WO2009010113A1 - Dispositif et procédé permettant la montée en température d'une pile à combustible au cours d'une phase de démarrage - Google Patents

Dispositif et procédé permettant la montée en température d'une pile à combustible au cours d'une phase de démarrage Download PDF

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Publication number
WO2009010113A1
WO2009010113A1 PCT/EP2008/003891 EP2008003891W WO2009010113A1 WO 2009010113 A1 WO2009010113 A1 WO 2009010113A1 EP 2008003891 W EP2008003891 W EP 2008003891W WO 2009010113 A1 WO2009010113 A1 WO 2009010113A1
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WO
WIPO (PCT)
Prior art keywords
fuel cell
compressor
flow resistance
resistance element
flow
Prior art date
Application number
PCT/EP2008/003891
Other languages
German (de)
English (en)
Inventor
Ralf Nuessle
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
Publication of WO2009010113A1 publication Critical patent/WO2009010113A1/fr

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Classifications

    • 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
    • H01M8/04268—Heating of fuel cells during the start-up of the fuel cells
    • 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
    • H01M8/04231—Purging of the reactants
    • 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
    • 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

Definitions

  • the invention relates to a device for warming up a fuel cell in a star phase, with a leading to the cathode compartment of the fuel cell supply line to which a compressor is connected, which is supplied by means of the fuel point with energy. Furthermore, the invention relates to a method for warming up a fuel cell in a start-up phase.
  • a fuel cell system in which a compressor is arranged in a cathode feed line of the fuel cell. Downstream of the compressor is a charge air cooler, which is arranged in the cathode supply line and is also coupled to a cooling circuit for the fuel cell.
  • the cooling circuit has a bypass line in which a valve is arranged. During cold start, the cooling circuit is operated by closing the valve via the bypass line in short circuit, so that a low thermal mass is included in the cooling circuit.
  • the cooler which is likewise arranged in the cooling circuit, is not flowed through by the coolant during the starting phase, as a result of which a faster heating of the fuel cell is to be achieved with the aid of the compression heat of the compressor.
  • DE 101 26 090 A1 discloses a device for warming up a fuel cell.
  • a compressor is arranged in a cathode supply line of a fuel cell.
  • a pressure valve is arranged in a direction away from the cathode side of the fuel cell cathode discharge line.
  • An additional line branches off in the flow direction after the pressure valve from the cathode discharge line and flows in the flow direction in front of the compressor in the cathode supply line.
  • a flow restrictor valve is arranged.
  • the gas discharged from the fuel cell before the compressor is to be returned to the cathode supply line. Thereby, a circulation cycle is generated, which is to heat the gas supplied to the cathode side quickly, whereby a faster warm-up of the fuel cell is to be achieved.
  • a start of a cool or frozen fuel cell system can usually be carried out such that first a compressor is driven with energy from an energy source, which may be a battery, for example.
  • the fuel cell stack Due to the low temperatures and possibly a partial occupancy of the surfaces within the fuel cell with ice, the fuel cell stack is able to deliver only small outputs, which are sufficient for "self-preservation" of the fuel cell operation, but for the supply of the drive motor for driving with acceptable performance not enough.
  • the aim in this cold start phase is to still electrically load the fuel cell or the fuel cell stack as much as possible, since the self-heating of the fuel cell is very effective for heating the fuel cell or a cooling circuit for the fuel cell.
  • the fuel cell stack is indeed as much as possible to be loaded, but this can not be done at this time of the start but on the drive motor, since the drive power and thus the driving performance of the vehicle at this time the starting phase for an acceptable driving not is sufficient.
  • the vehicle user can only start when a certain drive power and thus a certain mileage is available. It is granted in the vehicle so long as no driving clearance until due to a certain temperature of the fuel cell or the fuel cell system and the resulting available power this is determined to be sufficient.
  • a device for warming up a fuel cell in a starting phase, in particular a cold start phase, comprises a supply line leading to the cathode space of the fuel cell for supplying an oxidizing agent. With this feed line, a compressor is connected. The supply line and the compressor are associated with an oxidant supply branch of the device. The compressor can be supplied with energy by means of the fuel cell. The compressor is formed in the starting phase of the fuel cell depending on an adjustable specific operating state of the compressor as electrical load sink of the fuel cell. By this configuration, an improved cold start behavior of Fuel cell can be achieved. A higher load on the fuel cell leads to more waste heat within the fuel cell, since with increasing current the voltage and thus also the efficiency drops. For cold start this according to the invention but quite desired to achieve a faster heating of the fuel cell. That is, increasing the current load through higher compressor power results in higher fuel cell current and faster heating.
  • a specific component of the device namely the compressor, is used in a multifunctional manner, on the one hand, contributing to the basic functionality in normal operation of the fuel cell system by promoting oxidizing agent to the fuel cell.
  • the compressor is further associated with a further function to the effect that it also serves as electrical load sink of the fuel cell at least in a specific operating condition and is operated there so that the warming up of the fuel cell can be significantly accelerated.
  • electrical load sink thus no other components must be installed in the device, which otherwise no further benefits can be assigned.
  • space and costs can be saved.
  • the entire device can therefore also be designed reduced components.
  • the weight of the system can be kept the same but with improved functionality.
  • the adjustable operating state of the compressor which then particularly characterizes the compressor as the electrical load sink of the fuel cell, is the full-load operation of the compressor. This will increase the power of the electric Lastsenke and thus the compressor during the cold start phase particularly increased, in particular maximized, and thus shortens the time to the optimum operating temperature of the fuel cell. In particular, when using the device in a vehicle can thus be significantly shortened, the time to the drive release. The availability of the maximum power of the fuel cell in a cold start phase can be achieved much faster.
  • the compressor may preferably be supplied with energy by a separate energy source from the fuel cell, in particular a battery. Since just at the beginning of the starting phase, the fuel cell can deliver very little energy during the cold start, it is in view of the improved functionality and thus a faster warming up of the fuel cell via the electrical load sink preferred that the compressor in this brief initial phase via another source of energy is fed.
  • the desired operating state of the compressor with respect to its characterization of an optimal electrical load sink for the fuel cell can be achieved as quickly as possible, which in turn can be achieved as quickly as possible due to the generated heat of compression of the compressor, a warming up of the fuel cell.
  • the fuel cell can provide more energy as quickly as possible, which in turn then as quickly as possible, the compressor can be powered by the fuel cell with energy.
  • the energy supply of the compressor can be relatively quickly terminated by the battery and in the further progress of the cold start phase of the fuel cell, the compressor exclusively from the fuel cell with energy be supplied. This then takes place, in particular, until the end of the cold start phase, in which case the fuel cell has reached its maximum rated power.
  • the compressor is operated at the start of the battery, it can be emptied very quickly.
  • the recharging of the battery can be used as another additional load sink to charge the fuel cell in the startup phase for self-heating high.
  • a first flow resistance element is arranged in the feed line between the compressor and the cathode space of the fuel cell, and a second flow resistance element is arranged in a bypass line which connects a discharge line leading away from the cathode space of the fuel cell to the feed line.
  • the warm-up phase of the fuel cell can be significantly reduced during cold start, because the gas flow generated by the compressor can be individually metered via the first and / or the second flow resistance element.
  • the flow resistance elements lead to increased performance at the compressor.
  • both the current drawn by the compressor from the fuel cell and the battery drain and thus the power required to recharge the battery can be increased.
  • These increased currents in the load sinks then lead in a particularly preferred manner to the fact that at any time during the warm-up phase, the fuel cell is further warmed up in an optimal manner. Because the adjustment of the flow resistance elements, with which the flow cross section of the associated line is variable, can thus be optimized at any time during the cold start phase.
  • the Set full load operation of the compressor at maximum pressure ratio and maximum volume or mass flow oxidant, in particular air or oxygen, fed into the fuel cell.
  • This is at least temporarily provided from the perspective of a maximum electrical load sink.
  • this is particularly advantageous to supply as much oxidant to the cathode space, but this can change with increasing temperature of the fuel cell and progressing time during the cold start phase and then optionally no longer favors the further optimal warming.
  • these flow resistance elements can then continue to be fully exploited as electrical load sink in the progress of the cold start phase of the compressor and yet the air-side parameters of the fuel cell are optimally adapted to the current needs of the fuel cell.
  • the operating state of the compressor is preferably dependent on the flow cross section of the associated line set by at least one flow resistance element.
  • the compressor and the flow resistance elements are thus operable so that the compressor can be used in its full power range as electrical load sink and further the resulting due to the compression of the oxidant compression heat can be used for faster heating of the fuel cell.
  • the position of the individual flow resistance elements in this case can depend on a large number of parameters or be controlled by these. For example, the current, the temperature or the pressure of the fuel cell can be used. These are merely exemplary parameters which can be supplemented and / or combined in a variety of ways.
  • the use of the compressor or compressor drive as an electrical load sink has the advantage that the nominal or maximum capacity of the compressor is the largest of all conventional ancillary units within a fuel cell system and up to about 10% -15% of the rated power of the fuel cell can amount. This means that the use of the compressor as electrical load sink is very efficient, since there is a relatively large power potential.
  • the air-side parameters are no longer freely selectable in non-existing flow resistance elements.
  • the optimal warming up of the fuel cell is no longer possible. It is therefore particularly preferred that at the beginning of the cold start phase as much oxidant is supplied to the cathode side, which can change with increasing temperature of the fuel cell and with increasing duration of the cold start phase and then the maximum supply of the mass flow and the pressure of the oxidant flow is no longer is desired.
  • the bypass line is provided with the second flow resistance element disposed therein.
  • air is discharged depending on the situation and demand before entering the cathode chamber of the fuel cell and fed to the discharge line to the fuel cell.
  • the bypass line is thus preferably arranged branching off from the feed line between the first flow resistance element and the cathode space of the fuel cell.
  • the flow direction of the gas flowing in the bypass line is directed from the supply line in the direction of the discharge line.
  • the bypass line thus does not serve to return the gas discharged from the fuel cell into the supply line.
  • the design and functionality of the bypass line with the second flow resistance element arranged therein is therefore fundamentally different from the configuration of a line which is intended to serve for returning an exhaust gas into the supply line.
  • bypass line between the flow resistance element and the cathode space of the fuel cell branches off from the supply line.
  • the operating state of the compressor is in particular dependent on that by at least one flow resistance element set flow cross-section of the line associated with this flow resistance element. Because depending on the position of the flow resistance element, a corresponding pressure ratio and a corresponding mass flow of a compressor to generate. For example, if the first flow resistance element, which is arranged in the supply line, adjusted so that the flow cross-section of the supply line is reduced, the compressor must implement a higher pressure ratio. With the arranged in the bypass line second flow resistance element, the mass flow of the fuel cell can be regulated, wherein by increasing the flow cross-section of the bypass line by a corresponding adjustment of the second
  • Flow resistance element is a larger mass flow of the compressor to promote.
  • the fuel cell can also be supplied with the optimal air-side operating parameters currently in the cold start phase, virtually independently of the operating state of the compressor in its active operation.
  • the position of a flow resistance element is thus preferably adjustable depending on the state parameters of the fuel cell and / or on the time progression of the starting phase after starting the fuel cell.
  • the compression mode generated at the specific operating state of the compressor which defines the compressor as electrical load sink, can be fed to the fuel cell via the supply line.
  • a charge air cooler is coupled to the supply line and to a cooling circuit is, wherein the cooling circuit is coupled to the fuel cell, and in which the compressor as electrical load sink defining operating state of the compressor generated compression heat of the fuel cell via the intercooler, the cooling circuit can be supplied and can be supplied via the cooling circuit of the fuel cell.
  • the intercooler is arranged between the compressor and the first flow resistance element in the supply line.
  • the bypass line preferably branches off from the supply line in the flow direction of the gas flowing in the supply line after the charge air cooler.
  • a method for warming up a fuel cell in a starting phase with a supply line leading to the cathode compartment of the fuel cell, via which an oxidizing agent is supplied to the cathode compartment, and which is connected to a compressor, which can be supplied with energy by means of the fuel cell, the compressor becomes in the starting phase of the fuel cell depending on an adjustable specific operating state of the activated compressor operated as electrical load sink of the fuel cell.
  • the warming up of the fuel cell in the cold start phase can be significantly improved and made possible by a multifunctional and already existing element, the compressor, in a particularly effective manner.
  • FIG. 1 shows a device 1 according to the invention for warming up a fuel cell 2.
  • the device 1 is arranged in a vehicle and designed as a mobile device 1.
  • the invention and in particular the embodiment shown in the figure also on other systems and used.
  • a stationary use of the device may be provided.
  • a peak load power plant to provide the full power there as quickly as possible.
  • the exemplified fuel cell 2 may also be a fuel cell stack having a plurality of fuel cells.
  • the fuel cell 2 is a fuel cell 2 operated with air or oxygen as oxidant and with hydrogen or a hydrogen-containing gas as fuel.
  • This is preferably a PEM fuel cell 2 which has a cathode space 21 and an anode space 22.
  • the cathode space 21 and the anode space 22 are separated by a membrane 23.
  • another type of fuel cell may be provided.
  • the device 1 comprises a feed line 3, via which oxygen or air is conducted to the cathode space 21.
  • the device 1 comprises a discharge line 4 leading away from the cathode space 21, via which exhaust gas generated by the fuel cell 2 is discharged.
  • the flow directions of the gases flowing in the lines 3 and 4 are indicated by the arrow directions.
  • a compressor 5 is arranged, which has an associated motor 6, in particular an electric motor, for driving.
  • the motor 6 is electrically connected to a in the embodiment designed as a battery 7, separately provided for the fuel cell 2 energy source.
  • the motor 6 has an electrical connection to the fuel cell 2. This is in the schematic figure drawn merely for simplicity to a cooling area 24 of the fuel cell 2 leading forth.
  • a heat exchanger in the form of a charge air cooler 8 is arranged in the supply line 3. This is arranged downstream of the compressor 5 as viewed in the flow direction.
  • the intercooler 8 is coupled to a cooling circuit 9. This cooling circuit 9 is used for cooling the fuel cell 2.
  • a pump 10 and a radiator 11 is arranged in the cooling circuit 9.
  • a thermostat 12 is included by the cooling circuit 9.
  • a first flow resistance element 13 which may be a valve or a throttle valve or the like, is arranged in the feed line 3.
  • the first flow resistance element 13 serves as a function of its position for changing the flow cross section of the supply line 3.
  • the first flow resistance element 13 is electrically connected to a control unit (not shown) through which the flow resistance element 13 can be controlled.
  • the first flow resistance element 13 is arranged downstream of the intercooler 8 in the feed line 3 as viewed in the flow direction. From the cathode supply line 3 branches off at the junction 14 from a bypass line 15, which opens into the discharge line 4 in the junction 18. The branch 14 is between the first
  • a second flow resistance element 16 is arranged, which may also be a valve or a throttle valve or the like. Depending on the position of the second flow resistance element 16, the flow cross section the bypass line 15 are changed. Here, too, it is provided in particular that the second flow resistance element 16 is electrically connected to the control unit.
  • bypass line 15 is provided to direct flowing gas from the supply line 3 to the discharge line 4.
  • the exclusively provided in the bypass line 15 flow direction of the gas is symbolized by the arrows. In particular, no return of gas flowing in the discharge line 4 to the supply line 3 is therefore to be carried out via the bypass line 15.
  • a third flow resistance element 17 is arranged in the discharge line 4. This, for example, a valve or a throttle valve or the like may be, which is controllable via the control unit.
  • the third flow resistance element 17 is arranged in the flow direction before the junction 18 in the discharge line 4.
  • the compressor 8 is formed in the starting phase of the fuel cell 2 as a function of an adjustable operating state of the compressor 5 as electrical load sinks of the fuel cell 2.
  • the compressor 5 is thus also provided in the cold start phase as electrical load sinks of the fuel cell 2, by a specific operating condition of the compressor 5 is set.
  • the compressor 5 is operated in the cold start phase in full load operation.
  • the compressor 5 is driven directly by the start of starting the compressor 5 via the motor 6, which is supplied at the beginning of this cold start phase via the battery 7 with energy. Since the fuel cell 2 can not yet provide sufficient energy for the engine 6 at this early point in time, and therefore the fast setting of the full-load operation can not be made possible, it is advantageous to supply the energy via the battery 7.
  • the compressor 5 is started up and then supplies the fuel cell 2 with the necessary amount of air.
  • the first flow resistance element 13 is set so that the compressor 5 must work against the largest possible pressure. This results in a higher load than at a low back pressure.
  • Flow resistance element 13 drops the pressure of the air flow, so that at the inlet of the cathode chamber 21 of the fuel cell 2 is present at a low pressure. How high this pressure should be, can about the third
  • Flow resistance element 17, preferably in conjunction with the second flow resistance element 16 can be adjusted.
  • the fuel cell 2 can be supplied in the further course of the warm-up in the cold start phase quasi independent of the full load operation of the compressor 5 with the then optimal for the fuel cell 2 at the respective times air-side Radiometern, via the second flow resistance element 16 into the fuel cell. 2 inflowing air volume regulated.
  • the flow resistance element 16 is controlled by the control unit so that the flow cross section of the bypass line 15 is further opened or closed.
  • the fuel cell 2 has already experienced a certain warm-up process during the cold start phase, it may be desirable for the full mass flow and the full air pressure to reach the cathode space 21 during full-load operation of the compressor 5.
  • By throttling the mass flow and / or the air pressure can then be prevented in particular that in the further progress of the warm-up in the cold start phase, an excessive water discharge from the fuel cell 2 occurs and thus their dehydration can be prevented.
  • the compressor 5 can be operated in full load operation substantially throughout the cold start phase and yet can be in Continuing the entire period of the cold start phase thereof independently set the optimal for the fuel cell 2 air side operating parameters. This allows the warm-up process to be optimized.
  • the advantage here is that by the fact that the compressor 5 is operated at full load (maximum mass flow at maximum pressure ratio), the compression of the air creates a maximum amount of heat that can be delivered in the charge air cooler 8 to the cooling circuit 9 of the fuel cell 2 and thus also contributes to a faster heating of the fuel cell 2.
  • the flow resistance elements 13 and 16 can be constructed as a simple throttle elements.
  • the entire design space can be minimized and provided minimal weight.
  • At least one of the flow resistance elements 13, 16 and 17 can also for other control of
  • Fuel cell system can be used. It is possible to ensure maximum power utilization of the compressor drive as electrical load sink and independent adjustment of the air parameters of the fuel cell 2. As a result, faster warm-up times of the fuel cell system can be achieved, which in turn reduces the time can be shortened to reach the maximum drive power.
  • the fuel cell 2 for example, has a maximum rated power of about 80 kW.
  • the cold start phase which represents the time until substantially this maximum rated power of the fuel cell 2 is reached, can be significantly reduced by the invention. It is preferably provided that the energy supply of the motor 6 via the battery 7 with increasing duration of the warm-up in the cold start phase proportionately more and more of the fuel cell 2 is taken over. In particular, when the fuel cell in the cold start phase can provide a power of at least 10 kW, in particular between 10 kW and 20 kW, the power supply of the motor 6 is completely taken over by the fuel cell 2.

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)

Abstract

L'invention concerne un dispositif et un procédé permettant la montée en température d'une pile à combustible (2) au cours d'une phase de démarrage, lequel dispositif présente une conduite d'alimentation (3) menant au côté cathode (21) de la pile à combustible (2), conduite à laquelle est relié un compresseur (5, 6) pouvant être alimenté en énergie au moyen de la pile à combustible (2). Selon l'invention, le compresseur (5, 6) fait fonction de puits de charge électrique de la pile à combustible (2) au cours de la phase de démarrage de la pile à combustible (2) indépendamment d'un état de fonctionnement réglable du compresseur actif (5, 6).
PCT/EP2008/003891 2007-07-18 2008-05-15 Dispositif et procédé permettant la montée en température d'une pile à combustible au cours d'une phase de démarrage WO2009010113A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102070033429 2007-07-18
DE10207033429.1 2007-07-18

Publications (1)

Publication Number Publication Date
WO2009010113A1 true WO2009010113A1 (fr) 2009-01-22

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PCT/EP2008/003891 WO2009010113A1 (fr) 2007-07-18 2008-05-15 Dispositif et procédé permettant la montée en température d'une pile à combustible au cours d'une phase de démarrage

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011029499A1 (fr) * 2009-09-10 2011-03-17 Daimler Ag Procédé pour le démarrage à froid d'un système de piles à combustible et système de piles à combustible d'un véhicule automobile
DE102011119666A1 (de) 2011-11-29 2013-05-29 Daimler Ag Verfahren zum Betreiben eines Brennstoffzellensystems sowie Brennstoffzellensystem
CN110370886A (zh) * 2018-04-12 2019-10-25 奥迪股份公司 提升车辆内部空间的温度的方法以及用于执行方法的车辆
DE102019211600A1 (de) * 2019-08-01 2021-02-04 Audi Ag Verfahren zum Betreiben einer Brennstoffzellenvorrichtung
CN113868783A (zh) * 2021-08-20 2021-12-31 国网河北能源技术服务有限公司 高背压供热机组运行背压与最小技术出力特性的确定方法

Citations (5)

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Publication number Priority date Publication date Assignee Title
DE10028331A1 (de) * 2000-06-05 2002-04-04 Atecs Mannesmann Ag Brennstoffzellensystem und Verfahren zum Hochfahren eines Brennstoffzellensystems
DE10146943A1 (de) * 2001-09-24 2003-04-10 Gen Motors Corp Verfahren zum Betrieb eines Brennstoffzellensystems sowie Brennstoffzellensystem
DE10203311A1 (de) * 2002-01-29 2003-07-31 Ballard Power Systems Brennstoffzellensystem
FR2865854A1 (fr) * 2004-01-30 2005-08-05 Renault Sas Procede de mise en temperature d'un generateur electrique a pile a combustible et generateur electrique mettant en oeuvre ce procede.
DE102006026238A1 (de) * 2005-06-09 2006-12-14 Denso Corp., Kariya Brennstoffzellensystem

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10028331A1 (de) * 2000-06-05 2002-04-04 Atecs Mannesmann Ag Brennstoffzellensystem und Verfahren zum Hochfahren eines Brennstoffzellensystems
DE10146943A1 (de) * 2001-09-24 2003-04-10 Gen Motors Corp Verfahren zum Betrieb eines Brennstoffzellensystems sowie Brennstoffzellensystem
DE10203311A1 (de) * 2002-01-29 2003-07-31 Ballard Power Systems Brennstoffzellensystem
FR2865854A1 (fr) * 2004-01-30 2005-08-05 Renault Sas Procede de mise en temperature d'un generateur electrique a pile a combustible et generateur electrique mettant en oeuvre ce procede.
DE102006026238A1 (de) * 2005-06-09 2006-12-14 Denso Corp., Kariya Brennstoffzellensystem

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011029499A1 (fr) * 2009-09-10 2011-03-17 Daimler Ag Procédé pour le démarrage à froid d'un système de piles à combustible et système de piles à combustible d'un véhicule automobile
CN102484272A (zh) * 2009-09-10 2012-05-30 戴姆勒股份公司 用于冷启动燃料电池系统的方法以及机动车的燃料电池系统
US9583774B2 (en) 2009-09-10 2017-02-28 Daimler Ag Method for cold starting a fuel cell system and fuel cell system of a motor vehicle
DE102011119666A1 (de) 2011-11-29 2013-05-29 Daimler Ag Verfahren zum Betreiben eines Brennstoffzellensystems sowie Brennstoffzellensystem
WO2013079148A1 (fr) 2011-11-29 2013-06-06 Daimler Ag Procédé pour faire fonctionner un système pile à combustible et système pile à combustible
CN110370886A (zh) * 2018-04-12 2019-10-25 奥迪股份公司 提升车辆内部空间的温度的方法以及用于执行方法的车辆
DE102019211600A1 (de) * 2019-08-01 2021-02-04 Audi Ag Verfahren zum Betreiben einer Brennstoffzellenvorrichtung
CN113868783A (zh) * 2021-08-20 2021-12-31 国网河北能源技术服务有限公司 高背压供热机组运行背压与最小技术出力特性的确定方法

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