CN112599832A - Double-electric pile power generation module of vehicle proton exchange membrane fuel cell engine - Google Patents

Double-electric pile power generation module of vehicle proton exchange membrane fuel cell engine Download PDF

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Publication number
CN112599832A
CN112599832A CN202011337633.3A CN202011337633A CN112599832A CN 112599832 A CN112599832 A CN 112599832A CN 202011337633 A CN202011337633 A CN 202011337633A CN 112599832 A CN112599832 A CN 112599832A
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inlet
outlet
stack
fluid distribution
hydrogen
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CN112599832B (en
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殷聪
汤浩
宋亚婷
乔泽敏
孙博
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University of Electronic Science and Technology of China
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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
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/249—Grouping of fuel cells, e.g. stacking of fuel cells comprising two or more groupings of fuel cells, e.g. modular assemblies
    • 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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—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
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/241—Grouping of fuel cells, e.g. stacking of fuel cells with solid or matrix-supported electrolytes
    • 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
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/2457—Grouping of fuel cells, e.g. stacking of fuel cells with both reactants being gaseous or vaporised
    • 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

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  • Engineering & Computer Science (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fuel Cell (AREA)

Abstract

The invention provides a double-electric pile power generation module of a vehicle proton exchange membrane fuel cell engine, which belongs to the technical field of fuel cell engines and comprises two electric piles connected in series, an air inlet and outlet fluid distribution pipeline, a hydrogen inlet and outlet fluid distribution pipeline and a cooling liquid inlet and outlet fluid distribution pipeline; the upstream of the inlet fluid distribution pipeline of air, hydrogen and cooling liquid is connected with the general inlet of external corresponding fluid, and the downstream is respectively connected with the inlets of the corresponding fluids of the two galvanic piles; the upstream of the outlet fluid distribution pipeline of the air, the hydrogen and the cooling liquid is respectively connected with outlets of corresponding fluids of the two galvanic piles, and the downstream of the outlet fluid distribution pipeline is connected with a total outlet of the corresponding fluids outside; the lengths of the inlet and outlet fluid distribution pipelines of all the air, the hydrogen and the cooling liquid meet the requirement that the air, the hydrogen and the cooling liquid are distributed in equal quantity in the two galvanic piles. The double-electric-pile power generation module provided by the invention has high output performance consistency and can prolong the total service life of the power generation module.

Description

Double-electric pile power generation module of vehicle proton exchange membrane fuel cell engine
Technical Field
The invention belongs to the technical field of fuel cell engines, and particularly relates to a double-electric-pile power generation module of a vehicle proton exchange membrane fuel cell engine.
Background
The fuel cell is an environment-friendly, efficient and long-life power generation device. Taking a Proton Exchange Membrane Fuel Cell (PEMFC) as an example, fuel gas enters from the anode side, hydrogen atoms lose electrons at the anode to become protons, the protons pass through the proton exchange membrane to reach the cathode, the electrons also reach the cathode via an external loop, and the protons, the electrons and oxygen combine at the cathode to generate water. The fuel cell converts chemical energy into electric energy in a non-combustion mode, and the direct power generation efficiency can reach 45% because the fuel cell is not limited by Carnot cycle. The fuel cell system integrates modules of power management, thermal management and the like, and has the characteristics of heat, electricity, water and gas overall management. Fuel cell system products range from stationary power stations, to mobile power supplies; from electric automobiles, to space shuttles; there is a wide range of applications from military equipment to civilian products.
The fuel cell can be used as a power supply of an electric automobile in the traffic field, can continuously provide electric energy only by filling hydrogen fuel within several minutes, and has greatly reduced charging time compared with a pure electric automobile; the high specific energy characteristic of the hydrogen greatly improves the endurance mileage of the fuel cell automobile. The fuel cell engine is the core technology and main research and development content of the fuel cell vehicle.
The existing commercial vehicle fuel cell engine mainly adopts a graphite plate galvanic pile, and the single pile power of the graphite plate galvanic pile can not meet the power output requirement of a high-power engine, and the total power requirement can be met by power superposition of a plurality of galvanic piles. In addition, the multi-stack integrated circuit has technical problems of connection mode, fluid distribution mode, compact stack module structure, performance consistency and the like.
Disclosure of Invention
Aiming at the defects of the prior art and the requirements of research and application in the field, the invention aims to provide a double-electric-pile power generation module of a vehicle proton exchange membrane fuel cell engine, which has high output performance consistency and can improve the overall service life of the power generation module, and the external interface of the double-electric-pile power generation module adopts an integrated design, thereby facilitating the overall integration of the engine.
The technical scheme of the invention is as follows:
a double-Stack power generation module of a vehicle proton exchange membrane fuel cell engine is characterized by comprising a first Stack1, a second Stack2, an air inlet fluid distribution pipeline, an air outlet fluid distribution pipeline, a hydrogen inlet fluid distribution pipeline, a hydrogen outlet fluid distribution pipeline, a cooling liquid inlet fluid distribution pipeline and a cooling liquid outlet fluid distribution pipeline; the first Stack1 and the second Stack2 are connected in series; the air inlet fluid distribution pipeline, the hydrogen inlet fluid distribution pipeline and the cooling liquid inlet fluid distribution pipeline are connected with an external corresponding fluid main inlet at the upstream and are respectively connected with corresponding fluid inlets of the first Stack1 and the second Stack2 at the downstream; the upstream of the air outlet fluid distribution pipeline, the hydrogen outlet fluid distribution pipeline and the cooling liquid outlet fluid distribution pipeline are respectively connected with the outlets of corresponding fluids of the first galvanic pile Stack1 and the second galvanic pile Stack2, and the downstream of the air outlet fluid distribution pipeline, the hydrogen outlet fluid distribution pipeline and the cooling liquid outlet fluid distribution pipeline is connected with the total outlet of external corresponding fluids; the air inlet fluid distribution duct, the air outlet fluid distribution duct, the hydrogen inlet fluid distribution duct, the hydrogen outlet fluid distribution duct, the coolant inlet fluid distribution duct, and the coolant outlet fluid distribution duct are of a length such that the air, hydrogen, and coolant are distributed equally in the first Stack1 and the second Stack 2.
Further, the lengths of the air inlet and outlet fluid distribution conduits satisfy the following equation:
LA_inlet_1×θAir+LA_outlet_1＝LA_inlet_2×θAir+LA_outlet_2 (1)
wherein, thetaAirThe ratio of the air inlet volume flow rate to the air outlet volume flow rate of the first Stack1 and the second Stack2 is related to the Stack membrane material, the flow field design and the working condition; l isA_inlet_1The air inlet duct length of the first Stack 1; l isA_outlet_1Is the air outlet duct length of the first Stack 1; l isA_inlet_2The air inlet duct length of the second Stack 2; l isA_outlet_2Is the air outlet duct length of the second Stack 2.
Further, the lengths of the hydrogen inlet fluid distribution conduit and the hydrogen outlet fluid distribution conduit satisfy the following formula:
LH_inlet_1×θH+LH_outlet_1＝LH_inlet_2×θH+LH_outlet_2 (2)
wherein, thetaHThe ratio of the hydrogen inlet volume flow rate to the hydrogen outlet volume flow rate of the first Stack1 and the second Stack2 is related to the Stack membrane material, the flow field design and the working condition; l isH_inlet_1The hydrogen inlet pipe length for the first Stack 1; l isH_outlet_1The hydrogen outlet pipe length of the first Stack 1; l isH_inlet_2The hydrogen inlet pipe length of the second Stack 2; l isH_outlet_2The hydrogen outlet conduit length of the second Stack 2.
Further, the lengths of the coolant inlet fluid distribution conduits and the coolant outlet fluid distribution conduits satisfy the following equation:
LC_inlet_1×θC+LC_outlet_1＝LC_inlet_2×θC+LC_outlet_2 (3)
wherein, thetaCThe ratio of the cooling liquid inlet volume flow rate to the cooling liquid outlet volume flow rate of the first Stack1 and the second Stack2 to the cooling liquid inletRelated to the temperature difference at the outlet; l isC_inlet_1Is the coolant inlet pipe length of the first Stack 1; l isC_outlet_1Is the coolant outlet pipe length of the first Stack 1; l isC_inlet_2The coolant inlet pipe length of the second Stack 2; l isC_outlet_2Is the coolant outlet pipe length of the second Stack 2.
Furthermore, the upstream and downstream joints of the air inlet fluid distribution pipeline are Y-shaped three-way joints, and the upstream and downstream joints of the air outlet fluid distribution pipeline are T-shaped three-way joints.
Furthermore, the upstream and downstream joints of the cooling liquid inlet fluid distribution pipeline are T-shaped three-way joints, and the upstream and downstream joints of the cooling liquid outlet fluid distribution pipeline are Y-shaped three-way joints.
Further, the first Stack1 includes a positive current collecting terminal D1 of the first Stack1 and a negative current collecting terminal D2 of the first Stack1, the second Stack2 includes a positive current collecting terminal D3 of the second Stack2 and a negative current collecting terminal D4 of the second Stack2, and the dual Stack power generation module further includes a current output positive current collecting terminal D6 and a current output negative current collecting terminal D7; the negative current collecting terminal D2 of the first Stack1 is communicated with the positive current collecting terminal D3 of the second Stack2 through a lead D5, the positive current collecting terminal D1 of the first Stack1 is connected with the current output positive current collecting terminal D6, and the negative current collecting terminal D4 of the second Stack2 is connected with the current output negative current collecting terminal D7.
A vehicle proton exchange membrane fuel cell engine applying a double-electric-pile power generation module is characterized by comprising the double-electric-pile power generation module, an air module, a hydrogen module, a cooling module and an electric control module.
The invention has the beneficial effects that:
the invention provides a double-electric pile power generation module of a vehicle proton exchange membrane fuel cell engine, which ensures the consistent working conditions of two electric piles by connecting two identical electric piles in series and connecting air, hydrogen, cooling liquid and other flow passages in parallel, improves the consistency of output performance and further improves the overall service life of the power generation module (the overall service life of the power generation module is limited by the electric pile which attenuates fastest); in addition, the external interface of the double-electric-pile power generation module adopts an integrated design, so that the overall integration of the engine is facilitated.
Drawings
Fig. 1 is a flow chart of a dual stack power generation module of a vehicle pem fuel cell engine according to embodiment 1 of the present invention;
fig. 2 is an external structural view of a dual stack power generation module of a vehicle pem fuel cell engine according to embodiment 1 of the present invention; wherein, fig. 2(a) is a top oblique view, and fig. 2(b) is a bottom oblique view;
FIG. 3 is a schematic diagram of an internal power supply configuration of a dual stack power generation module of the PEMFC engine for vehicles according to example 1 of the present invention; wherein, fig. 3(a) is a top oblique view, and fig. 3(b) is a top view;
fig. 4 is a structural diagram of internal fluid distribution of a dual-stack power generation module of a vehicle pem fuel cell engine according to embodiment 1 of the present invention; wherein, fig. 4(a) is a top oblique view, fig. 4(b) is a top view, and fig. 4(c) is a side view;
fig. 5 is a structural diagram of an internal fluid interface of a dual-stack power generation module of a vehicle pem fuel cell engine according to embodiment 1 of the present invention; fig. 5(a) is a structural diagram of a joint of each fluid distribution pipeline, and fig. 5(b) is an inlet-outlet integrated joint of a first Stack1 or a second Stack 2;
fig. 6 is a general flow chart of a vehicle pem fuel cell engine using a dual-stack power generation module according to embodiment 1 of the present invention;
fig. 7 is a voltage distribution diagram of a dual stack power generation module of the automotive pem fuel cell engine according to embodiment 1 of the present invention during actual operation; fig. 7(a) is a voltage distribution diagram of the first cell stack, and fig. 7(b) is a voltage distribution diagram of the second cell stack.
Description of the reference numerals
Stack 1: a first stack; stack 2: a second stack; st: a double electric pile power generation module; st 01: an external electric power supply interface; st 02: a signal output interface; st 03: a top plate; st 04: four side plates; st 05: a base plate; st 06: an engine controller; st 07: a screw; st 08: a lifting ring screw; d1: a positive current collecting terminal of the first Stack 1; d2: a negative current collector terminal of a first Stack 1; d3: a positive current collecting terminal of the second Stack 2; d4: the negative current collector terminal of the second Stack 2; d5: a wire; d6: a current output positive current collecting terminal; d7: a current output negative current collecting terminal; CVM 1: a first voltage polling device; CVM 2: a second voltage polling device; ca 01: an air inlet fluid distribution pipe connection; ca 02: an air outlet fluid distribution pipe connection; ca 03: an air inlet duct of the first Stack 1; ca 04: an air inlet duct of the second Stack 2; ca 05: a first temperature and pressure integrated sensor; ca 06: a second temperature and pressure integrated sensor; ca 07: an air outlet duct of the first Stack 1; ca 08: an air outlet duct of the second Stack 2; ca 09: a third temperature and pressure integrated sensor; ca 10: a fourth temperature and pressure integrated sensor; an 01: a hydrogen inlet fluid distribution pipe fitting; an 02: a hydrogen outlet fluid distribution conduit connector; an 03: a hydrogen inlet pipe of the first Stack 1; an 04: a hydrogen inlet pipe of the second Stack 2; an 05: a fifth temperature and pressure integrated sensor; an 06: a sixth temperature and pressure integrated sensor; an 07: a hydrogen outlet conduit of the first Stack 1; an 08: a hydrogen outlet conduit of the second Stack 2; an 09: a seventh temperature and pressure integrated sensor; an 10: an eighth temperature and pressure integrated sensor; l01: a coolant outlet fluid distribution conduit fitting; l02: a coolant inlet fluid distribution conduit connection; l03: a coolant inlet pipe of the first Stack 1; l04: a coolant inlet pipe of the second Stack 2; l05: a first temperature sensor; l06: a second temperature sensor; l07: a coolant outlet conduit of the first Stack 1; l08: a coolant outlet conduit of the second Stack 2; l08-1: a coolant outlet port of the coolant outlet pipe of the second Stack 2; l09: a third temperature sensor; l10: a fourth temperature sensor; St-L-0: an inlet-outlet integrated joint of the first Stack1 or the second Stack 2; St-L-1: a hydrogen gas interface; St-L-2: a coolant interface; St-L-3: an air interface; St-L-4: an integrated sensor interface for the temperature and pressure of hydrogen; St-L-5: an air temperature and pressure integrated sensor interface; St-L-6: screw hole sites of the integrated joint base; St-L-7: a temperature sensor interface for the coolant; St-S-1: a temperature and pressure integrated sensor for hydrogen; St-S-2: a temperature sensor for the coolant; St-S-3: an air temperature and pressure integrated sensor;
ca 1: ambient air; ca 2: an air filter; ca 3: an air flow meter; ca 4: an air compressor; ca 5: a gas-gas humidifier; ca 6: a fuel cell stack air inlet end throttle valve; ca 7: a pile air main inlet pipeline; ca 8: a main air outlet pipeline of the pile; ca 9: a gas-saving valve at the gas outlet end of the electric pile; ca 10: a tail gas discharge pipeline; ca 11: a hydrogen concentration sensor; ca 12: ambient atmosphere; an 1: a hydrogen storage tank; an 2: a primary pressure reducing valve; an 3: a voltage stabilization module; an 4: a main hydrogen inlet pipeline of the galvanic pile; an 5: a main hydrogen outlet pipeline of the galvanic pile; an 6: a gas-water separator; an 7: the removed liquid water; an 8: a first conduit; an 9: a second conduit; an 10: a first solenoid valve; an 11: a hydrogen circulation pump; an 12: a third pipeline; an 13: a second solenoid valve; an 14: a fourth conduit; an 15: a third electromagnetic valve; l1: a main inlet pipeline of the galvanic pile cooling water; l2: a main outlet pipeline of the galvanic pile cooling water; l3: a thermostat; l4: a heater; l5: a heat sink; l6: a cooling pump; l7: a deionizer; l8: a cooling liquid water replenishing tank; l9: a foreign particle filter.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
The embodiment provides a dual-stack power generation module St of a vehicle proton exchange membrane fuel cell engine, which has the following specific structure:
as shown in fig. 2, an external structure diagram of a dual electric pile power generation module St, where the external structure of the dual electric pile power generation module St includes an external electric power supply interface St01, a signal output interface St02, a top plate St03, four side plates St04, a bottom plate St05, a screw St07, and a flying ring screw St 08; an annular sealing groove and a sealing rubber strip are designed at the contact part of the lower part of the top plate St03 and the upper part of the four-side plate St04 to realize the sealing between the top plate St03 and the four-side plate St04, and the top plate St03 and the four-side plate St04 are fixedly pre-tightened through peripheral screws St07 to ensure the waterproof and dustproof IP67 grade of the double-stack module; the four-side plate St04 can be obtained by assembling and welding the four-side plates into a whole, and the four corners of the four-side plate are provided with lifting ring screws St08 for lifting and bearing force; the sealing between the four side plates St04 and the bottom plate St05 can be performed by designing an annular sealing groove and a sealing rubber strip, and St04 and St05 can also be welded to form a well-sealed integrated assembly. As shown in fig. 2(b), the fluid connections of the dual stack module St, such as air, hydrogen, and coolant, are located below the stack module and are designed on a bottom plate St 05;
an internal power supply configuration diagram of a dual Stack power generation module St as shown in fig. 3, the dual Stack power generation module St including a first Stack1 and a second Stack2 connected in series, the first Stack1 including a positive current collecting terminal D1 of the first Stack1 and a negative current collecting terminal D2 of the first Stack1, the second Stack2 including a positive current collecting terminal D3 of the second Stack2 and a negative current collecting terminal D4 of the second Stack2, the dual Stack power generation module further including a current output positive current collecting terminal D6 and a current output negative current collecting terminal D7; the negative current collecting terminal D2 of the first Stack1 is communicated with the positive current collecting terminal D3 of the second Stack2 through a lead D5; the positive current collecting terminal D1 of the first pile Stack1 is connected with the current output positive current collecting terminal D6, the negative current collecting terminal D4 of the second pile Stack2 is connected with the current output negative current collecting terminal D7, and signals of the current output positive current collecting terminal D6 and the current output negative current collecting terminal D7 are connected with the external electric power supply interface St 01; the dual-Stack power generation module St also comprises a first voltage polling device CVM1 and a second voltage polling device CVM2 for real-time monitoring, wherein the first voltage polling device CVM1 and the second voltage polling device CVM2 are respectively used for real-time monitoring of each battery voltage of the first Stack1 and the second Stack 2;
as shown in fig. 4, the internal fluid distribution structure diagram of the dual stack power generation module St further includes an air inlet fluid distribution pipe, an air outlet fluid distribution pipe, a hydrogen inlet fluid distribution pipe, a hydrogen outlet fluid distribution pipe, a coolant inlet fluid distribution pipe, and a coolant outlet fluid distribution pipe; the air inlet fluid distribution duct comprises an air inlet fluid distribution duct junction Ca01, an air inlet duct Ca03 of a first Stack1, and an air inlet duct Ca04 of a second Stack 2; the air outlet fluid distribution duct comprises an air outlet fluid distribution duct junction Ca02, an air outlet duct Ca07 of a first Stack1, and an air outlet duct Ca08 of a second Stack 2; the hydrogen inlet fluid distribution conduits include a hydrogen inlet fluid distribution conduit connection An01, a hydrogen inlet conduit An03 of a first Stack1, and a hydrogen inlet conduit An04 of a second Stack 2; the hydrogen outlet fluid distribution conduits include a hydrogen outlet fluid distribution conduit connection An02, a hydrogen outlet conduit An07 of a first Stack1, and a hydrogen outlet conduit An08 of a second Stack 2; the coolant inlet fluid distribution piping comprises a coolant inlet fluid distribution piping junction L02, a coolant inlet piping L03 of a first Stack1, and a coolant inlet piping L04 of a second Stack 2: the coolant outlet fluid distribution piping comprises a coolant outlet fluid distribution piping junction L01, a coolant outlet piping L07 of a first Stack1, and a coolant outlet piping L08 of a second Stack 2; the internal fluid distribution area in the dual-Stack power generation module has a plurality of pipe interactions, the specific space structure is designed as shown in fig. 4(c), in order to avoid structural interference and assembly difficulty, a coolant outlet pipe L08 of a second Stack2 bypasses all other pipes from the upper part, and a coolant exhaust port L08-1 is designed at the highest position of the top of the coolant outlet pipe, so that air in the Stack and a pipe cooling cavity is exhausted when the coolant is supplied to the engine for the first time.
Furthermore, An inlet integrated joint of the first Stack1 is arranged at the connection of the air inlet pipeline Ca03 of the first Stack1, the hydrogen inlet pipeline An03 of the first Stack1, the cooling liquid inlet pipeline L03 of the first Stack1 and the first Stack1, and a first temperature and pressure integrated sensor Ca05, a fifth temperature and pressure integrated sensor An05 and a first temperature sensor L05 are correspondingly arranged on the inlet integrated joint of the first Stack 1; an outlet integrated joint of the first Stack1 is arranged at the connection part of the air outlet pipeline Ca07 of the first Stack1, the hydrogen outlet pipeline An07 of the first Stack1, the cooling liquid outlet pipeline L07 of the first Stack1 and the first Stack1, and a third temperature and pressure integrated sensor Ca09, a seventh temperature and pressure integrated sensor An09 and a third temperature sensor L09 are correspondingly arranged on the outlet integrated joint of the first Stack 1; an inlet integrated joint of a second Stack2 is arranged at the joint of the air inlet pipeline Ca04 of the second Stack2, the hydrogen inlet pipeline An04 of the second Stack2, the cooling liquid inlet pipeline L04 of the second Stack2 and the second Stack2, and a second temperature and pressure integrated sensor Ca06, a sixth temperature and pressure integrated sensor An06 and a second temperature sensor L06 are correspondingly arranged on the inlet integrated joint of the second Stack 2; an outlet integrated joint of a second Stack2 is arranged at the connection part of the air outlet pipeline Ca08 of the second Stack2, the hydrogen outlet pipeline An08 of the second Stack2, the cooling liquid outlet pipeline L08 of the second Stack2 and the second Stack2, and a fourth temperature and pressure integrated sensor Ca10, An eighth temperature and pressure integrated sensor An10 and a fourth temperature sensor L10 are correspondingly arranged on the outlet integrated joint of the second Stack 2;
the structure of the inlet integrated joint of the first Stack1, the outlet integrated joint of the first Stack1, the inlet integrated joint of the second Stack2 and the outlet integrated joint of the second Stack2 is as shown in fig. 5(b), the inlet and outlet integrated joint St-L-0 of the first Stack1 or the second Stack2 comprises a hydrogen interface St-L-1, a cooling liquid interface St-L-2 and an air interface St-L-3, and a temperature and pressure integrated sensor interface St-L-4 of hydrogen, a temperature and pressure integrated sensor interface St-L-7 of cooling liquid and a temperature and pressure integrated sensor interface St-L-5 of air are correspondingly arranged on the side surfaces of the hydrogen interface St-L-1, the cooling liquid interface St-L-2 and the air interface St-L-3, respectively connected with a temperature and pressure integrated sensor St-S-1 of hydrogen, a temperature sensor St-S-2 of cooling liquid and a temperature and pressure integrated sensor St-S-3 of air; the inlet and outlet integrated connector St-L-0 of the first Stack1 or the second Stack2 further comprises a screw hole position St-L-6 of the integrated connector base:
in order to make the lengths of the air inlet fluid distribution pipeline, the air outlet fluid distribution pipeline, the hydrogen inlet fluid distribution pipeline, the hydrogen outlet fluid distribution pipeline, the cooling liquid inlet fluid distribution pipeline and the cooling liquid outlet fluid distribution pipeline meet the condition that the air, the hydrogen and the cooling liquid are equally distributed in the first Stack1 and the second Stack2, the embodiment is structurally designed according to the flow rate condition of the rated working condition of the engine, and because the number of the joints of the similar fluid distribution pipelines of the first Stack1 and the second Stack2 is consistent in the structure of the fluid distribution pipeline, the pressure loss caused by the length of the pipeline and the influence of the joints on the flow distribution are mainly considered.
The lengths of the air inlet and outlet fluid distribution conduits satisfy the following equation:
LA_inlet_1×θAir+LA_outlet_1＝LA_inlet_2×θAir+LA_outlet_2 (1)
wherein, thetaAirThe ratio of the air inlet volume flow rate to the air outlet volume flow rate of the first Stack1 and the second Stack2 is 0.95; l isA_inlet_1The air inlet duct length of the first Stack 1; l isA_outlet_1Is the air outlet duct length of the first Stack 1; l isA_inlet_2The air inlet duct length of the second Stack 2; l isA_outlet_2Is the air outlet duct length of the second Stack 2.
The lengths of the hydrogen inlet fluid distribution conduit and the hydrogen outlet fluid distribution conduit satisfy the following equation:
LH_inlet_1×θH+LH_outlet_1＝LH_inlet_2×θH+LH_outlet_2 (2)
wherein, thetaHThe ratio of the volume flow rate of the hydrogen inlet to the volume flow rate of the hydrogen outlet of the first Stack1 and the second Stack2 is 3.1; l isH_inlet_1The hydrogen inlet pipe length for the first Stack 1; l isH_outlet_1The hydrogen outlet pipe length of the first Stack 1; l isH_inlet_2The hydrogen inlet pipe length of the second Stack 2; l isH_outlet_2The hydrogen outlet conduit length of the second Stack 2.
The lengths of the coolant inlet and outlet fluid distribution conduits satisfy the following equation:
LC_inlet_1×θC+LC_outlet_1＝LC_inlet_2×θC+LC_outlet_2 (3)
wherein, thetaCThe ratio of the volume flow rate of the cooling liquid inlet to the volume flow rate of the cooling liquid outlet of the first Stack1 and the second Stack2 is 1; l isC_inlet_1Is the coolant inlet pipe length of the first Stack 1; l isC_outlet_1Is the coolant outlet pipe length of the first Stack 1; l isC_inlet_2The coolant inlet pipe length of the second Stack 2; l isC_outlet_2Is the coolant outlet pipe length of the second Stack 2.
Further, as shown in fig. 5(a), the air inlet fluid distribution pipe joint Ca01 and the coolant outlet fluid distribution pipe joint L01 are both Y-type three-way joints; the air outlet fluid distribution pipe joint Ca02 and the cooling liquid inlet fluid distribution pipe joint L02 are both T-shaped three-way joints; the hydrogen inlet fluid distribution pipeline connector An01 and the hydrogen outlet fluid distribution pipeline connector An02 are the same and are three-way connectors;
the flow chart of the dual-stack power generation module St described in this embodiment is shown in fig. 1, and specifically includes:
air enters the dual Stack power module St from an air inlet fluid distribution duct junction Ca01, downstream of the air inlet fluid distribution duct junction Ca01 communicating with the air inlet duct Ca03 of the first Stack1 and the air inlet duct Ca04 of the second Stack2, respectively; air enters the first Stack1 through an air inlet pipeline Ca03 of the first Stack1 and a first temperature and pressure integrated sensor Ca05, and after reacting through the first Stack1, the air is converged to an air outlet fluid distribution pipeline joint Ca02 through a third temperature and pressure integrated sensor Ca09 and an air outlet pipeline Ca07 of the first Stack 1; meanwhile, air enters the second Stack2 through an air inlet pipeline Ca04 and a second temperature and pressure integrated sensor Ca06 of the second Stack2, and after the air reacts on the second Stack2, the air flows through a fourth temperature and pressure integrated sensor Ca10 and an air outlet pipeline Ca08 of the second Stack2 and then flows to an air outlet fluid distribution pipeline joint Ca 02;
hydrogen enters the dual-Stack power generation module St from a hydrogen inlet fluid distribution pipeline connector An01, and the downstream of the hydrogen inlet fluid distribution pipeline connector An01 is respectively communicated with a hydrogen inlet pipeline An03 of the first Stack1 and a hydrogen inlet pipeline An04 of the second Stack 2; hydrogen enters the first Stack1 through a hydrogen inlet pipeline An03 of the first Stack1 and a fifth temperature and pressure integrated sensor An05, and after the hydrogen reacts with the first Stack1, the hydrogen flows through a seventh temperature and pressure integrated sensor An09 and a hydrogen outlet pipeline An07 of the first Stack1 and then flows to a hydrogen outlet fluid distribution pipeline connector An 02; meanwhile, hydrogen enters a second Stack2 through a hydrogen inlet pipeline An04 of the second Stack2 and a sixth temperature and pressure integrated sensor An06, and after the hydrogen reacts with the second Stack2, the hydrogen flows together to a hydrogen outlet fluid distribution pipeline connector An02 through An eighth temperature and pressure integrated sensor An10 and a hydrogen outlet pipeline An08 of the second Stack 2;
coolant enters the dual Stack power generation module St from a coolant inlet fluid distribution pipe joint L02, and the downstream of the coolant inlet fluid distribution pipe joint L02 is communicated with a coolant inlet pipe L03 of the first Stack1 and a coolant inlet pipe L04 of the second Stack2 respectively; the cooling liquid enters a first Stack1 through a cooling liquid inlet pipeline L03 and a first temperature sensor L05 of the first Stack1, and after the cooling liquid reacts on the first Stack1, the cooling liquid flows through a third temperature sensor L09 and a cooling liquid outlet pipeline L07 of a first Stack1 and converges to a cooling liquid outlet fluid distribution pipeline joint L01; meanwhile, the cooling liquid enters a second Stack2 through a cooling liquid inlet pipeline L04 and a second temperature sensor L06 of a second Stack2, and after the cooling liquid reacts on the second Stack2, the cooling liquid flows through a fourth temperature sensor L10 and a cooling liquid outlet pipeline L08 of a second Stack2 and then flows into a cooling liquid outlet fluid distribution pipeline joint L01;
the negative current collecting terminal D2 of the first Stack1 is communicated with the positive current collecting terminal D3 of the second Stack2 through a lead D5, and the first Stack1 and the second Stack2 are connected in series; the positive current collecting terminal D1 of the first pile Stack1 is connected with the current output positive current collecting terminal D6, the negative current collecting terminal D4 of the second pile Stack2 is connected with the current output negative current collecting terminal D7, and signals of the current output positive current collecting terminal D6 and the current output negative current collecting terminal D7 are connected with the external electric power supply interface St 01;
inlet and outlet temperature and pressure signals of hydrogen and air fluid of the first Stack1 and the second Stack2 are respectively monitored at the same time, and temperature signals of cooling liquid are respectively monitored at the same time; each battery voltage of Stack1 is monitored in real time by a first voltage inspector CVM1, and each battery voltage of Stack2 is monitored in real time by a second voltage inspector CVM 2; the monitoring signals of all the sensors are collected at the signal output interface St02, and the signals detected by the sensors in real time are provided for an external system.
The present embodiment further provides a vehicle proton exchange membrane fuel cell engine using the dual stack power generation module St, the overall flow design diagram of which is shown in fig. 6, and the vehicle proton exchange membrane fuel cell engine includes the dual stack power generation module St, an air module, a hydrogen module, a cooling module and an electronic control module, the air module of the engine provides oxidant required for reaction for the dual stack power generation module St, the hydrogen module of the engine provides hydrogen fuel required for reaction for the dual stack power generation module St, hydrogen and oxygen electrochemically react in the dual stack power generation module St, the dual stack power generation module St provides direct current power to the outside, and the cooling liquid module of the engine adjusts heat balance of the dual stack power generation module St; the electric control module, namely an engine controller St06 shown in FIG. 2, is mounted on the outer side of a four-side plate St04 of the double electric pile power generation module St, so that debugging and maintenance are facilitated;
the air module comprises ambient air Ca1, an air filter Ca2, an air flow meter Ca3, an air compressor Ca4, a gas-gas humidifier Ca5, a stack air inlet end throttle valve Ca6, a stack air main inlet pipeline Ca7, a stack air main outlet pipeline Ca8, a stack air outlet end throttle valve Ca9, a tail gas discharge pipeline Ca10, a hydrogen concentration sensor Ca11 and ambient atmosphere Ca 12; the gas-gas humidifier Ca5 is connected with an air compressor Ca4 and a tail gas discharge pipeline Ca10, is also connected with an air outlet fluid distribution pipeline joint Ca02 through a stack air outlet end throttle valve Ca9 and a stack air total outlet pipeline Ca8 respectively, is connected with an air inlet fluid distribution pipeline joint Ca01 through a stack air inlet end throttle valve Ca6 and a stack air total inlet pipeline Ca7, and humidifies dry air at a stack reaction air inlet through wet tail gas at a stack reaction air outlet; the air throttle Ca6 at the air inlet end of the electric pile and the air throttle Ca9 at the air outlet end of the electric pile are opened when the engine runs so as to facilitate air circulation, and are closed after the engine is shut down so as to prevent external impurities from entering the interior of the double-electric pile power generation module St; the hydrogen concentration sensor Ca11 is used for monitoring whether the hydrogen concentration in the tail gas emission exceeds the standard or not;
the hydrogen module comprises a hydrogen storage tank An1, a primary pressure reducing valve An2, a pressure stabilizing module An3, a main inlet pipeline An4 of the galvanic pile hydrogen, a main outlet pipeline An5 of the galvanic pile hydrogen, a gas-water separator An6, removed liquid water An7, a first pipeline An8, a second pipeline An9, a first electromagnetic valve An10, a hydrogen circulating pump An11, a third pipeline An12, a second electromagnetic valve An13, a fourth pipeline An14 and a third electromagnetic valve An 15; the primary pressure reducing valve An2 reduces the hydrogen pressure from the high pressure in the bottle to a range of several atmospheres; the pressure stabilizing module An3 is used for finely adjusting the hydrogen gas inlet pressure (the absolute pressure adjusting range is 1-2 bar); the pile hydrogen main inlet pipeline An4 and the pile hydrogen main outlet pipeline An5 are respectively connected with a hydrogen inlet fluid distribution pipeline joint An01 and a hydrogen outlet fluid distribution pipeline joint An 02; the gas-water separator An6 is used for removing liquid water in the outlet hydrogen; the removed liquid water An7 is directly discharged; during the operation of the engine, outlet hydrogen from which liquid water is removed flows through a first pipeline An8, a second pipeline An9 to a first electromagnetic valve An10 (which is in a normally open state during the operation of the engine), then flows through a hydrogen circulating pump An11 and a third pipeline An12 to circulate to a main hydrogen inlet pipeline An4 of the electric pile, and enters a double-electric pile power generation module St again for reaction, so that the hydrogen utilization rate of the fuel cell is improved; the second electromagnetic valve An13 is in a normally closed state during the working period of the engine and is opened periodically to remove impurities, water vapor and the like in the hydrogen pipeline; the exhaust gas is converged to a tail gas exhaust pipeline Ca10 through a fourth pipeline An14 and is exhausted to the ambient atmosphere Ca 12; the third electromagnetic valve An15 is in a normally closed state during the operation of the engine, after the engine is shut down, the third electromagnetic valve An15 is opened, the first electromagnetic valve An10 is closed, the second electromagnetic valve An13 is opened, and simultaneously, the hydrogen circulating pump An11 is operated, ambient air Ca1 is sucked into the third pipeline An12 and then enters the double-cell-stack power generation module St, and then is discharged into the tail gas discharge pipeline Ca10 through the fourth pipeline An14 by the hydrogen outlet fluid distribution pipeline connector An02, the cell stack hydrogen main outlet pipeline An5, the first pipeline An8 to the second electromagnetic valve An13, and after the engine is shut down, the combined operation is used for purging the pipeline and residual hydrogen in the cell stack so as to avoid the attenuation of membrane electrodes in the cell stack caused by the long-term retention of the hydrogen;
the cooling module comprises a main stack cooling water inlet pipeline L1, a main stack cooling water outlet pipeline L2, a thermostat L3, a heater L4, a radiator L5, a cooling pump L6, a deionizer L7, a cooling liquid water replenishing tank L8 and an impurity particle filter L9; the galvanic pile cooling water main inlet pipeline L1 and the galvanic pile cooling water main outlet pipeline L2 are respectively connected with a cooling liquid outlet fluid distribution pipeline joint L01 and a cooling liquid inlet fluid distribution pipeline joint L02; the thermostat L3 is used for realizing three-way pipeline adjustment of the cooling liquid under different temperature conditions, during the starting period of the engine, the temperature of the cooling liquid is lower than a designed temperature value T0 (generally close to a normal working temperature), the thermostat L3 is conducted to a branch of a heater L4, and the temperature of the cooling liquid is rapidly increased through electric heating so as to increase the starting speed of the engine; when the temperature of the cooling liquid is higher than a designed temperature value T0, the thermostat L3 is conducted to a branch of a radiator L5, so that heat generated during normal operation of the stack is timely discharged through the radiator; the cooling liquid circulates to an impurity particle filter L9 through a cooling pump L6 and enters a double-electric-pile power generation module St through a main electric-pile cooling water outlet pipeline L2; the deionizer L7 reduces the coolant conductivity by reducing the coolant ion concentration to prevent the coolant conductivity from being too high, which may cause operational failure and lifetime degradation.
Fig. 7 is a voltage distribution diagram of the dual Stack power generation module St in actual operation, wherein fig. 7(a) is a voltage distribution diagram of the first Stack 1; fig. 7(b) is a voltage distribution diagram of the second Stack 2. The operating current of the dual stack power generation module St in the figure is 200A, and the output power of the dual stack power generation module St is 40.6 kW. It can be seen that the voltage-saving pole difference is less than 10mV, and the consistency of the first Stack1 and the second Stack2 is better; the total voltage of the first Stack1 is 100.776V, the total voltage of the second Stack2 is 101.406V, and the difference between the two voltages is 0.63V and accounts for 0.6 percent of the total voltage of the stacks, which shows that the consistency of the performance between the two stacks is good.

Claims (7)

1. A double-Stack power generation module of a vehicle proton exchange membrane fuel cell engine is characterized by comprising a first Stack (Stack1), a second Stack (Stack2), an air inlet fluid distribution pipeline, an air outlet fluid distribution pipeline, a hydrogen inlet fluid distribution pipeline, a hydrogen outlet fluid distribution pipeline, a cooling liquid inlet fluid distribution pipeline and a cooling liquid outlet fluid distribution pipeline; the first Stack (Stack1) and the second Stack (Stack2) are connected in series; the air inlet fluid distribution pipeline, the hydrogen inlet fluid distribution pipeline and the cooling liquid inlet fluid distribution pipeline are connected with an external corresponding fluid main inlet at the upstream and are respectively connected with corresponding fluid inlets of the first Stack (Stack1) and the second Stack (Stack2) at the downstream; the air outlet fluid distribution pipeline, the hydrogen outlet fluid distribution pipeline and the cooling liquid outlet fluid distribution pipeline are respectively connected with the outlets of corresponding fluids of the first Stack (Stack1) and the second Stack (Stack2) at the upstream and the total outlet of external corresponding fluids at the downstream; the air inlet fluid distribution duct, the air outlet fluid distribution duct, the hydrogen inlet fluid distribution duct, the hydrogen outlet fluid distribution duct, the coolant inlet fluid distribution duct, and the coolant outlet fluid distribution duct are of a length such that the air, hydrogen, and coolant are distributed equally in the first Stack (Stack1) and the second Stack (Stack 2).
2. The dual stack power generation module of a pem fuel cell engine for a vehicle of claim 1 wherein the lengths of said air inlet and air outlet fluid distribution ducts satisfy the following equation:
LA_inlet_1×θAir+LA_outlet_1＝LA_inlet_2×θAir+LA_outlet_2 (1)
wherein, thetaAirThe ratio of the air inlet volume flow rate to the air outlet volume flow rate of the first Stack1 and the second Stack2 is related to the Stack membrane material, the flow field design and the working condition; l isA_inlet_1The air inlet duct length of the first Stack 1; l isA_outlet_1Is the air outlet duct length of the first Stack 1; l isA_inlet_2The air inlet duct length of the second Stack 2; l isA_outlet_2Is the air outlet duct length of the second Stack 2.
3. The dual-stack power generation module of a pem fuel cell engine for a vehicle of claim 1, wherein the lengths of said hydrogen inlet fluid distribution manifold and said hydrogen outlet fluid distribution manifold satisfy the following equation:
LH_inlet_1×θH+LH_outlet_1＝LH_inlet_2×θH+LH_outlet_2 (2)
wherein, thetaHThe ratio of the hydrogen inlet volume flow rate to the hydrogen outlet volume flow rate of the first Stack1 and the second Stack2 is related to the Stack membrane material, the flow field design and the working condition; l isH_inlet_1The hydrogen inlet pipe length for the first Stack 1; l isH_outlet_1The hydrogen outlet pipe length of the first Stack 1; l isH_inlet_2The hydrogen inlet pipe length of the second Stack 2;LH_outlet_2the hydrogen outlet conduit length of the second Stack 2.
4. The dual-stack power generation module of a pem fuel cell engine for a vehicle of claim 1, wherein the lengths of said coolant inlet and outlet fluid distribution conduits satisfy the following equation:
LC_inlet_1×θC+LC_outlet_1＝LC_inlet_2×θC+LC_outlet_2 (3)
wherein, thetaCThe ratio of the volume flow rate of the cooling liquid inlet to the volume flow rate of the cooling liquid outlet of the first Stack1 and the second Stack2 is related to the temperature difference between the cooling liquid inlet and the cooling liquid outlet; l isC_inlet_1Is the coolant inlet pipe length of the first Stack 1; l isC_outlet_1Is the coolant outlet pipe length of the first Stack 1; l isC_inlet_2The coolant inlet pipe length of the second Stack 2; l isC_outlet_2Is the coolant outlet pipe length of the second Stack 2.
5. The dual-stack power generation module of a pem fuel cell engine for vehicles according to claim 1, wherein the upstream and downstream junctions of the air inlet fluid distribution duct are Y-type tees, and the upstream and downstream junctions of the air outlet fluid distribution duct are T-type tees.
6. The dual-stack power generation module of the pem fuel cell engine for vehicles according to claim 1, wherein the upstream and downstream junctions of the coolant inlet fluid distribution pipes are T-shaped tees, and the upstream and downstream junctions of the coolant outlet fluid distribution pipes are Y-shaped tees.
7. A vehicle proton exchange membrane fuel cell engine applying a double-electric-pile power generation module is characterized by comprising the double-electric-pile power generation module, an air module, a hydrogen module, a cooling module and an electric control module.
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