CN113488677A - Energy-saving pressure reducing device for hydrogen fuel cell automobile and control method - Google Patents
Energy-saving pressure reducing device for hydrogen fuel cell automobile and control method Download PDFInfo
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- CN113488677A CN113488677A CN202110689479.4A CN202110689479A CN113488677A CN 113488677 A CN113488677 A CN 113488677A CN 202110689479 A CN202110689479 A CN 202110689479A CN 113488677 A CN113488677 A CN 113488677A
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 163
- 239000001257 hydrogen Substances 0.000 title claims abstract description 145
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 145
- 239000000446 fuel Substances 0.000 title claims abstract description 42
- 238000000034 method Methods 0.000 title claims abstract description 15
- 238000004891 communication Methods 0.000 claims abstract description 35
- 239000001301 oxygen Substances 0.000 claims abstract description 14
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 14
- 239000004020 conductor Substances 0.000 claims abstract description 10
- 238000007789 sealing Methods 0.000 claims abstract description 8
- 230000006837 decompression Effects 0.000 claims description 47
- 238000011144 upstream manufacturing Methods 0.000 claims description 20
- 230000001276 controlling effect Effects 0.000 claims description 7
- 230000001105 regulatory effect Effects 0.000 claims description 5
- 230000003068 static effect Effects 0.000 claims description 3
- 238000011084 recovery Methods 0.000 abstract description 8
- 150000002431 hydrogen Chemical class 0.000 description 8
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 6
- 230000006835 compression Effects 0.000 description 6
- 238000007906 compression Methods 0.000 description 6
- 229910052802 copper Inorganic materials 0.000 description 6
- 239000010949 copper Substances 0.000 description 6
- 238000005381 potential energy Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000006698 induction Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- BGPVFRJUHWVFKM-UHFFFAOYSA-N N1=C2C=CC=CC2=[N+]([O-])C1(CC1)CCC21N=C1C=CC=CC1=[N+]2[O-] Chemical compound N1=C2C=CC=CC2=[N+]([O-])C1(CC1)CCC21N=C1C=CC=CC1=[N+]2[O-] BGPVFRJUHWVFKM-UHFFFAOYSA-N 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000011810 insulating material Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 238000004064 recycling Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
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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
- H01M8/04104—Regulation of differential pressures
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
- H01M8/04746—Pressure; Flow
- H01M8/04776—Pressure; Flow at auxiliary devices, e.g. reformer, compressor, burner
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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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- General Chemical & Material Sciences (AREA)
- Fuel Cell (AREA)
Abstract
The invention discloses an energy-saving pressure reducing device for a hydrogen fuel cell automobile and a control method, wherein a sleeve is connected in series on a hydrogen pipeline, and the sleeve is connected with the hydrogen pipeline in a sealing way; a conductor coil is embedded in the sleeve; the rotor is rotatably arranged in the sleeve, the rotor is cylindrical, and the inner diameter of the rotor is not less than that of the hydrogen pipeline; permanent magnets are embedded on the rotor; the helical blade is arranged in the inner hole of the rotor and fixedly connected with the rotor; the pressure reducing valve is connected in series with the hydrogen pipeline and is positioned at the downstream of the sleeve; one end of the communicating hole is communicated with a hydrogen pipeline which flows upwards from the sleeve, and the other end of the communicating hole is communicated with a hydrogen pipeline at the downstream of the pressure reducing valve; the communicating hole passes through the sleeve; the control valve is installed on the communication hole for controlling the connection and disconnection of the communication hole. The invention can further improve the energy recovery rate of the hydrogen-oxygen fuel cell.
Description
Technical Field
The invention relates to a hydrogen fuel cell automobile, in particular to an energy-saving pressure reducing device for the hydrogen fuel cell automobile and a control method.
Background
With the development of the technology, the new energy automobile technology is rapidly developed. Hybrid vehicles and electric vehicles have come into wide use. However, due to the limitation of battery technology, the cruising ability of the pure electric vehicle still needs to be improved. In the prior art, energy recovery and utilization are generally realized by braking energy so as to improve the cruising ability of a vehicle. The braking energy recovery device can also be applied to hydrogen-oxygen fuel cell vehicles.
On an oxyhydrogen fuel cell vehicle, a high-pressure hydrogen tank needs to be placed. When in use, the high-pressure hydrogen needs to be decompressed through the decompression valve and then used, and in the prior art, the compression of the high-pressure hydrogen can be released at the decompression valve without recovery.
How to further improve the energy recovery rate of the hydrogen-oxygen fuel cell is one of the important problems to be solved urgently by the technicians in the field.
Disclosure of Invention
The invention aims to provide an energy-saving pressure reducing device for a hydrogen fuel cell automobile, which is used for solving the defects in the prior art and can further improve the energy recovery rate of a hydrogen-oxygen fuel cell.
The invention provides an energy-saving pressure reducing device for a hydrogen fuel cell automobile, which comprises,
the sleeve is connected in series with the hydrogen pipeline and is in sealed connection with the hydrogen pipeline; a conductor coil is embedded in the sleeve;
the rotor is rotatably arranged in the sleeve and is cylindrical, and the inner diameter of the rotor is not less than that of the hydrogen pipeline; the rotor is embedded with a permanent magnet;
the helical blade is arranged in an inner hole of the rotor and is fixedly connected with the rotor;
the pressure reducing valve is connected in series with the hydrogen pipeline and is positioned at the downstream of the sleeve;
one end of the communication hole is communicated with a hydrogen pipeline flowing upwards on the sleeve, and the other end of the communication hole is communicated with a hydrogen pipeline downstream of the pressure reducing valve; the communication hole penetrates through the sleeve;
and the control valve is arranged on the communication hole and used for controlling the connection and disconnection of the communication hole.
The energy-saving pressure reducing device for the hydrogen fuel cell automobile optionally further comprises a support rod;
the number of turns of the helical blade is 1 to 3;
the outer edge of the helical blade is fixedly connected with the inner wall of the rotor;
the inner edge of the bolt blade is fixedly connected with the periphery of the supporting rod.
The energy-saving pressure reducing device for a hydrogen fuel cell vehicle as described above, wherein optionally the pressure reducing valve includes a housing;
the shell is cylindrical;
the inner wall of the shell is provided with an annular groove to form a decompression cavity with two ends respectively communicated with the hydrogen pipeline at the upstream and the downstream; a first limiting part and a second limiting part are formed on two sides of the decompression cavity, and the first limiting part and the second limiting part are both annular; the first limiting part is positioned at the upstream of the decompression cavity, and the second limiting part is positioned at the downstream of the decompression cavity;
a decompression piston is arranged in the decompression cavity in a sliding mode, and the periphery of the decompression piston is connected with the inner wall of the decompression cavity in a sealing mode;
a pressure reducing hole is formed in the shell, one end of the pressure reducing hole is located on the inner wall of the pressure reducing cavity, and the other end of the pressure reducing hole is located on the side wall of the inner hole of the second limiting part;
and a pressure reducing spring is further arranged in the pressure reducing cavity, one end of the pressure reducing spring is fixedly connected with the pressure reducing piston, and the other end of the pressure reducing spring is fixedly connected with the second limiting part.
The energy-saving pressure reducing device for a hydrogen fuel cell vehicle as described above, wherein optionally, a natural length of the pressure reducing spring is smaller than a difference between an axial dimension of the pressure reducing chamber and an axial dimension of the pressure reducing piston.
The energy-saving pressure reducing device for the hydrogen fuel cell automobile as described above, wherein optionally, one end of the pressure reducing hole on the inner wall of the pressure reducing chamber has a strip-shaped opening, and the length direction of the strip-shaped opening coincides with the length direction of the sleeve.
The energy-saving pressure reducing device for a hydrogen fuel cell automobile as described above, wherein the pressure reducing piston is optionally provided with an orifice having a cross-sectional area smaller than that of the pressure reducing hole.
The energy-saving pressure reducing device for a hydrogen fuel cell automobile as described above, wherein optionally, the sectional area of the pressure reducing hole is not more than a quarter of the sectional area of the communication hole.
The energy-saving pressure reducing device for the hydrogen fuel cell automobile comprises a regulating component and a pressure regulating valve, wherein the regulating component is connected with the pressure regulating valve;
the adjusting assembly comprises a first magnetic ring and a second magnetic ring;
the first magnetic ring is fixedly arranged on the pressure reducing spring, and the first magnetic ring is positioned in the middle of the pressure reducing spring;
the second magnetic ring is arranged on the periphery of the shell and is in threaded connection with the periphery of the shell;
the magnetic pole of the first magnetic ring is along the radial direction of the first magnetic ring, and the magnetic pole of the second magnetic ring is along the radial direction of the second magnetic ring;
and the magnetic pole at the outer wall side of the first magnetic ring is different from the magnetic pole at the inner wall side of the second magnetic ring.
The invention also provides a control method of the energy-saving pressure reducing device for the hydrogen fuel cell automobile, wherein the device is used for the device according to any one of claims 1 to 8;
the method comprises the following steps:
acquiring the pressure of hydrogen in the hydrogen tank;
acquiring hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition, pressure drop generated by hydrogen passing through the rotor when the rotor is static, hydrogen mass flow rate, hydrogen density in a throttling hole and hydrogen pressure between the rotor and a pressure reducing valve;
judging whether the hydrogen pressure in the hydrogen tank meets the energy-saving condition or not;
if so, closing the control valve, and if not, opening the control valve.
More specifically, the energy saving condition is:
and the number of the first and second electrodes,
wherein, PPot for storing foodIs the pressure of hydrogen gas in the hydrogen tank, PNeed toThe hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition; delta PRotating shaftThe pressure drop created by the hydrogen gas passing through the rotor when the rotor is stationary; c is a constant; λ is the coefficient of friction of hydrogen gas passing through the orifice, L is the length of the orifice, WGD is the diameter of the orifice, for the hydrogen mass flow rate; rho is the density of hydrogen in the throttling hole;
Lsthe distance between the decompression piston and the first limiting part; pInIs the hydrogen pressure between the rotor and the pressure reducing valve; k is the elastic modulus of the decompression spring, and S is the sectional area of the decompression piston.
Compared with the prior art, the invention has at least the following beneficial effects:
1, connecting a sleeve on a hydrogen pipeline in series, and connecting the sleeve and the hydrogen pipeline in a sealing way; the rotor is installed in the sleeve in a rotating mode, the rotor is cylindrical, the spiral blades are fixedly connected in the rotor, the spiral blades are driven to rotate by utilizing the airflow of hydrogen, the rotor is driven to rotate, and the permanent magnets are embedded in the rotating shaft, so that when the rotating shaft rotates, the coils fixed on the sleeve cut magnetic induction lines, and electric energy is generated. Thereby recovering the energy of the compression potential energy of the high-pressure hydrogen;
2, through set up the relief pressure valve in the low reaches of sleeve pipe for when the pressure in the hydrogen jar is too big, carry out the secondary decompression through the relief pressure valve, in order to guarantee to satisfy the size that the pressure drops. The communication hole is arranged, the control valve is arranged on the communication hole, and the communication between the upstream of the control valve control sleeve and the downstream of the pressure reducing valve can still discharge more hydrogen when the pressure in the hydrogen tank is lower;
3, through setting up the adjusting part, can adjust pressure reducing spring to the change promotes the required power of decompression piston, can keep in the within range of settlement with the hydrogen after guaranteeing the decompression.
And 4, controlling the control valve according to whether the hydrogen pressure meets the energy-saving condition or not, so that the control valve is opened to recover energy when the energy-saving condition is met, and the control valve is closed when the energy-saving condition is not met, thereby ensuring the normal supply of hydrogen.
Drawings
FIG. 1 is an isometric view of the overall structure of the present invention;
FIG. 2 is a front view of FIG. 1;
FIG. 3 is a sectional view taken along line A-A of FIG. 2;
FIG. 4 is a left side view of FIG. 1;
FIG. 5 is a sectional view taken along line B-B of FIG. 4;
FIG. 6 is a schematic diagram of the structure of the present invention;
FIG. 7 is a flowchart illustrating steps of a method for controlling an economized pressure relief device in accordance with the present invention;
FIG. 8 is a flowchart showing the steps of embodiment 3 of the present invention.
Description of reference numerals: 1-sleeve, 2-hydrogen pipeline, 3-rotor, 4-permanent magnet, 5-helical blade, 6-pressure reducing valve, 7-communicating hole, 8-control valve, 9-support rod and 10-regulating component;
101-a first magnetic ring, 102-a second magnetic ring,
61-shell, 62-decompression chamber, 63-first limit part, 64-second limit part, 65-decompression piston,
611-pressure relief holes, 612-strip-shaped openings,
621-a pressure-reducing spring,
651-orifice.
Detailed Description
The embodiments described below with reference to the drawings are illustrative only and should not be construed as limiting the invention.
Example 1
Referring to fig. 1 to 7, the present embodiment provides an energy-saving pressure reducing device for a hydrogen fuel cell vehicle, which includes a sleeve 1, a rotor 3, a spiral blade 5, a pressure reducing valve 6, a communication hole 7 and a control valve 8. Wherein the sleeve 1 and the rotor 3 form a relative rotation structure. The helical blade 5 is fixedly arranged in the rotor 3, and the helical blade 5 is used for driving the rotor 3 to rotate under the driving of airflow; and the pressure reducing valve 6 is used for secondary pressure reduction so as to reduce the pressure of the high-pressure hydrogen gas in the hydrogen tank to a set range. The control valve 8 is provided in order to open the control valve 8 when the pressure in the hydrogen tank is small or when the pressure of hydrogen gas required by the hydrogen-oxygen fuel cell is high. To preferentially satisfy the pressure of hydrogen gas required by the fuel cell.
The sleeve 1 is connected in series with the hydrogen pipeline 2, and the sleeve 1 is connected with the hydrogen pipeline 2 in a sealing way; the wall of the sleeve 1 is embedded with a conductor coil. During implementation, the conductor coil is a copper coil, the number of the conductor coils is multiple, each conductor coil is wound by a plurality of turns of copper wires, and the number of the conductor coils is multiple, and the conductor coils are arrayed along the circumference of the center line of the sleeve 1. In a specific implementation, the distance of the conductor coil from the center line of the sleeve 1 is at least 3mm greater than the inner diameter of the sleeve 1. And the sleeve 1 is made of an insulating material.
The arrangement mode of the copper coils is based on the fact that when the rotor 3 rotates, the copper coils can cut the magnetic induction lines. The connection mode among the copper coils is series connection, parallel connection or mixed connection, and the steel strip coils are led out with leads to the outside so as to be charged into a storage battery through an inverter or other components or directly supplied to vehicle-mounted electric components for use.
Further, the rotor 3 is rotatably installed in the sleeve 1, the rotor 3 is cylindrical, and the inner diameter of the rotor 3 is not smaller than that of the hydrogen pipeline 2; and a permanent magnet 4 is embedded on the rotor 3. Specifically, the number of the permanent magnets 4 is multiple, the multiple permanent magnets 4 are distributed in a circumferential array along the center line of the rotor 3, for example, 3 to 6 rows of permanent magnets may be arranged in the circumferential direction, and each row of permanent magnets may be arranged in multiple numbers, for example, 4 or 5; in practice, the direction of the line of the poles of the permanent magnets 4 coincides with the radial direction of the rotor. In practice, the rotor 3 may be rotatably connected to the sleeve 2 through a bearing.
Specifically, the helical blade 5 is installed in the inner hole of the rotor 3, and the helical blade 5 is fixedly connected with the rotor 3; that is, the outer edge of the helical blade 5 is fixedly connected to the inner hole wall of the rotor 3.
Further, the pressure reducing valve 6 is connected in series to the hydrogen gas line 2, downstream of the sleeve 1. By providing a pressure reducing valve 6, the hydrogen gas can be further reduced in pressure to ensure that the pressure can be reduced to within a range that is normally required.
Further, one end of the communication hole 7 communicates with the hydrogen gas line 2 flowing up the sleeve 1, and the other end of the communication hole 7 communicates with the hydrogen gas line 2 downstream of the pressure reducing valve 6; the communication hole 7 passes through the sleeve 1; the control valve 8 is installed on the communication hole 7 for controlling the on and off of the communication hole 7.
During the concrete use, when the pressure in the hydrogen jar is higher, the control valve is closed, and high-pressure hydrogen in the hydrogen jar passes through during the hole of rotor 3, the drive helical blade 5 rotates, helical blade 5 drives rotor 3 rotates to realize that copper coil cutting magnet line produces the electric energy, and then realize energy recuperation. When the pressure in the hydrogen tank is low, the control valve is opened, and the high-pressure hydrogen gas in the hydrogen tank enters the hydrogen-oxygen fuel cell mainly through the communication hole 7 to preferentially ensure the normal supply of hydrogen gas. By the mode, when the pressure in the hydrogen tank is large, the energy recovery can be carried out on the compression potential energy of the hydrogen gas, and when the pressure in the hydrogen tank is small, the energy recovery is not carried out, so that the normal supply of the hydrogen tank is ensured.
In actual use, in order to ensure that the helical blade 5 can generate larger rotating moment when being impacted by hydrogen, the hydrogen generator also comprises a support rod 9; the number of turns of the helical blade 5 is 1 to 3; the outer edge of the helical blade 5 is fixedly connected with the inner wall of the rotor 3; the inner edge of the bolt blade is fixedly connected with the periphery of the support rod 9. In implementation, the number of turns of the helical blade 5 is preferably 2, and the pitch is equal to the diameter of the inner hole of the rotor 3, so as to ensure that the helical blade 5 can convert more energy into the rotation torque of the helical blade 5 when being impacted by hydrogen. The support rod 9 is arranged coaxially with the inner hole of the rotor 3. And in the practical implementation, the end of the support rod 9 facing the upstream is conical. To reduce the resistance of the support bar 9 to hydrogen, on the other hand, to further reduce the resistance during depressurization, the helical blades 5 are tapered in thickness in the upstream direction.
In the implementation, in order to ensure that the pressure reduction requirement is absolutely met and the decompressed hydrogen gas can meet the air inlet requirement of the hydrogen-oxygen fuel cell, the pressure reduction valve 6 is redesigned in the embodiment, and the pressure reduction valve 6 comprises a shell 61; the inside of the shell 61 is cylindrical;
an annular groove is formed on the inner wall of the shell 61 to form a decompression cavity 62 with two ends respectively communicated with the hydrogen pipeline 2 at the upstream and the downstream; a first limiting part 63 and a second limiting part 64 are formed on two sides of the decompression cavity 62, and the first limiting part 63 and the second limiting part 64 are both annular; the first stopper portion 63 is located upstream of the decompression chamber 62, and the second stopper portion 64 is located downstream of the decompression chamber 62; a decompression piston 65 is arranged in the decompression cavity 62 in a sliding mode, and the periphery of the decompression piston 65 is connected with the inner wall of the decompression cavity 62 in a sealing mode; a pressure reducing hole 611 is formed in the housing 61, one end of the pressure reducing hole 611 is located on the inner wall of the pressure reducing cavity 62, and the other end of the pressure reducing hole 611 is located on the side wall of the inner hole of the second limiting part 64; still be equipped with pressure reducing spring 621 in the decompression chamber 62, pressure reducing spring 621 one end with decompression piston 65 fixed connection, pressure reducing spring 621 the other end with spacing portion 64 fixed connection of second.
Referring to fig. 7, the pressure reduction principle is: when the pressure on the upstream side of the pressure reducing piston is high, the pressure reducing piston 65 is pushed to move to a position close to the second stopper 64 until the pressure reducing hole 611 communicates with the upstream side of the pressure reducing piston 65, at this time, the high-pressure hydrogen gas on the upstream side enters the downstream side through the pressure reducing hole 611, at this time, the pressure on the downstream side is increased, when the sum of the pressure on the downstream side and the pressure of the pressure reducing spring 621 is larger than the pressure on the upstream side, the pressure reducing piston 65 moves to the upstream side to block the pressure reducing hole 611, at this time, the elastic force of the pressure reducing spring 621 is also reduced, as the hydrogen supply progresses, the pressure on the downstream side is reduced, and when the sum of the pressure on the downstream side and the pressure of the pressure reducing spring 621 is smaller than the pressure on the upstream side, the pressure on the upstream side pushes the pressure reducing piston 65 to move to the downstream side. Repeating the steps, thereby realizing secondary pressure reduction.
The natural length of the pressure relief spring 621 is, by design, less than the difference between the axial dimension of the pressure relief chamber 62 and the axial dimension of the pressure relief piston 65. Meanwhile, in order to ensure that the pressure-reducing piston 65 can seal the pressure-reducing piston 65, the pressure-reducing piston 65 is located upstream of the first end of the pressure-reducing hole 611 in a natural state, i.e., when the hydrogen gas pressures upstream and downstream are both 0. Of course, in practical applications, it is also contemplated that the amount of compression of the pressure relief spring 621 should be consistent with design expectations when the pressure relief piston 65 reaches the first end of the pressure relief hole 611.
In practice, in order to realize that the pressure reducing spring 621 can have a relatively precise adjusting capability and prevent the pressure fluctuation after adjustment from being small, one end of the pressure reducing hole 611 on the inner wall of the pressure reducing cavity 62 is provided with a strip-shaped opening 612, and the length direction of the strip-shaped opening 612 is consistent with the length direction of the sleeve 1. In particular implementations, the pressure relief holes 611 have substantially equal cross-sectional areas or the pressure relief holes 611 have a minimal cross-sectional area at the strip-shaped openings 612. In one embodiment, a pipe with the pressure relief hole 611 is formed, and then the pipe and the housing 61 are integrally formed.
Further, an orifice 651 is provided in the pressure reducing piston 65, and the cross-sectional area of the orifice 651 is smaller than that of the pressure reducing hole 611. The design of the throttling hole 651 and the design of the throttling hole 651 are required to strictly control the aperture, and the aperture is not larger than 2mm in implementation; and the throttle holes 651 should be evenly distributed on the decompression piston 65, and the number of throttle holes 651 should not be larger than 5. The orifice 651 is designed to further reduce fluctuations in pressure drop and ensure smooth supply of hydrogen gas.
In practice, the sectional area of the decompression hole 611 is not more than a quarter of the sectional area of the communication hole 7. In this way, the restriction of the cross section of the pressure reducing hole 611 contributes to further improvement of the pressure reducing capability of the pressure reducing valve 6. In practice, the area of the minimum cross section of the pressure reducing hole 611 is not more than a quarter of the minimum cross section of the communication hole 7, more specifically, in one embodiment, the communication hole 7 may be configured to have an equal cross section, and further, the communication hole 7 may be formed by integrally molding a perforated pipe with other components. Or may be an additional conduit.
It should be noted that, in practice, the thickness of the pressure-reducing piston 65 is greater than the length of the strip-shaped opening 612.
Example 2
Referring to fig. 1 to 6, the present embodiment is an improvement on the basis of embodiment 1, and includes all the contents of embodiment 1, except that the following contents are added in the present embodiment.
Specifically, compared to embodiment 1, the present embodiment further includes an adjustment assembly 10; the adjustment assembly 10 is used to adjust the pressure relief spring 621 pre-stress to increase or decrease the pressure differential required to move the pressure relief piston 65. Specifically, the adjusting assembly 10 includes a first magnetic ring 101 and a second magnetic ring 102; the first magnetic ring 101 is fixedly installed on the pressure reducing spring 621, and the first magnetic ring 101 is located in the middle of the pressure reducing spring 621; the second magnetic ring 102 is installed on the outer periphery of the shell 61, and the second magnetic ring 102 is in threaded connection with the outer periphery of the shell 61; the magnetic pole of the first magnetic ring 101 is along the radial direction of the first magnetic ring 101, and the magnetic pole of the second magnetic ring 102 is along the radial direction of the second magnetic ring 102; and, the magnetic pole of the outer wall side of the first magnetic ring 101 is different from the magnetic pole of the inner wall side of the second magnetic ring 102. That is, by changing the position of the second magnetic ring 102, the magnitude and direction of the magnetic force received by the first magnetic ring 101 can be changed, and the magnitude of the pressure difference required to move the pressure-reducing piston 65 can be adjusted to some extent.
The adjustment of the second magnetic ring 102 may be driven by other components, and of course, the second magnetic ring 102 may be slidably connected to the outer circumference of the housing 61 so as to be held at the adjusted position by other driving components.
In specific implementation, the two ends of the energy-saving pressure reducing device are provided with connectors for connecting with a hydrogen pipeline.
It should be noted that, in the embodiments 1 and 2, fig. 7 is a schematic diagram of the operation principle, in which the structure does not completely correspond to the structures in fig. 1 to 6, and is mainly used to explain and explain the operation principle of the present device, so that the structures from different angles are drawn in the same drawing, but the operation principle and the inventive concept are the same as those of the device disclosed in fig. 1 to 6. As for the control valve, not shown in fig. 1 to 6, the position thereof can be referred to the position in fig. 7, that is, the control valve is provided at the communication hole 7 to control the on/off of the communication hole 7.
Example 3
Referring to fig. 7 and 8, the present embodiment provides a method for controlling an energy-saving pressure reducing device of a hydrogen fuel cell vehicle, wherein the method is applied to the device of embodiment 1 or embodiment 2;
the method comprises the following steps:
s1, acquiring the pressure of the hydrogen in the hydrogen tank; in particular, it can be obtained by a pressure sensor installed in the hydrogen tank.
S2, acquiring hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition, pressure drop generated by hydrogen passing through the rotor when the rotor is static, mass flow rate of the hydrogen, density of the hydrogen in the throttling hole and the pressure of the hydrogen between the rotor and the pressure reducing valve; during specific implementation, the hydrogen pressure required under the current working condition can be obtained through the whole vehicle controller. The mass flow rate of hydrogen can be obtained by a flow sensor, and the density of hydrogen in the throttling hole can be obtained from a preset relation table of the density of hydrogen, pressure and the mass flow rate of flowing hydrogen, and certainly. The hydrogen pressure between the rotor and the pressure reducing valve can be known by a pressure sensor.
S3, judging whether the hydrogen pressure in the hydrogen tank meets the energy-saving condition; if so, closing the control valve, and if not, opening the control valve. When the control valve is closed, the rotor can rotate under the driving of hydrogen gas flow, so that electric energy is generated, and the compression potential energy of high-pressure hydrogen is converted into electric energy for recycling. When the control valve is opened, only a small amount of hydrogen gas flows through the rotor, and more hydrogen gas flows through the communication hole 7, i.e., when the pressure in the hydrogen tank 3 is small, it is possible to ensure that hydrogen gas can be smoothly supplied into the hydrogen-oxygen fuel cell by providing the communication hole 7.
In specific implementation, the energy-saving conditions are as follows:
and the number of the first and second electrodes,
wherein, PPot for storing foodIs the pressure of hydrogen gas in the hydrogen tank, PNeed toThe hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition; delta PRotating shaftFor the rotor passing by when stationaryThe pressure drop produced by the hydrogen gas of the rotor; c is a constant; λ is the coefficient of friction of hydrogen gas passing through the orifice, L is the length of the orifice, WGD is the diameter of the orifice, for the hydrogen mass flow rate; rho is the density of hydrogen in the throttling hole;
Lsthe distance between the decompression piston and the first limiting part; pInIs the hydrogen pressure between the rotor and the pressure reducing valve; k is the elastic modulus of the decompression spring, and S is the sectional area of the decompression piston.
When the method is implemented, the method also comprises the following steps of judging whether the pressure of the hydrogen in the hydrogen tank is larger than a first preset pressure value, if so, driving the second magnetic ring to move in the upstream direction and move to a first set position;
judging whether the pressure of the hydrogen in the hydrogen tank is smaller than a second preset pressure value or not, if so, driving the second magnetic ring to move in the downstream direction and move to a second set position; the first preset pressure value is larger than the second preset pressure value.
Through the above embodiments 1, 2 and 3, the invention has at least the following beneficial effects:
1, connecting a sleeve on a hydrogen pipeline in series, and connecting the sleeve and the hydrogen pipeline in a sealing way; the rotor is installed in the sleeve in a rotating mode, the rotor is cylindrical, the spiral blades are fixedly connected in the rotor, the spiral blades are driven to rotate by utilizing the airflow of hydrogen, the rotor is driven to rotate, and the permanent magnets are embedded in the rotating shaft, so that when the rotating shaft rotates, the coils fixed on the sleeve cut magnetic induction lines, and electric energy is generated. Thereby recovering the energy of the compression potential energy of the high-pressure hydrogen;
2, through set up the relief pressure valve in the low reaches of sleeve pipe for when the pressure in the hydrogen jar is too big, carry out the secondary decompression through the relief pressure valve, in order to guarantee to satisfy the size that the pressure drops. The communication hole is arranged, the control valve is arranged on the communication hole, and the communication between the upstream of the control valve control sleeve and the downstream of the pressure reducing valve can still discharge more hydrogen when the pressure in the hydrogen tank is lower;
3, through setting up the adjusting part, can adjust pressure reducing spring to the change promotes the required power of decompression piston, can keep in the within range of settlement with the hydrogen after guaranteeing the decompression.
And 4, controlling the control valve according to whether the hydrogen pressure meets the energy-saving condition or not, so that the control valve is opened to recover energy when the energy-saving condition is met, and the control valve is closed when the energy-saving condition is not met, thereby ensuring the normal supply of hydrogen.
The construction, features and functions of the present invention are described in detail in the embodiments illustrated in the drawings, which are only preferred embodiments of the present invention, but the present invention is not limited by the drawings, and all equivalent embodiments modified or changed according to the idea of the present invention should fall within the protection scope of the present invention without departing from the spirit of the present invention covered by the description and the drawings.
Claims (10)
1. An energy-saving pressure reducing device for a hydrogen fuel cell automobile is characterized by comprising,
the sleeve (1) is connected to the hydrogen pipeline (2) in series, and the sleeve (1) is connected with the hydrogen pipeline (2) in a sealing mode; a conductor coil is embedded in the sleeve (1);
the rotor (3) is rotatably arranged in the sleeve (1), the rotor (3) is cylindrical, and the inner diameter of the rotor (3) is not smaller than that of the hydrogen pipeline (2); the rotor (3) is embedded with a permanent magnet (4);
the spiral blade (5), the spiral blade (5) is installed in the inner hole of the rotor (3), and the spiral blade (5) is fixedly connected with the rotor (3);
the pressure reducing valve (6), the said pressure reducing valve (6) connects in series on the said hydrogen pipeline (2), and locate at the downstream of the said bush (1);
one end of the communication hole (7) is communicated with the hydrogen pipeline (2) flowing upwards on the sleeve (1), and the other end of the communication hole (7) is communicated with the hydrogen pipeline (2) at the downstream of the pressure reducing valve (6); the communication hole (7) passes through the sleeve (1);
a control valve (8), wherein the control valve (8) is arranged on the communication hole (7) and is used for controlling the connection and disconnection of the communication hole (7).
2. The energy-saving pressure reducing device for a hydrogen fuel cell vehicle according to claim 1, further comprising a support rod (9);
the number of turns of the helical blade (5) is 1 to 3;
the outer edge of the helical blade (5) is fixedly connected with the inner wall of the rotor (3);
the inner edge of the bolt blade is fixedly connected with the periphery of the support rod (9).
3. The energy-saving pressure reducing device for a hydrogen fuel cell automobile according to claim 2, wherein the pressure reducing valve (6) includes a case (61);
the inside of the shell (61) is cylindrical;
an annular groove is formed in the inner wall of the shell (61) to form a decompression cavity (62) with two ends respectively communicated with the upstream hydrogen pipeline and the downstream hydrogen pipeline (2); a first limiting part (63) and a second limiting part (64) are formed on two sides of the decompression cavity (62), and the first limiting part (63) and the second limiting part (64) are both annular; the first stopper portion (63) is located upstream of the decompression chamber (62), and the second stopper portion (64) is located downstream of the decompression chamber (62);
a decompression piston (65) is arranged in the decompression cavity (62) in a sliding mode, and the periphery of the decompression piston (65) is connected with the inner wall of the decompression cavity (62) in a sealing mode;
a pressure reducing hole (611) is formed in the shell (61), one end of the pressure reducing hole (611) is located on the inner wall of the pressure reducing cavity (62), and the other end of the pressure reducing hole (611) is located on the side wall of the inner hole of the second limiting part (64);
still be equipped with pressure reducing spring (621) in decompression chamber (62), pressure reducing spring (621) one end with decompression piston (65) fixed connection, pressure reducing spring (621) the other end with spacing portion of second (64) fixed connection.
4. The energy-saving pressure reducing device for a hydrogen fuel cell automobile according to claim 3, wherein a natural length of the pressure reducing spring (621) is smaller than a difference between an axial dimension of the pressure reducing chamber (62) and an axial dimension of the pressure reducing piston (65).
5. The energy-saving pressure reducing device for a hydrogen fuel cell automobile according to claim 3, wherein one end of the pressure reducing hole (611) on the inner wall of the pressure reducing chamber (62) has a strip-shaped opening (612), and the length direction of the strip-shaped opening (612) coincides with the length direction of the sleeve (1).
6. The economizer pressure reducing device for a hydrogen fuel cell vehicle according to claim 3, wherein an orifice (651) is provided in the pressure reducing piston (65), and a sectional area of the orifice (651) is smaller than a sectional area of the pressure reducing hole (611).
7. The energy-saving pressure reducing device for a hydrogen fuel cell automobile according to claim 3, wherein a sectional area of the pressure reducing hole (611) is not more than a quarter of a sectional area of the communication hole (7).
8. The energy-saving pressure reducing device for a hydrogen fuel cell vehicle according to claim 1, further comprising a regulating assembly (10);
the adjusting assembly (10) comprises a first magnetic ring (101) and a second magnetic ring (102);
the first magnetic ring (101) is fixedly arranged on the pressure reducing spring (621), and the first magnetic ring (101) is positioned in the middle of the pressure reducing spring (621);
the second magnetic ring (102) is arranged on the periphery of the shell (61), and the second magnetic ring (102) is in threaded connection with the periphery of the shell (61);
the magnetic pole of the first magnetic ring (101) is along the radial direction of the first magnetic ring (101), and the magnetic pole of the second magnetic ring (102) is along the radial direction of the second magnetic ring (102);
and the magnetic pole at the outer wall side of the first magnetic ring (101) is different from the magnetic pole at the inner wall side of the second magnetic ring (102).
9. A control method for an energy-saving pressure reducing device for a hydrogen fuel cell vehicle, characterized by being used for the device according to any one of claims 1 to 8;
the method comprises the following steps:
acquiring the pressure of hydrogen in the hydrogen tank;
acquiring hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition, pressure drop generated by hydrogen passing through the rotor when the rotor is static, hydrogen mass flow rate, hydrogen density in a throttling hole and hydrogen pressure between the rotor and a pressure reducing valve;
judging whether the hydrogen pressure in the hydrogen tank meets the energy-saving condition or not;
if so, closing the control valve, and if not, opening the control valve.
10. The control method according to claim 9, wherein the energy saving condition is:
and the number of the first and second electrodes,
wherein, PPot for storing foodIs the pressure of hydrogen gas in the hydrogen tank, PNeed toThe hydrogen pressure required by the hydrogen-oxygen fuel cell under the current working condition; delta PRotating shaftThe pressure drop created by the hydrogen gas passing through the rotor when the rotor is stationary; c is a constant; λ is the coefficient of friction of hydrogen gas passing through the orifice, L is the length of the orifice, WGD is the diameter of the orifice, for the hydrogen mass flow rate; rho is the density of hydrogen in the throttling hole;
Lsthe distance between the decompression piston and the first limiting part; pInRotor and pressure reducing valveHydrogen pressure at room temperature; k is the elastic modulus of the decompression spring, and S is the sectional area of the decompression piston.
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| CN113488677B (en) | 2022-10-11 |
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