CN113085591A - Hydrogen power system for railway vehicle and railway vehicle - Google Patents
Hydrogen power system for railway vehicle and railway vehicle Download PDFInfo
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- CN113085591A CN113085591A CN202110360709.2A CN202110360709A CN113085591A CN 113085591 A CN113085591 A CN 113085591A CN 202110360709 A CN202110360709 A CN 202110360709A CN 113085591 A CN113085591 A CN 113085591A
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- fuel cell
- cell stack
- radiator
- hydrogen
- power system
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- 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
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—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
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- 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 hydrogen power system for a railway vehicle and the railway vehicle, wherein the hydrogen power system for the railway vehicle comprises a power battery device, and a hydrogen storage device, a fuel battery device and a pressure boosting device which are positioned at the top of the same carriage, wherein the hydrogen storage device and the pressure boosting device are respectively positioned at the two longitudinal sides of the fuel battery device, the hydrogen storage device is used for providing hydrogen for the fuel battery device, the fuel battery device comprises a fuel battery pile and a cooling part, the fuel battery pile is electrically connected with the pressure boosting device, and the pressure boosting device is further integrated with a control module. In the above scheme, the hydrogen storage device, the fuel cell and the boosting device are arranged at the top of the same carriage, the wiring connection between the carriage and the fuel cell stack and the cooling part are not needed, the boosting device and the control module are integrated, the integration level is high, the space utilization rate is high, and the reliability is high.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a hydrogen power system for a railway vehicle and the railway vehicle.
Background
Because of the advantages of no pollution, high energy density and the like of the fuel cell, the application of the fuel cell on the rail vehicle is gradually popularized, however, the installation space of the rail vehicle is limited, and how to reasonably arrange the hydrogen power system is still a technical problem to be solved by technical personnel in the field.
Disclosure of Invention
The invention aims to provide a hydrogen power system for a railway vehicle and the railway vehicle, wherein the hydrogen power system is relatively reasonable in arrangement, relatively compact in structure and high in space utilization rate and reliability.
In order to solve the technical problems, the invention provides a hydrogen power system for a railway vehicle, which comprises a power battery device, and a hydrogen storage device, a fuel battery device and a pressure boosting device which are positioned at the top of the same carriage, wherein the hydrogen storage device and the pressure boosting device are respectively positioned at the two longitudinal sides of the fuel battery device, the hydrogen storage device is used for providing hydrogen for the fuel battery device, the fuel battery device comprises a fuel battery stack and a cooling part, the fuel battery stack is electrically connected with the pressure boosting device, and the pressure boosting device is further integrated with a control module.
The hydrogen power system for the railway vehicle provided by the invention has the following advantages:
1) the hydrogen storage device, the fuel cell and the pressure boosting device are all arranged at the top of the same carriage, wiring connection pipes do not need to be arranged across the carriage, the structure of the wiring connection pipes can be relatively simple, and meanwhile, the reliability is higher;
2) the fuel cell stack and the cooling part in the fuel cell device are integrated, the tests such as pipeline connection, circuit connection, leakage, pressure maintaining, temperature rise test and the like between the cooling part and the fuel cell stack can be completed before the equipment leaves a factory, the fuel cell device has high modularization and integration degree, is convenient to install, the workload of vehicle construction operators can be greatly reduced, and the labor intensity can be reduced;
3) the boosting device and the control module are integrally designed, and are arranged adjacent to the fuel cell device, so that the car roof is compact in arrangement structure, the cable length between equipment is greatly reduced, particularly communication cables are favorable for the control module to rapidly, timely and accurately transfer the fuel cell device through the boosting device, the power requirement of a rail vehicle is met, the phenomenon that the response of a fuel cell stack is delayed or even not responded due to long communication time or interference is avoided, wiring of the boosting device and the control module can be completed in the interior, and the space utilization is more reasonable.
Optionally, the cooling component comprises a main heat exchange liquid tank and a main radiator, the main heat exchange liquid tank is positioned at the top of the fuel cell stack, and the main radiator is positioned at the transverse side of the fuel cell stack; the fuel cell stack heat exchanger further comprises a main driving pump, and the heat exchange liquid of the main heat exchange liquid tank can circulate between the fuel cell stack and the main radiator through the main driving pump.
Optionally, the fuel cell system further comprises a heater for heating the heat exchange fluid entering the fuel cell stack.
Optionally, a circulation outlet flow path is formed between the outlet of the fuel cell stack and the inlet of the main radiator, a circulation inlet flow path is formed between the outlet of the main radiator and the inlet of the fuel cell stack, a circulation branch is further connected between the circulation inlet flow path and the circulation outlet flow path, and the heater is arranged on the circulation branch; the heat exchange device also comprises a valve component used for switching the flow direction of the heat exchange liquid in the circulating outlet flow path.
Optionally, a circulating inlet flow path between the outlet of the main radiator and the inlet of the fuel cell stack is provided with a filter; and/or the main radiator is also communicated with the main heat exchange liquid tank, and a deionization piece is also arranged in a communication pipeline of the main radiator and the main heat exchange liquid tank.
Optionally, the cooling component further comprises an auxiliary heat exchange liquid tank and an auxiliary radiator, the auxiliary heat exchange liquid tank is also located at the top of the fuel cell stack, and the auxiliary radiator is located on the lateral side of the fuel cell stack; the auxiliary heat exchange liquid tank is characterized by further comprising an accessory facility and an auxiliary driving pump, and the heat exchange liquid of the auxiliary heat exchange liquid tank can circulate between the auxiliary radiator and the accessory facility through the auxiliary driving pump.
Optionally, the primary radiator and the secondary radiator each comprise a heat sink, and the primary drive pump and the secondary drive pump each are configured with a driver; the accessory facility includes at least one of: air compressor machine driver, air compressor machine motor, intercooler the radiating part the driver.
Optionally, the primary radiator and the secondary radiator both include heat dissipation elements, the heat dissipation elements are fans, and the fans are further provided with electrical boxes mounted at the top of the fuel cell stack.
Optionally, a detachable top cover is arranged at the top area of the fuel cell stack, and the top cover is positioned to avoid the main heat exchange liquid tank, the auxiliary heat exchange liquid tank and the electric box; and/or the longitudinal side wall of the fuel cell stack is provided with a detachable side cover.
Optionally, hydrogen injection ports are arranged on both lateral sides of the hydrogen storage device; and/or the hydrogen storage device is communicated with the fuel cell stack through a hard pipe.
Optionally, an insertion port is arranged at one end of the pressure boosting device, which is far away from the fuel cell device, and the control module is inserted into the pressure boosting device from the insertion port.
Optionally, the power battery device is mounted at the bottom of the carriage, and the height of the power battery device is not more than 400 mm.
The invention further provides a railway vehicle, which comprises the hydrogen power system for the railway vehicle.
Since the above-mentioned hydrogen power system for a railway vehicle already has the above technical effects, the railway vehicle having the hydrogen power system also has similar technical effects, and therefore, the detailed description thereof is omitted here.
Drawings
FIG. 1 is a structural diagram of the installation of a hydrogen power system for a railway vehicle on a carriage, provided by the invention;
FIG. 2 is a top view of a single car;
FIG. 3 is a top view of a fuel cell stack;
FIG. 4 is a cross-sectional view of a fuel cell stack;
FIG. 5 is a schematic diagram of the main cooling circuit;
FIG. 6 is a schematic diagram of the secondary cooling circuit;
fig. 7 is a schematic structural view of the booster device.
The reference numerals in fig. 1-7 are illustrated as follows:
1, a compartment;
2 hydrogen storage device, 21 hydrogen injection port, 22 hard tube;
3 fuel cell unit, 31 fuel cell stack, 311 top cover, 312 side cover, 32 cooling unit, 321 primary heat exchange fluid tank, 322 primary heat sink, 323 primary drive pump, 324 heater, 325 valve unit, 326 filter, 327 deionization unit, 328 secondary heat exchange fluid tank, 329 secondary heat sink, 320 secondary drive pump, 33 auxiliary facility, 331 air compressor driver, 332 air compressor motor, 333 intercooler, 334 heat sink, 335 driver, 34 electrical box;
4, a booster device and a 41 control module;
5 power battery device.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Here, the longitudinal direction of the rail vehicle is taken as a longitudinal direction, a direction perpendicular to the longitudinal direction is taken as a lateral direction, and a direction perpendicular to the running plane is taken as an up-down direction in the running plane of the rail vehicle.
Referring to fig. 1 to 7, fig. 1 is a structural diagram of a hydrogen power system for a railway vehicle mounted on a vehicle compartment, fig. 2 is a plan view of a single vehicle compartment, fig. 3 is a plan view of a fuel cell stack, fig. 4 is a cross-sectional view of the fuel cell stack, fig. 5 is a schematic diagram of a main cooling circuit, fig. 6 is a schematic diagram of a sub-cooling circuit, and fig. 7 is a schematic diagram of a booster device.
As shown in fig. 1 and 2, the present invention provides a hydrogen power system for a rail vehicle, which includes a power battery device, and a hydrogen storage device 2, a fuel battery device 3 and a pressure boosting device 4 which are located on the top of the same compartment 1, wherein the hydrogen storage device 2 and the pressure boosting device 4 are respectively located on two longitudinal sides of the fuel battery device 3, the hydrogen storage device 2 is used for providing hydrogen for the fuel battery device 3, the fuel battery device 3 includes a fuel battery cell stack 31 and a cooling component 32, the fuel battery cell stack 31 is electrically connected with the pressure boosting device 4, and the pressure boosting device 4 is further integrated with a control module 41.
The hydrogen power system for the railway vehicle provided by the invention has the following advantages:
1) the hydrogen storage device 2, the fuel cell 3 and the pressure boosting device 4 are all arranged at the top of the same carriage 1, so that wiring connection pipes do not need to be arranged across the carriage, the structure of the wiring connection pipes can be relatively simple, and meanwhile, the reliability is higher;
2) the fuel cell stack 31 and the cooling component 32 in the fuel cell device 3 are integrated, the tests such as pipeline connection, circuit connection, leakage, pressure maintaining, temperature rise test and the like between the cooling component 32 and the fuel cell stack 31 can be completed before the equipment leaves a factory, the fuel cell device 3 is high in modularization and integration degree and convenient to install, the workload of vehicle construction workers can be greatly reduced, and the labor intensity can be reduced;
3) the boosting device 4 and the control module 41 are integrally designed, and are arranged adjacent to the fuel cell device 3, so that the roof arrangement structure is compact, the cable length between the devices is greatly reduced, particularly communication cables are used, the control module 41 can be used for rapidly, timely and accurately transferring the fuel cell device 3 through the boosting device 4, the power requirement of a railway vehicle is met, the phenomenon that the response of the fuel cell stack 31 is delayed or even not responded due to long communication time or interference is avoided, wiring of the boosting device 4 and the control module 41 can be completed in the interior, and the space utilization is more reasonable.
Specifically, because the hydrogen storage device 2 and the fuel cell device 3 are arranged in the same compartment 1, the hydrogen supply pipeline does not need to be arranged across the compartment, and the hard pipe 22 can be used for supplying hydrogen, which is beneficial to ensuring the safety of hydrogen supply and the stability of hydrogen pressure, and meanwhile, the response speed of the fuel cell can be improved; moreover, because the hydrogen storage device 2 and the fuel cell 3 are arranged adjacently, the length of the hydrogen supply pipeline can be greatly shortened, which has positive significance for improving the compactness of the structure.
It should be noted that the hard tube 22 is a tube that cannot be bent or is not easily bent, and has relatively high structural strength, and after the installation, the installation position, the use state, and the like of the hard tube are not easily changed, and the stability of hydrogen supply is higher; the material of the hard tube 22 may be plastic or metal, and in particular practice, may be selected according to the use requirement.
In addition, although the above solution indicates that the hard pipe 22 can be used, it does not mean that only the hard pipe 22 can be used to arrange the hydrogen supply pipeline, a flexible pipe is also an alternative solution, and even if the flexible pipe is used to arrange the hydrogen supply pipeline, the reliability of the hydrogen supply pipeline is relatively high due to the great reduction of the length of the hydrogen supply pipeline.
The number of the hard tubes 22 may be determined according to the number of the fuel cell stacks 31, and the like, and the number of the fuel cell stacks 31 is determined according to the output power thereof, the total output power requirement, and the like. In the illustrated embodiment, as shown in fig. 2, the fuel cell apparatus 3 may include three fuel cell stacks 31, and the net output power of each fuel cell stack 31 may be 110kW, and in this case, the fuel cell apparatus 3 may have a net output power of 330 kW.
The hydrogen storage device 2 can be provided with a hydrogen injection port 21 for supplementing hydrogen in the hydrogen storage device 2, the hydrogen can be supplemented at a hydrogen station, and the hydrogen injection ports 21 are preferably arranged at two transverse sides of the hydrogen storage device 2 in the embodiment of the invention in consideration of different arrangement positions of hydrogen stations in different regions, so that the rail vehicle can better adapt to site selection designs of different hydrogen stations, and the rail vehicle can complete hydrogen injection without turning around in the use process, and is more convenient and faster to use.
Of course, this does not mean that the hydrogen power system provided by the embodiment of the present invention can only adopt the solution that the hydrogen injection ports 21 are arranged on both lateral sides, and in fact, the solution that the hydrogen injection ports 21 are arranged on only one lateral side also belongs to the technical solution to be protected by the present invention.
The cooling component 32 may include a main heat exchange liquid tank 321 and a main heat sink 322, the main heat exchange liquid tank 321 is located at the top of the fuel cell stack 31, and the main heat sink 322 is located at a lateral side of the fuel cell stack 31, and specifically, may be located at one lateral side or both lateral sides, and in an embodiment of the present invention, the main heat sink 322 may be located at both lateral sides of the fuel cell stack 31 and is obliquely disposed (with reference to fig. 4) to adapt to a top shape of the rail vehicle.
Further, a main driving pump 323 may be further included, and the heat-exchange liquid of the main heat-exchange liquid tank 321 may be circulated between the fuel cell stack 31 and the main radiator 322 by the main driving pump 323 to control the temperature of the fuel cell stack 31. The heat exchange liquid in the main heat exchange liquid tank 321 may be water or other heat exchange media, and may be determined specifically by combining with actual conditions.
It should be understood that after the fuel cell stack 31 is started, the internal temperature will continuously rise, and the suitable operating temperature of the fuel cell stack 31 is approximately between 60 ℃ and 70 ℃, so when the external heat dissipation condition is limited, it is necessary to provide the aforementioned main heat exchange liquid tank 321 and the main heat sink 322 to control the temperature in the fuel cell stack 31, so as to ensure that the fuel cell stack 31 operates in the suitable temperature range as much as possible, thereby maintaining high operating efficiency.
The main driving pump 323 does not need to run in the whole process, and the starting time and the working time of the main driving pump 323 can be adjusted according to the external environment temperature, the internal temperature of the fuel cell stack 31 and other parameters, which are not the key points of the embodiment of the present invention, such as the control mechanism, the signal transmission and the like, so that the detailed description is not provided herein, and the specific implementation can be set by referring to the prior art.
The structural form of the main heat sink 322 is not limited herein, and in practical applications, those skilled in the art may determine the structural form in combination with practical use requirements and the like. Generally speaking, the main heat radiator 322 may include a heat radiation pipe and a heat radiation member 334, the heat radiation pipe is used to introduce the heat exchange liquid passing through the fuel cell stack 31, the heat radiation member 334 is used to perform forced heat radiation on the heat exchange liquid in the heat radiation pipe, the heat radiation member 334 may specifically be a sprayer, a fan, etc., in view of convenience in arrangement and use, in the embodiment of the present invention, the fan is preferably adopted as the heat radiation member 334 to perform forced convection heat radiation on the heat radiation pipe, so as to reduce the temperature of the heat exchange liquid passing through the fuel cell stack 31.
The fuel cell stack 31 is a chemical reaction site, and most of water generated by the reaction is directly discharged, but a part of the interior of the fuel cell stack 31 needs to be reserved due to the reaction, and when the temperature is lower than 0 ℃, water freezes to damage the fuel cell stack 31, so that the fuel cell needs to be insulated in a low-temperature environment.
For this reason, the embodiment of the present invention is further provided with a heater 324, and the heater 324 is used for heating the heat-exchange fluid entering the fuel cell stack 31 to prevent the water in the fuel cell stack 31 from freezing and the fuel cell stack 31 from being damaged.
The heater 324 may be an electric heater, and the control of the start timing, the operation time period, and the like is not limited herein.
With reference to fig. 5, a circulation outlet flow path may be formed between the outlet of the fuel cell stack 31 and the inlet of the main radiator 322, a circulation inlet flow path may be formed between the outlet of the main radiator 322 and the inlet of the fuel cell stack 31, a circulation branch may be connected between the circulation inlet flow path and the circulation outlet flow path, and the aforementioned heater 324 may be disposed in the circulation branch; further, a valve member 325 may be further included for switching the flow direction of the heat exchange liquid circulating out of the flow path.
The valve member 325 may be a three-way valve, an inlet of which may communicate with an outlet of the fuel cell stack 31, an outlet of which may communicate with an inlet of the main radiator 322, and another outlet of which may communicate with the aforementioned circulation branch, so that the flow direction of the heat-exchange fluid may be changed to perform a heating cycle or a heat-dissipation cycle by switching the outlets of the three-way valve.
In addition, the valve member 325 may include two branch valves, a connection point of the circulation branch and the circulation outlet flow path may be used as a reference point, one branch valve may be disposed downstream of the reference point in the circulation outlet flow path, another branch valve may be disposed at a position of the circulation branch close to the reference point, and the flow direction of the heat exchange fluid may be switched by controlling the opening and closing of the two branch valves, respectively.
The circulation inlet flow path between the outlet of the main radiator 322 and the inlet of the fuel cell stack 31 can also be provided with a filter 326 for filtering out particulate impurities possibly existing in the heat-exchange liquid, so as to ensure the cleanliness of the heat-exchange liquid, reduce the risk of blockage and be beneficial to ensuring the stability of the heat-exchange circulation. The structure of the filter 326 is not limited herein, and in particular, those skilled in the art can adjust the structure according to actual needs.
The main radiator 322 can also be communicated with the main heat exchange liquid tank 321, and gas generated in the system can enter the main heat exchange liquid tank 321 through the main radiator 322 and be discharged; a deionization unit 327 may be further disposed in the communication pipe between the main heat radiator 322 and the main heat exchange liquid tank 321, so that a part of the heat exchange liquid in the circulation may be transferred into the deionization unit 327 to continuously remove ions in the heat exchange liquid and ensure that the conductivity of the heat exchange liquid participating in the heat exchange of the fuel cell stack 31 is lower than a set value, which may be 4.8 μ s/cm to 5.2 μ s/cm.
Referring to fig. 3, the deionizing element 327 may be a deionizing exchange column, which may be integrated on both lateral sides of the main heat exchange liquid tank 321, so as to fully utilize the top space of the fuel cell stack 31 and improve the integration level.
In addition to the core component of the fuel cell stack 31, the fuel cell apparatus 3 is also provided with some accessories 33 to meet the operation requirement of the fuel cell stack 31, and these accessories 33 may generate heat during use, so that when the external heat dissipation condition is limited, it is necessary to perform forced heat dissipation on these accessories 33.
Specifically, the cooling component 32 may further include a secondary heat exchange liquid tank 328 and a secondary radiator 329, the secondary heat exchange liquid tank 328 may also be located at the top of the fuel cell stack 31 to fully utilize the top space of the fuel cell stack 31, the secondary radiator 329 may also be located at a lateral side of the fuel cell stack 31, specifically, at one lateral side or both lateral sides, and in the embodiment of the present invention, the secondary radiator 329 may be located at both lateral sides of the fuel cell stack 31 and is obliquely disposed (see fig. 4) to adapt to the top shape of the rail vehicle. The structure of the secondary radiator 239 can be referred to the above description of the primary radiator 322, and will not be described repeatedly here.
Further, a secondary driving pump 320 may be further included, and the heat-exchange liquid of the secondary heat-exchange liquid tank 328 may be circulated between the secondary radiator 329 and the subsidiary facility 33 by the secondary driving pump 320 to control the temperature of the subsidiary facility 33. The heat exchange liquid in the auxiliary heat exchange liquid tank 328 may be water or other heat exchange media, and may be determined specifically by combining with actual conditions.
So set up, the heat dissipation circulation of affiliated facilities 33 and fuel cell pile 31 can arrange respectively, and the two does not influence each other, can control according to respective demand better, can realize high-efficient ground heat management.
The auxiliary facilities 33 may specifically include an air compressor driver 331, an air compressor motor 332, an intercooler 333, heat sinks 334 in the main radiator 322 and the auxiliary radiator 329, drivers 335 of the main drive pump 323 and the auxiliary drive pump 320, and the like, which generally operate at a temperature lower than the internal temperature of the fuel cell stack 31, and the heat dissipation requirements of which are relatively low, and therefore, the number of the auxiliary radiators 329 arranged and the capacity of the auxiliary heat exchange liquid tank 328 can be relatively small, so as to save space. Referring to fig. 3, among the heat sinks 334 on both sides of the fuel cell stack 31, eight heat sinks 334 positioned above may be the heat sinks 334 of the main radiator 322, and four heat sinks 334 positioned below may be the heat sinks 334 of the sub-radiator 329.
Of course, if the heat dissipation requirement of the auxiliary facility 33 is large, the number of the sub-radiators 329 and the capacity of the sub-heat exchange liquid tank 328 may be increased as appropriate.
Referring to fig. 6, in the accessory facility 33, one heat dissipation pipeline may be adopted for the air compressor driver 331, the air compressor motor 332, and the intercooler 333, and another heat dissipation pipeline may be adopted for the heat dissipation member 334, the main drive pump 323, and the driver 335 of the sub drive pump 320, which mainly takes into consideration the arrangement position of each accessory facility 33, and in a specific practice, other schemes may be adopted as long as the use requirements can be satisfied.
The aforementioned filter 326 may also be disposed in the heat dissipation circulation pipeline formed between the secondary heat exchange liquid tank 328 and the secondary radiator 329 to filter out particulate impurities that may exist, thereby ensuring the cleanliness of the heat exchange liquid.
Referring to fig. 3, an electrical box 34 for providing a power adapter interface for the heat sink 334 may be further disposed on the top of the fuel cell stack 31 to fully utilize the top space of the fuel cell stack 31.
Specifically, the electrical box 34 and the aforementioned primary heat exchange liquid tank 321 and secondary heat exchange liquid tank 328 may be located on one longitudinal side of the fuel cell stack 31, so that there may be a portion of the top of the fuel cell stack 31 that is not shielded by the electrical box 34, the primary heat exchange liquid tank 321, and the secondary heat exchange liquid tank 328, and a detachable top cover 311 may be provided in the portion, through which top cover 311 the fuel cell stack 31 may be opened for maintenance.
In addition, as shown in fig. 4, the longitudinal side wall of the fuel cell stack 31 may be provided with a detachable side cover 312, and the fuel cell stack 31 may be opened by the side cover 312 to perform maintenance on the fuel cell stack 31.
As shown in fig. 7, one end of the boosting device 4, which is far away from the fuel cell device 3, may be provided with a socket, and the control module 41 may be inserted into the boosting device 4 through the socket, so that when the control module 41 needs to be overhauled, the control module 41 may be directly pulled out from the boosting device 4, and there is no problem of interference.
The control module 41 may be specifically a drawer-type structure, and in an inserted state, the control module may be fixed to the casing of the boosting device 4 by using a connector in the form of a screw or the like, and when the control module is to be overhauled, the connector in the form of a screw or the like may be removed first, and then the control module 41 is pulled out from the boosting device 4, so that the control module may be overhauled.
The boosting device 4 is mainly used for boosting the output voltage of the fuel cell stack 31 to the bus network voltage, and meanwhile, the power output of the fuel cell stack 31 is controlled according to the requirement of the control module 41, the boosting device 4 and the control module 41 are integrated together, the length of a communication cable connected with the boosting device 4 and the control module 41 can be short, and the response speed can be high.
The power battery device 5 may be mounted on the roof of the car 1 of the railway vehicle, but considering the limited space on the roof of the car 1, the power battery device 5 may be disposed on the bottom of the car 1, specifically, on the same car 1 as the hydrogen storage device 2, the fuel cell device 3, and the pressure boosting device 4. However, the available space at the bottom of the vehicle compartment 1 is small compared to the top of the vehicle compartment 1, and therefore, in the embodiment of the invention, the height of the power battery device 5 can be controlled to be not more than 400mm, so that the power battery device 5 as a whole takes on a flat shape, and thus, the installation in the bottom space of the vehicle compartment 1 can be performed better.
The power battery device 5 can also be in a drawer type structure, so that the installation and the maintenance of the power battery device 5 can be convenient.
It should be emphasized that the embodiments of the present invention are not limited to the type of rail vehicle to which the hydrogen power system can be applied, and those skilled in the art can select the rail vehicle according to practical situations when implementing the embodiments; for the scheme that the power battery device 5 is arranged at the top of the carriage 1, common intercity motor cars, motor train units, high-speed rails, trams and the like can be adopted; with the arrangement in which the power battery device 5 is disposed at the bottom of the vehicle compartment 1, the applicability is relatively low due to the lack of the bottom space of the streetcar.
The invention also provides a railway vehicle, which comprises the hydrogen power system for the railway vehicle according to the above embodiments.
Since the above-mentioned hydrogen power system for a railway vehicle already has the above technical effects, the railway vehicle having the hydrogen power system also has similar technical effects, and therefore, the detailed description thereof is omitted here.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (13)
1. The utility model provides a hydrogen power system for rail vehicle, characterized in that, includes power battery device (5) and hydrogen storage device (2), fuel cell device (3) and booster unit (4) that are located same carriage (1) top, hydrogen storage device (2) with booster unit (4) are located respectively the vertical both sides of fuel cell device (3), hydrogen storage device (2) are used for fuel cell device (3) provide hydrogen, fuel cell device (3) include fuel cell pile (31) and cooling part (32), fuel cell pile (31) with booster unit (4) electricity is connected, booster unit (4) still integrate has control module (41).
2. The hydrogen power system for a rail vehicle according to claim 1, wherein the cooling member (32) comprises a main heat exchange liquid tank (321) and a main heat radiator (322), the main heat exchange liquid tank (321) is located at the top of the fuel cell stack (31), and the main heat radiator (322) is located at the lateral side of the fuel cell stack (31);
the fuel cell stack further comprises a main drive pump (323), and the heat-exchange liquid of the main heat-exchange liquid tank (321) can circulate between the fuel cell stack (31) and the main radiator (322) through the main drive pump (323).
3. The hydrogen power system for a railway vehicle according to claim 2, further comprising a heater (324), wherein the heater (324) is used for heating the heat-exchange fluid entering the fuel cell stack (31).
4. The hydrogen power system for the rail vehicle according to claim 3, wherein a circulation outlet flow path is formed between the outlet of the fuel cell stack (31) and the inlet of the main radiator (322), a circulation inlet flow path is formed between the outlet of the main radiator (322) and the inlet of the fuel cell stack (31), a circulation branch is connected between the circulation inlet flow path and the circulation outlet flow path, and the heater (324) is arranged on the circulation branch;
and the valve component (325) is used for switching the flow direction of the heat exchange liquid in the circulating outlet flow path.
5. The hydrogen power system for a railway vehicle according to claim 2, wherein a circulation intake flow path between an outlet of the main radiator (322) and an inlet of the fuel cell stack (31) is provided with a filter (326); and/or the presence of a gas in the gas,
the main radiator (322) is also communicated with the main heat exchange liquid tank (321), and a deionization piece (327) is also arranged in a communication pipeline of the main radiator and the main heat exchange liquid tank.
6. The hydrogen power system for a rail vehicle according to claim 2, wherein the cooling part (32) further includes a secondary heat exchange liquid tank (328) and a secondary radiator (329), the secondary heat exchange liquid tank (328) is also located at the top of the fuel cell stack (31), and the secondary radiator (329) is located on the lateral side of the fuel cell stack (31);
further comprising an accessory (33) and a secondary drive pump (320), the heat-exchange liquid of the secondary heat-exchange liquid tank (328) being able to circulate between the secondary radiator (329) and the accessory (33) through the secondary drive pump (320).
7. The rail vehicle hydrogen powertrain of claim 6, characterized in that the primary radiator (322) and the secondary radiator (329) each comprise a radiator (334), the primary drive pump (323) and the secondary drive pump (320) each being provided with a drive (335);
the accessory facility (33) comprises at least one of the following: air compressor driver (331), air compressor motor (332), intercooler (333), heat dissipation piece (334), driver (335).
8. The rail vehicle hydrogen powertrain of claim 6, characterized in that the primary radiator (322) and the secondary radiator (329) each comprise a radiator (334), the radiator (334) being a fan, the fan being further provided with an electrical box (34), the electrical box (34) being mounted on top of the fuel cell stack (31).
9. The rail vehicle hydrogen power system according to claim 8, wherein a top region of the fuel cell stack (31) is provided with a detachable top cover (311), the top cover (311) being positioned to avoid the primary heat exchange fluid tank (321), the secondary heat exchange fluid tank (328) and the electrical box (34); and/or the presence of a gas in the gas,
the longitudinal side walls of the fuel cell stack (31) are provided with detachable side covers (312).
10. The hydrogen power system for a railway vehicle according to any one of claims 1 to 9, wherein hydrogen injection ports (21) are provided on both lateral sides of the hydrogen storage device (2); and/or the presence of a gas in the gas,
the hydrogen storage device (2) is communicated with the fuel cell stack (31) through a hard tube (22).
11. The hydrogen power system for the rail vehicle according to any one of claims 1 to 9, wherein an end of the pressure boosting device (4) remote from the fuel cell device (3) is provided with a socket, and the control module (41) is inserted into the pressure boosting device (4) from the socket.
12. The hydrogen power system for a railway vehicle according to any one of claims 1 to 9, wherein the power battery device (5) is installed at the bottom of the car (1), and the height of the power battery device (5) is not more than 400 mm.
13. A rail vehicle, characterized in that it comprises a hydrogen power system for a rail vehicle according to any one of claims 1 to 12.
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| CN202110360709.2A CN113085591A (en) | 2021-04-02 | 2021-04-02 | Hydrogen power system for railway vehicle and railway vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110360709.2A CN113085591A (en) | 2021-04-02 | 2021-04-02 | Hydrogen power system for railway vehicle and railway vehicle |
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| CN202110360709.2A Pending CN113085591A (en) | 2021-04-02 | 2021-04-02 | Hydrogen power system for railway vehicle and railway vehicle |
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| US20230044629A1 (en) * | 2021-08-05 | 2023-02-09 | Hydrogenics Corporation | Thermal management system and method of positioning and adjusting coolant flow for stationary vehicle fuel cell applications |
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Application publication date: 20210709 |