WO2010054769A1 - Système de pile à combustible pour un véhicule - Google Patents

Système de pile à combustible pour un véhicule Download PDF

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Publication number
WO2010054769A1
WO2010054769A1 PCT/EP2009/007859 EP2009007859W WO2010054769A1 WO 2010054769 A1 WO2010054769 A1 WO 2010054769A1 EP 2009007859 W EP2009007859 W EP 2009007859W WO 2010054769 A1 WO2010054769 A1 WO 2010054769A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel cell
vehicle
cooling
cooling circuit
cell system
Prior art date
Application number
PCT/EP2009/007859
Other languages
German (de)
English (en)
Inventor
Cosimo Mazzotta
David Wenger
Original Assignee
Daimler Ag
Ford Global Technologies, Llc
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, Ford Global Technologies, Llc filed Critical Daimler Ag
Publication of WO2010054769A1 publication Critical patent/WO2010054769A1/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
    • 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
    • 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
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M2008/1095—Fuel cells with polymeric electrolytes
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04097—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with recycling 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
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • 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 invention relates to a fuel cell system for a vehicle having at least one fuel cell, according to the closer defined in the preamble of claim 1.
  • the fuel cells used are stacks of individual fuel cells that operate on the basis of polymer membranes as the electrolyte. These so-called PEM fuel cell stacks typically have an operating temperature in the order of about 90 ° C.
  • PEM fuel cell stacks waste heat is generated during its operation, which must be dissipated via a cooling system. Due to the relatively low temperature difference to the environment, the cooling of such a fuel cell is rather difficult. In a vehicle, therefore, a comparatively large cooling surface is necessary for a reliable and reliable cooling of the fuel cell to a temperature level which does not harm the fuel cell.
  • the available cooling surface which is typically arranged in the vehicle to be flown by wind, is very limited due to design specifications and air-resistance optimized design, cooling of a fuel cell in a fuel cell system for vehicles appropriate challenge.
  • various components to be cooled are typically present in the fuel cell system, some of which must be cooled at very different temperature levels.
  • a common and common way is to arrange the components in series in a row in a cooling circuit so that in each case a sufficient cooling is ensured.
  • this is partly very problematic due to the problem already described with the available cooling surface.
  • the cooling heat exchanger of the cooling circuit for the further component to be cooled can be arranged at any point in the vehicle, in particular in the vicinity of the component, for example on the vehicle underbody. Its available cooling surface can be specific to the be set to be cooled component, so that with minimal cooling surface requirement their safe and reliable operation is possible.
  • each of the at least one further components to be cooled in each case has its own cooling circuit with its own coolant delivery device and its own cooling heat exchanger.
  • This structure with a decentralized cooling of the individual components, independent of the central cooling of the fuel cell itself, allows targeted cooling of the individual components, without the available area on the vehicle radiator for the fuel cell must be used with disadvantage, and without waste heat from the components is entered in the actual cooling circuit for the fuel cell.
  • FIG. 1 is a schematic diagram of a vehicle with a fuel cell system.
  • Fig. 3 is a more detailed representation of the invention using the example of a component.
  • FIG. 1 shows a vehicle 1 indicated in principle, which has a fuel cell system 2.
  • the fuel cell system 2 is arranged by way of example in the floor area of the vehicle, other arrangements, for example in the front or rear area of the vehicle are of course also conceivable.
  • the fuel cell system 2 also has a cooling circuit 3, which is indicated by way of example in FIG.
  • the cooling circuit 3 connects the fuel cell system 2 with a vehicle radiator 4, which is arranged in the front region of the vehicle 1.
  • the vehicle radiator 4 can be designed as a conventional vehicle radiator, which is generally traversed by the wind, and if required by an additional fan 5, which is indicated here schematically, can be blown.
  • an electric drive motor 6 is shown by way of example in FIG. 1, which is arranged here by way of example in the region of the rear axle.
  • a fuel storage 7 is indicated, which can serve as a high-pressure tank for receiving high-pressure gaseous hydrogen as fuel for the fuel cell system 2, for example.
  • a cooling heat exchanger 9 is also indicated in principle in the region of a subfloor 8 of the vehicle 1, which will be discussed in more detail later.
  • the fuel cell system 2 together with the hydrogen storage device 7 and the electric drive motor 6 of the vehicle 1, is once again illustrated by way of example.
  • the motor 6 is connected via an example indicated electronics 10, for example, a suitable inverter, via line elements 11 to the fuel cell 12 of the fuel cell system 2.
  • the connection will be formed differently than shown, for example, by appropriate collectors and power distributors and various electronic components.
  • the exemplary illustration with the cables 11 and the electronic component 10 has been chosen here.
  • the fuel cell 12 itself should be designed as a stack of individual PEM fuel cells. Such a fuel cell 12 is commonly referred to as a fuel cell stack.
  • the fuel cell 12 has a cathode region 13 and an anode region 14, which are separated from one another by membranes.
  • a heat exchanger 15 is arranged in the region of the fuel cell 12, which is integrated into the cooling circuit 3 for cooling the waste heat produced in the fuel cell 12.
  • the illustration chosen here of the heat exchanger 15 in the region of the anode 14 is to be understood purely by way of example. Typically, such heat exchangers 15 will be arranged between the individual cells of the stack, so that they can respectively cool the anode region 14 and the cathode region 13 of the fuel cell 12 accordingly.
  • the cooling circuit 3 also has a coolant delivery device 16 and a valve device 17. Via the valve device 17, the flow of the coolant can be switched via the vehicle radiator 4 or around it. This may be of interest, for example, at the start of the fuel cell 12 if the objective is rapid heating of the fuel cell 12 and the waste heat is to be used for this purpose without it being already cooled away via the vehicle cooler 4. As soon as the desired operating state has been reached, the valve device 17 is then correspondingly switched so that the cooling circuit 3 is used for cooling the fuel cell 12 via the heat exchanger 15 and the vehicle radiator 4.
  • a so-called recirculation line 18 can be seen.
  • the recirculation line 18 leads from the area to the anode 14 back into the area in front of the anode 14.
  • About the recirculation line 18 and a recirculation conveyor 19 located in it is unused fuel gas, typically fresh hydrogen, from the area after the anode 14 in the area returned before the anode 14.
  • This operating scheme which is very frequently used in fuel cells 12, allows a corresponding excess of hydrogen to flow into the anode region 14, so that all regions of the anode 14 are supplied with hydrogen in the best possible manner. Unconsumed hydrogen is not lost, but is recycled via the recirculation line 18 and the recirculation conveyor 19 and is available again.
  • the recirculation conveyor 19 is generally designed as a flow compressor in the form of a blower and commonly referred to as a hydrogen circulation blower or with the corresponding abbreviation HRB (Hydrogen Recirculation Blower).
  • HRB Hydrogen Recirculation Blower
  • a mixing point 20 can be seen, in which fresh hydrogen from the hydrogen storage device 7 mixes with the recirculated anode exhaust gas and flows back to the anode 14.
  • a pressure reduction valve 21 is exemplified.
  • the supply of the cathode region 13 with oxygen or an oxygen-containing oxidant is necessary to the electric power for to provide the engine 6 to the fuel cell 12.
  • air is used for this, which is conveyed via a compression device 22 to the cathode region 13 of the fuel cell 12.
  • the compression device 22 is designed as part of a so-called electric turbocharger or ETC (Electric Turbo Charger). This has, in addition to the compression device 22, a motor 23 and a turbine 24. Via the turbine 24 remaining residual energy, in particular residual pressure, is converted into the exhaust gas or the exhaust air downstream of the cathode region 13.
  • the motor 23 can be operated by a motor in order to support the compressor 22 accordingly or it can also be operated as a generator if more power is provided by the turbine 24 than the compressor 22 requires. Also, this structure is well known and common in fuel cell systems.
  • other gas can be supplied, for example, a mixture of anode and cathode exhaust gas, which is still chemically reacts with each other or is burned, so that in addition to the pressure energy and thermal energy Is available, which can be used by the turbine 24.
  • cooling circuits 25 are now shown in FIG. 2 as decentralized components of cooling circuits 25, which are designated by the reference numerals 25.1 to 25.4.
  • Each of these cooling circuits 25 has at least one cooling heat exchanger 26 (26.1 to 26.4), which serves to absorb waste heat from the component to be cooled.
  • the cooling medium is then transported into the area of its own cooling heat exchanger 9 (9.1 to 9.4) via its own coolant delivery device 27 (27.1 to 27.4).
  • These cooling heat exchangers 9 (9.1 to 9.4) can, as already mentioned in the explanation for FIG. 1, be arranged in particular in the area of the vehicle underbody 8, so that they are cooled accordingly by air flowing under the vehicle 1. If necessary, these cooling heat exchanger 9 (9.1 to 9.4) also each have their own fan 5 (5.1 to 5.4). In particular, in the construction of the fuel cell system 2 in the lower region of the vehicle 1, this has the decisive advantage that the line length of the individual cooling circuits 25 (25.1 to 25.4) can be kept very short.
  • the cooling circuit 25.1 for cooling the compression device, and in particular the ETC, the cooling circuit 25.2 for cooling the heated in the compression in the compressor 22 and the cathode region 13 flowing Air and the cooling circuits 25.3 and 25.4 for the recirculation fan 19 and the engine 4 are performed independently of the actual cooling circuit 3 of the fuel cell system 2. Therefore, they do not affect the actual cooling circuit 3 either thermally or require their cooling heat exchanger 9 (9.1 to 9.4) front surface, which could be used by the vehicle radiator 4.
  • the recirculation fan 19 in this case has a rotating shaft 28 which is driven by a motor 29 of the recirculation fan 19 accordingly.
  • the rotating shaft 28 has at its one end a compressor impeller or blower impeller 30, which in a corresponding impeller housing 31 correspondingly compresses the unused anode exhaust gases flowing in via a line element 32 and then conveys them into the region of the mixing point 20 via a line element 33.
  • the other end of the shaft 28 also has a compressor impeller 34.
  • the coolant is conveyed in the component cooling circuit 25.3. It represents together with its housing so the coolant conveyor 27.3 of the component cooling circuit 25.3. Due to the direct connection via the rotating shaft 28 on the one hand and on the integrated housing executed on the other hand in the area of the coolant conveyor 27.3 of the component cooling circuit 25.3 also in the recirculation device 19 and here in particular in the region of its motor 29 and in power electronics components, not shown, in the region of this motor 29 accumulating waste heat transfer the coolant. Via appropriate line elements, the coolant then passes in the cooling circuit 25.3 to the cooling heat exchanger 9.3, in which it is discharged to the environment of the vehicle 1.
  • connection of the cooling conveyor 27.3 or its compressor impeller 34 to the rotating shaft 28 can be carried out directly, or at corresponding speed differences by a suitable gear, for example via a belt drive, a toothing or the like.
  • the cooling surface of the cooling heat exchanger 9.3 can be optimally adapted to the needs of the cooling of the Rezirkulationsgebläses 19, since the decentralized component cooling circuit 25.3 only serves to cool this one component.
  • the radiator 9 When arranging the radiator 9 in the region of the vehicle underbody 8, a construction with very short line lengths can also be realized.
  • This structure then relieves the actual main cooling circuit 3 of the fuel cell system 2 and can thus contribute to improved cooling of the fuel cell system 2 with the same available area of the vehicle radiator 4.
  • the fuel cell 12 is optimized in its reliability and service life.
  • the component cooling circuits 25 can be used at various points in the system and in any number in the system. It is particularly advantageous if the component to be cooled can provide the rotational energy for the coolant conveyor 27 itself, but there are also circuits 25 with a separately formed coolant conveyor with its own drive conceivable over which, for example, power electronics components, sensors or the like can be cooled.

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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)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système de pile à combustible pour un véhicule (1), comprenant au moins une pile à combustible (6), au moins un autre composant à refroidir (6, 19, 22, 24) ainsi qu'au moins un circuit de refroidissement (3), qui évacue la chaleur perdue générée par la ou les piles à combustible (12) par le biais d'un radiateur (4) du véhicule vers l'environnement. Pour refroidir le ou les autres  composants à refroidir (6, 19, 22, 24), on dispose d'un autre circuit de refroidissement (25) qui présente un dispositif de refoulement de réfrigérant (27) et un échangeur de chaleur de refroidissement (9). Conformément à l'invention, l'échangeur de chaleur de refroidissement (9) de l'autre circuit de refroidissement (25) est disposé dans le véhicule (1) de manière indépendante du radiateur (4) du véhicule.
PCT/EP2009/007859 2008-11-13 2009-11-03 Système de pile à combustible pour un véhicule WO2010054769A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008057118.0 2008-11-13
DE102008057118A DE102008057118A1 (de) 2008-11-13 2008-11-13 Brennstoffzellensystem für ein Fahrzeug

Publications (1)

Publication Number Publication Date
WO2010054769A1 true WO2010054769A1 (fr) 2010-05-20

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ID=41461100

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/007859 WO2010054769A1 (fr) 2008-11-13 2009-11-03 Système de pile à combustible pour un véhicule

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DE (1) DE102008057118A1 (fr)
WO (1) WO2010054769A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020201145B4 (de) 2020-01-30 2022-05-05 Siemens Mobility GmbH Schienenfahrzeug mit einer Kühleinrichtung für ein Brennstoffzellensystem

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050244691A1 (en) * 2004-04-21 2005-11-03 Conception Et Developpement Michelin S.A. Electrical power train for a vehicle, comprising an electrical dissipation element cooled by cooling liquid
EP2075867A2 (fr) * 2007-12-27 2009-07-01 Nissan Motor Co., Ltd. Système de pile à combustible et son procédé de commande correspondant

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6743539B2 (en) 2002-04-29 2004-06-01 General Motors Corporation Coolant fan control for fuel cell systems

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050244691A1 (en) * 2004-04-21 2005-11-03 Conception Et Developpement Michelin S.A. Electrical power train for a vehicle, comprising an electrical dissipation element cooled by cooling liquid
EP2075867A2 (fr) * 2007-12-27 2009-07-01 Nissan Motor Co., Ltd. Système de pile à combustible et son procédé de commande correspondant

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Publication number Publication date
DE102008057118A1 (de) 2010-05-20

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