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

Air supply system of commercial vehicle fuel cell and residual pressure recovery working method Download PDF

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Publication number
CN116759608A
CN116759608A CN202310589528.6A CN202310589528A CN116759608A CN 116759608 A CN116759608 A CN 116759608A CN 202310589528 A CN202310589528 A CN 202310589528A CN 116759608 A CN116759608 A CN 116759608A
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China
Prior art keywords
air
fuel cell
valve
communicated
supply system
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CN202310589528.6A
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Chinese (zh)
Inventor
衣丰艳
孙岩
张财志
鲁大钢
周稼铭
王春林
高岩飞
舒星
郭伟
贾淳淳
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Shandong Jiaotong University
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Shandong Jiaotong University
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Priority to CN202310589528.6A priority Critical patent/CN116759608A/en
Publication of CN116759608A publication Critical patent/CN116759608A/en
Pending legal-status Critical Current

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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
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • 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
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • 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
    • H01M8/06—Combination of fuel cells with means for production of reactants or for treatment of residues
    • H01M8/0662—Treatment of gaseous reactants or gaseous residues, e.g. cleaning
    • 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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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Fuel Cell (AREA)

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

Air supply system of commercial vehicle fuel cell and residual pressure recovery working method
Technical Field
The application relates to an air supply system of a fuel cell for a vehicle, in particular to an air supply system of a fuel cell for a commercial vehicle and a residual pressure recovery working method.
Background
Along with the national advocations of energy conservation and emission reduction and the support of related policies, fuel cell automobiles which are known as 'final environmental protection automobiles' have been subjected to demonstration popularization and gradually enter the market. The existing fuel cell automobile can not well recover the residual pressure of the air brake and the tail row of the electric pile, and can not well reduce the energy consumption of an air supply system of the fuel cell, so that the problems of compressed air waste, low energy utilization rate and the like are caused. Therefore, how to creatively provide an air supply system of a fuel cell for a vehicle, which can not only recycle the residual pressure of the pneumatic brake and the tail row of the electric pile, but also reduce the energy consumption of the air supply system of the fuel cell, is a problem to be solved in the field.
The application patent CN202010069731.7 provides a PEM fuel cell power generation device with a tail gas energy recovery function, and the application has the defects that only the residual pressure recovery of a tail row of a pile is realized, the energy consumption of an air supply system of the fuel cell is reduced, but the residual pressure recovery of air pressure braking is not carried out; the application patent CN202210590029.4 proposes a pneumatic braking energy recovery system, which has the defects that only the residual pressure recovery of pneumatic braking is realized, the residual pressure recovery of a tail row of a pile is not performed, and the energy consumption of an air supply system of a fuel cell is not reduced.
Disclosure of Invention
In order to solve the technical problems, the application provides a working method of a fuel cell air supply system of a commercial vehicle, which aims to recycle compressed air of pneumatic braking and a tail row of a pile through the air supply system, so that waste of the compressed air of the pneumatic braking and the tail row of the pile is avoided, and energy consumption of the air supply system is reduced.
The application provides a commercial vehicle fuel cell air supply system, which comprises: 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.
The fuel cell air supply system for a commercial vehicle as described above, wherein, optionally, the first three-way valve and the second three-way valve are both three-way solenoid valves.
The fuel cell air supply system for a commercial vehicle as described above, wherein optionally the fuel cell air supply system for a commercial vehicle 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.
The fuel cell air supply system for a commercial vehicle as described above, wherein optionally the switching between the first operating state and the second operating state is determined by a pressure value in the air reservoir.
The application also provides a residual pressure recovery working method of the fuel cell air supply system of the commercial vehicle, which is used for the fuel cell air supply system of the commercial vehicle and comprises a working method of the fuel cell air supply system in a first working state and a working method of the fuel cell air supply system in a second working state.
According to the residual pressure recovery working method of the commercial vehicle fuel cell air supply system, optionally, 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 type air compressor through the first three-way valve and the second three-way valve to be repressurized, the compressed air is cooled by an intercooler and then enters a humidifier to be humidified, after that, the 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 to enter a water separator, water enters a water tank through a recovery water pump to be utilized, exhaust gas with kinetic energy enters an exhaust inlet of the exhaust turbine type air compressor to push a turbine to rotate to be pressurized, and exhaust gas after the kinetic energy is utilized is discharged into the atmosphere through an exhaust gas outlet of the exhaust turbine type 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.
The residual pressure recovery working method of the commercial vehicle fuel cell air supply system comprises the steps of controlling a first valve and a second valve of a first three-way valve to be conducted and controlling the second valve to be closed in a second working state;
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.
The residual pressure recovery working method of the commercial vehicle fuel cell air supply system as described above, wherein optionally, the working state of the fuel cell air supply system is determined according to the comparison result of the pressure sensor value and the 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.
The residual pressure recovery operation method of the fuel cell air supply system of the commercial vehicle as described above, 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 optionally achieved by controlling the first three-way valve and the second three-way valve.
The residual pressure recovery working method of the commercial vehicle fuel cell air supply system comprises the step of operating the air compressor of the pneumatic brake system when the fuel cell starts to work.
Compared with the prior art, the application has the beneficial effects that:
the air supply system guides the compressed air overflowed by the air braking system into the exhaust turbine type air compressor for re-pressurization, so that the air enters a pile reaction, and the gas with kinetic energy in the pile tail row is guided into the exhaust turbine type air compressor to push the turbine to rotate for doing work, so that the waste of the air braking and the pile tail row compressed air can be avoided, the energy consumption of the air supply system can be reduced, and the overall efficiency of the fuel cell can be improved.
Drawings
FIG. 1 is a schematic diagram of a system architecture of the present application;
fig. 2 is a basic workflow diagram of the present application.
Reference numerals illustrate:
1-air compressor of air braking system, 2-first three-way valve, 3-pressure sensor, 4-air reservoir, 5-air filter, 6-second three-way valve, 7-exhaust turbine type air compressor, 8-intercooler, 9-radiator, 10-water tank, 11-cooling fan, 12-humidifier, 13-fuel cell stack, 14-tail electromagnetic valve, 15-water-gas separator, 16-recovery water pump;
21-a first valve, 22-a second valve, 23-a third valve;
61-fourth valve, 62-fifth valve, 63-sixth valve;
71-air inlet, 72-air outlet, 73-exhaust inlet, 74-exhaust outlet;
81-first inlet, 82-first outlet, 83-second inlet, 84-second outlet;
131-anode inlet, 132-anode outlet, 133-cathode inlet, 134-cathode outlet;
151-moisture inlet, 152-liquid outlet, 153-gas outlet.
Detailed Description
For simplicity and clarity of illustration, elements in the figures have not necessarily been drawn to scale. The same reference numbers in different drawings identify the same or similar elements, and thus perform similar functions. In addition, descriptions and details of well-known steps and elements are omitted for simplicity of the description. Furthermore, in the following detailed description of the present application, numerous specific details are set forth in order to provide a thorough understanding of the present 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.
While the embodiments of the present application have been illustrated and described in detail in the drawings, the cross-sectional view of the device structure is not to scale in the general sense for ease of illustration, and the drawings are merely exemplary and should not be construed as limiting the scope of the application. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Also in the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application. 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 application is further described below with reference to the accompanying drawings.
Example 1
As shown in fig. 1, the present embodiment provides a fuel cell air supply system for a commercial vehicle, including: the air compressor 1 of the air braking system, a first three-way valve 2, a pressure sensor 3, an air storage cylinder 4, an air filter 5, a second three-way valve 6, an exhaust gas turbine type air compressor 7, an intercooler 8, a radiator 9, a water tank 10, a cooling fan 11, a humidifier 12, a fuel cell stack 13, a tail discharge electromagnetic valve 14, a water-gas separator 15 and a recovery water pump 16. The air compressor 1 of the pneumatic braking system is used for compressing air and inputting the air into the air reservoir 4 for braking. The pressure sensor 3 is used to detect the pressure in the air reservoir 4. The air cleaner 5 is used for filtering impurities in the air, and the first three-way valve 2 and the second three-way valve 6 are used for changing a transmission path of the high-pressure air.
As shown in fig. 1, the first three-way valve 2 is provided with a first valve 21, a second valve 22 and a third valve 23, the second three-way valve 6 is provided with a fourth valve 61, a fifth valve 62 and a sixth valve 63, the exhaust turbine air compressor 7 is provided with an air inlet 71, an air outlet 72, an exhaust inlet 73 and an exhaust outlet 74, the intercooler 8 comprises a first inlet 81, a first outlet 82, a second inlet 83 and a second outlet 84, the fuel cell stack 13 comprises an anode inlet 131, an anode outlet 132, a cathode inlet 133 and a cathode outlet 134, and the moisture separator 15 comprises a moisture inlet 151, a liquid outlet 152 and a gas outlet 153.
Specifically, in the commercial vehicle fuel cell air supply system, one end of the air compressor 1 of the air brake system is communicated with an air supply pipeline, the other end of the air compressor 1 of the air brake system is communicated with a first valve 21 of a first three-way valve 2, a second valve 22 of the first three-way valve 2 is communicated with an air storage cylinder 4, a pressure sensor 3 is further installed on a connecting pipeline between the second valve 22 and the air storage cylinder, a third valve 23 of the first three-way valve 2 is communicated with a fourth valve 61 of a second three-way valve 6, an air outlet of the air filter 5 is communicated with a fifth valve 62 of the second three-way valve 6, an air inlet of the air filter 5 is communicated with the air supply pipeline, an air inlet 71 of the exhaust turbine air compressor 7 is communicated with a sixth valve 63 of the second three-way valve 6, an air outlet 72 is communicated with a first inlet 81 of an intercooler 8, a cooling fan 11 is arranged behind the radiator 9, one end of the intercooler 9 is communicated with a second inlet 83 of the intercooler 8, the other end of the intercooler 8 is communicated with an outlet end of the water tank 10, a second outlet 84 of the intercooler 8 is communicated with an inlet of the water tank 10, and an inlet of the intercooler 12 of the humidifier 8 is communicated with an inlet 82 of the water tank 10; the outlet end is communicated with a cathode inlet 133 of the fuel cell stack 13, one end of the tail electromagnetic valve 14 is communicated with a cathode outlet 134 of the fuel cell stack 13, the other end of the tail electromagnetic valve is communicated with a moisture inlet 151 of the moisture separator 15, a liquid outlet 152 of the moisture separator 15 is communicated with an inlet end of the recovery water pump 16, a gas outlet 153 is communicated with an exhaust gas inlet 73 of the exhaust gas turbine air compressor 7, an outlet end of the recovery water pump 16 is communicated with an inlet end of the water tank 10, and an exhaust gas outlet 74 of the exhaust gas turbine air compressor 7 is communicated with an exhaust pipeline.
In particular, the first three-way valve 2 and the second three-way valve 6 are both solenoid valves, so as to be controlled by a controller. In specific implementation, the control of the first three-way valve 2 and the second three-way valve 6 can be realized by a whole vehicle controller.
Preferably, the air compressor 1 of the air braking system is a two-stage booster-type ultra-high-speed electric air compressor, so that the flow and pressure of air entering the air braking system can be fully improved, and the efficiency of the air braking system is further ensured.
Preferably, the air reservoir 4 is a container device capable of bearing a certain pressure and having good sealing performance, and can well store the compressed air of the pneumatic braking system.
Through the structure, the air supply system of the fuel cell of the commercial vehicle has at least two working 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 this operating state, the pressure in the air reservoir 4 reaches a preset value, the air is compressed by the air compressor 1 of the pneumatic braking system, and the compressed air enters the air inlet of the exhaust turbine type air compressor 7 through the first valve 21, the third valve 23, the fourth valve 61 and the sixth valve 63, and is secondarily compressed by the exhaust turbine type air compressor 7. The compressor efficiency is improved by the same power as that of the exhaust turbine type air compressor 7 alone, and the energy consumption is reduced by the same output pressure. Since the air pressure required for braking is easily achieved, the rotational speed requirement for the air compressor 1 of the pneumatic braking system is not high compared to the air compressor for supplying air to the fuel cell, while the rotational speed requirement for the air compressor for supplying air to the fuel cell is extremely high. In this way, the rotational speed requirement for the exhaust gas turbine type air compressor 7 can be reduced, and the manufacturing cost of the air compressor can be reduced.
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. That is, at this time, the pressure in the air tank 4 is insufficient, and the air compressed by the air compressor 1 of the pneumatic brake system is introduced into the air tank 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 load of the fuel cell stack is reduced during braking, the rotational speed requirement of the air compressor 1 of the air brake system is not high. 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 power of the exhaust turbine type air compressor 7 can be reasonably distributed, so that the requirement of the exhaust turbine type air compressor 7 on the highest rotating speed is reduced, and the manufacturing cost of the air compressor is reduced.
Example 2
Referring to fig. 2, the present embodiment provides a method for recovering residual pressure in a fuel cell air supply system of a commercial vehicle, which includes a pneumatic brake residual pressure recovering fuel cell air supply system and a method for operating a non-pneumatic brake residual pressure recovering fuel cell air supply system. I.e. in a first operating state and in a second operating state.
The working method of the fuel cell air supply system with the 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 supplies compressed air to the air storage cylinder 4, meanwhile, in the sensor signal processing system, sensor signals are collected and processed, and the processed signals can be stored through the data storage module; the signals of the acquisition sensors include signals of the pressure sensor 3, fuel cell operating state signals, load signals and the like, and specifically, various sensor signals including an accelerator pedal signal, a brake pedal signal, a vehicle speed signal and the like can be acquired through a bus on the vehicle.
The pressure sensor 3 detects the pressure value of the air reservoir 4 and makes a judgment with a preset value, specifically, the controller may be controlled to perform the judgment. That is, the mode switching condition judgment system judges whether the system is in the first working state or the second working state, that is, the mode switching condition judgment system judges whether the system is a pneumatic brake residual pressure recovery system or a non-pneumatic brake residual pressure recovery system.
When the pressure value reaches a preset value, the whole vehicle controller controls the first valve 21 and the third valve 23 of the first three-way valve 2 to be conducted, the second valve 22 of the first three-way valve is closed, the fourth valve 61 and the sixth valve 63 of the second three-way valve 6 to be conducted, the fifth valve 62 of the second three-way valve is closed, the tail exhaust electromagnetic valve 14 is conducted, compressed air overflowed by the pneumatic braking system enters the exhaust turbine type air compressor 7 to be repressurized through the first three-way valve 2 and the second three-way valve 6, the compressed air is cooled by the intercooler 8 and then enters the humidifier 12 to be humidified, then humidified air flows into the cathode inlet 133 of the fuel cell stack 13, unreacted air and reaction product water flow through the tail exhaust electromagnetic valve 14 to enter the water-gas separator 15 from the cathode outlet 134 of the fuel cell stack 13, water enters the water tank 10 through the recovery water pump 16 to be utilized, waste gas with kinetic energy enters the waste gas inlet 73 of the exhaust turbine type air compressor 7 to push the turbine to rotate to be repressurized, and waste gas after the kinetic energy is utilized is discharged into the atmosphere through the waste gas outlet 74 of the waste gas turbine type air compressor 7. In the process, the exhaust turbine type air compressor 7 compresses the air which is compressed originally, and the tail exhaust body of the fuel cell stack 13 drives the turbine of the exhaust turbine type air compressor 7 to do work, so that the residual pressure recovery is carried out on the air pressure brake and the stack tail exhaust, and the energy consumed by an air supply system is greatly reduced.
The working method of the fuel cell air supply system for recovering the residual pressure without air pressure braking is realized in that when the fuel cell starts to work, the pressure sensor 3 detects the pressure value of the air storage cylinder 4, when the pressure value is smaller than a preset value, the whole vehicle controller controls the first valve 21 and the second valve 22 of the first three-way valve 2 to be communicated, the third valve 23 of the first three-way valve is closed, the fifth valve 62 and the sixth valve 63 of the second three-way valve are communicated, the fourth valve 61 of the second three-way valve is closed, the tail electromagnetic valve 14 is communicated, at the moment, the air compressor 1 of the air braking system supplies air to the air storage cylinder 4, external air is filtered by the air filter 5, enters the exhaust turbine air compressor 7 through the second three-way valve 6 to be pressurized, enters the humidifier 12 to be humidified after being cooled by the intercooler 8, then the humidified air flows into the cathode inlet 133 of the fuel cell stack 13, unreacted air and reaction product water flow into the water separator 15 through the tail electromagnetic valve 14, the water pump 16 enters the water tank 10 to be utilized, the exhaust air compressor with kinetic energy enters the turbine air compressor 7 to push the rotating exhaust air turbine air compressor 73, and the exhaust air compressor with kinetic energy enters the exhaust turbine air compressor 7 to be pressurized after the exhaust air compressor 74 is pressurized by the exhaust air turbine air compressor. In the process, the tail exhaust body of the fuel cell stack 13 drives the turbine of the exhaust turbine type air compressor 7 to do work, and air is compressed, so that the recovery of the residual pressure of the tail row of the stack is realized, and the energy consumed by an air supply system is reduced.
Specifically, according to the comparison result of the pressure sensor value and the preset value, the working state of the air supply system of the fuel cell is determined: 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.
That is, the judgment can be made according to the value of the pressure sensor, so that the fuel cell system controller controls the on and off of the corresponding valves of the first three-way valve 2 and the second three-way valve 6, and further controls the switching of the working method of the air supply system of the fuel cell with pneumatic brake residual pressure recovery and the working method of the air supply system of the fuel cell without pneumatic brake residual pressure recovery.
By the mode, the compressed air of the air brake and the electric pile tail row can be recycled, so that the waste of the compressed air of the air brake and the electric pile tail row can be avoided, and the energy consumption of an air supply system can be reduced.
Example 3
Further modifications of this embodiment based on embodiments 1 or 2 are not repeated. Only the differences will be described below.
Specifically, the preset value may be a range, for example, between a minimum preset value and a maximum preset value, and when the value of the pressure sensor is smaller than the minimum preset value, the current working state is the second working state; when the data of the pressure sensor is larger than a maximum preset value, the current working state is a first working state; in the first operating state and the second operating state, the operation method thereof is described in detail in embodiments 1 and 2, and will not be described herein.
When the value of the pressure sensor is between the minimum preset value and the maximum preset value, the working state of the pressure sensor is a third working state. The third working state is set to more flexibly control the air flow direction after the air compressor 1 of the air brake system is compressed, for example, the following can be: when the load of the fuel cell stack is small, all the fuel flows into the air storage cylinder 4 until the first working state or the second working state is reached; it is also possible to: when the load of the fuel cell stack is large, the fuel cell stack flows into the exhaust gas turbine type air compressor 7 through the first three-way valve 2 and the second three-way valve 6 to be pressurized until the load of the fuel cell stack is reduced or the pressure of the air storage cylinder 4 is lower than a minimum preset value; it is also possible that: when the load of the fuel cell stack is moderate, the compressed air of the air compressor 1 of the pneumatic braking system is controlled to partially flow to the air storage cylinder 4, and the compressed air partially flows to the exhaust turbine type air compressor 7 to be pressurized, and the air flow can be synchronously split or split in an intermittent mode, namely, the compressed air is respectively controlled to flow to the air storage cylinder 4 and the exhaust turbine type air compressor 7 in two adjacent time periods.
In this way, the air flow direction after compression of the air compressor 1 of the air brake system can be flexibly controlled to balance between braking and reducing the highest rotation speed of the exhaust turbine type air compressor 7, thereby achieving the best effect.
The technical scheme of the application is described above. It is to be understood that the application is not limited to the particular embodiments described above, and that various changes and modifications may be made by one skilled in the art within the scope of the claims without affecting the spirit of the application.

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.
CN202310589528.6A 2023-05-22 2023-05-22 Air supply system of commercial vehicle fuel cell and residual pressure recovery working method Pending CN116759608A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310589528.6A CN116759608A (en) 2023-05-22 2023-05-22 Air supply system of commercial vehicle fuel cell and residual pressure recovery working method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310589528.6A CN116759608A (en) 2023-05-22 2023-05-22 Air supply system of commercial vehicle fuel cell and residual pressure recovery working method

Publications (1)

Publication Number Publication Date
CN116759608A true CN116759608A (en) 2023-09-15

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Country Link
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