TWI443904B - Fuel cell jet control system - Google Patents

Description

Fuel cell jet control system

The present invention relates to a jet control system for a fuel cell, and more particularly to a jet control system for a fuel cell.

The combination of a fuel cell stack and a transmission system is first seen in U.S. Patent No. 5,811,201, "Power Generation System Utilizing Turbine and Fuel Cell." The utility model comprises a fuel cell stack and a turbine power generating device, and the turbo power generating device comprises a compressor, a generator and a turbine.

The high-heat unreacted gas system discharged from the operation of the fuel cell stack of the above patent is used to drive the turbine to rotate, and the turbine further drives the compressor and the generator to generate electric power. In addition to compressing the intake of the turbine, the compressor also compresses the air supplied to the fuel cell stack. In addition, some of the hot gas discharged from the operation of the turbine is used to preheat the air supplied to the fuel cell stack. The patented power generation system generates electricity by simultaneously operating a fuel cell stack and a generator.

In addition, U.S. Patent No. 5,976,332, "Ultra-high Efficiency Turbine and Cell Combination", which includes a fuel cell stack, a compressor, a turbine, a generator and A drive motor.

The compressor of the above patent is different from the fifth, 811, 201 in that the compressed air system is completely supplied to the fuel cell stack, and the high-heat unreacted gas discharged from the operation of the fuel cell stack is used to drive the turbine. The power generated by the generator driven by the turbine is used to drive the drive motor, and the power generated by the operation of the fuel cell stack is also used to drive the drive motor.

The technologies disclosed in the two patents above are combined with a system of a fuel cell and a turbine engine, regardless of whether the driver is a generator or a drive motor, which drives the turbine with unreacted gas discharged from the operation of the fuel cell. And in turn drive the generator to generate electricity. However, whether the unreacted gas discharged from the operation of the fuel cell stack is sufficient to drive the turbine is not conclusive, and it is highly probable that the unreacted gas is not enough to drive the turbine at all, making the technology disclosed in the above patents empty talk.

Furthermore, the above technologies are all at the core of the operation of the fuel cell, that is, the fuel cell stack drives the external device (generator or the drive motor), and drives the turbine with the unreacted gas discharged therefrom, thereby jointly driving the external Device. However, once the above system has a fuel cell stack failure in use, the entire system is in an instant and there is no remedy. This concern is still minor for general generators, but it is significant for the drive motor used in aircraft propellers, that is, it does not meet the more important "Double Safety".

In addition, all of the above technologies include turbines, which are one of the main sources of noise in the operation of the system. Therefore, it is known that the above system must be accompanied by great noise and is not in line with the concept of environmental protection.

It can be seen that there are still many shortcomings in the above-mentioned household items, which is not a good designer and needs to be improved.

In view of the shortcomings derived from the above-mentioned jet control system of the conventional fuel cell, the inventor of the present invention has developed and improved the jet control system of the fuel cell.

It is an object of the present invention to provide a fuel cell air-jet control system in which a fuel cell stack and a power storage device that can be charged by the fuel cell stack directly drive the drive motor to drive the jet engine system to replace the general-purpose combustion jet engine system.

A second object of the present invention is to provide a jet control system for a fuel cell that conforms to the dual safety concept, and can drive a drive motor by electric power generated by any of the fuel cell stack and the power storage device, and the power storage device can be the fuel cell The group or external power source is charged, and the drive motor can be driven together with the fuel cell stack, and the power can be continuously supplied to drive the drive motor when the fuel cell stack is stopped.

Another object of the present invention is to provide a fuel cell air-jet control system capable of driving a drive motor directly with a fuel cell stack in a jet engine system that does not include a turbine, thereby driving the jet engine system.

The air-jet control system for a fuel cell that achieves the above object includes: a main drive shaft coupled to the external mechanism; a drive motor set having a first drive motor and a second drive motor, the first The second drive motor is coupled to the main drive shaft; at least one fuel cell stack is coupled to the first drive motor of the drive motor group for driving the first drive motor; and at least one power storage device is coupled to the drive motor set a second drive motor for driving the second drive motor; a drive gear set connecting the main drive shaft and the first and second drive motors to generate the first drive motor and the second drive motor The driving force is transmitted to the main transmission shaft; a control device is connected to the fuel cell stack and the power storage device for controlling the power output of the fuel cell stack and the power storage device and the fuel supply of the fuel cell.

Referring to FIG. 1 , a jet control system for a fuel cell according to the present invention is a schematic diagram showing a jet control system (100) of a fuel cell according to a first preferred embodiment of the present invention combined with an external mechanism. The external mechanism is a jet engine system (7); the fuel cell jet control system (100) comprises a fuel cell stack (1), a power storage device (2), and a fuel supply source (11) for supplying the fuel cell stack (1). A drive motor set (3), a drive gear set (4) and a main drive shaft (5).

The fuel cell stack (1) is connected to the power storage device (2) to conduct the power generated by the fuel cell stack (1) to the power storage device (2), and to charge the power storage device (2).

The driving motor group (3) has a first driving motor (31) and a second driving motor (32); the fuel cell stack (1) and the power storage device (2) are respectively connected to the driving motor group (3) And a first drive motor (31) and the second drive motor (32) for driving the drive motor group (3).

The transmission gear set (4) is coupled to the first and second drive motors (31, 32) of the drive motor group (3) and the main drive shaft (5), and is connected by the transmission gear set (4) The first drive motor (31) and the second drive motor (32) can be driven to drive the main drive shaft (5).

In addition, the fuel cell control system (100) also includes a control device (6) connected to the fuel cell stack (1) and the power storage device (2) for controlling the fuel cell stack (1) and The power output of the power storage device (2); the control device (6) controls a first switch switching unit (61) to switch the on/off between the fuel cell stack (1) and the power storage device (2), that is, the first When the switching path of the switch switching unit (61) is turned on, the fuel cell stack (1) charges the power storage device (2), and does not perform charging when the switching path is off.

And the control device (6) switches the fuel cell stack (1) and the first drive motor (31) and the power storage device by a second switch switching unit (62) and a third switch switching unit (63), respectively. (2) opening/closing with the second driving motor (32), that is, when the switching path of the second switching unit (62) is open, the fuel cell stack (1) is to the first driving motor (31) Outputting power to drive, and when the third switch switching unit (63) switches the path to be on, the power storage device (2) outputs power to the second drive motor (32) to drive; otherwise, the path is off when the channel is off Drive motor output power.

The fuel cell jet control system (100) is for driving a jet engine system (7); the jet engine system (7) directs an intake airflow (A1) to the jet engine system by a fan (71). (7), and the fan [Fan] (71) is coupled to a main rotation axis [Main Rotation-axis] (72), and the main rotation axis (72) is a front frame (73) and a rear machine The frame (74) is fixed; wherein the main rotating shaft (72) and the front frame (73) are coupled by a roller bearing (731), and the main rotating shaft (72) and the rear frame (74) ) is connected by a roller bearing (741).

The main rotating shaft (72) is coupled to a tilting gear (51) of the main transmission shaft (5) by a tilting gear (721), and the main rotating shaft (72) is driven to rotate by the main driving shaft (5). And rotating the main rotating shaft (72) to drive the fan (71) to guide the intake air flow (A1) to an axial compressor (75); the axial compressor (75) has a certain sub-blade [ Stator vanes (751) and a set of rotor blades [Rotor vanes] (752) are alternately configured. When the rotor blades (752) are rotating, the centrifugal force is generated, pushing the intake airflow (A1) backwards, thereby generating pressurized Effect, and the rotating airflow generated by the rotor blade (752) is guided back to the axial direction through the stator blade (751), and enters the next set of stator blades (751) and rotor blades (752) at the correct angle, by the above process The intake air stream (A1) is compressed such that the compressed gas becomes a jet stream (A2) and is ejected from the jet engine system (7) via a tail pipe (76).

The intake air flow (A1) leads to the jet engine system (7) as an intake end (77), and the jet air flow (A2) is ejected from the jet engine system (7) as a jet end (78). ). Through the compression of the axial compressor (75) and the smaller cross-sectional area of the jet end (78) relative to the intake end (77), the rate of the jet stream (A2) is greater than the intake The rate of airflow (A1). It is known by Newton's second law of motion that this rate difference will push the jet engine system (7) forward.

The power storage device (2) of the present invention usually needs to be in a full charge state, when the power generated by the fuel cell stack (1) is insufficient (including the faultless power output) or the fuel cell's jet control system (100) requires a large thrust. The power of the power storage device (2) is supplied as a timely power supply through the control device (6); when the fuel cell stack (1) normally supplies power or the fuel cell control system (100) does not require a large thrust, the control device is transmitted through the control device ( 6) Send the excess fuel cell stack (1) power to the power storage device (2) for timely storage.

Please refer to FIG. 2, which is a schematic view showing a second embodiment of the jet control system (200) of the fuel cell of the present invention. The fuel cell control system (200) includes two fuel cell stacks (1a, 1b), two power storage devices (2a, 2b), a fuel supply source (11) for supplying fuel cell stacks (1a, 1b), and a fuel supply system (1) The drive motor group (3a), a transmission gear set (4a) and a main drive shaft (5a).

The fuel cell stack (1a, 1b) is connected to the power storage device (2a, 2b) to conduct the electric power generated by the fuel cell stack (1a, 1b) to the power storage device (2a, 2b), respectively, and The power storage devices (2a, 2b) are charged.

The drive motor group (3a) has a first drive motor (31a), a second drive motor (32a), a third drive motor (33a) and a fourth drive motor (34a); the fuel cell stack (1a, 1b) respectively connecting a first drive motor (31a) and a second drive motor (32a) of the drive motor group (3a) for respectively driving the first drive motor (31a) and the drive motor (32a), and The power storage devices (2a, 2b) are respectively connected to the third drive motor (33a) and the fourth drive motor (34a) for respectively driving the third drive motor (33a) and the fourth drive motor (34a).

The transmission gear set (4a) is coupled to the first and second drive motors (31a, 32a) and the third and fourth drive motors (33a, 34a) and the main drive shaft (5a) of the drive motor group (3a) The connection, by the coupling of the transmission gear set (4a), enables the drive motor group (3a) to drive the main drive shaft (5a).

The fuel cell control system (200) also includes a control device (6a) connected to the fuel cell stack (1a, 1b) and the power storage device (2a, 2b) for controlling the fuel cell stack ( 1a, 1b) and power output of the power storage device (2a, 2b). The control device (6a) controls the first switch switching unit (61a) to switch the on/off between the fuel cell stack (1a) and the power storage device (2a), that is, the first switch switching unit (61a) switches the path to be open. At this time, the fuel cell stack (1a) charges the power storage device (2a), and does not charge when the switching path is off. In addition, the second switch switching unit (62a) is used to switch the on/off between the fuel cell stack (1b) and the power storage device (2b).

Further, the control device (6a) switches the fuel cell stack (1a, 1b) and the first drive motor (31a) and the second drive by a plurality of motor switch switching units (64a, 65a, 66a, 67a), respectively. The motor (32a) and the power storage device (2a, 2b) are turned on/off between the third drive motor (33a) and the fourth drive motor (34a). That is, when the motor switch switching unit (64a, 65a, 66a, 67a) is switched on, the fuel cell stack (1a, 2b) or the power storage device (2a, 2b) outputs power to the corresponding drive motor. Driven; otherwise, the drive motor does not output power when the path is off.

The control device (6a) also includes a sensor (not shown) for receiving the first and second drive motor signals (31a, 32a) of the drive motor group (3a) and the third and fourth drive motors (33a). The signal of 34a) is used to determine whether the drive motor (31a, 32a, 33a, 34a) is in a state of no malfunction or the like. Please refer to FIG. 3, which is a schematic view showing a transmission gear set (4a) according to a second embodiment of the present invention. The transmission gear set (4a) is composed of a sun gear (41a), a ring gear (42a) and four planetary gears (43a, 44a, 45a, 46a). The planetary gears (43a, 44a, 45a, 46a) respectively have a first transmission shaft (431a), a second transmission shaft (441a), a third transmission shaft (451a) and a fourth transmission shaft (461a). The first drive motor (31a), the second drive motor (32a), the third drive motor (33a) and the fourth drive motor (34a) are coupled. The planetary gears (43a, 44a, 45a, 46a) serve as force input ends, and by the ring gear (42a), the sun gear (41a) connecting the main transmission shaft (5a) is used as the output end of the rotational torque. .

The transmission gear set (4a) adopts the double safety concept design. The main drive shaft (5a) in the transmission gear set (4a) is driven by the sun gear (41a), and the sun gear (41a) is subjected to four planetary gears. (43a, 44a, 45a, and 46a) [※ each planetary gear is 90 degrees with each other], the four planetary gears (43a, 44a, 45a, 46a) are respectively driven by a drive motor group (3a). Four drive motors (31a, 32a, 33a, 34a) constitute the drive motor group (3a). Wherein the fuel cell stack (1a, 1b) or the power storage device (2a, 2b) operates normally, or the drive motor (31a, 31a, 33a, 34a) operates normally, the fuel cell jet The control system (200) still maintains the lowest output and does not cause the system (200) to momentarily collapse.

Please refer to FIG. 4, which is a schematic view showing a fuel cell stack of the present invention; the fuel cell stack (1a, 1b) of the second embodiment may have the structure of the fuel cell stack (1c, 1d) of the present invention, which is composed of A cylindrical configuration surrounding the jet engine system (7a) to save space and reduce air resistance.

In addition, generally low-temperature fuel cells (such as PEMFC and PAFC), the fuel used may be pure hydrogen, or may be alcohol or hydrocarbons, the alcohol or hydrocarbons may pass through a fuel reforming reformer [ Reformer] (not shown), after the reforming and upgrading process, the fuel is converted into a hydrogen-rich gas and impurities that are toxic to the anodizing process are removed and sent to the fuel cell stack (1).

In contrast to the prior art, the present invention is a second embodiment of a fuel cell driven fuel cell jet control system (200) that replaces a jet engine system that typically includes a combustion chamber and a turbine. The jet control system (200) of the fuel cell of the present invention is also designed in accordance with the double safety concept. When the power generated by the fuel cell is insufficient (including the faultless power output), the power storage device (2a, 2b) is transmitted through the control device (6a). The power supply is timely power supply; and when the fuel cell (1a, 1b) normally supplies power or the system does not require a large thrust, the power of the fuel cell (1a, 1b) is sent to the power storage device through the control device (6a) (2a) 2b) Make timely storage.

The detailed description of the preferred embodiments of the present invention is intended to be limited to the scope of the invention, and is not intended to limit the scope of the invention. The patent scope of this case.

In summary, this case is not only innovative in terms of space type, but also can enhance the above-mentioned multiple functions compared with the customary items. It should fully meet the statutory invention patent requirements of novelty and progressiveness, and apply for it according to law. This invention patent application, in order to invent invention, to the sense of virtue.

First preferred embodiment

100. . . Fuel cell jet control system

1. . . Fuel cell stack

11. . . Fuel supply

2. . . Power storage device

3. . . Drive motor unit

31. . . First drive motor

32. . . Second drive motor

4. . . Transmission gear set

5. . . Main drive shaft

51. . . Slanting gear

6. . . Control device

61. . . First switch switching unit

62. . . Second switch switching unit

63. . . Third switch switching unit

7. . . Jet engine system

71. . . fan

72. . . Main axis of rotation

721. . . Slanting gear

73. . . Front rack

731. . . Roller bearing

74. . . Rear frame

741. . . Roller bearing

75. . . Axial compressor

751. . . Stator blade

752. . . Rotor blade

76. . . Tail tube

77. . . Intake end

78. . . Jet end

79. . . Elastic guide cover

A1. . . Intake airflow

A2. . . Jet stream

Second preferred embodiment

200. . . Fuel cell jet control system

1a, 1b. . . Fuel cell stack

2a, 2b. . . Power storage device

11a. . . Fuel supply

3a. . . Drive motor unit

31a. . . First drive motor

32a. . . Second drive motor

33a. . . Third drive motor

34a. . . Fourth drive motor

4a. . . Transmission gear set

41a. . . Sun gear

42a. . . Ring gear

43a. . . Planetary gear

44a. . . Planetary gear

45a. . . Planetary gear

46a. . . Planetary gear

431a. . . First drive shaft

441a. . . Second drive shaft

451a. . . Third drive shaft

461a. . . Fourth drive shaft

5a. . . Main drive shaft

6a. . . Control device

61a. . . First switch switching unit

62a. . . Second switch switching unit

64a. . . Motor switch switching unit

65a. . . Motor switch switching unit

66a. . . Motor switch switching unit

67a. . . Motor switch switching unit

1c, 1d. . . Fuel cell stack

7a. . . Jet engine system

1 is a schematic view of a first embodiment of the present invention incorporating a jet engine system;

Figure 2 is a schematic view of a second preferred embodiment of the present invention;

Figure 3 is a schematic view of the transmission gear set in the second figure;

4 is a schematic view of a fuel cell stack according to the present invention.

100. . . Fuel cell jet control system

1. . . Fuel cell stack

11. . . Fuel supply

2. . . Power storage device

3. . . Drive motor unit

31. . . First drive motor

32. . . Second drive motor

4. . . Transmission gear set

5. . . Main drive shaft

51. . . Slanting gear

6. . . Control device

61. . . First switch switching unit

62. . . Second switch switching unit

63. . . Third switch switching unit

7. . . Jet engine system

71. . . fan

72. . . Main axis of rotation

721. . . Slanting gear

73. . . Front rack

731. . . Roller bearing

74. . . Rear frame

741. . . Roller bearing

75. . . Axial compressor

751. . . Stator blade

752. . . Rotor blade

76. . . Tail tube

77. . . Intake end

78. . . Jet end

79. . . Elastic guide cover

A1. . . Intake airflow

A2. . . Jet stream

Claims (9)

A fuel cell air-jet control system for driving an external mechanism, comprising: a main drive shaft coupled to the external mechanism; a drive motor unit having a first drive motor and a second drive motor, The first and second driving motors are coupled to the main transmission shaft; at least one fuel cell stack is connected to the first driving motor of the driving motor group for driving the first driving motor; at least one power storage device is connected to the driving a second drive motor of the motor group for driving the second drive motor and charging the power storage device with the fuel cell stack; a transmission gear set connecting the main drive shaft and the first and second drive motors to Transmitting the driving force generated by the first driving motor and the second driving motor to the main transmission shaft; a control device connecting the fuel cell stack and the power storage device for controlling the fuel cell stack and the power storage device The power output of the device. The fuel cell operating system of the fuel cell of claim 1 , further comprising a fuel supply source for supplying the fuel cell stack. The fuel cell operating system of the fuel cell of claim 1 , wherein the external mechanism is a jet engine system. The fuel cell control system of the fuel cell of claim 1 , wherein the power generated by the fuel cell stack is conducted to the power storage device to charge the power storage device. The fuel cell control system of the fuel cell of claim 1 , wherein the control device controls a first switch switching unit between the fuel cell stack and the power storage device for switching the fuel cell stack and the power storage device On/off between devices, when the first switch switching unit switching path is on, the fuel cell stack charges the power storage device, and the charging path is not charged when the switching path is off. The fuel cell control system of the fuel cell of claim 1 , wherein the control device controls one of the fuel cell stack and the first drive motor and the storage device and the second drive motor. a second switch switching unit and a third switch switching unit to switch between the fuel cell stack and the first drive motor and between the power storage device and the second drive motor, when the second switch switching unit switches the path to When the fuel cell stack outputs power to the first driving motor to drive, and when the third switching unit switching path is open, the power storage device outputs power to the second driving motor to drive; When it is off, it does not output power to the first and second drive motors. The fuel cell control system of the fuel cell of claim 1 , wherein the transmission gear set is composed of a sun gear, a ring gear and at least two planetary gears, and the sun gear train is coupled to the main drive shaft. The ring gear is looped to the planetary gears, and the planetary gears are respectively coupled to the first and second drive motors to be used as the force input end, and the ring gear is driven to connect the main gear The sun gear of the drive shaft acts as the output of the rotational torque. The fuel cell control system of the fuel cell of claim 7 , wherein the planetary gears and the first and second drive motors are respectively coupled by a first and second drive shafts. The fuel cell of said in item 2 patented scope jet control system, wherein the fuel supply further comprises a fuel reformer rectification mass filter, through the heavy rectification transfer process, the fuel into a hydrogen rich gas and the removal of the anodizing process toxic Impurities.