CN116759608A - Air supply system of commercial vehicle fuel cell and residual pressure recovery working method - Google Patents

Abstract

The application discloses a commercial vehicle fuel cell air supply system and a residual pressure recovery working method, wherein the system comprises the following components: the working method comprises the following steps of: an air supply system for a fuel cell with air pressure recovery and an air supply system for a fuel cell without air pressure recovery. According to the air supply system and the residual pressure recovery working method for the commercial vehicle fuel cell, the residual pressure of the pneumatic brake and the residual pressure of the tail row of the electric pile are recovered and utilized, so that the waste of the compressed air of the pneumatic brake and the tail row of the electric pile can be avoided, the energy consumption of the air supply system can be reduced, and the overall efficiency of the fuel cell is improved.

Description

A commercial vehicle fuel cell air supply system and residual pressure recovery working method

Technical field

The invention relates to a vehicle fuel cell air supply system, and in particular to a commercial vehicle fuel cell air supply system and a residual pressure recovery working method.

Background technique

With the country's advocacy of energy conservation and emission reduction and the support of relevant policies, fuel cell vehicles, known as the "ultimate environmentally friendly vehicles", have been demonstrated and promoted and gradually entered the market. Existing fuel cell vehicles cannot well recover the residual pressure of the air brake and the stack tail row, nor can they well reduce the energy consumption of the fuel cell air supply system, resulting in problems such as waste of compressed air and low energy utilization. . Therefore, how to creatively propose a vehicle fuel cell air supply system that can not only recover the residual pressure of the air brake and stack exhaust, but also reduce the energy consumption of the fuel cell air supply system is an urgent problem in this field. question.

The invention patent CN202010069731.7 proposes a PEM fuel cell power generation device with exhaust gas energy recovery function. The disadvantage of this invention patent is that it only realizes the residual pressure recovery of the tail row of the stack, which reduces the energy of the fuel cell air supply system. consumption, but fails to recover the residual pressure of the air brake; the invention patent CN202210590029.4 proposes an air brake energy recovery system. The shortcoming of the invention patent is that it only realizes the recovery of the residual pressure of the air brake, and does not It can recover the residual pressure in the tail row of the stack, but it also fails to reduce the energy consumption of the fuel cell air supply system.

Contents of the invention

In order to solve the above technical problems, the present invention proposes a working method of a commercial vehicle fuel cell air supply system, which aims to recycle the compressed air from the pneumatic brake and the rear row of the stack through the air supply system, thereby avoiding the need for pneumatic braking. And the waste of compressed air at the rear of the stack reduces the energy consumption of the air supply system.

The invention provides a commercial vehicle fuel cell air supply system, which includes: a pneumatic brake system air compressor, a first three-way valve, a pressure sensor, an air reservoir, an air filter, a second three-way valve, an exhaust gas Turbine air compressor, intercooler, radiator, water tank, cooling fan, humidifier, fuel cell stack, tail exhaust solenoid valve, water and gas separator and recovery water pump;

The first three-way valve is provided with a first valve, a second valve and a third valve, the second three-way valve is provided with a fourth valve, a fifth valve and a sixth valve, and the exhaust gas turbine air The compressor includes an air inlet, an air outlet, an exhaust gas inlet and an exhaust gas outlet; the intercooler includes a first inlet, a first outlet, a second inlet and a second outlet; the fuel cell stack includes an anode inlet, an anode outlet, Cathode inlet and cathode outlet, the water gas separator includes a moisture inlet, a liquid outlet and a gas outlet;

In the commercial vehicle fuel cell air supply system, one end of the air compressor of the pneumatic braking system is connected to the air supply pipeline, and the other end is connected to the first valve of the first three-way valve, and the first three-way valve The second valve of the first three-way valve is connected to the air storage tank, and a pressure sensor is also installed on the connecting pipeline between the second valve and the air storage tank; the third valve of the first three-way valve and the second three-way valve The fourth valve is connected, the air outlet of the air filter is connected with the second valve of the second three-way valve, the air inlet of the air filter is connected with the air supply pipeline, and the exhaust gas turbine air pressure The air inlet of the machine is connected to the sixth valve of the second three-way valve, the air outlet of the exhaust gas turbine air compressor is connected to the first inlet of the intercooler, and the cooling fan is assembled on one side of the radiator; One end of the radiator is connected to the second inlet of the intercooler, the other end is connected to the outlet end of the water tank, the second outlet of the intercooler is connected to the inlet end of the water tank, and the inlet end of the humidifier is connected to the inlet end of the water tank. The first outlet of the cooler is connected, the outlet end of the humidifier is connected with the cathode inlet of the fuel cell stack, one end of the tail row solenoid valve is connected with the cathode outlet of the fuel cell stack, and the other end is separated from the water vapor. The moisture inlet of the water vapor separator is connected, the liquid outlet of the water vapor separator is connected with the inlet end of the recovery water pump, the gas outlet is connected with the waste gas inlet of the waste gas turbine air compressor, and the outlet end of the recovery water pump is connected with the inlet end of the water tank. , the exhaust gas outlet of the exhaust gas turbine air compressor is connected with the exhaust pipeline.

In the above commercial vehicle fuel cell air supply system, optionally, the first three-way valve and the second three-way valve are both three-way solenoid valves.

The commercial vehicle fuel cell air supply system as described above, optionally, the commercial vehicle fuel cell air supply system has at least two working states:

In the first working state, there is residual pressure in the pneumatic braking system where the air compressor of the pneumatic braking system is located;

In the second working state, there is no residual pressure in the pneumatic braking system where the air compressor of the pneumatic braking system is located.

As mentioned above, in the commercial vehicle fuel cell air supply system, optionally, the switching between the first working state and the second working state is determined by the pressure value in the air tank.

The invention also proposes a working method for residual pressure recovery of a commercial vehicle fuel cell air supply system, which is used in the commercial vehicle fuel cell air supply system as described above, including a working method of the fuel cell air supply system in the first working state and The working method of the fuel cell air supply system in the second working state.

As described above, the residual pressure recovery working method of the commercial vehicle fuel cell air supply system, wherein, optionally, in the first working state, the first valve and the third valve of the first three-way valve are controlled to be conductive, and The second valve is closed, the fourth valve and the sixth valve of the second three-way valve are connected, the second valve is closed, the tail solenoid valve is connected, and the compressed air overflowing from the pneumatic braking system passes through the first three-way valve and the sixth valve. The two- and three-way valve enters the exhaust gas turbine air compressor for re-pressurization. After being cooled by the intercooler, it enters the humidifier for humidification. Then the humidified air flows into the cathode inlet of the fuel cell stack, and the unreacted air and reaction product water It flows from the cathode outlet of the fuel cell stack through the tail solenoid valve and enters the water-gas separator. The water enters the water tank through the recovery water pump for utilization. The exhaust gas with kinetic energy enters the exhaust gas inlet of the exhaust gas turbine air compressor, driving the turbine to rotate for supercharging. , the exhaust gas after kinetic energy is used is discharged into the atmosphere through the exhaust gas outlet of the exhaust gas turbine air compressor; in this process, the air compressor re-compresses the originally compressed air, and the exhaust gas from the fuel cell stack It drives the turbine of the exhaust gas turbine air compressor to do work, thereby recovering the residual pressure of the air pressure brake and the stack exhaust, greatly reducing the energy consumed by the air supply system.

The residual pressure recovery working method of the commercial vehicle fuel cell air supply system as described above, wherein, optionally, in the second working state, the first valve and the second valve of the first three-way valve are controlled to be conductive, which The second valve is closed;

The fifth and sixth valves of the second three-way valve are turned on, the fourth valve is closed, the tail solenoid valve is turned on, the air compressor of the air pressure brake system supplies air to the air reservoir, and the outside air is filtered through the air filter It enters the exhaust gas turbine air compressor through the second three-way valve for pressurization. After being cooled by the intercooler, it enters the humidifier for humidification. Then the humidified air flows into the cathode inlet of the fuel cell stack, and the unreacted air and reaction products Water flows from the cathode outlet of the fuel cell stack through the tail solenoid valve and enters the water-gas separator. The water enters the water tank through the recovery water pump for utilization. The exhaust gas with kinetic energy enters the exhaust gas inlet of the exhaust turbine air compressor, driving the turbine to rotate for increased energy consumption. Pressure is carried out, and the exhaust gas after kinetic energy is used is discharged into the atmosphere through the exhaust gas outlet of the exhaust gas turbine air compressor; during this process, the exhaust gas of the fuel cell stack drives the turbine of the exhaust gas turbine air compressor to do work, The air is compressed to recover the residual pressure in the rear row of the stack and reduce the energy consumed by the air supply system.

The residual pressure recovery working method of the commercial vehicle fuel cell air supply system as described above, wherein, optionally, the working status of the fuel cell air supply system is determined based on the comparison result of the pressure sensor value and the preset value:

When the pressure sensor value is greater than the preset value, switch the fuel cell air supply system to the first working state;

When the value of the pressure sensor is not greater than the preset value, the fuel cell air supply system is switched to the second working state.

The residual pressure recovery working method of the commercial vehicle fuel cell air supply system as described above, wherein, optionally, the fuel cell air supply system in the first working state is realized by controlling the first three-way valve and the second three-way valve. switching between the working method and the working method of the fuel cell air supply system in the second working state.

As described above, the residual pressure recovery working method of the commercial vehicle fuel cell air supply system, wherein, optionally, when the fuel cell starts to operate, the air compressor of the pneumatic brake system operates.

Compared with the prior art, the beneficial results of this invention are:

This air supply system introduces the compressed air overflowing from the air pressure brake system into the exhaust gas turbine air compressor and then pressurizes it, thereby entering the reactor reactor, and introduces the gas with kinetic energy from the exhaust of the reactor into the exhaust gas turbine air compressor to drive the turbine rotation. It can not only avoid the waste of pneumatic braking and compressed air at the rear of the stack, but also reduce the energy consumption of the air supply system and improve the overall efficiency of the fuel cell.

Description of the drawings

Figure 1 is a schematic diagram of the system structure of the present invention;

Figure 2 is a schematic diagram of the basic work flow of the present invention.

Explanation of reference symbols:

1-Pneumatic brake system air compressor, 2-first three-way valve, 3-pressure sensor, 4-air reservoir, 5-air filter, 6-second three-way valve, 7-exhaust gas turbine air pressure Machine, 8-intercooler, 9-radiator, 10-water tank, 11-cooling fan, 12-humidifier, 13-fuel cell stack, 14-tail solenoid valve, 15-water gas separator, 16 -Recycling water pump;

21-the first valve, 22-the second valve, 23-the third valve;

61-the fourth valve, 62-the fifth valve, 63-the sixth valve;

71-air inlet, 72-air outlet, 73-exhaust gas inlet, 74-exhaust gas outlet;

81-first import, 82-first export, 83-second import, 84-second export;

131-anode inlet, 132-anode outlet, 133-cathode inlet, 134-cathode outlet;

151-moisture inlet, 152-liquid outlet, 153-gas outlet.

Detailed ways

For simplicity and clarity of illustration, elements in the figures are not necessarily drawn to scale. The same reference numbers in different drawings identify the same or similar elements, and therefore perform similar functions. Furthermore, descriptions and details of well-known steps and elements are omitted in order to simplify the description. Additionally, in the following detailed description of the application, numerous specific details are set forth in order to provide a thorough understanding of the application. However, it is understood that the application may be practiced without these specific details. In other instances, well-known methods, procedures, components and circuits have not been described in detail so as not to unnecessarily obscure aspects of the present application.

The present invention will be described in detail with reference to schematic diagrams. When describing the embodiments of the present invention in detail, for the convenience of explanation, the cross-sectional diagrams showing the device structure will be partially enlarged according to the general scale. Moreover, the schematic diagrams are only examples and shall not limit the present invention. scope of protection. In addition, the three-dimensional dimensions of length, width and depth should be included in actual production.

At the same time, in the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer" are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention. The invention and simplified description are not intended to indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore are not to be construed as limitations of the invention. Furthermore, the terms "first, second or third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

The present invention will be further described below in conjunction with the accompanying drawings.

Example 1

As shown in Figure 1, this embodiment provides a commercial vehicle fuel cell air supply system, including: an air brake system air compressor 1, a first three-way valve 2, a pressure sensor 3, an air reservoir 4, and an air filter. 5, second three-way valve 6, exhaust gas turbine air compressor 7, intercooler 8, radiator 9, water tank 10, cooling fan 11, humidifier 12, fuel cell stack 13, tail exhaust solenoid valve 14 , water and gas separator 15 and recovery water pump 16. The air compressor 1 of the pneumatic braking system is used to compress air and input it into the air reservoir 4 for braking. The pressure sensor 3 is used to detect the pressure in the air reservoir 4 . The air filter 5 is used to filter impurities in the air, and the first three-way valve 2 and the second three-way valve 6 are used to change the transmission path of high-pressure air.

As shown in Figure 1, the first three-way valve 2 is provided with a first valve 21, a second valve 22, and a third valve 23, and the second three-way valve 6 is provided with a fourth valve 61, a fifth valve 61, and a third valve 23. Valve 62 and sixth valve 63. The exhaust gas turbine air compressor 7 is provided with an air inlet 71, an air outlet 72, an exhaust gas inlet 73 and an exhaust gas outlet 74. The intercooler 8 includes a first inlet 81, a first Outlet 82, second inlet 83 and second outlet 84. The fuel cell stack 13 includes an anode inlet 131, anode outlet 132, cathode inlet 133 and cathode outlet 134. The moisture separator 15 includes a moisture inlet 151, Liquid outlet 152 and gas outlet 153.

Specifically, in the commercial vehicle fuel cell air supply system, one end of the air compressor 1 of the pneumatic braking system is connected to the air supply pipeline, and the other end is connected to the first valve 21 of the first three-way valve 2, so The second valve 22 of the first three-way valve 2 is connected to the air reservoir 4, and a pressure sensor 3 is installed on the connecting pipeline between the second valve 22 and the air reservoir. The valve 23 is connected to the fourth valve 61 of the second three-way valve 6, the air outlet of the air filter 5 is connected to the fifth valve 62 of the second three-way valve 6, and the air inlet of the air filter 5 is connected to The air supply pipeline is connected, the air inlet 71 of the exhaust gas turbine air compressor 7 is connected to the sixth valve 63 of the second three-way valve 6, and the air outlet 72 is connected to the first inlet 81 of the intercooler 8. The cooling fan 11 is installed behind the radiator 9 . One end of the radiator 9 is connected to the second inlet 83 of the intercooler 8 , and the other end is connected to the outlet of the water tank 10 . The second outlet 84 of the intercooler 8 is connected to the cooling fan 11 . It is connected with the inlet end of the water tank 10 , the inlet end of the humidifier 12 is connected with the first outlet 82 of the intercooler 8 ; the outlet end is connected with the cathode inlet 133 of the fuel cell stack 13 , and the tail row solenoid valve 14 One end is connected to the cathode outlet 134 of the fuel cell stack 13, and the other end is connected to the moisture inlet 151 of the water vapor separator 15. The liquid outlet 152 of the water vapor separator 15 is connected to the inlet end of the recovery water pump 16, and the gas outlet 153 is connected to the exhaust gas inlet 73 of the exhaust gas turbine air compressor 7, the outlet end of the recovery water pump 16 is connected to the inlet end of the water tank 10, and the exhaust gas outlet 74 of the exhaust gas turbine air compressor 7 is connected to the exhaust pipeline. .

In specific implementation, both the first three-way valve 2 and the second three-way valve 6 are solenoid valves to facilitate control by the controller. In specific implementation, the control of the first three-way valve 2 and the second three-way valve 6 can be realized through the vehicle controller.

Preferably, the air compressor 1 of the air brake system is a two-stage supercharged ultra-high-speed electric air compressor, which can fully increase the flow rate and pressure of the air entering the air brake system, thereby ensuring the efficiency of the air brake system.

Preferably, the air storage cylinder 4 is a container device that can withstand a certain pressure and has good sealing properties, and can well store the compressed air of the pneumatic braking system.

Through the above structure, the commercial vehicle fuel cell air supply system has at least two working states:

In the first working state, there is residual pressure in the pneumatic braking system where the air compressor of the pneumatic braking system is located; in this working state, the pressure in the air reservoir 4 reaches the preset value, and the air compressor of the pneumatic braking system 1 The air is compressed, and the compressed air enters the air inlet of the exhaust gas turbine air compressor 7 through the first valve 21, the third valve 23, the fourth valve 61 and the sixth valve 63, and is processed by the exhaust gas turbine air compressor 7 Secondary compression. Compared with the exhaust gas turbine air compressor 7 alone, it has the following two advantages: on the one hand, the compression ratio can be increased under the same power; on the other hand, when the output pressure is equal, the energy consumption can be reduced. Since the air pressure required for braking is easy to achieve, the speed requirements for the air compressor 1 of the pneumatic braking system are not high compared to the air compressor used to supply air to the fuel cell. The air compressor has extremely high speed requirements. In this way, the rotation speed requirements for the exhaust gas turbine air compressor 7 can be reduced, and the manufacturing cost of the air compressor can be reduced.

In the second working state, there is no residual pressure in the pneumatic braking system where the air compressor of the pneumatic braking system is located. That is, at this time, the pressure in the air reservoir 4 is insufficient, and all the air compressed by the air compressor 1 of the air brake system flows into the air reservoir 4 . Since the air compressor 1 of the air brake system can quickly replenish the pressure into the air reservoir 4 after braking, and the fuel cell stack load is reduced during braking, the air compressor 1 of the air brake system The speed requirements are not high either. Therefore, by reasonably controlling the first three-way valve 2 and the second three-way valve 6, the power of the air compressor 1 of the pneumatic braking system and the exhaust gas turbine air compressor 7 can be reasonably distributed, so that the exhaust gas turbine air compressor 7 can The maximum speed requirement is reduced, thereby reducing the manufacturing cost of the air compressor.

Example 2

Please refer to Figure 2. This embodiment provides a working method for residual pressure recovery of a commercial vehicle fuel cell air supply system, including a fuel cell air supply system with air brake residual pressure recovery and a fuel cell air supply system without air brake residual pressure recovery. How supply systems work. That is, the working method in the first working state and the second working state.

The working method of the fuel cell air supply system with pneumatic brake residual pressure recovery is realized in that when the fuel cell starts to work, the air compressor 1 of the pneumatic brake system continuously delivers compressed air to the air storage tank 4, At the same time, in the sensor signal processing system, sensor signals are collected and processed. The processed signals can be stored through the data storage module; among them, the collected sensor signals include the signal of the pressure sensor 3 and the fuel cell working status signal. , load signals, etc. Specifically, various sensor signals can be obtained through the bus on the vehicle, including unlimited accelerator pedal signals, brake pedal signals, vehicle speed signals, etc.

The pressure sensor 3 detects the pressure value of the air reservoir 4 and makes a judgment with the preset value. Specifically, the controller can be controlled to perform the judgment. That is, the mode switching condition judgment system is used to judge to determine whether the system is in the first working state or the second working state, that is, the mode switching condition judgment system is used to judge to determine that the system has an air brake residual pressure recovery system, There is still no air brake residual pressure recovery system.

When the pressure value reaches the preset value, the vehicle controller controls the first valve 21 and the third valve 23 of the first three-way valve 2 to open, the second valve 22 of the first three-way valve 2 to close, and the fourth valve of the second three-way valve 6 to open. The valve 61 and the sixth valve 63 are connected, the fifth valve 62 is closed, the tail solenoid valve 14 is connected, and the compressed air overflowing from the air pressure brake system enters the exhaust gas turbine through the first three-way valve 2 and the second three-way valve 6 The air compressor 7 is repressurized, and after being cooled by the intercooler 8, it enters the humidifier 12 for humidification, and then the humidified air flows into the cathode inlet 133 of the fuel cell stack 13, and the unreacted air and reaction product water are discharged from the fuel The cathode outlet 134 of the battery stack 13 flows through the tail solenoid valve 14 and enters the water-gas separator 15. The water enters the water tank 10 through the recovery water pump 16 for utilization. The exhaust gas with kinetic energy enters the exhaust gas inlet 73 of the exhaust turbine air compressor 7. The turbine is pushed to rotate for supercharging, and the exhaust gas after kinetic energy is used is discharged into the atmosphere through the exhaust gas outlet 74 of the exhaust gas turbine air compressor 7 . During this process, the exhaust gas turbine air compressor 7 recompresses the originally compressed air, and the exhaust gas of the fuel cell stack 13 drives the turbine of the exhaust gas turbine air compressor 7 to do work, thereby braking the air pressure. Residual pressure recovery is performed with the stack tail row to significantly reduce the energy consumed by the air supply system.

The working method of the fuel cell air supply system without air brake residual pressure recovery is realized by: when the fuel cell starts to work, the pressure sensor 3 detects the pressure value of the air reservoir 4, and when the pressure value is less than the preset value , the vehicle controller controls the first valve 21 and the second valve 22 of the first three-way valve 2 to conduct, the third valve 23 of the first three-way valve 2 to close, the fifth valve 62 and the sixth valve 63 of the second three-way valve to conduct, The fourth valve 61 is closed, and the tail solenoid valve 14 is turned on. At this time, the air compressor 1 of the air brake system supplies air to the air reservoir 4, and the outside air is filtered by the air filter 5 and enters through the second three-way valve 6. The exhaust gas turbine air compressor 7 pressurizes, and after being cooled by the intercooler 8, it enters the humidifier 12 for humidification, and then the humidified air flows into the cathode inlet 133 of the fuel cell stack 13, and the unreacted air and reaction product water flow from The cathode outlet 134 of the fuel cell stack 13 flows through the tail solenoid valve 14 and enters the water gas separator 15. The water enters the water tank 10 through the recovery water pump 16 for utilization, and the exhaust gas with kinetic energy enters the exhaust gas inlet 73 of the exhaust turbine air compressor 7 , the turbine is driven to rotate for supercharging, and the exhaust gas after kinetic energy is used is discharged into the atmosphere through the exhaust gas outlet 74 of the exhaust gas turbine air compressor 7 . During this process, the tail exhaust gas of the fuel cell stack 13 drives the turbine of the exhaust gas turbine air compressor 7 to perform work, compressing the air, thereby realizing the recovery of the residual pressure in the tail stack of the fuel cell stack, so that the air supply system consumes energy is reduced.

Specifically, the working state of the fuel cell air supply system is determined according to the comparison result between the pressure sensor value and the preset value: when the pressure sensor value is greater than the preset value, the fuel cell air supply system is switched to the first working state; When the value of the pressure sensor is not greater than the preset value, the fuel cell air supply system is switched to the second working state.

That is, it can be judged based on the value of the pressure sensor, so that the fuel cell system controller controls the opening and closing of the corresponding valves of the first three-way valve 2 and the second three-way valve 6, and then controls the recovery of fuel cell air with air brake residual pressure. Switching between the working method of the supply system and the working method of the fuel cell air supply system without air brake residual pressure recovery.

In this way, the compressed air from the pneumatic brake and the rear row of the stack can be recycled and reused, which can not only avoid the waste of compressed air from the pneumatic brake and the rear row of the stack, but also reduce the energy consumption of the air supply system.

Example 3

This embodiment is further improved on the basis of Embodiment 1 or 2, and the similarities will not be described again. Only the differences are explained below.

Specifically, the preset value can be a range, such as between the minimum preset value and the maximum preset value. When the value of the pressure sensor is less than the minimum preset value, the current working state is the second working state; when the pressure sensor When the data is greater than the maximum preset value, the current working state is the first working state; in the first working state and the second working state, the working method has been described in detail in Embodiments 1 and 2, and will not be described again here. .

When the value of the pressure sensor is between the minimum preset value and the maximum preset value, its working state is the third working state. The third working state is set to more flexibly control the flow direction of the air compressed by the air compressor 1 of the pneumatic braking system. For example, it can be: when the load of the fuel cell stack is small, all the air flows into the air reservoir 4 until it reaches the third working state. The first working state or the second working state; it can also be: when the fuel cell stack load is large, all the gas flows into the exhaust gas turbine air compressor 7 through the first three-way valve 2 and the second three-way valve 6 for pressurization until The stack load is reduced or the pressure of the air reservoir 4 is lower than the minimum preset value; it can also be: when the fuel cell stack load is moderate, the air compressed by the air compressor 1 of the pneumatic braking system is controlled to flow partially to the air reservoir 4 and partially to the exhaust gas. The turbine air compressor 7 performs supercharging, and the air flow direction can be divided synchronously or in an intermittent manner, that is, the compressed air is controlled to flow to the air reservoir 4 and the exhaust gas turbine air compressor in two adjacent periods respectively. Machine 7.

In this way, the flow direction of the air compressed by the air compressor 1 of the pneumatic braking system can be flexibly controlled to achieve a balance between braking and reducing the maximum rotation speed of the exhaust gas turbine air compressor 7, thereby achieving the best effect.

The technical solution of the present invention has been described above. It should be understood that the present invention is not limited to the specific embodiments described above. Those skilled in the art can make various variations or modifications within the scope of the claims, which does not affect the essence of the present invention.

Claims (10)

1. A commercial vehicle fuel cell air supply system, comprising: the system comprises an air compressor of a pneumatic braking system, a first three-way valve, a pressure sensor, an air storage cylinder, an air filter, a second three-way valve, an exhaust turbine type air compressor, an intercooler, a radiator, a water tank, a cooling fan, a humidifier, a fuel cell stack, a tail discharge electromagnetic valve, a water-gas separator and a recovery water pump;

the first three-way valve is provided with a first valve, a second valve and a third valve, the second three-way valve is provided with a fourth valve, a fifth valve and a sixth valve, the exhaust turbine type air compressor comprises an air inlet, an air outlet, an exhaust inlet and an exhaust outlet, the intercooler comprises a first inlet, a first outlet, a second inlet and a second outlet, the fuel cell stack comprises an anode inlet, an anode outlet, a cathode inlet and a cathode outlet, and the moisture separator comprises a moisture inlet, a liquid outlet and a gas outlet;

in the commercial vehicle fuel cell air supply system, one end of an air compressor of the air brake system is communicated with an air supply pipeline, the other end of the air compressor of the air brake system is communicated with a first valve of a first three-way valve, a second valve of the first three-way valve is communicated with an air storage cylinder, and a pressure sensor is further arranged on a connecting pipeline between the second valve and the air storage cylinder; the third valve of the first three-way valve is communicated with the fourth valve of the second three-way valve, the air outlet of the air filter is communicated with the second valve of the second three-way valve, the air inlet of the air filter is communicated with the air supply pipeline, the air inlet of the exhaust turbine type air compressor is communicated with the sixth valve of the second three-way valve, the air outlet of the exhaust turbine type air compressor is communicated with the first inlet of the intercooler, and the cooling fan is assembled on one side of the radiator; one end of the radiator is communicated with a second inlet of the intercooler, the other end of the radiator is communicated with an outlet end of the water tank, a second outlet of the intercooler is communicated with an inlet end of the water tank, an inlet end of the humidifier is communicated with a first outlet of the intercooler, an outlet end of the humidifier is communicated with a cathode inlet of the fuel cell stack, one end of the tail electromagnetic valve is communicated with a cathode outlet of the fuel cell stack, the other end of the tail electromagnetic valve is communicated with a moisture inlet of the moisture separator, a liquid outlet of the moisture separator is communicated with an inlet end of the recovery water pump, a gas outlet of the moisture separator is communicated with an exhaust gas inlet of the exhaust gas turbine air compressor, an outlet end of the recovery water pump is communicated with an inlet end of the water tank, and an exhaust gas outlet of the exhaust gas turbine air compressor is communicated with an exhaust pipeline.

2. The commercial vehicle fuel cell air supply system of claim 1, wherein the first three-way valve and the second three-way valve are both three-way solenoid valves.

3. The commercial vehicle fuel cell air supply system of claim 1, wherein the commercial vehicle fuel cell air supply system has at least two operating states:

in a first working state, residual pressure exists in a pneumatic braking system where an air compressor of the pneumatic braking system is located;

in the second working state, the residual pressure does not exist in the air pressure braking system where the air compressor of the air pressure braking system is located.

4. A commercial vehicle fuel cell air supply system according to claim 3, wherein the switch between the first and second operating conditions is determined by the pressure value in the air reservoir.

5. A method of operating a fuel cell air supply system for a commercial vehicle, characterized in that it is used in the fuel cell air supply system for a commercial vehicle according to claim 3 or 4, comprising a method of operating the fuel cell air supply system in a first operating state and a method of operating the fuel cell air supply system in a second operating state.

6. The method for recovering residual pressure in a fuel cell air supply system of a commercial vehicle according to claim 5, wherein in a first working state, a first valve and a third valve of a first three-way valve are controlled to be communicated, a second valve of the first three-way valve is controlled to be closed, a fourth valve and a sixth valve of the second three-way valve are controlled to be communicated, a second valve of the second three-way valve is closed, a tail exhaust electromagnetic valve is controlled to be communicated, compressed air overflowed by a pneumatic braking system enters an exhaust turbine air compressor for repressurization through the first three-way valve and the second three-way valve, the compressed air is cooled by an intercooler and then enters a humidifier for humidification, and then humidified air flows into a cathode inlet of a fuel cell stack, unreacted air and reaction product water flow through the tail exhaust electromagnetic valve from a cathode outlet of the fuel cell stack and enter a water separator, water enters a water tank for utilization through a recovery water pump, exhaust gas with kinetic energy enters an exhaust inlet of the exhaust turbine air compressor for boosting by pushing a turbine to rotate, and exhaust gas after the kinetic energy is utilized is discharged into the atmosphere through an exhaust gas outlet of the exhaust turbine air compressor; in the process, the air compressor compresses the air which is compressed originally, and the tail exhaust body of the fuel cell stack drives the turbine of the exhaust turbine type air compressor to do work, so that the residual pressure recovery is carried out on the pneumatic brake and the tail row of the stack, and the energy consumed by the air supply system is greatly reduced.

7. The method of claim 6, wherein in the second operating state, the first valve and the second valve of the first three-way valve are controlled to be opened and the second valve is controlled to be closed;

the fifth valve and the sixth valve of the second three-way valve are communicated, the fourth valve is closed, the tail exhaust electromagnetic valve is communicated, the air compressor of the pneumatic braking system supplies air to the air storage cylinder, external air is filtered by an air filter and enters the exhaust turbine type air compressor for pressurization through the second three-way valve, the external air is cooled by an intercooler and then enters the humidifier for humidification, the humidification air flows into the cathode inlet of the fuel cell stack, unreacted air and reaction product water flow through the tail exhaust electromagnetic valve from the cathode outlet of the fuel cell stack and enter the water separator, water enters the water tank for utilization through the recovery water pump, exhaust gas with kinetic energy enters the exhaust gas inlet of the exhaust turbine type air compressor for pressurization, and exhaust gas after the kinetic energy is utilized is discharged into the atmosphere through the exhaust gas outlet of the exhaust turbine type air compressor; in the process, the tail exhaust body of the fuel cell stack drives the turbine of the exhaust turbine type air compressor to do work, and air is compressed, so that the recovery of the residual pressure of the tail row of the fuel cell stack is realized, and the energy consumed by an air supply system is reduced.

8. The method according to claim 5, wherein the operating state of the fuel cell air supply system is determined based on a comparison of the pressure sensor value and a preset value:

when the value of the pressure sensor is larger than a preset value, switching the air supply system of the fuel cell to a first working state;

and switching the fuel cell air supply system to the second working state when the value of the pressure sensor is not greater than the preset value.

9. The method for recovering residual pressure from a fuel cell air supply system for a commercial vehicle according to claim 8, wherein the switching between the operation method of the fuel cell air supply system in the first operation state and the operation method of the fuel cell air supply system in the second operation state is achieved by controlling the first three-way valve and the second three-way valve.

10. The method for recovering residual pressure from a fuel cell air supply system for a commercial vehicle according to claim 8, wherein said air compressor of said air brake system is operated when the fuel cell is started to operate.