GB2523669A - Turbocharger device and fuel cell system with a turbocharger device - Google Patents

Turbocharger device and fuel cell system with a turbocharger device Download PDF

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Publication number
GB2523669A
GB2523669A GB1503232.9A GB201503232A GB2523669A GB 2523669 A GB2523669 A GB 2523669A GB 201503232 A GB201503232 A GB 201503232A GB 2523669 A GB2523669 A GB 2523669A
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GB
United Kingdom
Prior art keywords
turbine
fuel cell
compressor
cell system
designed
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Withdrawn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
GB1503232.9A
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GB201503232D0 (en
Inventor
Christian Dulk
Manas Kumar Mandal
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
Priority to GB1503232.9A priority Critical patent/GB2523669A/en
Publication of GB201503232D0 publication Critical patent/GB201503232D0/en
Publication of GB2523669A publication Critical patent/GB2523669A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas- turbine plants for special use
    • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
    • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
    • F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
    • 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
    • H01M8/04022—Heating by combustion
    • 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
    • H01M8/0606—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants
    • H01M8/0612—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants from carbon-containing material
    • 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
    • H01M8/04119—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying
    • H01M8/04156—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying with product water removal
    • H01M8/04164—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying with product water removal by condensers, gas-liquid separators or filters
    • 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

Abstract

A turbocharger device 20 comprising a first compressor 22 and a first turbine 28 and a second compressor 24 and a second turbine 30, which are all arranged on the same shaft 26. The shaft 26 can also be driven by an electric motor 32, and each one of the compressors 22, 24 and the turbines 28, 30 are preferably connected to the shaft 26 by means of a clutch so that both or either of the compressors can be in operation with both or either of the turbines at any point of operation. The turbocharger device 20 may also have a controller 34 and a number of valves 36, 38, 40, 42 to control flow to the compressors and turbines. Such a turbocharger device allows for operation over a wide range of mass flow rates. The invention further relates to a fuel cell system 10 with such a turbocharger device 20.

Description

Turbocharger device and fuel cell system with a turbocharger device The invention relates to a turbocharger device comprising a first compressor and a first turbine and a second compressor and a second turbine. The first compressor and the first turbine are arranged on a shaft. The invention further relates to a fuel cell system with such a turbocharger device.
Document ER 1 316 698 Al describes a turbocharger device for a combustion engine, which comprises two separate turbochargers. A first compressor of the first turbocharger and a second compressor of the second turbocharger are both fluidly connected to a common supply passage which supplies a first bank of cylinders and a second bank of cylinders of the combustion engine with compressed air. A turbine of the first turbocharger is provided with exhaust gas from the first bank of cylinders of the combustion engine and a turbine of the second turbocharger is provided with exhaust gas from the second bank of cylinders. However, as the exhaust manifolds of the two banks of cylinders are fluidly connected, only the turbine of the first turbocharger or both turbines of both turbochargers can be provided with exhaust gas. At a low flow rate the first turbocharger operates and at a high flow rate both turbochargers operate.
Document WO 2011/005455 A2 describes a turbocharger with a two-stage compressor wherein a first-stage compressor with two impellers is arranged in series with an impeller of a second-stage compressor. All the impellers of the two-stage compressor are arranged on the same shaft as a turbine which receives exhaust gas from a combustion engine to which the compressed air is provided.
A turbocharger device with a first compressor and a second compressor mounted on the same shaft as a turbine is further disclosed in document DE 10 2005 009 431 Al, whereas document GB 2088964 describes a turbocharger for an engine comprising two turbine wheels mounted on a common shaft and transmitting power to one compressor wheel.
Document EP 1 385 224 Al describes a fuel cell system with a turbocharger device comprising two separate turbochargers, wherein two compressors are arranged in series in an air supply pipe and two turbines are arranged in series in an exhaust pipe of the fuel cell system.
It is further known from a prior art fuel cell system to employ a turbocharger with variable geometry in order to allow operation on a wide range of mass flow rates. However, such a design is rather complex.
It is therefore an object of the present invention to provide an improved turbocharger device of the initially mentioned kind and a fuel cell system with such a turbocharger device.
This object is solved by a turbocharger device having the features of claim 1 and by a fuel cell system having the features of claim 6. Advantageous configurations with convenient further developments of the invention are specified in the dependent claims.
In the turbocharger device according to the invention, the second compressor and the second turbine are arranged on the same shaft as the first compressor and the first turbine. Such a design is less complex than that of a turbocharger with variable geometry.
Also, a device that shall be provided with a fluid compressed by the turbocharger can be operated at higher pressure throughout the entire range of mass flow rates of the fluid.
Employing the two compressors and the two turbines mounted on the same shaft allows for operation in a wide range of mass flow rates.
In an advantageous embodiment, the first compressor is designed for a higher mass flow than the second compressor. Alternatively or additionally, the first turbine is designed for a higher mass flow than the second turbine. Thus, a particularly wide range of mass flow rates of the fluid to be compressed and of the exhaust gas which is provided to the turbines can be handled with the turbocharger device.
It has further proven to be advantageous to provide a clutch mechanism designed to disengage power transmission from the first turbine and/or the second turbine to at least one of the compressors. Thus, when either one of the turbines or one of the compressors is not necessary, the clutch mechanism allows for disengagement from the shaft. As a consequence, the disengaged compressor and/or turbine does not need to be driven.
This is in particular useful, if the turbocharger is designed as an electric turbocharger, i.e. the turbocharger device comprises an electric motor for driving the shaft. In such a case a lower load results in less power consumption of the turbocharger and thus higher efficiency of the turbocharger fuel cell system. The clutch mechanism can thus avoid the extra load to be present for the electric motor of the electric turbocharger device.
Further advantageously, the turbocharger device can comprise at least one flow control device designed to control the flow of a fluid to the first turbine and/or the second turbine as well as to the first compressor and/or to the second compressor. Thus, the appropriate compressors and/or turbines to be utilized at each mass flow rate can be selected accordingly.
The flow control device can comprise a controller and at least one valve which allows to regulate the flow to either one or both of the compressors and/or to either one or both of the turbines.
The first compressor and the second compressor can be fluidly connected to a common supply pipe for the compressed fluid.
The fuel cell system according to the invention comprises a turbocharger device according to the invention. The first compressor and the second compressor are designed to supply compressed air to a fuel cell stack of the fuel cell system. The first turbine and the second turbine are designed to receive exhaust gas from the fuel cell stack. By employing the turbocharger device according to the invention, a particularly simple and reliable provision of compressed air to the fuel cell stack over the entire range of mass flow rates can be achieved.
The fuel cell system can comprise a condenser which is designed to recover water from the exhaust gas. Preferably, recovered water is to be provided to the compressed air in order to humidify the compressed air. The condenser is preferably arranged downstream of at least one of the turbines. This allows to utilize the energy provided by the exhaust gas coming from the fuel cell stack to a particularly high extent.
The fuel cell system can comprise a pump device which is designed for supplying water recovered by the condenser into the compressed air upstream of the fuel cell stack.
Further advantageously, the fuel cell system can comprise a burner arranged upstream of at least one of the turbines. Such a burner can be designed for the combustion of fuel discharged from the fuel cell stack, wherein the fuel can optionally be mixed with air from a cathode side of the fuel cell stack. By utilizing the burner, the release of hydrogen into the environment can be avoided, and exhaust gas with a particularly high energy content can be provided to at least one of the turbines.
Finally, it has proven advantageous if the fuel cell system comprises a temperature-adjusting device and/or a humidifier arranged downstream of at least one of the compressors. Such a temperature-adjusting device allows to cool or to heat the compressed air which is provided to the fuel cell stack, and the humidifier allows for humidifying the compressed air before its entry into the fuel cell stack.
The turbocharger device and/or the fuel cell system can in particular be utilized in a vehicle.
The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the description of figures and/or shown in the figures alone are usable not only in the respectively specified combination but also in other combinations or alone without departing from the scope of the invention.
Thus, implementations not explicitly shown in the figures or explained, but which result and can be generated by separated feature combinations of the explained implementations are also to be considered encompassed and disclosed by the invention.
Further advantages, features and details of the invention are apparent form the claims, the following description of preferred embodiments as well as based on the drawings.
Therein show: Fig. 1 a fuel cell system for a vehicle comprising a turbocharger device with two compressors and two turbines mounted on the same shaft; Fig. 2 a variant of the fuel cell system according to fig. 1, wherein a burner is arranged in an exhaust pipe leading from a fuel cell stack of the fuel cell system to one of the turbines; Fig. 3 a further variant of the fuel cell system, wherein the burner can be provided with remaining fuel and with remaining air discharged from the fuel cell stack; Fig. 4 a further variant of the fuel cell system, wherein a humidifier is arranged upstream of the fuel cell stack; and Fig. 5 a variant of the fuel cell system according to fig. 4, wherein the fuel cell system comprises a burner.
A fuel cell system 10 for a vehicle comprises a fuel cell stack 12 with an anode side 14 and a cathode side 16. An oxidant such as air 18 or oxygen is provided to the cathode side 16 of the fuel cell stack 12. A turbocharger device 20 is utilized to compress the air 18. The turbocharger device 20 comprises a first compressor 22 and a second compressor 24, which are mounted on the same shaft 26. The turbocharger device 20 further comprises a first turbine 28 and a second turbine 30, which both are also mounted on the same shaft 26. The shaft 26 can also be driven by an electric motor 32. Each one of the compressors 22, 24 and the turbines 28, 30 preferably are connected to the shaft 26 by means of a clutch mechanism (not shown).
Due to the clutch mechanism a combination of either one of compressors 22, 24 with either one of the turbines 28, 30 can be utilized at any point of operation. For example, the first compressor 22 and the first turbine 28 can be in operation, whereas the second compressor 24 and the second turbine 30 can be in a stand-by mode by actuating the clutch mechanism. In such a configuration the second compressor 24 and the second turbine 30 will not be a load for the electric motor 32 driving the shaft 26.
Also, both turbines 28, 30 can be utilized to drive one of the compressors 22, 24, or both compressors 22, 24 can be driven by either one of the turbines 28, 30. In any case, the compressor 22, 24 or turbine 28, 30 which is disengaged from the shaft 26 by means of the clutch mechanism does not negatively affect the performance of the other components of the turbocharger device 20.
Preferably the first compressor 22 is designed for high mass flow and high pressure, whereas the second compressor 24 is designed for low mass flow and high pressure.
Similarly, the first turbine 28 is preferably designed for high mass flow and the second turbine 30 is designed for low mass flow.
A flow control device which controls the clutches and the operation of the compressors 22, 24 and the turbines 28, 30 can comprise an controller 34 and a number of valves 36, 38, 40, 42. For example, a first valve 36 can allow or obstruct the flow of the air 18 to the first compressor 22 and a second valve 38 the flow of the air 18 to the second compressor 24. In a like manner, a third valve 40 can allow or obstruct the flow of exhaust gas to the first turbine and a fourth valve 42 the flow of the exhaust gas to the second turbine 30.
In the embodiment shown in fig. 1, the fourth valve 42 is arranged in a bypass 44, which branches off from an exhaust pipe 46. A fuel exhaust pipe 48 provides remaining fuel from an outlet of the anode side 14 of the fuel cell stack 12 into the exhaust pipe 46.
Further an air exhaust pipe 50 provides exhaust gas from the cathode side 16 of the fuel cell stack 12 into the exhaust pipe 46. Downstream of the first turbine 28, the bypass 44 is connected to the exhaust pipe 46 at a junction 54. Thus, the combined flow of exhaust gas flowing through the first turbine 28 and the second turbine 30 can be discharged to a condenser 52 arranged downstream of the junction 54 of the bypass 44 with the exhaust pipe 46.
In the condenser 52, water is recovered from the exhaust gas. The water is provided to a pump 56 via a water passage 58. By means of the pump 56, recovered water is provided to a common supply pipe 60 which combines the air 18 coming from the first compressor 22 and the second compressor 24. Thus, the compressed air can be humidified before it enters a temperature-adjusting device 62, which serves as a cooler or a heater according to the operation of the fuel cell system 10.
From the temperature-adjusting device 62 the compressed air is discharged to the cathode side 16 of the fuel cell stack 12. The fuel cell system 10 further comprises a hydrogen recirculation passage 64 from which the fuel exhaust pipe 48 branches off downstream of the anode side 14 of the fuel cell stack 12.
The fuel cell system 10 shown in fig. 2 has many similarities with the fuel cell system 10 shown in fig. 1. However, there is a fifth valve 66 downstream of the second turbine 30 in the bypass 44. By closing this fifth valve 66, the exhaust gas from the second turbine 30 is prevented from returning to the exhaust pipe 46 at the junction 54. Instead, the exhaust gas is released via an outlet 67.
Further, the exhaust gas coming from the condenser 52 can be recirculated into the fuel exhaust pipe 48, which is in turn connected to the bypass 44 upstream of the second turbine 30. In order to recirculate the exhaust gas into the fuel exhaust pipe 48, a recirculation pipe 68 branches off from an outlet of the condenser 52 downstream of a sixth valve 70. Further, a burner 72 is arranged in the fuel exhaust pipe 48 downstream of a junction 74, where the recirculation pipe 68 is connected to the fuel exhaust pipe 48, and upstream of a further junction 75, where the bypass 44 is connected to the fuel exhaust pipe 48 upstream of the second turbine 30.
The variant of the fuel cell system 10 shown in fig. 3 differs from the fuel cell system 10 shown in fig. 2 in one detail. In this fuel cell system 10 a connection pipe 76 fluidly connects the air exhaust pipe 50 and the fuel exhaust pipe 48 upstream of the burner 72.
Thus, the burner 72 can be supplied with air depleted in oxygen and coming from the cathode side 16 of the fuel cell stack 12 along with remaining fuel, such as hydrogen, flowing through the fuel exhaust pipe 48. A flow of exhaust air to the burner 72 through the connection pipe 76 can be prevented or reduced by controlling a seventh valve 78 arranged in the connection pipe 76.
In the fuel cell system 10 according to fig. 4 another way than utilizing the condenser 52 is employed to humidify the compressed air flowing through the common supply pipe 60.
Here, the air exhaust pipe 50 is connected to a wet side of a humidifier 80, which is designed as a gas-to-gas humidifier. The compressed air, after cooling or heating in the temperature adjusting device 62, is humidified in the humidifier 80. Downstream of the humidifier 80, the air exhaust pipe 50 is combined with the fuel exhaust pipe 48 to form the exhaust pipe 46. The fuel cell system 10 according to fig. 4 also comprises the turbocharger device 20 with the two compressors 22, 24 and the two turbines 28, 30 arranged on the same shaft 26, and the valves 36, 38, 40, 42 are controlled by the controller 34.
A variant of the fuel cell system 10 shown in fig. 5 slightly differs from the fuel cell system shown in fig. 4. In this variant, the burner 72 which is supplied with fuel from the recirculation passage 64 via the fuel exhaust pipe 48 can further be supplied with air from the air exhaust pipe 50 after the passage of the air through the wet side of the humidifier 80. To accomplish this, a branch pipe 82 branches off from the air exhaust pipe 50 downstream of the humidifier 80 and upstream of a junction 84 at which the air exhaust pipe 50 is connected to the exhaust pipe 46.
The branch pipe 82 is connected to the fuel exhaust pipe 48 upstream of the burner 72.
However, by closing an eighth valve 86, the flow of air through the branch pipe 82 can be prevented or restricted. The controller 34 can also control a ninth valve 88 arranged downstream of a junction 90, where the branch pipe 82 branches off from the air exhaust pipe 50. As a result, all the air discharged from the wet side of the humidifier 80 flows through the branch pipe 82 and further to the burner 72.
All the valves 36, 38, 40, 42, 66, 70, 78, 86, 88 and/or all the -preferably four -clutches of the clutch mechanism are preferably controlled by the controller 34.
List of reference signs fuel cell system 12 fuel cell stack 14 anode side 16 cathode side 18 air turbocharger device 22 compressor 24 compressor 26 shaft 28 turbine turbine 32 electric motor 34 controller 36 valve 38 valve valve 42 valve 44 bypass 46 exhaust pipe 48 fuel exhaust pipe air exhaust pipe 52 condenser 54 junction 56 pump 58 water passage supply pipe 62 temperature adjusting device 64 hydrogen recirculation passage 66 valve 67 outlet 68 recirculation pipe valve 72 burner junction 74 junction 76 connection pipe 78 valve humidifier 82 branch pipe 84 junction 86 valve 88 valve junction

Claims (10)

  1. Claims Turbocharger device, in particular for a vehicle, comprising a first compressor (22) and a first turbine (28) and a second compressor (24) and a second turbine (30), wherein the first compressor (22) and the first turbine (28) are arranged on a shaft (26), characterized in that the second compressor (24) and the second turbine (30) are arranged on the same shaft (26) as the first compressor (22) and the first turbine (28).
  2. 2. Turbocharger device according to claim 1, characterized in that the first compressor (22) is designed for a higher mass flow than the second compressor (24) and/or the first turbine (28) is designed for a higher mass flow than the second turbine (30).
  3. 3. Turbocharger device according to claim 1 or 2, characterized by a clutch mechanism designed to disengage power transmission from the first turbine (28) and/or the second turbine (30) to at least one of the compressors (22, 24).
  4. 4. Turbocharger device according to any one of claims 1 to 3, characterized by at least one flow control device, in particular comprising at least one valve (36, 38, 40, 42) and a controller (34), designed to control the flow of a fluid to the first turbine (28) and/or the second turbine (30) and/or to the first compressor (22) and/or the second compressor (24).
  5. 5. Turbocharger device according to any one of claims 1 to 4, characterized in that the first compressor (22) and the second compressor (24) are fluidly connected to a common supply pipe (60) for a conipressed fluid.
  6. 6. Fuel cell system, in particular for a vehicle, with a turbocharger device (20) according to any one of claims 1 to 5, wherein the first compressor (22) and the second compressor (24) are designed to supply compressed air to a fuel cell stack (12) of the fuel cell system (10), wherein the first turbine (28) and the second turbine (30) are designed to receive exhaust gas from the fuel cell stack (12).
  7. 7. Fuel cell system according to claim 6, characterized in that a condenser (52) designed to recover water from the exhaust gas, which is to be provided to the compressed air, is arranged downstream of at least one of the turbines (28, 30).
  8. 8. Fuel cell system according to claim 7, characterized by a pump device (56) designed for supplying water recovered by the condenser (52) into the compressed air upstream of the fuel cell stack (12).
  9. 9. Fuel cell system according to any one of claims S to 8, characterized in that a burner (72), in particular designed for the combustion of fuel discharged from the fuel cell stack (12), is arranged upstream of at least one of the turbines (28, 30).
  10. 10. Fuel cell system according to any one of claims 6 to 9, characterized in that a temperature adjusting device (62), in particular cooler and/or a heater, and/or a humidifier (80) is arranged downstream of at least one of the compressors (22, 24).
GB1503232.9A 2015-02-26 2015-02-26 Turbocharger device and fuel cell system with a turbocharger device Withdrawn GB2523669A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
GB1503232.9A GB2523669A (en) 2015-02-26 2015-02-26 Turbocharger device and fuel cell system with a turbocharger device

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GB2523669A true GB2523669A (en) 2015-09-02

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108825360A (en) * 2018-06-21 2018-11-16 温州伊诺韦特科技有限公司 A kind of turbocharging structure and its control method
DE102018126154A1 (en) 2018-10-22 2020-04-23 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Internal combustion engine with multi-flow exhaust manifold and double turbine wheel
DE102022119876A1 (en) 2022-08-08 2024-02-08 Zf Cv Systems Global Gmbh Fuel cell system and vehicle, especially commercial vehicle
DE102022119879A1 (en) 2022-08-08 2024-02-08 Zf Cv Systems Global Gmbh Fuel cell system and vehicle, especially commercial vehicle

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US20050198957A1 (en) * 2004-03-15 2005-09-15 Kim Bryan H.J. Turbocompound forced induction system for small engines
DE102010011027A1 (en) * 2010-03-11 2011-09-15 Bayerische Motoren Werke Aktiengesellschaft Loading device for internal-combustion engine, has turbine shaft and compressor shaft of electrical machine, which are propelled as driving motor or generator operated electrical machine over machine shaft
JP2014141934A (en) * 2013-01-24 2014-08-07 Toyota Motor Corp Internal combustion engine

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Publication number Priority date Publication date Assignee Title
US2767561A (en) * 1954-05-20 1956-10-23 Boeing Co Ram air cabin pressurizing systems
DE3838149A1 (en) * 1988-11-10 1990-05-17 Daimler Benz Ag Supercharging system for an internal combustion engine
EP1385224A1 (en) * 2002-07-26 2004-01-28 Renault s.a.s. Recirculation of exhaust gas from a burner of a reformer in the exhaust circuit of a fuel cell
US20050198957A1 (en) * 2004-03-15 2005-09-15 Kim Bryan H.J. Turbocompound forced induction system for small engines
DE102010011027A1 (en) * 2010-03-11 2011-09-15 Bayerische Motoren Werke Aktiengesellschaft Loading device for internal-combustion engine, has turbine shaft and compressor shaft of electrical machine, which are propelled as driving motor or generator operated electrical machine over machine shaft
JP2014141934A (en) * 2013-01-24 2014-08-07 Toyota Motor Corp Internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108825360A (en) * 2018-06-21 2018-11-16 温州伊诺韦特科技有限公司 A kind of turbocharging structure and its control method
DE102018126154A1 (en) 2018-10-22 2020-04-23 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Internal combustion engine with multi-flow exhaust manifold and double turbine wheel
DE102022119876A1 (en) 2022-08-08 2024-02-08 Zf Cv Systems Global Gmbh Fuel cell system and vehicle, especially commercial vehicle
DE102022119879A1 (en) 2022-08-08 2024-02-08 Zf Cv Systems Global Gmbh Fuel cell system and vehicle, especially commercial vehicle

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