DE102018220739A1 - Device for operating a fuel cell unit for a rail vehicle and rail vehicle - Google Patents

Abstract

A device (10) for operating a fuel cell unit (2) for a rail vehicle (1) comprises a multi-stage compressor with a first compressor stage (11) and a second compressor stage (12) in terms of flow technology, the first compressor stage (11) having an inlet for Introducing air into the compressor, which can be fluidly coupled to an inlet line (15), and wherein the second compressor stage (12) has an outlet for providing a compressed air mass flow, which can be fluidly coupled to an outlet line (18). The device (10) also has the fuel cell unit (2), which is coupled to the compressor and is arranged in terms of flow between the first compressor stage (11) and the second compressor stage (12). The compressor is set up to provide a compressed, first air mass flow for the fuel cell unit (2) and a compressed, second air mass flow different from the first air mass flow for a consumer (4, 6) that can be coupled to the outlet.

Description

The present invention relates to a device for operating a fuel cell unit for a rail vehicle and a corresponding rail vehicle.

A fuel cell system can serve as a drive source for a rail vehicle. In it, for example, hydrogen is oxidized as operating material with oxygen in an air stream in order to generate and provide electrical drive energy for the rail vehicle.

It is an object of the invention to provide a device for operating a fuel cell unit for a rail vehicle which enables an efficient and inexpensive operation of a fuel cell system. It is also an object to provide a rail vehicle with such a device for operating a fuel cell unit.

The object is achieved by a device or a rail vehicle with the features of the relevant independent claims. Refinements and developments of the device are specified in the dependent claims.

According to a first aspect, a device for operating a fuel cell unit for a rail vehicle comprises a multi-stage compressor with a first compressor stage and a second compressor stage following in terms of flow technology, the first compressor stage having an inlet for introducing air into the compressor, which can be coupled with an inlet line in terms of flow technology is, and wherein the second compressor stage has an outlet for providing a compressed air mass flow, which is fluidically coupled to an outlet line. The device also has the fuel cell unit, which is coupled to the compressor and is arranged in terms of flow between the first compressor stage and the second compressor stage. The compressor is set up to provide a compressed, first air mass flow for the fuel cell unit and a compressed, second air mass flow different from the first air mass flow for a consumer that can be coupled to the outlet.

By means of the described device, it is possible in a simple manner to operate a fuel cell unit in an energy-saving and efficient manner and to contribute to an environmentally friendly and inexpensive operation of a corresponding rail vehicle. In particular, such a device can implement or form a drive system for the rail vehicle.

Rail vehicles, such as locomotives, wagons, multiple units, trams or subways, require a reliable compressed air supply for various air mass consumers. The compressed air required for this can be provided by means of a compressor. If such a rail vehicle furthermore has a fuel cell system as a drive system, oxygen is required in order to enable the chemical reaction of hydrogen used, for example, as operating material, with this oxygen to generate electricity.

The device described comprises only a single powerful compressor, which enables the supply of the fuel cell unit and also other air mass consumers at the same time. A separate compressor for the fuel cell unit can thus be saved and the response behavior or a reaction time of the fuel cell unit can be improved by such a combined compressor.

The compressor of the device performs two different functions. On the one hand, it takes over the compressed air supply for connected consumers, such as the braking system, air suspension and door mechanisms of the rail vehicle. On the other hand, it takes over the oxygen supply to the fuel cell unit, which requires an air mass flow with different properties than the compressed air consumers described above.

According to a development of the device, the compressor is set up to provide a predetermined compressor output as a function of an operating output of the fuel cell unit. The compressor output is designed in coordination with the fuel cell unit to be supplied in order to enable reliable and continuous operation of the fuel cell unit.

According to a preferred embodiment of the device, the compressor is set up to provide a compressor output of at least 10 kW, preferably at least 15 kW, for example 15 kW-17 kW. A compressor capable of such a compressor performance enables a safe and reliable supply of connected air mass flow consumers with compressed air and the fuel cell line with oxygen.

According to a further preferred embodiment of the device, the compressor is set up to use the first compressor stage to produce a first air mass flow of at least 90 g / s or at least 100 g / s with an air pressure of at least 1.2 bar or at least 1.4 bar and by means of the second compressor stage to provide a second air mass flow of at least 3 g / s or at least 4 g / s with an air pressure of at least 7 bar or at least 8 bar. In particular, the compressor is designed to use the first compressor stage to produce a first air mass flow of 120 g / s with an air pressure of 1.5-2.0 bar and by means of the second compressor stage a second air mass flow of 5 g / s with an air pressure of 10. 0 bar to provide.

The first air mass flow with the properties described represents a preferred volume flow, which is required for safe and reliable operation of the fuel cell unit. The second air mass flow with the described properties represents a preferred volume flow, which is required for a controlled compressed air supply to connected consumers of the rail vehicle.

With regard to its performance, the compressor of the device is designed in such a way that it enables a reliable supply of draft air and is also able to provide the additionally required amount of compressed air for the operation of the fuel cell unit. It is therefore not necessary to provide two or more separate compressors, which take over a respective functionality separately and provide a respective air mass flow.

According to a preferred development, the device has an air mass accumulator which is fluidly coupled to the fuel cell unit and the compressor. In this way, a continuous, reliable supply of the fuel cell unit with an air mass flow and provision of oxygen can be achieved. The air mass storage device is therefore in particular designed to receive a first air mass flow with the properties described above, to store it and to deliver it to the fuel cell unit if required.

According to a further preferred development, the device has one or more compressed air reservoirs, which is or are fluidically coupled to the compressor downstream of the second compressor stage and is or are designed to be coupled to an air mass consumer. In this way, a continuous and reliable supply of compressed air to consumers connected to the device can be achieved. The compressed air accumulator is therefore designed in particular to receive a second air mass flow with the properties described above, to store it and, if necessary, to deliver it to the connected consumers of the rail vehicle.

According to a preferred development, the device comprises a control valve for regulating an air mass flow, which is arranged in terms of flow between the first compressor stage and the second compressor stage. In terms of flow technology, the control valve is preferably arranged between the first compressor stage and the fuel cell unit. An air mass flow can thus be controlled in a targeted manner and fed to the fuel cell unit and / or the second compressor stage. For example, the control valve is designed as a cross valve, to the flow-side input of which the first compressor stage is connected and to whose two flow-side outputs on the one hand the fuel cell unit and on the other hand the second compressor stage are connected.

The device described with the one compressor, which combines different functionalities with the supply of the fuel cell unit and the provision of draft air, enables advantages compared to an arrangement which has several separate compressors. Among other things, the dynamics of the fuel cell unit can be improved by means of the device, in particular by using an optional air mass storage for the fuel cell unit. As a precaution, the air mass required for the operation of the fuel cell unit can already be stored in the air mass storage device with the appropriate air pressure and, if necessary, can be passed directly into the fuel cell unit.

In addition, the described device with the only one combined compressor enables the fuel cell unit to be operated more efficiently and also has a weight advantage, which can contribute to an increased range of a rail vehicle and to reduced fuel costs. An additional compressor also prevents noise emissions. Furthermore, the device with the combined compressor offers a more compact structure and requires less power than several separate compressors, each of which serves only one function.

The combined compressor is multi-stage, at least two-stage, and therefore has two or more compressor stages. The air extraction for the supply of the fuel cell unit is set after the first compressor stage in order to contribute to a low total energy consumption. In addition, there are further cost savings, since the one combined compressor is cheaper than several separate ones Compressors. Further savings potential with regard to running costs arise in particular in the maintenance of the device. Maintenance costs of a compressor for the fuel cell unit contribute, for example, to almost 50% of the annual maintenance costs of a fuel cell system, which can be significantly reduced by means of the described device and the multifunctional compressor.

According to a further aspect, a rail vehicle comprises an embodiment of the device described above for operating a fuel cell unit and an air mass flow consumer which is coupled to the device. The rail vehicle realizes, for example, a drive train which uses the device for providing electrical energy. The fuel cell unit represents a consumer of an air mass flow which is arranged downstream of the first compressor stage in terms of flow technology and can be supplied with the first air mass flow provided by means of the compressor. The air mass flow consumer is, for example, a brake system, an air suspension, a toilet system and / or a door mechanism of the rail vehicle, which are operated with compressed air.

Alternatively or additionally, further consumers to be supplied with compressed air can be coupled to the device. Such an air mass flow consumer is arranged downstream of the second compressor stage in terms of flow technology and can be supplied with the second air mass flow provided by means of the compressor.

In this way, an efficient, cost-effective and low-maintenance operation of the rail vehicle can be made possible by means of the described device and a combined compressor. Characterized in that the rail vehicle includes a configuration of the device described above, if applicable, described properties and features of the device are also disclosed for the rail vehicle and vice versa.

• 1 eine schematische Darstellung eines Schienenfahrzeugs mit einer Brennstoffzelleneinheit, und
• 2 ein schematisches Ausführungsbeispiel einer Vorrichtung zum Betreiben der Brennstoffzelleneinheit nach 1.

Exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings. Show it:

• 1 a schematic representation of a rail vehicle with a fuel cell unit, and
• 2 a schematic embodiment of a device for operating the fuel cell unit according to 1 ,

1 shows a schematic representation of a rail vehicle 1 with one device 10 that are used to operate a fuel cell unit 2 of the rail vehicle 1 and to power the device 10 connected consumers 4 . 6 is formed with compressed compressed air. The consumers 4 and 6 are air mass consumers, the consumer 4 for example a braking system and the consumer 6 represents a door mechanism operated by compressed air. Alternatively or additionally, other consumers, such as a toilet system or air suspension, can use the rail vehicle 1 with the device 10 be coupled. As described below, the device enables 10 efficient and cost-effective operation of the rail vehicle due to a multi-stage combined compressor that serves different functions 1 ,

2 shows a schematic representation of the device 10 , which is a two-stage compressor with a first compressor stage 11 and a second compressor stage downstream in terms of flow technology 12 includes that with a drive shaft or compressor shaft 14 are coupled. The first compressor stage 11 has an inlet for introducing air into the compressor, which is fluidly connected to an inlet line 15 is coupled. The second compressor stage 12 has an outlet for providing a compressed air mass flow, the fluidic with an outlet line 18th is coupled. On the outlet pipe 18th are consumers 4 and 6 coupled and can be supplied with compressed air by means of the device.

The device 10 further includes the fuel cell unit 2 that are coupled to the compressor and fluidly between the first compressor stage 11 and the second compressor stage 12 is arranged. The compressor is set up for this by means of the first compressor stage 11 a compressed, first air mass flow for the fuel cell unit 2 and by means of the second compressor stage 12 a compressed second air mass flow, different from the first air mass flow, for the consumers coupled to the outlet 4 . 6 to provide.

Through the inlet pipe 15 can, for example, filtered ambient air with an air mass flow of 125 g / s with an air pressure of about 1 bar to the first compressor stage 11 be performed. By means of the first compressor stage 11 For example, a first air mass flow of 120 g / s with an air pressure of 1.5-2.0 bar is then generated and by a control valve 16 and a supply line 17 to the fuel cell unit 2 guided. By means of the second compressor stage 12 For example, a second air mass flow of 5 g / s with an air pressure of 10.0 bar is generated and the consumers 4 . 6 of the rail vehicle 1 made available.

The control valve 16 is fluidically subsequent to the first compressor stage 11 and preceding the second compressor stage 12 arranged. The control valve 16 is also fluidically between the first compressor stage 11 and the fuel cell unit 2 arranged. As shown, for example, it is implemented as a cross valve and enables simple flow control of the first air mass flow. The first air mass flow can thus be proportional or complete to the fuel cell unit 2 headed or the second compressor stage 12 be fed.

One for operating the fuel cell unit 2 The required air mass flow is thus after the first compressor stage 11 tapped from the compressor and provides the oxygen required for fuel cell operation. The fuel cell unit 2 is flow-related with an equipment container 5 coupled, which, for example, hydrogen as a resource for the fuel cell unit 2 provides, and thus forms a fuel cell system that acts as a drive source for the rail vehicle 1 can serve. When the fuel cell system is in operation, hydrogen as the operating medium is oxidized and the oxygen in the first air mass flow is reduced by electrical drive energy for the rail vehicle 1 to provide.

The device 10 also has an air mass storage 3 on the fluidic with the fuel cell unit 2 is coupled. The air mass storage 3 is designed to record the first air mass flow, to store it and, if necessary, to the fuel cell unit 2 to deliver. The air mass storage 3 can alternatively or additionally have a different fluidic coupling to the compressor, which follows the first compressor stage 11 is arranged and a proportional introduction of the first air mass flow into the air mass storage 3 and / or discharging the stored first air mass flow into the compressor and / or the fuel cell unit 2 enables. In this way, an ongoing reliable supply to the fuel cell unit 2 can be achieved with the first air mass flow and provision of oxygen.

The device 10 also has a compressed air reservoir 7 in terms of flow technology downstream to the second compressor stage 12 is coupled to the compressor and a reliable supply to the device 10 connected consumers 4 . 6 with compressed air. The compressed air reservoir 7 can be directly with the compressor and / or through the consumer 4 . 6 be coupled to the compressor and enable the intake, storage and delivery of compressed air or the second air mass flow.

The device described 10 includes only the one combined compressor, which supplies the fuel cell unit 2 and also the other air mass consumers 4 . 6 enables. Thus, a separate compressor for the fuel cell unit 2 be saved and the response behavior of the fuel cell unit 2 , especially in cooperation with the air mass storage 3 , be improved. The combined compressor is based on an operating performance of the fuel cell unit 2 coordinated and provides, for example, a compressor output of 15 kW - 17 kW.

The device described 10 thus only has a powerful compressor, which provides different air mass flows and with the supply of the fuel cell unit 2 and providing compressed air to consumers 4 . 6 different functionalities served. In comparison to an arrangement which has several separate compressors, the device can 10 the dynamics of the fuel cell unit 2 be improved. In addition, the device enables 10 a more efficient operation of the fuel cell unit 2 and also has a lower weight, so that the rail vehicle has a greater range 1 and reduced fuel costs are possible. It also reduces noise emissions and the device 10 offers a clear and compact design with just one compressor. Further cost savings are possible, in particular when purchasing and maintaining the combined compressor, since maintenance costs for a compressor in particular make up around 50% of the annual maintenance costs for a fuel cell system.

In this way, therefore, by means of the device described 10 an efficient drive and supply system for the rail vehicle 1 realizes and the running balance of the energy and environmental balance of the rail vehicle 1 be improved.

Reference list

1

Rail vehicle

2

Fuel cell unit

3

Air mass storage

4

Consumer / braking system

5

Equipment container

6

Consumer / door mechanism

7

Compressed air reservoir

10

contraption

11

first compressor stage

12th

second compressor stage

14

Compressor shaft

15

Inlet pipe

16

Control valve

17

Supply

18th

Exhaust pipe

Claims (10)

Device (10) for operating a fuel cell unit (2) for a rail vehicle (1), comprising: - A multi-stage compressor with a first compressor stage (11) and a fluidically subsequent second compressor stage (12), the first compressor stage (11) having an inlet for introducing air into the compressor, which can be fluidically coupled to an inlet line (15) , and wherein the second compressor stage (12) has an outlet for providing a compressed air mass flow which can be fluidly coupled to an outlet line (18), and - The fuel cell unit (2), which is coupled to the compressor and is arranged fluidically between the first compressor stage (11) and the second compressor stage (12), the compressor being set up to provide a first compressed air mass flow for the fuel cell unit (2) and one to provide a second compressed air mass flow that is different from the first air mass flow for an air mass consumer (4, 6) that can be coupled to the outlet line (18). Device (10) after Claim 1 , in which the compressor is set up to provide a predetermined compressor output as a function of an operating output of the fuel cell unit (2). Device (10) after Claim 1 or 2 , in which the compressor is set up to provide a compressor output of at least 10 kW. Device (10) according to one of the Claims 1 to 3 , in which the compressor is set up to use the first compressor stage (11) to produce a first air mass flow of at least 100 g / s with an air pressure of at least 1.4 bar and by means of the second compressor stage (12) a second air mass flow of at least 4 g / s s to be provided with an air pressure of at least 8 bar. Device (10) according to one of the Claims 1 to 4 , in which the compressor is set up by means of the first compressor stage (11) a first air mass flow of 120 g / s with an air pressure of 1.5 - 2.0 bar and by means of the second compressor stage (12) a second air mass flow of 5 g / s with an air pressure of 10.0 bar. Device (10) according to one of the Claims 1 to 5 , comprising: an air mass accumulator (3) which is fluidly coupled to the fuel cell unit (2) and the compressor. Device (10) according to one of the Claims 1 to 6 , comprising: a compressed air reservoir (7) which is fluidically coupled to the compressor downstream of the second compressor stage (11) and is designed for coupling to a consumer (4, 6). Device (10) according to one of the Claims 1 to 7 , comprising: a control valve (16) for regulating an air mass flow, which is arranged in terms of flow between the first compressor stage (11) and the second compressor stage (12). Device (10) after Claim 8 , in which the control valve (16) is arranged fluidically between the first compressor stage (11) and the fuel cell unit (2). Rail vehicle (1), comprising: - an air mass flow consumer (4, 6), and - a device (10) for operating the fuel cell unit (2) according to one of the Claims 1 to 9 , in which the outlet of the second compressor stage (12) is coupled to the air mass flow consumer (4, 6) by means of an outlet line (18).

Images