WO2008145471A2 - Déconnexion progressive d'un système de transmission à base de piles à combustible - Google Patents

Déconnexion progressive d'un système de transmission à base de piles à combustible Download PDF

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Publication number
WO2008145471A2
WO2008145471A2 PCT/EP2008/055268 EP2008055268W WO2008145471A2 WO 2008145471 A2 WO2008145471 A2 WO 2008145471A2 EP 2008055268 W EP2008055268 W EP 2008055268W WO 2008145471 A2 WO2008145471 A2 WO 2008145471A2
Authority
WO
WIPO (PCT)
Prior art keywords
drive system
control unit
fuel cell
error
electrical
Prior art date
Application number
PCT/EP2008/055268
Other languages
German (de)
English (en)
Other versions
WO2008145471A3 (fr
Inventor
Ulrich Gottwick
Arthur Schaefert
Juergen Binder
Robert Jerzy
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to JP2010509768A priority Critical patent/JP2010528438A/ja
Publication of WO2008145471A2 publication Critical patent/WO2008145471A2/fr
Publication of WO2008145471A3 publication Critical patent/WO2008145471A3/fr

Links

Classifications

    • 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
    • H01M8/04298—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
    • H01M8/04223—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
    • H01M8/04313—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
    • H01M8/04664—Failure or abnormal function
    • 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
    • H01M8/04955—Shut-off or shut-down of fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a fuel cell-based drive system according to the preamble of claim 1 and a method for its operation after the
  • both electrical system voltage ranges are coupled to one another via corresponding components in terms of energy as well as signal technology.
  • the regeneration of energy present in the moving drive system can also be provided in electrical stores, as described in the following. in overrun or in braking operation of a mobile operated therewith.
  • the present invention has for its object to improve a drive system of the type introduced in the introduction.
  • the solution is based on the preambles of claims 1 and 10 by their characterizing features.
  • expedient and advantageous developments are given.
  • the present invention relates to a fuel cell-based drive system, in particular for a vehicle, comprising at least one fuel cell stack, an electrical machine (motor and / or generator), peripheral components and an electrical system.
  • this fuel cell drive system is characterized in that a control unit designed to evaluate / categorize malfunctions identified in the drive system is provided.
  • the control unit is designed to determine a substitute, theoretical value with a known error and / or failure of a signal generator. For example, certain values, possibly from a memory space constructed in matrix form, could be stored as substitute values for certain operating states that can be accessed in the event of a fault. From this could, depending on the error, directly or e.g. Replacement values for further operation of the drive system for its emergency operation are made available via corresponding links.
  • signal values and / or associated parameters for the respective operating state and / or operating mode of the drive system for example, voltage values, current values, temperature values, fluid pressures, moisture content and the like are stored in different links to each other more.
  • the storage of corresponding average values, minimum and / or maximum permissible values or other values which are advantageous for the operation of the drive system are possible for this purpose and can then be appropriately accessed depending on the error.
  • control unit is designed to form a parameter model for determining a signal value recognized as defective and / or not operationally available. That the control unit is designed such that it does not first regulate the total stabilization of a signal value and / or power train in order to stabilize the drive system, but in a particularly preferred embodiment, for example. At regular intervals or irregularly or permanently, at least certain signal values and / or energy flows are repeatedly checked at certain time intervals to determine whether they are in a range regarded as faultless for the current operating state and / or operating mode and otherwise initiate corresponding countermeasures.
  • a theoretical signal value determined by the control unit can both be a substitute signal value for a value supplied by a sensor during trouble-free operation, but it can also be a substitute value for a value supplied by a subunit of the control unit itself, or for one from another, if necessary value supplied to external control unit or the like.
  • the control unit for partial or complete switching of the power supply of a component of the drive system may be provided by an identified as faulty energy source to a no or possibly less error-prone power source. It is also conceivable, however, to support the energy source identified as faulty by connecting a correspondingly suitable one further energy source, if this is possible according to the detected error.
  • Control unit may be formed in a particularly preferred embodiment so that it is designed for active operation at least for a power train, in particular for the associated with which a start unit for restarting the drive system, e.g. a starter.
  • control unit for active operation for a power source on detection of a fault in another power source and / or an associated control and / or peripheral element is designed appropriately appropriate protective measures to maintain a safe operating state of the drive system are initiated by the control unit already during operation of the drive system.
  • control unit can be provided for outputting a warning weighted according to a detected error, so that the operator of the drive system can be informed of the severity of the error that has occurred.
  • it can also be informed about the estimated, remaining operating time, possibly with additional submission of a proposal for one or more possible operating modes. It is conceivable, for example: no limitation of the system availability, troubleshooting the next service; partially limited system availability, target of the mobile is expected to be reached, but errors must be remedied immediately; more limited system availability, achievement of the goal is no longer guaranteed, errors must be remedied; or even massive system errors, emergency operation !, shut down the system immediately.
  • the present invention also relates to a method for operating a fuel cell-based
  • Drive system comprising at least one stack, an electric machine, peripheral components and an electrical system.
  • the process is characterized in that an assessment / categorization of malfunctions recognized in the drive system is performed by a control unit.
  • the rating / categorization is preferably done in the manner described above.
  • this includes fuel cell based
  • a control unit 6 is provided in the further embodiment
  • Categorization is recognized in the drive system detected malfunctions.
  • a control unit By such a control unit, an error-weighted, stepped shutdown of individual or even several system components of the drive system is possible.
  • control unit 6 may also comprise a plurality of partial control units.
  • control unit 6 different signal and / or energy flows, in particular based on corresponding signal generator and / or
  • control unit can, for example, alternatively determine a theoretical signal value or substitute or additionally provide or initiate an energy flow from an energy source 2, 14, 16, 21 other than the one identified as defective. In the cheapest
  • Errors can then be corrected by reading out the next service and a corresponding repair measure.
  • the issuing of a warning about a detected fault can be additionally provided to the operator of the preferably mobile drive system via a signal unit 11.
  • an indication of the still existing system availability could be given, preferably depending on the severity of the error detected and assessed by the control unit 6, so that at least one achievement of the intended goal is possible if the error is not serious.
  • the more serious error it may still be possible to reach a repair shop, and e.g. in case of failure of a system-carrying component at least a reliable and safe out-of-circulation of the powered with the drive system mobile.
  • a memory unit 12 For storing various parameters, in particular for the formation of a parameter model, a memory unit 12 is provided, to which the control unit 6 and / or one of the further sub-control units can access, if necessary, and possibly store further data thereon. In particular, this can also be stored data that the Control unit may need to partial or complete switching of the power supply of a component of the drive system from a recognized as faulty energy source to a no or possibly recognized as less error-prone power source.
  • a program routine is stored, which is accessed by the control unit, in order, e.g. to actively cause the further operation of an energy source. This could be the case, for example, if the control unit has identified a problem with the starter battery or with a peripheral unit belonging to it which is so large that a reliable restart of the drive system can no longer be guaranteed.
  • the operator of the propulsion system can then be prompted, informed by a corresponding warning message about the signal unit 11, to visit a repair shop or another suitable measure, optionally with an additional indication of the remaining mobility duration.
  • Control unit to be controlled.
  • a DC / DC converter 13 may be provided, which supports a flow of energy in both directions in a particularly preferred manner , as a result, for example, when needed during operation of the fuel cell stack, this can recharge the starter battery and, if necessary, supply additional consumers 15 with energy. Even an optionally required support of the starter battery 14 by a likewise present in the electrical system 5 traction memory 16 is thus feasible.
  • Traction memory 16 is for Caching or to provide additional energy at a corresponding peak demand, which can be at least temporarily not covered by the fuel cell system, provided.
  • an inverter 17 For conversion between an optionally further voltage range provided in the vehicle electrical system, for connecting the electric machine for driving the mobile system, and the fuel cell side high voltage range, an inverter 17 is provided, which in turn advantageously also supports an energy flow in both directions.
  • the electric motor serving as a drive can feed electrical energy back into the network during overrun or in braking operation in generator function from the drive train 21, so that it can be temporarily stored in the traction memory 16.
  • the control unit 6 Via the traction memory 16 associated peripheral components 4, the control unit 6, the respective signal and energy flows for plausibility check out and / or initiate intervention measures if necessary.
  • exemplary components are for this purpose
  • Ammeter a voltmeter and switching contacts drawn.
  • switch contacts for example, a separation of the traction memory 16 in case of need from the rest of the electrical system possible.
  • this may furthermore also have a DC / AC converter 18, for example by to provide an AC voltage tap 19 for external consumers, e.g. a 220V or 110V connection.
  • a DC / AC converter 18 for example by to provide an AC voltage tap 19 for external consumers, e.g. a 220V or 110V connection.
  • peripheral components 4 of the fuel cell stack 2 For example, like the peripheral components 4 of the traction memory 16, an ammeter, a voltmeter, and switch contacts may be used to make or break the connection to the electrical system 5, among other components commonly required for the operation of a fuel cell stack.
  • components such as e.g. Ambient pressure sensors, conductivity sensors, fan heaters, or electric air conditioning compressors could, in a first stage of a stepped error response, e.g. only entries in the memory 10 may be provided.
  • the effects of such errors could be in the form of power losses of electrical consumers, which the driver of the mobile drive system is not necessarily aware of.
  • a further possibility of failure would be, for example, an incorrect supply of external comfort consumers in the high-voltage network, e.g. due to unavailable 220 V or 110 V output voltage. Possible causes for this could be, for example, a defect in the power electronics or one at the external
  • Somewhat more serious errors would be, for example, the failure of components of the electrical power control unit 8, such as sensors, power electronics (inverter), or that the electric machine (motor / generator) is in a current or temperature limit range, but in which a reduced power is still possible, or a defect in a current sensor or a voltage sensor of the
  • Fuel cell stack 2, or the transaction memory 16, or the like The effects would be e.g. without appropriate action a loss of power of the electric drive, thermal destruction of components or the like. However, these effects can be reduced with active countermeasure by the control unit, for example, to a reduced drive power, but still full driving dynamics for the drive system but with reference to a fault in the system via the signal unit 11. Intervention possibilities would be, for example, the determination of theoretical values by means of a corresponding modeling, if appropriate using correspondingly stored parameters.
  • the failure of components of the fuel cell control unit 7 may have similar consequences, which also allow at least temporarily by means of modeling at least a limited further driving operation of the drive system.
  • Possible errors would, for example, again be the failure of sensors in the area of the electrical system, in the range of the temperature, the pressures, in the humidity range, sensors for mass flows and the like. Faulty fans are also possible, which could possibly result in insufficient humidification of the fuel cell stacks, or a reduced fuel and / or air supply, a non-operational coolant supply, which would cause problems in the temperature range, or a loss of coolant.
  • the lack of tank level could be a source of error, e.g. estimated by estimate.
  • the drive system can continue to be available for driving the mobile device with reduced drive power, but again with appropriate warning to the driver, e.g. via the signal unit 11.
  • Another erroneous graded shutdown of system components of the drive system could relate to all electrical control unit failures that, while having no direct effect on electric driving, but the low voltage electrical system (12 volt power) due to damage to the relevant battery (starter battery) increasingly limit.
  • Another cause for a possibly creeping failure of the low-voltage electrical system supply could be, for example, that the starting battery or the starter battery, which is usually designed as a 12 V battery can not be charged for various reasons.
  • An exemplary error would be that the 14V DC / DC converter is defective. Without appropriate measures, the battery would be emptied and the consumers supplied by them could turn out uncontrolled, so that possibly a dangerous operating situation for by the
  • Drive system operated mobile could stop. However, by a measure actively initiated by the control unit, e.g. in a first step, the operator will be alerted to the defect. By indicating an optional remaining operating time in a safe mode of operation, the driver could be provided with an appropriate response time until the system is shut down, e.g. by driving immediately to the edge of the road, by driving on to a next parking space or possibly to reach a service or repair facility would be possible. To support this could be a shutdown of certain, not necessarily required for the operation consumer or actively made by the control unit itself.
  • Another source of error in the electric power control system could be a defect on the traction memory 16 or on a peripheral component 4 associated with it. Possible errors would be, for example, that the transaction battery 16 itself is defective, to the effect that no power consumption and / or -abgäbe is possible that a problem in the contact area of the battery connection to the electrical system is present (eg a relay or contactor could not close properly) Fuses are defective, that the high voltage DC / DC converter is defective, or that damage to the battery control unit has occurred to the so-called battery management system. Without appropriate measures at least a loss of momentum for the drive system would be noticeable, possibly no Restart of the system.
  • control unit As a possibility of intervention by the control unit on the basis of a rating or categorization of the error, in turn, for example, a signal to the operator of the system, preferably combined with a limitation of the possible performance query to be able to use existing energy reserves as effectively as possible.
  • Another source of error can be the failure of components of the fuel cell system cause. Again, different serious errors have to be categorized or evaluated. In a first group, for example, errors could be classified, which still allow limited operation of the fuel cell stack. A next stage could be evaluated to the effect that although operation of the fuel cell stack is no longer possible, but at least a reasonably controlled shutdown of the fuel cell system is possible.
  • hazards could be defined such that a risk of fire by leakage of fuel to a fuel cell component of the entire fuel cell system is possible.
  • the detection of an excessive fuel concentration in the ambient air, or an implausible fuel mass flow balance or a deviation in the target-actual pressure, in particular on the anode side of the fuel cell could be a cause of a fire hazard to be displayed or another danger to be displayed.
  • Other causes of failure could be, for example, a defect in the fuel monitoring sensor, a defect on the signal lines, e.g. in the form of a signal bus, a defect in the coolant pump, an abnormal U-I behavior, or even a failure of a sensor on the tank, e.g. of the pressure sensor.
  • a next stage in the error-weighted shutdown of the system components would be the total failure of the fuel cell system. This could be due to e.g. be strong fuel leakage or a line interruption to the fuel cell stack in the high voltage range of the electrical system. Without active measures, an uncontrolled loss of power and, consequently, an uncontrolled loss of consumers connected to the electrical system would be the case.
  • active intervention of the control unit but in turn can be at least a warning to the operator, along with an active reduction of the drive power to allow the still available energy for a downgrade of the system in the secure state.

Abstract

L'invention concerne un système de transmission (1) à base de piles à combustible, notamment pour un véhicule, comprenant au moins un empilement de piles à combustible (2), un moteur électrique (3), des composants périphériques (4) et un tableau de bord électrique. L'invention se caractérise en ce qu'il est prévu une unité de contrôle (6) conçue pour évaluer/catégoriser des fonctions défectueuses identifiées dans le système de transmission. L'invention concerne en outre un procédé d'exploitation d'un système de transmission de ce type dans différents niveaux de dégradation en présence d'une ou de plusieurs erreurs.
PCT/EP2008/055268 2007-05-25 2008-04-29 Déconnexion progressive d'un système de transmission à base de piles à combustible WO2008145471A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010509768A JP2010528438A (ja) 2007-05-25 2008-04-29 燃料電池ベースの駆動システムの段階的な遮断

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007024396A DE102007024396A1 (de) 2007-05-25 2007-05-25 Gestufte Abschaltung eines brennstoffzellenbasierten Antriebssystems
DE102007024396.2 2007-05-25

Publications (2)

Publication Number Publication Date
WO2008145471A2 true WO2008145471A2 (fr) 2008-12-04
WO2008145471A3 WO2008145471A3 (fr) 2009-03-12

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PCT/EP2008/055268 WO2008145471A2 (fr) 2007-05-25 2008-04-29 Déconnexion progressive d'un système de transmission à base de piles à combustible

Country Status (3)

Country Link
JP (1) JP2010528438A (fr)
DE (1) DE102007024396A1 (fr)
WO (1) WO2008145471A2 (fr)

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