EP2409353A1 - Dispositifs de refroidissement pour un système de piles à combustible - Google Patents

Dispositifs de refroidissement pour un système de piles à combustible

Info

Publication number
EP2409353A1
EP2409353A1 EP10708927A EP10708927A EP2409353A1 EP 2409353 A1 EP2409353 A1 EP 2409353A1 EP 10708927 A EP10708927 A EP 10708927A EP 10708927 A EP10708927 A EP 10708927A EP 2409353 A1 EP2409353 A1 EP 2409353A1
Authority
EP
European Patent Office
Prior art keywords
fuel cell
cooling
component
cooling device
cooling circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10708927A
Other languages
German (de)
English (en)
Inventor
Oliver Harr
Cosimo Mazzotta
Armin MÜTSCHELE
Holger Richter
Hans-Jörg SCHABEL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP2409353A1 publication Critical patent/EP2409353A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • 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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
    • 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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • 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
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
    • 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
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M2008/1095—Fuel cells with polymeric electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a cooling device for a fuel cell system, according to the closer defined in the preamble of claim 1. Art Furthermore, the invention relates to the use of such a cooling device in a fuel cell system for driving a means of transport.
  • Fuel cell systems for generating electrical energy from gaseous educts, such as hydrogen and oxygen or air, are known from the general state of the art.
  • gaseous educts such as hydrogen and oxygen or air
  • a so-called low-temperature fuel cell as the core element of the fuel cell system.
  • a common type of such a low-temperature fuel cell for example, the so-called PEM fuel cell, which is generally operated at a temperature level of 60-90 ° C.
  • the fuel cell system usually has a cooling circuit which dissipates excess waste heat from the area of the fuel cell and from the area of other components.
  • the other components may be components of the fuel cell system, for example an air conveyor or a hydrogen recirculation fan to return unused hydrogen from an area to the anode of the fuel cell in the area in front of the anode of the fuel cell. There, the recirculated, unused hydrogen with fresh hydrogen, for example, mixed from a pressurized gas tank and fed back to the anode of the fuel cell.
  • other components in particular electrical and / or electronic components, in particular for the drive of the means of transport, be present, which also require cooling.
  • the second cooling circuit typically has a lower temperature level than the cooling circuit for the fuel cell, and serves to cool these components.
  • DE 103 14 820 A1 provides that this "dangerous" moisture is expelled by a dry purge gas, so that the gases present in the system are so dry that the above-mentioned problem can not occur slightly different approach to solving this Problem operates JP 2008-041433 A, in which by the operation of the hydrogen recirculation fan heating and drying of the gases is achieved at least in the anode circuit.
  • Both solutions have the disadvantage that they require additional energy or appropriate connections and components to promote when switching off a dry gas through the corresponding line areas.
  • both structures have the disadvantage that they should be used only for energy reasons, only if it is actually a shutdown for a correspondingly longer period is pending. This makes the required control relatively expensive and causes unnecessary energy losses in a fast restart of the fuel cell system.
  • the inventive cooling of the component together with the fuel cell in a cooling circuit has the advantage that the component is cooled to a relatively high temperature level.
  • the electronic components in a gas delivery device are by far not as complex as in other power electronic components, such as a drive control for a traction drive, a DC / DC converter or the like. They can therefore be relatively easily and inexpensively designed so that they can withstand even this higher temperature level over a longer period without damage.
  • the component at the higher temperature level of the fuel cell itself, however, when the system is switched off, the component cools down more slowly with respect to the surrounding line elements, since during operation it had a correspondingly high temperature level and stores the heat longer due to its mass as for example a conduit element.
  • the fuel cell and at least the at least one component Cool more slowly than the surrounding areas in the form of other components, line elements or the like. Upon cooling, the moisture is then drawn off into these areas, which cool down correspondingly faster, and condenses there.
  • the risk of condensing droplets in the region of the component can thus be massively reduced without significant additional effort, so that the problem described above will no longer occur in a restart under freezing conditions. Compared to the prior art, this can be achieved without additional components for heating, flushing or the like.
  • the effect of the operation of the fuel cell system with such a cooling device automatically, so it is independent of the duration until the restart always and without additional control effort available.
  • a further cooling circuit is present at a lower temperature level, by which electronic components not in the area of the component and / or further auxiliary units can be cooled.
  • This construction provides for the combination of a fuel cell system with a low-temperature and a high-temperature cooling circuit, which is known per se from the prior art and described at the outset.
  • the low-temperature cooling circuit cools in particular the components of the drive electronics, electronic converters and the like.
  • the at least one component with the gas delivery device which would also be cooled as an electronic component in the conventional structure of this low-temperature cooling circuit, but now shifted into the high-temperature circuit for cooling the fuel cell itself. This ensures that the component is at a higher temperature during operation. As a result, it cools down accordingly when the system is turned off so that moisture does not condense in the gas delivery region of the component but in the regions surrounding the component, for example the line elements.
  • the at least one component has a thermal insulation.
  • the cooling device according to the invention for a fuel cell system is particularly suitable for fuel cell systems, which are frequently started, stopped and restarted, and which are also located in areas in which there is a risk of freezing of condensed water due to the low temperatures.
  • a particularly favorable and advantageous use of the cooling device according to the invention for fuel cell systems is therefore to be seen in fuel cell systems, which are used to drive means of transport.
  • means of transport may be understood to mean various means of transport on land, in the water or in the air, in particular Vehicles for the transport of persons or goods, Logistics vehicles, Ships or submarines.
  • Vehicles for the transport of persons or goods
  • Logistics vehicles Ships or submarines.
  • the use in aircraft is conceivable, wherein the electrical energy is typically not used for propulsion of the aircraft, but to drive ancillaries.
  • FIG. 1 shows an exemplary fuel cell system in an indicated vehicle.
  • Fig. 2 shows a cooling device according to the invention in a first embodiment; and
  • FIG. 3 shows a high-temperature cooling circuit according to the invention in a second embodiment.
  • a very highly schematic vehicle 1 is indicated as an exemplary means of transport.
  • the vehicle 1 is equipped with a fuel cell system 2, which is surrounded by the dotted line.
  • a fuel cell 3 as the heart of the fuel cell system 2 provides electrical power, which is provided via a DC / DC converter 4 or other comparable electronic component to a vehicle electrical system of the vehicle 1 available.
  • the electrical power is used primarily to drive the vehicle 1, which is indicated here by a power electronics 5 and an electric motor 6 accordingly.
  • About an axis 7 wheels 8 of the vehicle 1 are driven by the electric motor 6 in the schematic representation chosen here.
  • the electrical power generated by the fuel cell 3 can also be made available to other electrical or power electronic elements, which are indicated here by the box 9 by way of example.
  • a storage device 10 for electrical energy for example in the form of a battery and / or a high-power capacitor, may be provided.
  • the fuel cell 3 should be formed in the embodiment shown here as a stack of individual PEM fuel cells (polymer electrolyte membrane), as a so-called stack.
  • the fuel cell 3 has a cathode space 11 and an anode space 12, which are separated from one another by a polymer membrane as the electrolyte.
  • About an air conveyor 13 is the cathode compartment 11 of the Fuel cell 3 supplied air as oxygen-containing gas.
  • the spent exhaust air then passes in this embodiment of the fuel cell system 2 from the cathode chamber 11 into a turbine 14, in which it is relaxed before it is discharged to the environment of the vehicle 1.
  • the air conveying device 13 comprises, in addition to a conveying region 15 and an electric machine 16, also this turbine 14 just described.
  • ETC Electric Turbo Charger
  • Energy can be recovered from the exhaust air via the turbine 14, so that not all of the energy required to convey the air has to be applied by the electric machine 16. If, in special cases, there is an energy surplus at the turbine 14, so that more energy is available at the turbine 14 than is required for conveying the air in the air conveying region 15, which is typically designed as a flow compressor, then the electric machine 16 can be used Energy is recovered in generator operation and fed into the electrical system of the vehicle 1.
  • the supply of the anode compartment 12 of the fuel cell 3 takes place in the embodiment shown here with hydrogen, which is stored in a compressed gas tank 17 in the vehicle 1.
  • a corresponding metering valve 18, which will typically comprise a pressure reducer the hydrogen is supplied from the compressed gas tank 17 to the anode chamber 12 of the fuel cell 3.
  • usually more hydrogen is metered into the fuel cell 3 than can be consumed therein.
  • the excess hydrogen is passed out of the region of the anode chamber 12 via a recirculation line 19 and a recirculation conveyor 20, which will usually be designed as a hydrogen recirculation fan with a gas delivery region 21 and an electric drive motor 22.
  • the recirculation conveyor 20 supports the recycling of the unused anode exhaust gas. This is then mixed with the fresh, coming from the pressurized gas tank 17 hydrogen and fed back to the anode compartment 12 of the fuel cell 3 as a common hydrogen flow.
  • the vehicle 1 In such a fuel cell system 2 as well as in the electrical and / or electronic components of the vehicle 1 usually falls during operation waste heat, which must be actively removed.
  • the vehicle 1 usually has two cooling circuits 23, 24, which are shown by way of example in FIG.
  • the cooling circuits 23, 24 are divided into a high-temperature cooling circuit 23 and a low-temperature cooling circuit 24.
  • the temperature of the high-temperature cooling circuit 23 will be in the range of the typical temperature level for operation of the fuel cell 3, ie at about 60-90 ° C.
  • the temperature of the low temperature refrigeration circuit 24 will be lower than this temperature level because the refrigeration cycle 24 serves to cool electrical and / or electronic components which can generally be made simpler, less expensive, and longer life if cooled to a temperature level which is below the temperature level of the high-temperature cooling circuit. Typical temperature levels for the low-temperature cooling circuit are therefore below 60 ° C.
  • heat exchangers are now drawn on different components and provided with the Roman numeral corresponding to the Arabic numbering of the component.
  • These heat exchangers IM, IV, V, VI, IX, XIII and XX represent, by way of example, the most important components to be cooled of the fuel cell system 2 and of the vehicle electrical system or drive of the vehicle 1.
  • each of the cooling circuits via a coolant conveyor 25, 26 and a cooling heat exchanger 27, 28 has.
  • the cooling heat exchangers 27, 28 are comparable to the vehicle radiator in conventional equipped with an internal combustion engine vehicles. They are usually streamed by the wind and cool the flowing in the cooling circuits 23 and 24 cooling medium. If required, they can also be supplied by way of ventilators 29, 30 indicated by way of example, in order to improve the cooling of the cooling medium in the respective cooling circuit 23, 24.
  • the high-temperature cooling circuit 23 cools the fuel cell 3, which is indicated here by the box denoted IM, which symbolizes the heat exchanger IM in the region of the fuel cell 3.
  • the cooling medium flows through the heat exchanger XX of the recirculation conveyor 20 in a series connection, before it flows through the heat exchanger IM of the fuel cell 3.
  • the further cooling circuit 24 at the lower temperature level
  • the heat exchangers IV, V 1 VI of the DC / DC converter 4, the power electronics 5 of the drive and the drive motor 6 are shown in a serial shading.
  • the cooling medium flows through the heat exchanger IX of the further electrical and / or electronic components 9 in a parallel branch indicated by way of example.
  • the illustration of the heat exchanger XIII of the air conveyor 13 was omitted in FIG. 2, which could in principle be used both in the high-temperature circuit 23 and in the low-temperature circuit 24 to be ordered.
  • the problem also occurs in the air conveyor 13, but here fresh air is sucked from the environment, which at this time still has not too high humidity. More problematic in the area of the air conveyor 13 is the area of the turbine 14, since here too exhaust gas laden with product water flows out of the cathode area, which likewise brings with it a great deal of moisture, which can condense correspondingly in this area.
  • the recirculation conveyor 20 Due to the fact that the cooling of the recirculation conveyor 20 takes place actively in the high-temperature cooling circuit 23 via the heat exchanger XX, it is achieved that the recirculation conveyor 20 is operated as a component of the fuel cell system 2 at a comparatively high temperature level. Since the recirculation conveying device 20 with the gas conveying region 21 and the electric drive motor 22 as a whole has a comparatively high mass, during operation of the fuel cell system 2, the entire mass will be heated to a temperature which corresponds approximately to the temperature level of the high-temperature cooling circuit 23. This ensures that when the fuel cell system 2 is switched off, the recirculation conveyor 20 is at a relatively high temperature level and cools correspondingly slowly.
  • a thermal insulation 31 may also be provided in the region of the recirculation conveyor 20, as indicated schematically in FIG.
  • the risk that the moisture now condenses itself in the region of the fuel cell 3 and freezes there is comparatively low, since the fuel cell 3 itself is also at the temperature level of the high-temperature cooling circuit 23, and since the fuel cell cools slowly with a comparatively large mass anyway.
  • the fuel cell 3 itself may also be provided with a thermal insulation, which is not shown here.
  • the heat exchangers XIII of the air conveyor 13, XX of the recirculation conveyor 20 and III of the fuel cell 3 are now flowed through in parallel by the cooling medium in the cooling circuit 23 here.
  • the distribution volume flows of the cooling medium in the cooling circuit 23 to the individual heat exchangers XIII, XX and Ml can be done by means of suitable orifices and / or valve means 32 in the individual strands of the cooling circuit 23.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un dispositif de refroidissement pour un système de piles à combustible (2), comprenant au moins un circuit de refroidissement (24) grâce auquel une pile à combustible (3) peut être refroidie. Le système de piles à combustible comprend en outre au moins un composant (20) qui possède au moins un domaine d'entraînement électrique (22) et un domaine de transport de gaz (21). Grâce au domaine de transport de gaz (21), un gaz peut être acheminé jusqu'à la pile à combustible (3). Le composant (20) est refroidi activement. Selon l'invention, le refroidissement du composant (20, XX) est assuré avec le refroidissement de la pile à combustible (3, III) par un circuit de refroidissement (24).
EP10708927A 2009-03-18 2010-03-09 Dispositifs de refroidissement pour un système de piles à combustible Withdrawn EP2409353A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009013776A DE102009013776A1 (de) 2009-03-18 2009-03-18 Kühlvorrichtungen für ein Brennstoffzellensystem
PCT/EP2010/001450 WO2010105752A1 (fr) 2009-03-18 2010-03-09 Dispositifs de refroidissement pour un système de piles à combustible

Publications (1)

Publication Number Publication Date
EP2409353A1 true EP2409353A1 (fr) 2012-01-25

Family

ID=42205271

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10708927A Withdrawn EP2409353A1 (fr) 2009-03-18 2010-03-09 Dispositifs de refroidissement pour un système de piles à combustible

Country Status (5)

Country Link
US (1) US20120058407A1 (fr)
EP (1) EP2409353A1 (fr)
JP (1) JP2012521061A (fr)
DE (1) DE102009013776A1 (fr)
WO (1) WO2010105752A1 (fr)

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DE102010051345A1 (de) * 2010-11-13 2012-05-16 Daimler Ag Kühlanordnung für ein Fahrzeug und Fahrzeug
DE102011109645A1 (de) 2011-08-05 2013-02-07 Daimler Ag Brennstoffzellensystem
DE102013209409A1 (de) * 2013-05-22 2014-11-27 Siemens Aktiengesellschaft Gleichspannungswandler und Brennstoffzellenanlage eines Unterseebootes
DE102014202663B4 (de) 2014-02-13 2022-08-11 Bayerische Motoren Werke Aktiengesellschaft Brennstoffzellen-Anlage mit thermischer Rekuperation im kryogenen Wasserstoffsystem
DE102020128728B4 (de) * 2020-11-02 2022-09-08 Audi Aktiengesellschaft Kraftfahrzeug und Verfahren zum Betrieb einer Kühleinrichtung

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Also Published As

Publication number Publication date
WO2010105752A1 (fr) 2010-09-23
DE102009013776A1 (de) 2010-09-23
JP2012521061A (ja) 2012-09-10
US20120058407A1 (en) 2012-03-08

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