EP4309256A1 - Procédé pour faire fonctionner un sous-marin avec une pile à combustible et un accumulateur - Google Patents

Procédé pour faire fonctionner un sous-marin avec une pile à combustible et un accumulateur

Info

Publication number
EP4309256A1
EP4309256A1 EP22712346.0A EP22712346A EP4309256A1 EP 4309256 A1 EP4309256 A1 EP 4309256A1 EP 22712346 A EP22712346 A EP 22712346A EP 4309256 A1 EP4309256 A1 EP 4309256A1
Authority
EP
European Patent Office
Prior art keywords
fuel cell
voltage
cell device
electrical system
accumulator
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.)
Pending
Application number
EP22712346.0A
Other languages
German (de)
English (en)
Inventor
Marc Pein
Niclas LUNDIUS
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.)
ThyssenKrupp AG
ThyssenKrupp Marine Systems GmbH
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Marine Systems GmbH
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 ThyssenKrupp AG, ThyssenKrupp Marine Systems GmbH filed Critical ThyssenKrupp AG
Publication of EP4309256A1 publication Critical patent/EP4309256A1/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • 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
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • 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
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04228—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during shut-down
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
    • H01M8/04302—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
    • H01M8/04303—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during shut-down
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04544—Voltage
    • H01M8/04559—Voltage of fuel cell stacks
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04865—Voltage
    • H01M8/0488—Voltage of fuel cell stacks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/30—The power source being a fuel cell
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/42—The network being an on-board power network, i.e. within a vehicle for ships or vessels
    • 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 method for operating a submarine with a fuel cell and an accumulator.
  • a DC voltage converter for lithium accumulators is known from DE 10 2017 009 527 A1.
  • DE 10 2014 109 092 A1 discloses a drive system for a submarine with a DC voltage network and a number of battery strings.
  • the battery strings are connected to the DC network via string connection units.
  • the string current that flows is set by the string connection units.
  • EP 2 112 707 B1 discloses a method for supplying energy to a submarine using a power grid, a fuel cell and a reformer. The supply of fuel to the reformer is controlled depending on the power.
  • DE 199 54 306 A1 discloses a device for generating electrical energy with a fuel cell in a vehicle.
  • the object of the invention is to find a method for the optimal operation of a submarine with an accumulator and a fuel cell in order to provide the energy required by the submarine in an optimal form.
  • the method according to the invention for operating a submarine is for a submarine which has an on-board network, an energy storage device and a fuel cell device.
  • the consumers are also connected to the vehicle electrical system, for example and in particular the traction motor, control and guidance systems, a sonar system, life support systems including air treatment, cooling/air conditioning and the galley including cold storage space.
  • a diesel generator is usually also connected to the vehicle electrical system, which is usually the case when traveling under water is not used because of the exhaust gas and noise problems, even if there are diesel systems that are independent of the outside air. A diesel generator can therefore be disregarded for the method according to the invention, even if it is physically present.
  • the energy storage device has at least one accumulator and one DC-DC converter.
  • the DC-DC converter is designed as described in DE 102017 009 527 A1.
  • the accumulator can be connected to the vehicle electrical system via the DC voltage converter.
  • the DC voltage converter can be used accordingly to separate the accumulator from the vehicle electrical system.
  • the DC-DC converter is controlled via a battery management system (BMS).
  • BMS battery management system
  • the DC-DC converter is designed to generate a variable output voltage of the energy storage device, as is the case, for example, with the DC-DC converter described in DE 10 2017 009 527 A1.
  • the fuel cell device can be connected to the vehicle electrical system via a first switch. In a first switching state of the switch, the fuel cell device is disconnected from the vehicle electrical system. In a second switching state of the switch, the fuel cell device is connected to the vehicle electrical system. In this case, the connection is preferred and usually unidirectional, i.e. current can only ever flow in one direction. It is thus prevented that an accumulator unintentionally draws current from the vehicle electrical system.
  • the fuel cell device has an open circuit voltage.
  • the output voltage of the fuel cell device generally drops.
  • the no-load voltage is thus the maximum voltage that the fuel cell device can supply in the currentless case.
  • a current flows, which means that additional effects, such as resistance, come into play. Therefore, for devices such as a fuel cell device, current-voltage characteristic curves are recorded in order to know at which current and thus at which load the device supplies which voltage can.
  • the drop in voltage is usually comparatively small, but when the currents are high in the direction of the maximum current (the maximum load), the drop accelerates very significantly.
  • the first switch is in a first switching state, so that the fuel cell device is disconnected from the vehicle electrical system.
  • the fuel cell is usually switched off in the disconnected state, ie shut down, so that the fuel cell device is usually put into operation or also started up only after it has been connected.
  • the DC-DC converter also connects the accumulator to the vehicle electrical system, and power flows from the accumulator into the vehicle electrical system via the DC-DC converter.
  • the initial situation is therefore that the fuel cell device is not yet connected to the vehicle electrical system and the energy supply is provided entirely by the accumulator via the vehicle electrical system. This situation arises, for example, when the submarine submerges.
  • the diesel generator can have guaranteed the energy supply and, for example, has fully charged the accumulator and is switched off so that the submarine can submerge and operate under water.
  • the method according to the invention has the following steps: a) determining the maximum load of the fuel cell device, b) setting the output voltage of the DC-DC converter to 0.95 times to 1.2 times the no-load voltage of the fuel cell device, c) bringing the first switch into one second switching state, so that the fuel cell device is connected to the vehicle electrical system, d) connecting the fuel cell device to the vehicle electrical system, e) lowering the output voltage of the DC/DC converter to a voltage which is 0.8 times to 0.8 times the voltage of the fuel cell device when a load is applied .95 times the maximum load of the fuel cell device.
  • the maximum load of the fuel cell device is determined, preferably once.
  • a fuel cell device has a current-voltage characteristic which provides a maximum voltage during no-load operation (currentless). The higher the load (the higher the current flowing), the more the voltage drops. The relationship is not linear here, but initially the drop is small, the voltage drops more sharply at a limit value (maximum load).
  • the maximum load is the load at which the product of current and voltage, i.e. the power, reaches a maximum. If the current continues to rise, the voltage falls more than the current rises.
  • the maximum load is a parameter that results from the current-voltage characteristic of the fuel cell device.
  • the value of the maximum load does not have to be determined exactly, but can also be estimated with sufficient accuracy on the basis of the load behavior.
  • the maximum load usually corresponds to the nominal load given in the specification or the nominal load can be used as a first approximation as the maximum load.
  • step e) the output voltage of the DC-DC converter is lowered to a voltage UGI, which corresponds to the voltage of the fuel cell device when the load is 0.8 to 0.95 times the maximum load of the fuel cell device.
  • step b) the output voltage of the energy storage device and thus of the vehicle electrical system is raised to a potential such that this is approximately at the level of the fuel cell device.
  • the load of the electrical consumers is initially still borne by the energy storage device.
  • the equalization of the potentials prevents a voltage spike or even a spark when the switch is closed in step c).
  • the voltage of the vehicle electrical system is usually in the range of a few to several hundred volts and the spark gap can be quite significant. It must also be taken into account that such sparks are associated with the uncontrolled emission of electromagnetic radiation and, in addition to a pure fire hazard, above all entail the risk of the submarine being discovered.
  • the connection of the fuel cell device in step d) can or can include the booting, ie the starting of the fuel cell device precede the joining.
  • the electrical power output into the vehicle electrical system begins as a result of the connection.
  • the startup can preferably take place slowly after the purely electrical connection by slowly increasing the power output, for example in order to minimize negative thermal effects. As a result, the service life of the fuel cell can be increased.
  • the start-up may be complete when the fuel cell device is in a steady state thermal state or has reached full capability.
  • the next step can either be carried out afterwards or it can already be started in parallel in order to adapt the power outputs of the fuel cell device and the energy storage device to the current level of energy generation of the fuel cell device.
  • step e) the output voltage of the DC-DC converter is then reduced to a level below the output voltage of the fuel cell in regular supply operation (regulated operation).
  • the voltage of the fuel cell device as a function of the load ie the power consumed via the vehicle electrical system, is a characteristic and fixed relationship for the respective fuel cell device. Therefore, voltage versus load is a well-known correlation for each concrete fuel cell device. Here, the voltage is at its highest when there is no load and initially decreases slowly, but with increasing load it decreases more and more. Therefore, the selected voltage of the fuel cell device when a load of 0.8 times to 0.95 times the maximum load is applied is a fixed and predefined voltage resulting from the characteristics of the fuel cell device.
  • a corresponding voltage is thus defined, which precisely defines this level, which corresponds to the voltage at 0.8 times to 0.95 times the maximum load of the fuel cell device.
  • the maximum load can therefore be, for example, the state in which the fuel cell delivers its maximum rated power to the vehicle electrical system and the connected loads without another energy generator being connected to the vehicle electrical system. The state of charge of the accumulator is therefore not reduced.
  • the level of the output voltage of the DC-DC converter is chosen so that in the case when consumers require more power than can be provided by the fuel cell and thus the output voltage of the fuel cell device and / or the vehicle electrical system drops, the level of the output voltage of the DC voltage converter of the energy storage device is reached quickly. This can happen, for example, when the submarine has to accelerate quickly and the traction motor therefore has to be supplied with a very high current.
  • the energy storage device then also delivers electrical energy to the vehicle electrical system and supports the vehicle electrical system voltage. Energy is then made available both by the fuel cell and by the energy storage device. It can thus be ensured that the charge level of the accumulator does not drop under normal circumstances, but that the required electrical power is available without delay in an emergency.
  • the voltage of the fuel cell is the voltage in the vehicle electrical system (UB) when the fuel cell is utilized at 100%, ie when the rated power is delivered.
  • This voltage can either be measured by a voltage pickup or results from a nominal value that was specified when designing the vehicle electrical system or the fuel cell.
  • the output voltage of the DC-DC converter is set in the range of 0.8 to 0.95 of this voltage of the vehicle electrical system in the DC-DC converter.
  • the output voltage of the DC-DC converter is determined either by regulation in the DC-DC converter or by specifying a target value from a higher-level vehicle electrical system controller.
  • the DC voltage converter and/or the higher-level vehicle electrical system control have at least inputs for detecting the vehicle electrical system voltage and/or the operating state of the fuel cell.
  • a fuel cell device usually has a large number of fuel cells.
  • a large number of fuel cells are usually connected in series in order, for example, to achieve the high voltage that a traction motor requires and thus usually defines the voltage level of the vehicle electrical system.
  • several fuel cells can also be connected in parallel in order to achieve the required high currents. This results in a large number of interconnection options within one Fuel cell device, which the person skilled in the art will select in such a way that the performance is least affected if individual fuel cells fail and/or the replacement of certain module assemblies is particularly easy.
  • step e due to the lowering of the output voltage of the DC-DC converter in step e), no current flows from the accumulator into the vehicle electrical system in control mode.
  • regular operation means that the consumers consume less power from the vehicle electrical system than the maximum power of the fuel cell device.
  • energy is not unnecessarily taken from the accumulator during regular operation.
  • the energy reserves on board the submarine are preserved in order to be able to make them available as extensively as possible in a case that deviates from regular operation, in particular an emergency.
  • Fuel cell device is a current from the accumulator in the vehicle electrical system.
  • the advantage is that even in an emergency, no switching process or control intervention is necessary to provide the electrical energy from the accumulator. This is achieved by the fact that in high-load operation, after the consumed power has exceeded the power generated by the fuel cell, the voltage in the vehicle electrical system drops. As soon as the voltage in the vehicle electrical system has reached the voltage of the
  • the DC-DC converter feeds power from the accumulator into the vehicle electrical system and thereby stabilizes the voltage in the vehicle electrical system at the level of the voltage of the DC-DC converter but below the voltage level of the fuel cell.
  • the power of the fuel cell and additional power from the accumulators are fed in.
  • no electrical energy is usually transmitted from the accumulator to the vehicle electrical system.
  • the voltage in the vehicle electrical system drops because the fuel cell cannot deliver the required power.
  • step e the voltage is reached or fallen below to which the output voltage of the DC-DC converter was reduced in step e), as a result of which the electrical power is delivered from the accumulator to the vehicle electrical system and thus to the consumers immediately and without further steps.
  • Such an emergency can be, for example, an evasive or surfacing maneuver in which full power for the drive must be made available for a short time.
  • the vehicle electrical system voltage increases again.
  • the output voltage of the DC-DC converter is exceeded and it no longer feeds in electrical power from the accumulator.
  • the DC-DC converter prevents energy from flowing out of the vehicle electrical system and into the accumulator.
  • the DC-DC converter can be switched in such a way that power is taken from the vehicle electrical system and stored in the accumulator. This can happen, for example, when the accumulator is not fully charged or the state of charge falls below a target value. However, only so much power is then drawn that the maximum power of the fuel cell is not exceeded, i.e. the voltage of the vehicle electrical system does not fall below the voltage in normal operation.
  • the output voltage of the DC-DC converter starts to be reduced in step e), preferably in accordance with the current-voltage characteristic of the fuel cell device.
  • the output voltage is lowered in steps or continuously, particularly preferably to the extent that the fuel cell can supply the vehicle electrical system with energy. If the fuel cell can only provide 25% of its power, for example, because the start-up process is not yet complete, the output voltage of the DC-DC converter of the energy storage device is, for example, only reduced to the extent that the energy storage device makes the remaining 75% of the required power available. Alternatively, it is also possible to wait until the fuel cell device has reached its operational readiness before lowering the output voltage.
  • the vehicle electrical system is then supplied by both the fuel cell device and the accumulator. Subsequently, in this alternative embodiment, the output voltage of the rectifier is lowered stepwise or continuously.
  • An advantage of this embodiment is that the fuel cell device only reliably reaches a stable operating state before the fuel cell device provides the complete energy supply and the accumulator no longer feeds energy into the vehicle electrical system. In this way, the optimal utilization of the two energy sources and the entire operating time can be ensured. At the same time, the fuel cell device is started up particularly gently and the electrical energy required for all ship systems is nevertheless made available.
  • step b) the output voltage of the DC-DC converter is adjusted to 1.0 times to 1.1 times the no-load voltage of the fuel cell device.
  • the output voltage of the DC-DC converter is adjusted exactly to the voltage of the fuel cell device. In this context, it must be taken into account that the output voltage of the DC-DC converter can only be adjusted step by step and therefore only approximately exactly.
  • step e) the output voltage of the DC-DC converter is reduced to a voltage which corresponds to the voltage of the fuel cell device when the load is 0.88 to 0.92 times the maximum load of the fuel cell device.
  • the output voltage is adjusted step by step in steps b) and e).
  • the height of the steps is on the order of 0.5% to 3% of the open circuit voltage of the fuel cell device.
  • the method also has the following steps: f) raising the output voltage of the DC-DC converter to 0.95 times to 1.2 times the no-load voltage of the fuel cell device, g) switching off the fuel cell device, h) spending the first switch in a first switching state, so that the fuel cell device is separated from the vehicle electrical system.
  • steps g) and h) take place in reverse order or simultaneously.
  • the fuel cell device is preferably short-circuited with a load resistor after it has been disconnected from the vehicle electrical system, so that the chemical reaction continues after the fuel cell device has been switched off and hydrogen and oxygen therefore do not remain in the fuel cell at least in high concentrations, which protects the membrane in particular.
  • step g) comparatively quickly compared to the optional start-up in step d), since the fuel cell is not subjected to such a high load as a result.
  • step g) the following step is carried out: i) setting the output voltage of the DC/DC converter to a voltage level for operating the vehicle electrical system exclusively from the accumulator.
  • the output voltage of the DC-DC converter can be set as a function of the state of charge of the accumulator.
  • the output voltage is preferably selected as high as the voltage range of the vehicle electrical system allows in normal operation, since a higher voltage with the same power leads to lower currents and thus to lower line losses.
  • the voltage range of the vehicle electrical system in normal operation extends from 0.9 to 1.1 of the nominal voltage.
  • the output voltage is then selected in the range from 1.05 to 1.1 of the nominal voltage.
  • the accumulator is connected to the vehicle electrical system via a diode.
  • the diode is switched in such a way that only electrical energy from the accumulator can be delivered to the vehicle electrical system and the accumulator is prevented from being recharged.
  • the diode can be part of the DC-DC converter.
  • step e) the following steps are carried out to charge the accumulator by means of the fuel cell device according to step e): j) setting the output voltage of the DC/DC converter to a voltage level for charging the accumulator by means of the fuel cell device, k) bypassing the diode with a diode bypass switch,
  • the output voltage of the DC/DC converter is continuously adjusted during step I) in order to optimize the charging process.
  • FIG. 1 Schematic cross-section of a submarine Fig. 2 Process flow chart Fig. 3 Current-voltage characteristic
  • Fig. 1 a highly schematic cross section through a submarine 10 is shown.
  • the submarine 10 has an energy storage device 20, an on-board network 90 and, by way of example, a traction motor 80 as a consumer.
  • the submarine 10 has a fuel cell device 60 which can be connected to or disconnected from the on-board power supply 90 by means of a switch 70 .
  • the energy storage device 20 has an accumulator 30 , a DC voltage converter 40 and a diode 50 .
  • the vehicle electrical system 90 is supplied via the energy storage device 20, and thus, for example, the traction motor 80.
  • the fuel cell device 60 is switched off and separated from the vehicle electrical system 90 by the switch 70.
  • the following steps are carried out: b) setting the output voltage of the DC voltage converter 40 to 0.95 times to 1.2 times the no-load voltage of the fuel cell device 60, c) bringing the first switch 70 into a second switching state, so that the fuel cell device 60 is connected to the vehicle electrical system, d) connecting and then starting up the fuel cell device 60, e) lowering the output voltage of the DC-DC converter 40 to a voltage which corresponds to the voltage of the fuel cell device (60 ) when a load of 0.8 to 0.95 times the maximum load of the fuel cell device 60 is applied.
  • the energy for example for the traction motor 80
  • the fuel cell device 60 Only if the drive motor 80 suddenly draws a lot of energy, for example because an escape maneuver has to be carried out, does the voltage of the fuel cell device 60 drop according to the current-voltage characteristic and thus also the voltage in the vehicle electrical system 90. If the level is reached, to which the output voltage of the DC-DC converter 40 is reduced, the accumulator 30 also makes energy available to the traction motor 80 via the vehicle electrical system 90 .
  • the accumulator 30 is to be charged via the fuel cell device 60, the following steps are carried out. j) setting the output voltage of the DC-DC converter 40 to a voltage level for charging the accumulator 30 by means of the fuel cell device 60, k) bridging the diode 50 with a diode bridging switch,
  • FIG. 3 shows a purely schematic current-voltage characteristic of an exemplary fuel cell device. A real current-voltage characteristic can have a fundamentally different relationship.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Power Engineering (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un sous-marin (10) comprenant un dispositif de pile à combustible (60) et un accumulateur (30).
EP22712346.0A 2021-03-16 2022-03-04 Procédé pour faire fonctionner un sous-marin avec une pile à combustible et un accumulateur Pending EP4309256A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021202537.4A DE102021202537A1 (de) 2021-03-16 2021-03-16 Verfahren zum Betreiben eines Unterseebootes mit einer Brennstoffzelle und einem Akkumulator
PCT/EP2022/055646 WO2022194583A1 (fr) 2021-03-16 2022-03-04 Procédé pour faire fonctionner un sous-marin avec une pile à combustible et un accumulateur

Publications (1)

Publication Number Publication Date
EP4309256A1 true EP4309256A1 (fr) 2024-01-24

Family

ID=80933316

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22712346.0A Pending EP4309256A1 (fr) 2021-03-16 2022-03-04 Procédé pour faire fonctionner un sous-marin avec une pile à combustible et un accumulateur

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DE102022208979A1 (de) 2022-08-30 2024-02-29 Thyssenkrupp Ag Verfahren zur Steigerung der Reichweite eines getauchten Unterseebootes

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DE19954306B4 (de) 1999-11-11 2004-09-02 Ballard Power Systems Ag Vorrichtung zur elektrischen Energieerzeugnung mit einer Brennstoffzelle in einem Fahrzeug und Verfahren zum Betrieb einer derartigen Vorrichtung
DE10393874B8 (de) 2002-12-16 2014-04-17 Toyota Jidosha Kabushiki Kaisha Verfahren zur Bereitstellung elektrischer Leistung für einen Verbraucher, Leistungsversorgungssystem und Steuervorrichtung sowie Verwendung des Leistungsversorgungssystems in einem Brennstoffzellenfahrzeug
JP4555136B2 (ja) 2005-03-31 2010-09-29 本田技研工業株式会社 燃料電池の電気システム、燃料電池車両及び電力供給方法
DE102008020418A1 (de) 2008-04-24 2009-10-29 Howaldtswerke-Deutsche Werft Gmbh Verfahren zur Energieversorgung
KR101230900B1 (ko) * 2010-12-01 2013-02-07 현대자동차주식회사 연료전지 하이브리드 시스템의 운전 제어 방법
DE102014109092A1 (de) 2014-06-27 2015-12-31 Thyssenkrupp Ag Antriebssystem für ein U-Boot
DE102017009527A1 (de) 2017-10-12 2019-04-18 Thyssenkrupp Ag Verfahren zum Versorgen einer Fahranlage eines Unterseebootes mit elektrischer Energie und Fahrnetz eines Unterseebootes

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WO2022194583A1 (fr) 2022-09-22

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