明。应当理解,此处所描述的具体实施例仅仅用以解释本发明,并不用于限定本发明。此外,下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
实施例1
如图1所示,本发明中基于引射混压的液氢和高压气氢联合加氢系统,包括高压储氢罐1、压缩机2、液氢罐3、低温泵4、换热器5、引射器6和加氢枪7,为便于理解,将燃料电池车8也一并示意出。高压储氢罐1出口与压缩机2进口相连,压缩机2出口与换热器5的气体进口相连,液氢罐3出口与低温泵4进口相连,低温泵4出口与换热器5的液体进口相连,换热器5的高压气体与引射器6的第一进口相连,换热器5的低压气体与引射器6的第二进口相连(高压气体与低压气体是相对而言的,只要气压一高一低即可),引射器6的出口与加氢枪7相连。
高压储氢罐1中的气体温度为常温,经过压缩机2后升温较小;液氢罐3中的液氢通常为常压存储,液体温度可以为-253K。气氢支路的流量与液氢支路的流量在引射器6的引射流量范围内(引射器可优选为可调式引射器,气氢支路的流量与液氢支路的流量之比可根据引射器的引射系数变化;引射系数可以为0.4~0.8)。
为了验证具体实施例的可行性,建立了如图2所示的计算模型,即,本发明系统工作流程下的热力学模型,具体包括车载氢罐子模型、引射器子模型等,能够实现对流程的模拟。影响具体实施例最为关键的部件是引射器模块,而引射器之前的气液两相换热为制冷低温领域成熟的流程。基于上述考虑,图2中的计算模型简化了引射器之前的换热器内的气液换热过程。认为气氢和液氢经过换热器分别得到高压热气源和高压冷气源。高压热气源的温度和压力均高于高压冷气源,因此高压热气源作为引射流体(主流体),而高压冷气源作为被引射流体。引射器之后的流程均依据实际的加氢流程建立。
图3为对本实施例的模拟计算得到的典型工况下的气瓶表面和瓶内氢气温度变化图,可以发现,温度曲线变化规律与瓶内气体温度先升高后降低,气瓶表面温度缓慢上升这一实际过程相吻合,说明了计算程序的可靠性。
通过对本实施例的不同进口边界条件下的模拟计算,得到下表1(表中的边界条件,即热气源参数和冷气源参数,是预先设定的几个示例):
表1实施例计算程序得到的不同边界条件下的引射混压加氢计算分析
由表1可以得出,随着热气源和冷气源温度的升高,加注完成时气体的温度上升,且加注时间延长。随着冷气源压力的增加,引射比(被引射流量与引射流量之比)随之增加。引射器可以实现对被引射流体升压的功能。可以看出,本实施例不仅实现了液氢复温的冷量利用,解决了两股加压流体不同压力混合的问题,还省去了传统加氢流程中的氢气预冷环节,进而显著降低了加氢过程的能耗。
本发明中的常压,是指1个标准大气压。本发明中的各组件,如换热器等,均可直接采用进口、出口等满足要求的市售组件;引射器可参考现有技术(例如,索科洛夫,津格尔,黄秋云(译).喷射器[M].北京:科学出版社,1977.参考文献|汉斯出版社)进行构建。
本领域的技术人员容易理解,以上所述仅为本发明的较佳实施例而已,并不用以限制本发明,凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等,均应包含在本发明的保护范围之内。
Claims (5)
1.一种基于引射混压的液氢和高压气氢联合加氢系统,包括依次相连的储氢模块、供氢模块、混压模块和加氢模块,其特征在于,所述储氢模块包括高压储氢罐(1)和液氢罐(3),其中,所述高压储氢罐(1)用于存储压力为70-90Mpa的高压气态氢,所述高压储氢罐(1)中的气体温度为20℃~25℃;所述液氢罐(3)用于存储液态氢,所述液氢罐(3)中的液态氢为常压存储,液态氢的温度为-253℃;所述供氢模块包括压缩机(2)和液氢泵(4),所述混压模块包括换热器(5)和引射器(6),其中,
所述换热器(5)设有第一气体进口、第一气体出口、第二液体进口及第二气体出口;所述压缩机(2)与所述高压储氢罐(1)相连,组成气氢支路,用于向所述换热器(5)的第一气体进口注入所述高压气态氢;所述液氢泵(4)与所述液氢罐(3)相连,组成液氢支路,用于向所述换热器(5)的第二液体进口泵入所述液态氢;所述换热器(5)用于对所述高压气态氢和所述液态氢两者进行热交换处理,使所述高压气态氢放热得到气态的第一氢气,所述液态氢吸热得到气态的第二氢气,并使所述第一氢气的气压高于所述第二氢气;
所述引射器(6)具有引射器第一进口、引射器第二进口和引射器出口,其中,所述引射器第一进口用于向所述引射器(6)内通入所述第一氢气作为主流体,所述引射器第二进口用于向所述引射器(6)内通入所述第二氢气作为被引射流体,所述引射器(6)则用于对所述第一氢气和所述第二氢气两者进行混合得到混合氢气,所述引射器出口用于输出所述混合氢气;
所述加氢模块与所述引射器(6)的引射器出口相连,用于利用所述混合氢气对外加氢。
2.如权利要求1所述基于引射混压的液氢和高压气氢联合加氢系统,其特征在于,所述引射器(6)为可调式引射器。
3.如权利要求1所述基于引射混压的液氢和高压气氢联合加氢系统,其特征在于,所述引射器的引射系数为0.4~0.8。
4.如权利要求1所述基于引射混压的液氢和高压气氢联合加氢系统,其特征在于,所述换热器(5)为高压气液换热器,能够耐不低于90MPa的压力。
5.如权利要求1-4任意一项所述基于引射混压的液氢和高压气氢联合加氢系统,其特征在于,所述加氢模块为加氢枪(7)。
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