WO2008052499A1 - Procédé de régénération d'un reformeur - Google Patents

Procédé de régénération d'un reformeur Download PDF

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Publication number
WO2008052499A1
WO2008052499A1 PCT/DE2007/001675 DE2007001675W WO2008052499A1 WO 2008052499 A1 WO2008052499 A1 WO 2008052499A1 DE 2007001675 W DE2007001675 W DE 2007001675W WO 2008052499 A1 WO2008052499 A1 WO 2008052499A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
reformer
regeneration
air conditioning
fuel cell
Prior art date
Application number
PCT/DE2007/001675
Other languages
German (de)
English (en)
Inventor
Manfred Pfalzgraf
Markus Bedenbecker
Matthias Boltze
Andreas Engl
Original Assignee
Enerday 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 Enerday Gmbh filed Critical Enerday Gmbh
Publication of WO2008052499A1 publication Critical patent/WO2008052499A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00421—Driving arrangements for parts of a vehicle air-conditioning
    • B60H1/00428—Driving arrangements for parts of a vehicle air-conditioning electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
    • B60H1/00778—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed the input being a stationary vehicle position, e.g. parking or stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • C—CHEMISTRY; METALLURGY
    • C01—INORGANIC CHEMISTRY
    • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
    • C01B3/00—Hydrogen; Gaseous mixtures containing hydrogen; Separation of hydrogen from mixtures containing it; Purification of hydrogen
    • C01B3/02—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen
    • C01B3/32—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen by reaction of gaseous or liquid organic compounds with gasifying agents, e.g. water, carbon dioxide, air
    • C—CHEMISTRY; METALLURGY
    • C01—INORGANIC CHEMISTRY
    • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
    • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
    • C01B2203/02—Processes for making hydrogen or synthesis gas
    • C—CHEMISTRY; METALLURGY
    • C01—INORGANIC CHEMISTRY
    • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
    • C01B2203/00—Integrated processes for the production of hydrogen or synthesis gas
    • C01B2203/06—Integration with other chemical processes
    • C01B2203/066—Integration with other chemical processes with fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

  • the invention relates to a method for regenerating a reformer, which is associated with a fuel cell system, wherein the fuel cell system is a component of an air conditioning system of a drive unit driven by a motor vehicle and the air conditioning system supplied with electrical energy.
  • the invention further relates to an air conditioning system for auxiliary air conditioning of a motor vehicle drivable by a drive unit, comprising a fuel cell system having a reformer for operating a refrigeration circuit and a control device for controlling the fuel cell system.
  • Other concepts provide for the regeneration in the continuous operation of the reformer, namely, for example, by repeatedly reducing the fuel feed rate during several successive time intervals. Between the time intervals, the system then regulates again to the air ratio which is typical for the reforming, so that overall the supply of the fuel cell stack with reformate does not break off. Furthermore, it can be provided to supply a regeneration by feeding a NO 2 -containing gas mixture into the reformer, namely during continuous continuous generation of reformat.
  • the reform process will be influenced, either by a total failure of the reform process or by a reduction in the rate of reform of the reform process. This may ultimately affect other components and processes associated with the fuel cell system, which should be avoided if possible.
  • the invention has for its object to provide a method for regenerating a reformer and an air conditioning system for a motor vehicle available, so that the air conditioning comfort is influenced as little as possible.
  • the invention is based on the generic method in that the air conditioning system is provided in particular to provide a permanent cooling of a motor vehicle interior with a setpoint temperature T B ⁇ during the stoppage of the drive unit, and that during a period before the regeneration of the Reformers a cooling of the motor vehicle interior with maximum cooling capacity and / or with a target temperature T RK , where T RK is smaller than T BK .
  • the loss of cooling energy is at least partially compensated by a regeneration of the reformer to be performed.
  • the target temperature during permanent cooling of the motor vehicle interior in particular during a stand-by air conditioning in order to prepare the vehicle for later operation, for example, at 18 0 C.
  • the target temperature for the regeneration cooling for example, at 14 0 C, that is considerably lower than the target temperature for the ready air conditioning. Will the setpoint temperature
  • T RK reached in preparation for regeneration
  • the temperature during regeneration can then increase slowly.
  • the increase in temperature is then absorbed after the regeneration by the normal air conditioning operation, namely by further air conditioning with the setpoint temperature for the ready air conditioning T B ⁇ -
  • T RK can also be provided to operate the system with maximum cooling power.
  • the cooling takes place with the setpoint temperature T RK until the desired temperature is reached, after which the regeneration of the reformer takes place. Accordingly, a regeneration takes place in any case, as long as the target temperature T RK was not reached. Accordingly, the importance of maintaining comfort in the vehicle interior is valued higher than the eventual requirement for regeneration. This is to some extent justifiable, but eventually reaches its limits. If the initiation of the regeneration fails due to failure to reach the setpoint temperature T RK sustainably or several times in succession, the operating method is in any case designed such that regeneration is carried out when a critical condition is reached, which can sometimes result in losses in comfort.
  • the system can be designed such that the time period during which the cooling takes place at the setpoint temperature T RK is limited, and that after the period of time the regeneration of the reformer takes place.
  • the importance of requesting a regeneration is valued higher than the comfort needs, because the regeneration starts even if after the expiration of the period of time still no satisfactory reduction in the interior temperature has taken place.
  • the inventive method is formed in a particularly advantageous manner so that after regeneration first no regeneration of the reformer takes place when the target temperature T RK is not reached, but that if the target temperature after requesting a regeneration was not reached several times or a specified - -
  • a regeneration of the reformer despite not reached target temperature T RK occurs.
  • the process seeks to maintain comfort and, consequently, to refrain from regeneration, even if it is required. If, however, the time until the initiation of the regeneration is excessively exceeded or repeated regeneration attempts are registered which do not lead to an actual initiation of the regeneration, then a regeneration is carried out in order to avoid irreversible damage to the reforming catalyst in each case , How often a regeneration attempt may be made without the regeneration actually being performed or how long it may be attempted to reach the target temperature T RK may be preprogrammed in the system and / or be adjustable by the user.
  • the invention is based on the generic air conditioning system in that the control unit is suitable for controlling a method according to the invention.
  • the advantages and special features of the method according to the invention are implemented in the context of an air conditioner.
  • Figure 1 is a schematic representation of an air conditioner according to the invention
  • Figure 2 is a schematic representation of the motor vehicle with the air conditioner according to the invention
  • FIG. 3 is a flow chart of an air conditioning operation
  • FIG. 4 shows a flowchart for explaining a method according to the invention for regenerating a reformer.
  • FIG. 1 shows a schematic representation of an air conditioner according to the invention.
  • the installed in a motor vehicle 10 air conditioning 12 (installation position, see FIG. 2), which is outlined in Figure 1 with a dashed line, comprises as main elements, a fuel cell system 14 and a refrigerant circuit sixteenth
  • the fuel cell system 14 comprises a reformer 18, to which fuel can be supplied via a fuel train 20 from a fuel tank (not shown). Further, the reformer 18 at a second Brennstoffzu 150069 by means of a fuel strand 22 also from the fuel tank fuel can be supplied. Suitable fuel types are diesel, gasoline, natural gas and other types of fuel known from the prior art. Furthermore, the oxidizer 24 via a Oxidationsstoffstrang 24 Oxidati- onsstoff, ie in particular air, can be fed to the reformer 18. The reformate produced by the reformer 18 can be fed to a fuel cell stack 26. Alternatively, instead of the fuel cell stack 26, only one fuel cell may be provided. In the reformate is a hydrogen-containing gas, which in the fuel cell stack 26 by means of a Kathodenzu Kunststoffstrang 28 funded cathode feed to produce electrical energy and - -
  • the generated electrical energy can be fed via an electrical line 30 to an electric motor 32, a battery 34 and an electric heater 36 of the air conditioning system 12.
  • the An ⁇ denabgas is fed via an anode exhaust gas line 38 of a mixing unit 40 of an afterburner 42.
  • fuel can be fed to the afterburner 42 via a fuel line 44 from the fuel tank and via an oxidant strand 46 to oxidizing agent.
  • suitable, not shown conveyors such as pumps, are arranged.
  • the oxidant strands 24 and 46 corresponding, not shown conveyors, in this case, preferably blower arranged. These conveyors can be supplied with power directly from the fuel cell stack 26 or from the battery 34.
  • the combustion exhaust gas which contains virtually no pollutants, flows through a heat exchanger 52 for preheating the cathode air and finally leaves the fuel cell system 14 via an exhaust gas outlet 54.
  • a compressor 56 In the refrigerant circuit 16, a compressor 56, a condenser 58, an expansion element 60 and an evaporator 62 are arranged.
  • the compressor 56 can be driven by the electric motor 32, which in turn is preferably supplied with energy by the fuel cell stack 26 of the fuel cell system 14, but can also be supplied with energy by the battery 34 for a short time.
  • the evaporation fer 62 is associated with a blower 64.
  • Ambient air can be drawn in from the outside via an outside air line 66.
  • the term "from the outside”, as used in connection with this invention, means from outside the interior space 78, thus designating the air surrounding the motor vehicle 10.
  • the outside air duct 66 leads to an adjusting device 68, which can supply the outside air to the blower 64.
  • the air directed from the actuator 68 to the fan 64 flows past the evaporator 62 as airflow 70. In this way, the air flow 70 through the evaporator 62 heat energy can be withdrawn.
  • the cooled air stream can then be fed via an adjusting device 72 and an air guide 74 via a hat rack 76 a vehicle interior 78.
  • the adjusting device 72 can be realized, for example, by a solenoid valve or by check valves, which only permit a flow from the two supply lines to the air guide 74.
  • the cooled air flows through the vehicle interior 78 (as illustrated by arrows in FIG. 2) and exits beneath a seat 80, preferably the rear seat.
  • the air flows via an air guide 82 back to the adjusting device 68, where it is completely or partially discharged to the outside or back to the blower 64 is passed.
  • a corresponding line is provided, which is not shown for reasons of clarity.
  • the circuit of the adjusting device 68 thus makes it possible to realize either a fresh air or a circulating air concept in which air is drawn in from outside via the outside air line 66 or the air is recirculated from the air duct 82. Mixed forms of these modes are possible.
  • the air introduced via the outside air line 66 can be supplied to an air duct 84 and via this to a blower 86.
  • this air flows as Heilström 88 on hot parts of the fuel cell system 14 directly past or by (not shown) heat exchanger, which mediate between the air stream 88 and the hot parts.
  • the hot parts of the fuel cell system 14 are preferably the reformer 18, the fuel cell stack 26 and the afterburner 42. In this way, heat energy can be supplied to the air stream 88 by the waste heat of the hot parts of the fuel cell system 14.
  • the heated air flow 88 leads via an air duct 90 to the electric heating device 36, which is supplied directly by an energy generated by the fuel cell stack 26 or stored by the battery 34.
  • the already preheated air in the air duct 90 can be further heated and the adjusting device 72 and the
  • Air guide 74 are supplied to the interior 78. After flowing through the interior 78 of the air flow via the air guide 82 to the adjusting device 68, where it is either discharged to the outside or is passed back to the fan 86. In this case as well, it is possible, via the circuit of the adjusting device 68, to realize a recirculation concept optionally in such a heating operation, in which air is drawn in from outside via the outside air line 66 or the air is recirculated out of the air guide 82.
  • Cooling operation with circulating air circulation In this operating state, the adjusting device 68 is switched so that air is guided from the interior 78 via the air guide 82 to the blower 64. This air stream 70 is cooled and, via the adjusting device 72 and the air guide 74, into the inlet nenraum 78 out, whereby this is cooled.
  • corresponding blowers and lines are provided which reduce the waste heat of the air conditioning system 12 (in particular of the fuel cell system 14, the condenser 58, the compressor 56 and of the electric motor 32) to the outside. In the case of the capacitor 58, this could alternatively also be arranged on the outside of the vehicle 10, in order thus to transport the waste heat away directly.
  • Cooling operation with external air supply In this operating state, the adjusting device 68 is switched so that outside air is guided via the outside air line 66 to the blower 64. The air stream 70 is cooled and over the
  • Adjustment device 72 and the air guide 74 guided in the interior 78 The over the air guide 82 from the interior 78 leading air flow is discharged from the actuator 68 to the outside.
  • the measures explained in the context of the cooling operation described above are taken.
  • Heating mode with circulating air circulation In this operating state, an air flow 88 is guided from the interior 78 to the fan 86 via the air guide 82, the adjusting device 68 and the air guide 84.
  • the refrigeration circuit 16 is not in operation, ie the electric motor 32 is not operated.
  • the blower 86 passes the air flow 88 past the hot parts of the fuel cell system 14.
  • the preheated in this way air is guided by the air guide 90 to the e- lectric heater 36 and on to the adjusting device 72.
  • the electric heater 36 is operated to heat the air in the air duct 90 with electric power. Subsequently, the heated flows Air via the adjusting device 72 and the air guide 74 into the interior 78th
  • Heating mode with outside air supply In this operating state, outside air is supplied via the outside air line 66 from the adjusting device 68 to the air guide 84. The waste heat produced by the operation of the fuel cell system 14 heats the air flow 88. This heated air flow is directed into the interior space 78 via the air guide 90, the electric heater 36, the actuator 72, and the air guide 74, as in the above-described operation state. Subsequently, this air flow is guided via the air guide 82 to the adjusting device 68, where it is discharged to the outside.
  • This electronic control unit selects the suitable operating state depending on the temperature in the interior 78, outside temperature, set target temperatures and desired air conditioning operation.
  • Control unit is not shown in the figures for reasons of clarity, but it is immediately apparent to those skilled in the art that these at least with the corresponding conveyors in the strands 20, 22, 24, 44 and 46 of the power distribution in the electrical line 30, the blower 64 and 86, the electric heater, the electric motor 32, the adjusting means 68 and 72 and the corresponding temperature sensors is connected.
  • FIG. 2 shows a schematic illustration of the motor vehicle 10 with the air conditioning system 12 according to the invention.
  • the air conditioner 12 according to the invention can be mounted in the trunk, preferably as a retrofittable unit. It is also possible to install the air conditioning in the passenger compartment of the vehicle. Here it can be used, for example, in addition to cooling a refrigerator.
  • the motor vehicle 10 has a conventional air conditioning system 92, in which a compressor of a conventional refrigeration circuit is mechanically drivable by a drive unit 94, preferably an internal combustion engine.
  • the drive unit is associated with a tailpipe 96 in a known manner.
  • the interior 78 can be cooled by the conventional, on-board air conditioning 92 in a well-known manner or heated by waste heat of the drive unit 94.
  • the interior space 78 can be conditioned via the air conditioning system 12 according to the invention.
  • an exhaust gas temperature sensor 98 electrically connected to the electronic control unit of the air conditioner 12 is provided, which is mounted on the outside of the exhaust pipe 96, or installed in the exhaust pipe 96. Alternatively, or in addition to the exhaust gas temperature sensor 98 is a
  • the Sensor 100 is provided which is electrically connected to the electronic control unit of the air conditioner 12.
  • the sensor 100 may be a motion sensor and / or a sound sensor. In the case of a motion sensor this can Detecting an acceleration determine that the motor vehicle is moved as soon as a certain acceleration threshold is exceeded. From the movement of the motor vehicle can be concluded that the drive unit is in operation and thus the possibility exists to take the conventional air conditioning in operation. In the case of the sound sensor, this speaks to a certain frequency range in which the operating noise of the drive unit lie.
  • the sensor 100 is preferably, as shown in Fig. 2, mounted on the housing 12 of the air conditioner. Alternatively, the sensor 100 may also be mounted on the underbody of the vehicle or on another location of the motor vehicle 10, which however necessitates the laying of electrical lines.
  • FIG. 3 shows a flow chart of the air conditioning operation of the air conditioners 12 according to the invention.
  • the routine of Figure 3, which is executed by the electronic control unit starts at step SlOO when the air conditioner 12 is turned on manually.
  • step SIOL it is determined whether a shutoff condition is satisfied.
  • the shutdown condition may be, in the context of this routine, the operation of the power plant or a traveling of the motor vehicle 10.
  • the shutdown condition is therefore met when the drive unit is in operation, z. B. an internal combustion engine is running, or the motor vehicle 10 is moved. Whether this condition is met can be determined by means of the exhaust gas temperature sensor 98 and / or the sensor 100.
  • the delivered from the on-board computer Signal are evaluated, which indicates whether the drive unit 94 is in operation.
  • the electronic control unit inquires at step S1O1 whether the sound sensor supplies a signal which indicates the presence of a sound frequency which the drive unit outputs in an operated state. The process does not proceed to step S102 until the query in step S101 is negative. In step S102, it is determined whether the user is over a
  • step S103 it is determined whether the user has manually selected standby air conditioning. If this is not the case, then the process proceeds to step S104, where it is determined whether the user has manually selected comfort climate control. If this is to be answered with "YES”, the process proceeds to step S105, at which a comfort air-conditioning is performed. In this comfort air conditioning of the interior space 78 of the motor vehicle 10 is conditioned to a comfortable temperature (z. B. 18 0 C), by a selection of the various heating and cooling modes is taken by the electronic control unit. The subsequent step S106 determines that this comfort air-conditioning is automatically stopped when the shut-off condition already explained is satisfied.
  • step S106 determines whether the air conditioner 12 has been turned off manually. For a manual shutdown, the process ends at step S112, otherwise the process returns to step S105. If the user has not selected feel-good conditioning in step S104, the process returns - -
  • Step SlOl back If it has been determined in step S102 that an automatic standby air conditioning has been selected, then the process proceeds to step S08, where it is determined whether a comfortable air conditioning has been manually selected by the user. If so, then the process proceeds to step S105, where the well-being conditioning described above is performed. If it is determined in step S108 that the user has not selected feel-good air-conditioning, then the process proceeds to step S109 where the standby air conditioning according to the present invention is performed. In this standby air conditioning, the temperature in the internal space 78 is controlled to a standby target temperature (eg, 25 ° C.) that is different from the comfort temperature. This is realized by suitably selecting the electronic control unit from the described heating and cooling modes.
  • a standby target temperature eg, 25 ° C.
  • the ready set temperature is greater than the comfort temperature. If, however, the outside temperature is low, then the ready set temperature is lower than the comfort temperature. Thus, for example, at a high outside temperature, heating of the interior 78 is prevented and, if necessary, a very fast reaching of the comfort temperature is ensured because the interior 78 is already "pre-cooled”. After step S109, the process starts
  • Step SIlO where it is checked whether the shutdown condition is met. If so, then the process returns to step S100. Otherwise, the process proceeds to step S11, where it is determined whether the user has manually turned off the air conditioning - if "YES”, then the process ends in step S112 and if "NO", then the process returns to step S108. Between steps S102 ' and S108, a box R100 is symbolized, symbolizing the regeneration of the reformer. Regenerating the reformer does not necessarily take place at this point. Through the box is merely indicated that a regeneration at this point of the procedure is possible, namely, for example, according to the below-described Figure 4.
  • the preferred operation of the air conditioning system 12 in practice is to select automatic standby air conditioning. If the drive unit 94 is operated, then the interior space 78 can be conditioned via the vehicle-optimized, very effective and specially designed air conditioning system 92. As soon as the drive unit 94 is switched off (and the occupants possibly leave the motor vehicle 10), the air conditioning system 12 starts the standby air conditioning, which cools the interior space to, for example, 25 ° C. at a high outside temperature. This standby air conditioning operation can be carried out with 12 liters of fuel without any problems for 12 days in continuous operation. The stand-by air conditioning operation is performed until the user selects a Wohlfühlry- tmaschine shortly before driving, which then cools the interior 78 to, for example, 18 ° C. The comfort air conditioning is then carried out until the drive unit 94 is restarted.
  • FIG. 4 shows a flowchart for explaining a method according to the invention for regenerating a reformer.
  • the regeneration according to the invention can in principle always take place when the characteristic of the outside temperature of the motor vehicle parameter is within the predetermined parameter interval. This may in particular be the case if the shutdown condition according to Step SlOl is satisfied in Figure 3.
  • the method unfolds its special advantages when automatic standby air conditioning according to step S102 in FIG. 3 is set, because then continuous operation of the auxiliary air conditioning system should only be interrupted on the condition that this is harmless for the air conditioning comfort. Therefore, the flowchart illustrating the invention starts from step S102, and it is explained in the case that the automatic standby air-conditioning is set.
  • step R101 it is then checked whether a regeneration is requested, in particular due to some system parameters, such as pressures, temperatures or expired operating times. If this is not the case, no regeneration is carried out, which leads to a return to the normal climate control procedure. If, on the other hand, a regeneration is requested, it is checked in step R102 whether the outside temperature is lower than a temperature threshold T 3 . If this is not the case, the system returns to the normal climate change process. At sufficiently low
  • step R103 Temperature, however, is checked in step R103, if there is a predetermined time of day. If this is not the case then normal air conditioning is continued. If a specific time of day is present, an air-conditioning with increased power is then carried out, be it with the maximum available power or on the basis of a lowered setpoint temperature. Following this, whether after reaching the setpoint temperature or after a certain time has elapsed, the regeneration is carried out in step R105.
  • the method sequence according to FIG. 4 therefore assumes that a regeneration must be requested, so that then further necessary conditions (R102, R103) with regard to the implementation of the regeneration will be checked. It is also possible to check these conditions (R102, R103) without regeneration requested beforehand and to perform a regeneration on this basis. Likewise, there is no requirement for both conditions (R102, R103) to be cumulative. Rather, it may be sufficient that either the outside temperature is low enough or a predetermined time of day exists.
  • the method described in accordance with FIG. 4 is particularly advantageous, since it first ensures that regeneration is only carried out at times in which the interior temperature of a vehicle is less critical, namely at low outside temperatures and / or at certain times of the day. Furthermore, then an additional air conditioning with increased power is performed before actually a regeneration takes place. It is also possible to completely dispense with querying the conditions (R102, R103) and to immediately proceed to step R104 if regeneration is requested in accordance with step R101.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Health & Medical Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Inorganic Chemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un procédé de régénération d'un reformeur (18) affecté à un système de cellules électrochimiques (14), le système de cellules électrochimiques étant un composant d'une climatisation (12) d'un véhicule (10) pouvant être entraîné par un moteur d'entraînement (94), et alimentant la climatisation en énergie électrique. Selon l'invention, la climatisation (12) sert notamment à réaliser un refroidissement durable de l'habitacle du véhicule à une température de consigne TBK lors de l'arrêt du moteur d'entraînement (94). Au cours d'un intervalle de temps avant régénération du reformeur (18), un refroidissement de l'habitacle du véhicule avec la puissance de refroidissement maximale et/ou à une température de consigne TRK a lieu, TRK étant inférieur à TBK. L'invention concerne également une climatisation (12) pour un véhicule (10).
PCT/DE2007/001675 2006-11-02 2007-09-17 Procédé de régénération d'un reformeur WO2008052499A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006051740A DE102006051740B4 (de) 2006-11-02 2006-11-02 Verfahren zum Regenerieren eines Reformers und Klimaanlage
DE102006051740.7 2006-11-02

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Publication Number Publication Date
WO2008052499A1 true WO2008052499A1 (fr) 2008-05-08

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US20050086865A1 (en) * 2003-10-24 2005-04-28 Crane Samuel N.Jr. Method and apparatus for trapping and purging soot from a fuel reformer
EP1527919A1 (fr) * 2003-10-28 2005-05-04 Webasto AG Module de toit pour véhicule

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DE102005000611A1 (de) * 2004-08-19 2006-02-23 Robert Bosch Gmbh Brennstoffzellenanlage
DE102004055392A1 (de) * 2004-11-17 2006-05-18 Schaeffler Kg Linearwälzlager
DE102004063151A1 (de) * 2004-12-22 2006-07-06 Webasto Ag Reformer für eine Brennstoffzelle

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DE10223949A1 (de) * 2002-05-29 2003-12-24 Webasto Thermosysteme Gmbh System und Verfahren zum Kühlen beziehungsweise Heizen eines Fahrzeuginnenraums
US20050086865A1 (en) * 2003-10-24 2005-04-28 Crane Samuel N.Jr. Method and apparatus for trapping and purging soot from a fuel reformer
EP1527919A1 (fr) * 2003-10-28 2005-05-04 Webasto AG Module de toit pour véhicule

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