WO2012167100A1 - Système de gestion d'énergie intégré comprenant une pile à combustible couplée à un système de réfrigération - Google Patents

Système de gestion d'énergie intégré comprenant une pile à combustible couplée à un système de réfrigération Download PDF

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Publication number
WO2012167100A1
WO2012167100A1 PCT/US2012/040487 US2012040487W WO2012167100A1 WO 2012167100 A1 WO2012167100 A1 WO 2012167100A1 US 2012040487 W US2012040487 W US 2012040487W WO 2012167100 A1 WO2012167100 A1 WO 2012167100A1
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WO
WIPO (PCT)
Prior art keywords
energy
fuel cell
management system
refrigeration
energy management
Prior art date
Application number
PCT/US2012/040487
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English (en)
Inventor
Daniel Augusto BETTS
Original Assignee
Enerfuel, Inc.
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 Enerfuel, Inc. filed Critical Enerfuel, Inc.
Publication of WO2012167100A1 publication Critical patent/WO2012167100A1/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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • 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
    • H01M8/04701—Temperature
    • H01M8/04723—Temperature of the coolant
    • 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 present disclosure relates to an integrated energy management system including control systems for use with a refrigeration system powdered by a fuel cell, and in particular a proton exchange membrane (PEM) fuel cell.
  • the integrated energy management system is used for regulating the ambient temperature of an environment.
  • Heating and cooling systems of different types are commonly used to control ambient temperatures of internal spaces of buildings and vehicles and to cool refrigeration volumes such as transport trailers, refrigerators and freezers.
  • heating and cooling systems consume electrical or mechanical energy to drive a heating and cooling cycle.
  • Some systems, for example heat pumps, include valves adapted to switch the flow of refrigerant through heat exchangers, referred to as condensers and evaporators, so that the system can provide heating or cooling depending on the outdoor temperature.
  • condensers and evaporators adapted to switch the flow of refrigerant through heat exchangers
  • evaporators so that the system can provide heating or cooling depending on the outdoor temperature.
  • refrigeration systems configured to provide heating or cooling by changing the state of a fluid medium to transfer heat.
  • Air cooling and vapor-compression are two common refrigeration systems.
  • a fan or series of fans causes ambient air to flow over or through the target space.
  • the air absorbs heat and transfers the heat to an external space.
  • the cooling capacity depends on the air temperature of the ambient air, which can vary widely. As a result, air cooling may be unreliable, particularly in tropical and desert environments.
  • a vapor-compression refrigeration system the system transfers heat through a fluid refrigerant that is periodically cycled through a condenser and an evaporator.
  • the cooling effect is provided when the refrigerant enters the evaporator, where the refrigerant's phase changes from a liquid- vapor mixture to a saturated-vapor at low pressure.
  • the refrigerant then passes into a compressor where pressure of the refrigerant is increased as it is mechanically compressed and the refrigerant is transformed into a superheated-vapor. From the compressor, the refrigerant enters into the condenser where the heat picked up in the evaporator is rejected to the atmosphere, and the refrigerant changes back to a saturated-liquid.
  • the refrigerant then returns to its initial liquid-vapor state after passing through an expansion valve.
  • the energy input to drive the cycle is provided in the refrigerant compression stage. Vapor-compression systems are more reliable than air cooling systems but consume more energy and are generally heavier.
  • a heat exchanger couples, directly or indirectly, to a fuel cell and a heat driven refrigeration system to transfer at least a portion of thermal energy generated by the fuel cell to the refrigeration system, thereby driving a refrigeration cycle of the refrigeration system.
  • the heat exchanger may further be coupled with an electric heating device such to transfer at least a portion of the thermal energy generated by the electric heating device to the refrigeration system as an alternative or
  • a control system is coupled with the fuel cell coupled refrigeration system to form an integrated energy management system that controls operation of the fuel cell coupled refrigeration system.
  • the present disclosure is directed to an integrated energy management system for generating and managing thermal energy.
  • the system comprises: a fuel cell operable to generate electric energy and thermal energy; an energy storage device operable to receive at least a portion of the electric energy generated by the fuel cell; a refrigeration system including a refrigerant; a heat exchanger operable to transfer at least a portion of the thermal energy from the fuel cell to the refrigeration system to heat the refrigerant; and a control system operable to control operation of the fuel cell.
  • the present disclosure is directed to a method of operating an integrated energy management system.
  • the method comprises generating electric energy and thermal energy with a fuel cell; storing at least a portion of the electric energy in an energy storage device; and driving a refrigeration cycle of a refrigeration system with energy provided by a first source of energy and with thermal energy from the fuel cell.
  • the average energy output of the fuel cell is decreased as the electrical load of the HVAC system is decreased or eliminated, compared to the conventional electrically driven heating, ventilation, and air conditioning (HVAC) system, enabling a higher efficiency fuel cell operation.
  • HVAC heating, ventilation, and air conditioning
  • fuel cell efficiency for a given fuel cell stack increases as its power level decreases.
  • surplus electrical energy generated by the fuel cell can additionally be used to power the electrical grid of a building or residence, providing alternative or supplemental electrical energy during periods when electrical costs are highest for utilities (e.g., summer months).
  • an integrated energy management system for controlling the operation of the fuel cell coupled refrigeration system allows for further efficiency in a heating and cooling operation, thereby reducing the total energy cost to the consumer. Additionally, the integrated energy management system advantageously operates to recharge or condition any additional electrical energy storage devices and to reduce compressor load in vapor compression cycles such that the system is able to attain longer lifetimes than conventional HVAC and energy storage systems.
  • the fuel cell is able to provide heat generated from the power producing electrochemical reaction, and since this heat can be used to promote cooling, these can be used to provide temperature regulation for high cost electrical components such as batteries, control systems, or power electronic devices.
  • the output power of the fuel cell is inherently direct current (DC), it can power DC or brushless DC electric motors that could power the compressor used in a vapor compression refrigeration cycle, thus further increasing the efficiency of the refrigeration system and enhancing its life.
  • DC direct current
  • the integrated energy management system of the present disclosure can be used as an upgrade or alternative to the conventional HVAC system, which is a high cost appliance, to provide for more energy-efficient heating/cooling of an environment.
  • FIG. 1A is a block diagram of a fuel cell coupled refrigeration system including a fuel cell, a heat driven refrigeration system, and a heat exchanger for use with an integrated energy management system according to one embodiment of the disclosure;
  • FIG. IB is a block diagram of an integrated energy management system including a fuel cell, a refrigeration system, and an energy storage system according to one embodiment of the disclosure;
  • FIG. 2 is a schematic diagram depicting an absorption refrigeration system thermally coupled with a fuel cell for use with the integrated energy management system according to yet another embodiment of the disclosure;
  • FIG. 3 is a schematic diagram depicting the fuel cell coupled refrigeration system of FIG. 2 thermally coupled with an air pump directing excess heat to a heat load;
  • FIG. 4 is a schematic diagram depicting a vapor-compression refrigeration system thermally coupled to a liquid cooled fuel cell with an auxiliary cooling system for use with the integrated energy management system according to a yet further embodiment of the disclosure;
  • FIG. 5 is a schematic diagram depicting an absorption refrigeration system thermally coupled to a fuel cell and an auxiliary liquid cooling system for use with the integrated energy management system according to a further embodiment of the disclosure
  • FIG. 6 is a schematic diagram depicting the ejector refrigeration system fluidly coupled to a fuel cell for use with the integrated energy management system according to yet another embodiment of the disclosure
  • FIG. 7 is a schematic diagram depicting a compressor fluidly coupled to a fuel cell coupled refrigeration system for use with the integrated energy management system according to another embodiment of the disclosure
  • FIG. 8 is a schematic diagram depicting a vapor-compression refrigeration system thermally coupled to a fuel cell and an auxiliary cooling system for use with the integrated energy management system according to a further embodiment of the disclosure;
  • FIG. 9 is a schematic diagram depicting an absorption refrigeration system thermally coupled to a liquid cooled fuel cell with an auxiliary liquid cooling system for use with the integrated energy management system according to a yet further embodiment of the disclosure;
  • FIG. 10 is a block diagram of a fuel cell coupled refrigeration system including a heat driven refrigeration system, a fuel cell and a battery cell stack for use with the integrated energy management system according to another embodiment of the disclosure;
  • FIGS. 11 and 12 are block diagrams of a fuel cell coupled
  • refrigeration system for use with the integrated energy management system in a mobile application according to a further embodiment of the disclosure
  • FIG. 13 is a graph of an exemplary range extending feature implemented with an integrated energy management system according to a further embodiment of the disclosure.
  • FIGS. 14 and 15 are graphs of exemplary comfort features implemented with an integrated energy management system according to a yet further embodiment of the disclosure.
  • the present disclosure is directed to an integrated energy
  • Thermal energy generated by the fuel cell can be used to drive a refrigeration cycle of the refrigeration system in an energy-efficient operation as an alternative or as a supplement to conventional electrically driven refrigeration systems.
  • Exemplary refrigeration systems include vapor-compression, absorption and ejector refrigeration systems.
  • the electrical energy generated by the fuel cell may be provided to an energy storage device or to electrically drive a primary or supplemental compressor in a vapor compression cycle or to generate heat through a resistance load to drive an absorption or ejector refrigeration system.
  • Exemplary energy storage devices include batteries and capacitor banks.
  • heat driven refrigeration system refers to a heating and cooling refrigeration cycle that eliminates the need for a mechanical compressor and instead uses a thermal energy source to drive the cycle.
  • exemplary heat driven refrigeration systems include absorbent and ejector refrigeration systems.
  • the term "refrigeration cycle” refers to a model of moving heat from one location ("source”) at a lower temperature to another location (“heat sink”) at a higher temperature using mechanical work or thermal work.
  • thermal load refers to any component or device suitable to supply or receive heat.
  • exemplary thermal loads include electronic components, passenger cabins, battery compartments, electronic circuits, storage compartments, ice makers, dehumidifiers, and the like.
  • heat transfer devices e.g., evaporators, condensers and generators.
  • a generator refers to a heat transfer device which thermally couples, directly or indirectly, a refrigeration system and a fuel cell such that excess heat from the fuel cell may heat the refrigerant of the refrigeration system.
  • a generator includes a body. Embedded in the body are a refrigerant circuit and a heating device. The heating device is configured to heat the refrigerant in the refrigerant circuit.
  • the body may comprise a number of integrated components.
  • a fuel cell coupled refrigeration system may be referred to herein as a heat driven refrigeration system.
  • Heat transfer devices may be liquid-to-liquid, gas-to-gas, surface-to-liquid and surface to gas heat transfer devices. Air is an exemplary gas.
  • the term "evaporator” is a component that is thermally coupled, directly or indirectly, to a thermal load to remove heat therefrom.
  • a general embodiment of a fuel cell coupled refrigeration system 25 for use in the integrated energy management system includes a heat driven refrigeration system 50 thermally coupled to a thermal load 52 and to a fuel cell 60, and a fuel cell fuel supply 64. Excess heat from fuel cell 60 is applied, via heat exchanger (i.e., generator as shown in FIG. 1A) 72, to increase the temperature of a refrigerant (not shown) flowing in refrigeration system 50 and at least partially increases the pressure of the refrigerant. Refrigeration system 50 provides or removes thermal energy to or from thermal load 52 to heat or cool thermal load 52.
  • heat exchanger i.e., generator as shown in FIG. 1A
  • Refrigeration system 50 provides or removes thermal energy to or from thermal load 52 to heat or cool thermal load 52.
  • an integrated energy management system 10 includes fuel cell coupled refrigeration system 25, and may additionally include an additional energy source 30, an electrical energy storage device 34, a power circuit 40, an energy management system 44, and an electrical load 54.
  • Energy source 30 provides energy through power circuit 40 to one or both of refrigeration system 50 and electrical load 54.
  • Exemplary additional energy sources include mechanical, direct current (DC) and alternating current (AC) energy sources.
  • Exemplary mechanical power sources include belts and gears driven by engines, hydraulic turbines and other non-electrical sources of energy.
  • Exemplary AC energy sources include generators and an AC power grid.
  • Exemplary DC energy sources include energy storage devices, fuel cells and solar arrays.
  • fuel cell coupled refrigeration system 25 of the integrated energy management system 10 is comprised in a building.
  • Energy source 30 comprises an electrical power grid (not shown) providing AC power to
  • refrigeration system 50 in this case a vapor-compression refrigeration system, through power circuit 40.
  • Energy management system 44 monitors thermal load 52 of refrigeration system 50 and forecasts the power requirements of refrigeration system 50 by application of known thermodynamic and energy balance principles involving temperature differential, mass and fluid flow parameters. The forecast may be based, for example, on historical trends, external ambient temperature measurements and operating profiles.
  • An exemplary profile includes an ambient temperature setpoint and a demand formula based on the ambient temperature setpoint and an actual temperature.
  • Energy management system 44 determines how much electrical energy and heat to produce with fuel cell 60 based on the forecast, a profile, and the availability of AC energy from the power grid.
  • power circuit 40 includes an inverter device, or inverter (not shown).
  • energy management system 44 incorporates a fuel cell control system such as fuel cell management system (FMS) 140 described with reference to FIGS. 10 and 11.
  • FMS fuel cell management system
  • energy management system 44 determines, based on a cost threshold of electrical energy supplied by the power grid, whether it is economical to sell electrical energy back to the power grid and, if so, operates power circuit 40 to transfer electrical energy generated by fuel cell 60 to the power grid.
  • the cost threshold is the peak power cost of the electrical energy supplied by the power grid. In another example, the cost threshold is a predetermined difference between the energy cost of the power grid energy and the fuel cell supplied energy.
  • power circuit 40 includes an inverter (not shown) and energy management system 44 is operable, with power circuit 40, to regulate power received from the power grid and thus manage opportunity costs.
  • opportunity costs are managed by scheduling energy consumption.
  • scheduling comprises controlling target temperatures and operating loads so as to minimize consumption during peak hours.
  • the inverter provides a central DC bus.
  • converters are provided to convert the DC voltage and AC voltage from different power sources (e.g. solar arrays, fuel cells and AC generators) to a common DC bus voltage.
  • Power management system 44 is configured to regulate current drawn from the DC bus voltage by the refrigeration system and the electrical loads. Based on the current draw, energy storage system charge level, and refrigeration parameters, energy management system 44 determines how much energy to draw from the power grid.
  • energy management system is similar to energy management system 178, described with reference to FIG. 11, and comprises a processing device 242 and a memory device 244 having stored therein an application 248, which when executed by the processing device 242 causes energy management system 178 to control one or more of power circuit (not shown), refrigeration system 150, 308, electrical load 104 and fuel cell 100.
  • the memory device 244 includes a plurality of operating profiles for controlling power circuit, refrigeration system 150, 308, electrical load 104 and fuel cell system 100.
  • Each profile is configured to control operation of the devices in a particularized way such that energy management system 178 can change operation of the system 178 by selecting a different operational profile.
  • fuel cell coupled refrigeration system 300 may be configured with different modes of operation which may be comprised in a single profile or embodied in different profiles.
  • a profile has a first and a second mode of operation and energy management system 178 switches between the first and second modes depending on predetermined conditions.
  • electrical energy produced by fuel cell 100 is converted to AC energy and supplied, together with AC energy from the power grid, to refrigeration system 150, 308.
  • Fuel supplied by fuel cell fuel supply 105 is consumed by fuel cell 100 to produce electrical energy, which is consumed by refrigeration system 150, 308, and excess heat. The excess heat is applied to refrigeration system 150, 308 to reduce consumption of electrical energy by refrigeration system 150, 308.
  • Exemplary fuels include natural gas and propane gas.
  • energy management system 44 is configured to control operation of electrical load 54.
  • energy management system 44 energizes electrical load 54 during periods of time in which the cost of energy from the power grid is not at a maximum.
  • energy management system 44 energizes electrical load 54 during periods of time in which refrigeration system 50 is not operating to reduce a peak-demand from the power grid.
  • energy management system 44 energizes electrical load 54 with energy stored in electrical energy storage device 34.
  • energy management system 44 energizes electrical load 54 with energy stored in electrical energy storage device 34 during periods of time in which the cost of energy from the power grid is at a maximum. In another example thereof, energy management system 44 energizes electrical load 54 with energy stored in electrical energy storage device 34 is above a charge threshold.
  • An exemplary profile for a grid power supplied system includes a relationship between electricity prices and demand levels and time of day. In one further example, the demand levels comprise a demand forecast.
  • fuel cell coupled refrigeration system 25 is comprised in an electric vehicle and energy source 30 comprises a mechanical energy source driving the compressor of a vapor-compression refrigeration system.
  • energy source 30 comprises a mechanical energy source driving the compressor of a vapor-compression refrigeration system.
  • fuel cell coupled refrigeration system 25 is comprised in an electric vehicle and refrigeration system 50 comprises an absorption or ejection refrigeration system.
  • a first mode of operation causes energy storage device 34 to maintain a substantially full charge while a second mode causes energy storage device 34 to substantially deplete its charge.
  • energy storage device 34 is a net provider of electrical energy.
  • the profile enables the system to charge in the first mode and to provide energy to the power grid in the second mode.
  • the profile is configured to operate the refrigeration system 50 primarily from energy source 30 when the cost of energy source 30 is low and to operate fuel cell 60 when the cost of energy from energy source 30 is high.
  • the profile includes values for low and high cost thresholds.
  • a profile includes operating schedules which enable electrical load 54 to be operated during low power grid cost periods.
  • a profile causes refrigeration system 50 to maintain a target refrigeration parameter, e.g. temperature and/or temperature variation, near a limit of a range when it is economical to do so and near the opposite limit otherwise.
  • a target refrigeration parameter e.g. temperature and/or temperature variation
  • the profile may be defined to cool a target space to the low temperature limit of the range when grid energy costs are low and to operate near the upper temperature limit when grid energy costs are high.
  • the refrigeration system 50 operates more during low cost periods than during high cost periods.
  • the profile may cause energy storage device 34 to charge during the low cost period and discharge during the high cost period after the target space approaches the high temperature limit.
  • the profile is selected from a plurality of profiles manually or automatically.
  • the user selects a new profile with a user input device (not shown). For example, a user may choose a profile to draw energy primarily from fuel cell 60 and energy storage device 34 if energy source 30 becomes unreliable even if the profile does not result in the most economical consumption. The user may then switch to a profile selected for economy when reliability of energy source 30 increases.
  • the user may choose profiles based on anticipated traffic or terrain choices, choosing between profiles optimized for performance, economy, reliability or other characteristics.
  • the profiles are conditioned such that as operating or ambient variables change, the energy management system 44
  • the energy management system 44 selects a reliability profile after it detects intermittent or unreliable supply from the power grid. In another embodiment, the energy management system 44 changes profile if, while in an economy mode, it is unable to satisfy the refrigeration target. Similarly, in a mobile application example, the energy management system 44 automatically changes from economy to performance profiles (or modes) if it is unable to reach performance targets with the economy profile (or mode).
  • electrical load 54 comprises a thermal heating device (not shown) thermally coupled with refrigeration system 50.
  • Energy management system 44 cycles fuel cell 60 and the thermal heating device to heat the refrigerant alternatively with excess heat from fuel cell 60 and the thermal heater.
  • the thermal heating device is an electric heating device.
  • any thermal heating device as known in the art can be used as the thermal heating device without departing from the present disclosure.
  • Fuel cell coupled refrigeration system 25 may be comprised in a building or a mobile application.
  • a fuel cell coupled refrigeration system such as fuel cell coupled refrigeration system 25 may be comprised in an electric vehicle to provide range extension or comfort features as disclosed with reference to FIGS. 12- 13.
  • a method to operate an integrated energy management system comprises generating electric energy and thermal energy with a fuel cell; storing at least a portion of the electric energy in an energy storage device; and driving a refrigeration cycle of a refrigeration system, at least sometimes, with energy provided by a first source of energy and with thermal energy from the fuel cell.
  • the method further comprises changing an energy ratio between the energy provided by the first source of energy and the thermal energy responsive to a variable associated with the first source of energy.
  • changing the energy ratio for example by increasing fuel cell energy production and reducing supply from the first source accordingly, or vice-versa, the overall energy cost consumed by the fuel cell coupled refrigeration system can be adjusted.
  • the energy ratio is adjusted accordingly to minimize cost relative to what cost would be if the ratio remained unchanged.
  • the variable is the energy cost of the energy from the first source of energy
  • the changing comprises reducing the energy ratio when the energy cost of the energy from the first source of energy increases.
  • variable is the energy cost of the energy from the first source of energy
  • the changing comprises reducing the energy ratio when the energy cost of the energy from the first source of energy exceeds a predetermined high cost level.
  • first source of energy is the energy storage device and the changing comprises reducing the energy ratio when a charge level of the energy storage device reaches a predetermined low charge level.
  • the present integrated energy management system is applicable in stationary and mobile applications.
  • the method further comprises operating a vehicle including a propulsion system, an integrated energy management system including the refrigeration system and the fuel cell, and changing, by the integrated energy management system, an energy ratio between the energy provided by the first source of energy and the thermal energy responsive to a variable associated with the first source of energy.
  • the method further comprises operating the refrigeration system and the fuel cell with an integrated energy management system to control a building temperature, and changing, by the integrated energy management system, an energy ratio between the energy provided by the first source of energy and the thermal energy responsive to a variable associated with the first source of energy.
  • the present integrated energy management system is also applicable, in stationary applications, to manage interaction with a power grid.
  • the first source of energy is an electrical power grid
  • the method further comprises, by the integrated energy management system, reducing the ratio when an energy cost of the electrical energy from the electrical power grid exceeds a predetermined kilowatt-hour cost.
  • the ratio is increased and excess power can then be sold to the power grid.
  • the method comprises generating electric energy and thermal energy with a fuel cell; driving a refrigeration cycle of a refrigeration system, at least sometimes, with energy provided by a power grid and with thermal energy from the fuel cell; and, at other times, providing energy generated by the fuel cell to the power grid.
  • the integrated energy management system of the present disclosure is also applicable, in stationary applications, to manage interaction with a power grid.
  • the first source of energy is an electrical power grid
  • the method further comprises, by the integrated energy management system, reducing the ratio when an energy cost of the electrical energy from the electrical power grid exceeds a predetermined kilowatt-hour cost.
  • the ratio is increased and excess power can then be sold to the power grid.
  • heat from a fuel cell is provided to an appliance to reduce consumption of electrical or gas energy.
  • the appliance is a water heater.
  • a heat exchanger is coupled to the water heater. When the fuel cell operates, heat from the fuel cell is transferred to the water in the water heater, directly or indirectly, by the heat exchanger.
  • An exemplary integrated energy management system includes a fluid conduit fluidly coupling the fuel cell and the water heater.
  • a water heater system is retrofitted by inserting a heat exchange loop in the existing hot water or water heater piping. Water is circulated through, and heated in, the heat exchange loop.
  • a heat exchange loop is physically coupled to the water heater to heat the water indirectly such that the heated water does not contact the heat exchange loop.
  • the integrated energy management system determines use and non-use periods based on historical trends or via user programming. The integrated energy management system controls the water temperature setpoint and prevents the water heater from heating water during non-use periods. Instead, the integrated energy management system directs fuel cell heat to the water heater to raise the water temperature to the target temperature just prior to the use period.
  • Exemplary water heaters include electric and gas water heaters.
  • the integrated energy management system directs grid supplied energy to an electric water heater to raise the water temperature to the target temperature just prior to the use period so long as the heating period coincides with a time when grid power is below a predetermined cost threshold. Otherwise, the integrated energy management system directs grid supplied energy to the water heater to raise the water temperature to the target temperature just prior to the time when grid power is above the predetermined cost threshold. In a further embodiment of a cost-saving method, the integrated energy management system reads an on/off status of electrical or thermal loads and adapts operation of the fuel cell accordingly.
  • the variations and examples provided above are also applicable to other thermal and electrical loads including, for example, dishwashers, clothes washers and dryers, and other household appliances.
  • the integrated energy management system operates the appliances and the fuel cell to reduce charging and discharging cycles of the energy storage device.
  • the fuel cell coupled refrigeration systems used in the integrated energy management systems of the present disclosure include heat driven refrigeration systems including absorption refrigeration and ejector refrigeration systems.
  • Absorption refrigeration relies on the use of a liquid media (the "adsorbent") such as water or lithium bromide that is capable of adsorbing a large amount of a refrigerant at low temperature and pressure.
  • the refrigerant for example ammonia, sulfur dioxide, water or a hydrocarbon as known in the art, passes through a condenser, an expansion valve and an evaporator in the same way as in the vapor- compression system described above.
  • the compressor is replaced by an adsorber, a pump and a generator.
  • the refrigerant passes through the adsorber, it is adsorbed by the adsorbent and heat is released to the environment.
  • the refrigerant and the adsorbent then enter a pump where the pressure of the mixture increases to the generator's pressure.
  • the mixture is heated in the generator to separate the high- pressure refrigerant from the adsorbent.
  • Ejector refrigeration is a refrigeration cycle that also relies on heat input rather than mechanical means to drive the cycle.
  • the ejector refrigeration system consists of two loops, the refrigeration loop and the power loop.
  • the liquid refrigerant is pumped into a generator where an external heat source (e.g., fuel cell and/or electric heating device) vaporizes the refrigerant resulting in high pressure vapor called the primary fluid.
  • the primary fluid expands through the ejector's nozzle and increases its velocity. This creates a vacuum in the refrigeration loop which draws in the vapor from the evaporator called the secondary fluid.
  • the secondary fluid enters the ejector's diffuser where the velocity decreases and the pressure recovers.
  • the secondary fluid goes through a condenser where heat is rejected to the environment.
  • the condensed liquid is partly pumped back to the generator completing the power loop.
  • the remaining condensed liquid is drawn into an expansion valve where the pressure is lowered.
  • the liquid enters the evaporator where the low pressure created by the primary fluid allows the secondary fluid to evaporate at very low temperature and thereby provide the cooling effect.
  • the secondary fluid then enters the ejector completing the refrigeration cycle.
  • a fuel cell coupled refrigeration system coupled to an energy management system is provided.
  • the fuel cell coupled refrigeration system is also coupled to an energy storage system, forming an integrated energy management system according to one embodiment of the present disclosure.
  • the energy storage system generates heat as it charges.
  • the amount of heat is related to the charging and discharging rate of the energy storage system.
  • the power generation efficiency of fuel cells is inversely related to power demand. Therefore, when the energy storage system is nearly fully discharged, charging generates a relatively large amount of heat and causes the fuel cell charging the energy storage system to operate inefficiently. At the same time, however, due to the high electrical energy demanded by charging, the fuel cell generates a large amount of heat.
  • the fuel cell generates more power to charge the energy storage system, and thus, generates more heat, more effective cooling is generated by the fuel cell coupled refrigeration system.
  • the cooling effect is generated at a time that it is most needed by the energy storage system.
  • the energy management system prevents substantial discharge of the energy storage system.
  • the energy management system cycles the fuel cell's electrical power production at a predetermined rate to maintain a desired charge level, and reduces the cycling rate when the heat load demand increases above a predetermined heat demand level.
  • Exemplary energy storage systems include energy storage devices such as batteries and capacitors.
  • the energy storage system powers heating and cooling devices under low or no load conditions.
  • the refrigeration system cools the energy storage devices.
  • a heating device powered by the energy storage device drives the refrigeration system under no or low load conditions.
  • the foregoing integrated energy management system is configured to extend the range of a vehicle and/or to provide comfort heating and cooling features.
  • the foregoing integrated energy management system includes additional heating and cooling components to transfer thermal energy, or heat, to and from thermal loads.
  • a fuel cell coupled refrigeration system 100 comprises an absorption system 400 including a heat exchanger 152, such as an evaporator having a heat receiving surface 416, coupled to a thermal load 402, an adsorber 424, a pump 428, at least one generator 430, 432, a condenser 440 and an expansion valve 442.
  • the system 100 also comprises an exemplary fuel cell system, illustratively fuel cell 410, thermally coupled to generators 430 and 432. Heat output by fuel cell 410 provides thermal energy to generators 430 and 432 to drive the refrigeration cycle of absorption system 400 as described above.
  • an electric heating device 220 drives the refrigeration cycle when fuel cell 410 does not generate sufficient heat to do so.
  • An additional unexpected advantage of coupling the electric heating device 220 and fuel cell 410 is that this allows decoupling of the thermal and electrical loads from the fuel cell. That is, when a separate electrical load provides electrical energy to electric heating device 220, heat produced from electric heating device 220 combines with heat produced by fuel cell 410 to drive the refrigeration cycle. When no separate electrical load is provided, however, electrical energy produced by fuel cell 410 can drive electric heating device 220, while heat produced from fuel cell 410 may still be used to drive the refrigeration cycle. It should be recognized that although described herein as an electric heating device, any other heating device as known in the refrigeration art can be used as a supplemental or alternative thermal energy source to the fuel cell for providing heat to drive the refrigeration cycle.
  • Generators 430 and 432 may be manufactured applying known heat exchange principles based on contact surface and fluid flow control to maximize the transfer of heat generated by fuel cell 410 to the fluid mixture circulating through the generator to cause the mixture to separate into its absorbent and refrigerant constituents. Another method of achieving heat transfer may be through boiling or phase change heat transfer in the generator 430, 432. Heat is transferred by heat transfer surface 416 from thermal load 402 and evaporated by the heat exchanger (evaporator) 152 thereby cooling thermal load 402.
  • thermal load 402 is an electric vehicle battery compartment.
  • thermal load 402 also includes a passenger cabin or compartment.
  • fuel cell 410 also functions as a heat source for a heat load in addition to heating generators 430 and 432.
  • a separate heat exchanger may be used to extract heat from fuel cell 410 for heating purposes.
  • a dual purpose heat exchanger is provided configured with separate heat transfer conduits. One conduit extracts heat for use with refrigeration system 400 when refrigeration is required and another conduit extracts heat for heating of thermal load 402 when heating is required.
  • the fuel cell comprises at least one proton exchange membrane (PEM) fuel cell designed to convert fuel such as pure hydrogen or a hydrogen-rich gas stream and an oxidant such as air in an electrochemical reaction that generates water vapor, electrical power and waste heat.
  • PEM proton exchange membrane
  • Each cell includes a PEM membrane disposed between bipolar plates.
  • Fuel cells may operate at different temperatures. Low-temperature PEM fuel cells operate between 60°C and 80°C. High-temperature PEM fuel cells may operate between 95°C and 180°C and reject heat at about 150°C. Typically, absorption refrigeration can be achieved with heat at a temperature of about 60°C.
  • thermal compression or isochoric compression of typical air cooling system refrigerants can be achieved with heat at a temperature of about 60°C.
  • the temperature differential between the rejected heat and the generator which determines the heat transfer efficiency, also determines the size of the exchange surface required to transfer heat from a typical PEM fuel cell to a generator.
  • the size of the generator to exchange heat with a low-temperature PEM fuel cell is much larger than the size of a generator used with a high-temperature PEM fuel cell to achieve the same heat transfer rate.
  • heat exchange may be improved by circulating fluid through the biopolar plates to increase the contact surface.
  • This configuration enables the use of low-temperature PEM fuel cells with fuel cell coupled refrigeration systems as described in the present disclosure.
  • a second cooling conduit is built into the generator to construct a dual purpose generator. Independent flow control of the conduits permits the fuel cells to both heat a thermal load and refrigerate a second thermal load with the refrigeration system.
  • dual loop generators are used in stationary systems using lead-acid batteries to store energy generated by the fuel cells. Because temperature control can extend the life of lead-acid batteries, heating and cooling to maintain a desired temperature within a narrow band is desirable and achievable with a dual purpose generator.
  • a dual loop generator is used in conjunction with an auxiliary cooling loop.
  • a fuel cell coupled refrigeration system 100 comprising an air pump or fan 456 forcing air to flow through fuel cell 410.
  • the forced air absorbs heat produced by fuel cell 410 and transfers the heat to the environment or to a thermal load.
  • thermal load 454 is shown in FIG. 3 receiving heat from the forced air.
  • an integrated energy management system is configured to control the temperature of one or more compartments (not shown).
  • the fuel cell coupled refrigeration system 100 transfers heat from fuel cell 410 to the compartments.
  • the fuel cell coupled refrigeration systems include auxiliary cooling systems.
  • auxiliary cooling system 446 includes a heat exchanger 444, a radiator 448 and a pump 452.
  • pump 452 is powered by an energy storage system (not shown) which is in turn powered by fuel cell 410.
  • a refrigerant is circulated in a cooling loop through auxiliary cooling system 446 to cool, at least partially, fuel cell 410.
  • generator 430 and heat exchanger 444 are integrated in a dual purpose generator. In an alternative embodiment, separate heat exchange components are independently coupled to the fuel cell 410. If the refrigeration system 100 is not in operation, auxiliary cooling system 446 cools fuel cell 410. If some refrigeration is desired, absorption refrigeration system 400 and auxiliary cooling system 446 may be selectively operated by an energy management system to maximize the efficiency of the fuel cell coupled refrigeration system 100.
  • generator 430 also includes heating device 220.
  • an auxiliary cooling system 460 includes heat exchanger 444, radiator 448, pump 452, and a liquid cooled fuel cell 466 thermally coupled to a second heat exchanger 464.
  • a refrigerant is circulated through cooling system 460 to cool fuel cell 466.
  • the refrigerant may be circulated through fuel cells to draw heat from fluid channels disposed within the fuel cell bipolar plates or around their periphery. Heat is then transferred from the refrigerant to generator 430 by heat exchanger 444. Alternatively, heat is removed from the refrigerant by radiator 448.
  • the auxiliary cooling system 446, 460 supplements fuel cell thermal management utilizing a liquid refrigerant such as water, ethylene glycol, propylene glycol or mineral oil.
  • the auxiliary cooling system 446, 460 provides operational flexibility by enabling fuel cell 410, 466 to operate independently from the absorption refrigeration system 400, 480.
  • Auxiliary cooling is particularly useful when radiator 448 can discharge absorbed heat to a heat load (not shown).
  • an ejector refrigeration system 670 comprises a refrigerant reservoir 672, expansion valve 642, heat exchanger 652, a pump 674 pumping refrigerant through the fuel cell coupled refrigeration system 500, an ejector 676 having an ejector nozzle 680, and condenser 640.
  • the power loop includes pump 628 to pump the refrigerant therethrough and fuel cell 610 thermally coupled to heat exchangers 678 and 679. After exiting the power loop, the refrigerant is mixed with secondary fluid exiting refrigeration system 670 and heat is removed therefrom.
  • an auxiliary cooling system is provided as described with reference to FIGS. 4 and 5.
  • refrigerant is pumped into the power loop from reservoir 672 to heat exchangers 678 and 679.
  • the excess heat produced by fuel cell 610 vaporizes the refrigerant which maintains the fuel cell temperature within an optimal range, for example, at temperatures of from about 120°C to about 150°C.
  • the vaporized refrigerant enters ejector nozzle 680 at high pressure and is throttled to high velocity. This increase in velocity draws the secondary fluid in the refrigerant loop into ejector 676.
  • the same refrigerant used as the primary fluid is also used for the secondary fluid.
  • the secondary fluid first enters expansion valve 642 which opens only if below a certain pressure, for example below about 8 and 10 mbar absolute.
  • the refrigerant flows into evaporator 652 and pump 674 before entering ejector 676.
  • Pump 674 is added to achieve a deeper vacuum thereby causing the refrigerant to boil at lower temperature.
  • the refrigerant is water and the boiling point of the water is decreased to between 50°C and 80°C.
  • the fluid mixture exiting from ejector 676 is routed to condenser 640 which rejects the heat picked up by the refrigerant to the atmosphere. The refrigerant then returns to reservoir 672.
  • electric heating device 700 is provided as an alternative/supplemental heat source to drive the refrigeration cycle of ejector refrigeration system 670.
  • heating device 700 and fuel cell 610 are cycled to alternatively drive the refrigeration cycle, at least sometimes.
  • heating device 700 and fuel cell 610 are operated concurrently, at least sometimes, to drive the refrigeration cycle. It should be recognized that by having the electric heating device 700, the fuel cell power output and heat generation can be decoupled from the heating load and the electrical load as described above, enabling greater operational flexibility.
  • refrigeration system 300 comprises a compressor 310.
  • the compressor 310 may be powered by electrical energy (e.g., alternating or direct current) (not shown).
  • compressor 310 may be powered by electrical energy generated by fuel cell 314.
  • Qi such as is provided by fuel cell 314, is used to induce isochoric compression of the refrigerant to reduce an energy requirement of the compressor 310.
  • the system 300 is operable to increase a pressure of a portion of the refrigerant downstream of the compressor. In a form thereof, the pressure is increased by heating the portion of the refrigerant in a substantially constrained volume. By heating in a substantially constrained volume, pressure increases. In another embodiment, heating can also be applied in a not- substantially constrained volume so long as heating increases the pressure of the refrigerant, for example by controlling feed and discharge flow rates such that the pressure is not relieved as a result of decreased flow.
  • the pressure is increased by expanding steam (not shown) generated by fuel cell 314 to compress the refrigerant.
  • steam increases in a constrained space
  • the refrigerant is compressed and its pressure increases.
  • Increasing the pressure reduces an energy requirement of compressor 310.
  • fuel cell 314 is operated between 60°C and 180°C. More particularly, in one embodiment, a low temperature PEM fuel cell is operated between 60°C and 80°C. In another embodiment, an intermediate temperature PEM fuel cell is operated between 90°C and 150°C. In yet another embodiment, a high temperature PEM fuel cell is operated between 100°C and 180°C.
  • a method according to the disclosure includes retrofitting a vapor-compression refrigeration system, such as system 300, by adding generator 316 and fuel cell 314 to transfer excess heat from the fuel cell 314 to the refrigerant.
  • Fuel cell coupled refrigeration system 1000 includes vapor-compression refrigeration system 480 coupled to a generator 430 to heat the refrigerant. As shown in FIG. 8, generator 430 is coupled upstream of a compressor 482, between compressor 482 and condenser 440. In another variation, generator 430 is coupled downstream of compressor 482. For example, generator 430 may be coupled downstream of compressor 482 between heat exchanger 152 and compressor 482. As illustrated in FIGS. 8 and 9, vapor- compression refrigeration system 480 comprises, respectively, auxiliary cooling systems 446 and 460.
  • system 480 does not include an auxiliary cooling system.
  • generator 482 compresses the refrigerant, and generator 430 raises the temperature of the refrigerant such that the energy consumed by compressor 482 is reduced when generator 430 operates relative to when it does not.
  • FIG. 10 a schematic diagram of an integrated energy management system including a fuel cell coupled refrigeration system according to an embodiment of the disclosure, including a fuel cell system 100, a heat driven refrigeration system 150, and a battery system 160, is provided to power a load 104.
  • Fuel cell system 100 includes a fuel cell 110, a fuel cell management system (FMS) 140, and a fuel reservoir 130 containing fuel for the fuel cell 110.
  • FMS fuel cell management system
  • fuel cell system 100 includes a fluid conduit 120 thermally coupled to fuel cell 110 to extract heat therefrom and having an inlet 122 and a discharge outlet 124.
  • a heat exchanger 152 e.g., generator
  • FMS 140 is communicatively coupled by a signal line 191 to an energy management system 178 and receives a demand signal therethrough.
  • the demand signal causes FMS 140 to control fuel cell system 100 to provide fuel to fuel cell 110 in relation to the amount of energy required by energy management system 178 to enable an electrochemical reaction in fuel cell 110.
  • Electrical power produced by the electrochemical reaction is provided via power lines 171 and 172 to battery system 160.
  • FMS 140 includes a power conditioner (not shown) which converts the voltage of electrical energy generated by fuel cell 110 to a voltage compatible with battery system 160. Electrical power is provided via power lines 173 and 174 from battery system 160 to load 104.
  • Exemplary loads include propulsion systems in mobile applications, computing systems of telecommunication systems or mobile systems, and any other compatible electrical system.
  • fuel cell 110 is electrically coupled in parallel with battery cell stack 162 and load 104.
  • fuel cell 110 can participate in powering the electrical load 104 in conjunction with battery system 160.
  • load 104 is lower than fuel cell 110 power output
  • fuel cell 110 can recharge battery cell stack 162 while providing power to load 104.
  • heat exchanger 152 is configured to receive heat from battery system 160.
  • Refrigeration system 150 further includes a fluid supply line 154 fluidly coupled to inlet 122 and a fluid return line 156 fluidly coupled to discharge outlet 124.
  • a primary fluid circulates through refrigeration system 150, fluid supply line 152, fluid conduit 120 and fluid return line 156 driven by a fluid pump (not shown) or by density changes caused by temperature variations in the refrigerant.
  • a fluid pump not shown
  • the heat received by refrigeration system 150 drives its cooling cycle as explained above and below with reference to FIGS. 2-9.
  • Refrigeration system 150 also extracts heat from battery system 160 with heat exchanger 152.
  • fluid conduit 120 is comprised by a generator (not shown), and the generator is integrated with fuel cell 110. While the fuel cell coupled refrigeration system depicted in FIG. 10 has been described with reference to a battery system, the invention is not so limited. In one variation of the fuel cell coupled system with an additional energy source as depicted in FIG. 10, the system comprises any electrical energy storage device.
  • the primary fluid is thermally coupled to an electric heating device 200 having a fluid conduit 203 between an inlet 202 and a discharge outlet 204.
  • heating device 200 comprises a plurality of electric heating bands 206 configured to heat fluid conduit 203 and fluid passing therethrough.
  • Heating device 200 is powered by power lines 175 and 176 which are supplied power by battery cell stack 162 of battery system 160 or directly by the fuel cell.
  • a switching device 210 is controlled by energy management system 178 with a control signal supplied via a signal line 192 to engage or disengage heating device 200.
  • Exemplary switching devices include relays and contactors.
  • battery system 160 powers heating device 200 to produce sufficient heat to drive the refrigeration cycle.
  • energy management system 178 engages fuel cell system 100 to recharge battery system 160, thereby also producing sufficient heat to drive the refrigeration cycle, and disengages heating device 200.
  • energy management system 178 engages fuel cell system 100 when its charge level is below 90%.
  • energy management system 178 engages fuel cell system 100 when its charge level is below 80%.
  • the no-load charge threshold is a design choice dependant on the sizes and response times of the integrated energy management system components.
  • the no-load charge threshold can depend on application specific variables. Thus, multiple conditional no load charge thresholds may be applicable under varying conditions.
  • the fuel cell system is disengaged and the heating device is engaged to keep the refrigeration system working, to cool the batteries for example. Once the batteries reach a no-load charge threshold, the fuel cell system re-engages to charge the batteries, the heating device disengages, and the fuel cell heat drives the refrigeration cycle.
  • the fuel cell system and the heating device may cycle on and off as described herein for other purposes as well.
  • Battery system 160 includes a battery cell stack 162 and a battery management system (BMS) 166.
  • Battery management system 166 communicates via a demand signal on signal line 181, providing sufficient information to enable energy management system 178 to engage fuel cell 100 at an appropriate power level to charge battery cell stack 162.
  • BMS 166 determines, based on historical data and present voltage, a required charge rate and communicates the required charge rate and voltage to energy management system 178 via the demand signal.
  • energy management system 178 determines the charge rate based on a voltage signal on demand line 181.
  • energy management system 178 determines the charge rate based on a voltage signal on demand line 181 and predictive information received on signal line 182 or any other signal lines as described below.
  • FMS 140 calculates how much current is required given the voltage output by fuel cell 110 and converts the voltage output to substantially match the present voltage of battery cell stack 162. FMS 140 adapts the DC/DC conversion ratio as the present voltage increases during charging.
  • BMS 166 may include a pre-charge circuit suitable to receive electric energy from an external source. The functionality of the system has been described with reference to FMS 140, BMS 166 and energy management system 178 for simplicity, but the present disclosure is not to be construed as requiring three control components. The same functionality can be achieved with a single control component or with a distributed control system in which the control logic is even more distributed than in the disclosed embodiment.
  • the control logic can be embodied in software, in hardware and in a hybrid system comprising software and hardware.
  • Demand and control lines are described in singular form for simplicity. Demand and control lines may comprise one or more conductors transmitting one or more signals each. In one example, demand and/or control lines comprise serial communication lines communicating a variety of data types such as data
  • demand and/or control lines comprise control voltages or currents, for example 0-10 volts or 4-20 milliamps, as is know in the art of control systems.
  • the control logic may also be integrated with a control device controlling the overall operation of a mobile or stationary system coupled to the integrated energy management system.
  • the integrated energy management system is comprised in an electric vehicle.
  • the electric vehicle comprises an electric propulsion system and the integrated energy management system.
  • Exemplary propulsion systems comprise wheels or propellers driven by one or more electric motors.
  • Exemplary motors include regenerating motors.
  • the integrated energy management system includes a fuel cell coupled refrigeration system, such as shown in FIG. 10, to provide electric power to the propulsion system.
  • the refrigeration system is coupled to a thermal load of the electric vehicle and the integrated energy management system includes a comfort cycling feature.
  • comfort is provided by heating an electric vehicle cabin while the propulsion system of the electric vehicle is disengaged. Heating may be provided by the fuel cells or by an auxiliary heating device powered by an energy storage system. In one example, heating is provided by the fuel cells and the no-load threshold is set below a cooling no-load threshold to enable the fuel cells to generate more heat than would be generated if an optimal efficiency threshold were chosen. In another example, comfort is provided by cooling the electric vehicle cabin while the propulsion system of the electric vehicle is disengaged. When the electric vehicle is parked, the heating device and the fuel cell coupled refrigeration system cycle and the refrigeration system cools the cabin.
  • FIGS. 11 and 12 An embodiment of an integrated energy management system including fuel cell coupled refrigeration system as in FIG. 10 in a mobile application is depicted in FIGS. 11 and 12.
  • FIG. 11 an exemplary schematic diagram of an electric vehicle 300 with an energy management system 178 is shown comprising a plurality of heating sources and a plurality of cooling sources powered by fuel cell system 100, battery system 160 and refrigeration system 150.
  • Some heating and cooling sources may be available, for example, if a vehicle is retrofitted with a fuel cell coupled refrigeration system.
  • Battery system 160 is located in a battery compartment 304.
  • An auxiliary heating source, denoted as heating device 306, is provided for heating a cabin 302 where a driver and passengers may be seated.
  • Auxiliary cooling sources include auxiliary fuel cell cooling system 310 and compressor refrigeration system 308.
  • Sensors 250-257 comprise temperature sensors Tl T3 designated to measure ambient temperature and the temperatures of battery system 160 and cabin 302.
  • Sensors 253 and 254 comprise voltage sensors VI and V2 designated to measure the output voltage of fuel cell system 100 and the voltage of battery system 160.
  • Sensors 255-257 comprise current sensors A1-A3 designated to measure the current output by fuel cell system 100 and drawn by battery system 100 and load 104. Additional sensors may be provided to measure performance of auxiliary heating and cooling components.
  • each auxiliary heating and cooling component may comprise an independent controller communicatively coupled with energy management system 178.
  • Labels Q1-Q10 represent heat, i.e.
  • Ql and Q6 represent heat provided to cabin 302 and battery compartment 304.
  • Q4 and Q5 represent heat extracted from cabin 302 and battery compartment 304.
  • Q2 and Q10 represent heat provided to heat driven refrigeration system 150.
  • Q7-Q9 represent heat vented to the environment. Of course, heat Q7-Q9 can also be re-circulated to cabin 302 or battery compartment 304. Additional power lines may be required to power fluid circulation pumps associated with heat exchangers and refrigeration systems.
  • energy management system 178 receives a plurality of signals on lines 181-184 and outputs a plurality of signals on lines 191-196.
  • Energy management system 178 further comprises a processing device 242, a memory device 244, and imbedded in memory device 244, an application 248 including a plurality of processing instructions executable by processing device 242 to engage and disengage the heating and cooling sources, the integrated energy management system and other components of electric vehicle 300.
  • control signals are provided on lines 191- 196 to engage the integrated energy management system components and the auxiliary heating and cooling components.
  • the lines can comprise single and multi-conductor lines which transmit simple demand signals or establish serial or other communication protocols to exchange information with the components.
  • control signals can be bi-directional so as to transmit control and programming data, e.g.
  • predictive input signals are provided on line 182 corresponding to a speed control of electric vehicle 300, on line 183 corresponding to a comfort control, and on line 184 corresponding to a heating/cooling (H/C) demand.
  • predictive signals may be utilized to provide range increasing and comfort features.
  • a memory device includes any variation of electronic circuits in which processing instructions executable by a processing device may be embedded unless otherwise expressly stated in connection with the specific use of the term.
  • a memory device includes read only memory, random access memory, a field programmable gate array, a hard-drive, a disk, flash memory, and any combinations thereof, whether physically or electronically coupled.
  • a processing device includes, for example, a central processing unit, a math processing unit, a video processing unit, a plurality of processors on a common integrated circuit, and a plurality of processors operating in concert, whether physically or electronically coupled.
  • the term "application” includes a single application, a plurality of applications, one or more programs or subroutines, software, firmware, and any variations thereof suitable to execute instruction sequences with a processing device.
  • an integrated energy management system in a mobile application may be enhanced with predictive range extension and/or comfort features.
  • a plurality of profiles is obtained corresponding to a plurality of modes of operation.
  • the integrated energy management system includes an algorithm programmed to operate so as to optimize particular profiles. Referring to FIG. 12, a graph 500 of an output profile corresponding to an electric vehicle operating in a "passing mode" is provided.
  • a curve 510 represents a speed demand signal including substantially constant portions 511 and 513, and a constant but higher speed portion 512 representing a desired passing speed.
  • Curve 510 is shown for illustrative purposes as a square shaped curve.
  • a passing mode profile would naturally include some curvature representing a desired degree of acceleration/deceleration between portions 511, 513 and 512.
  • a curve 520 represents the fuel cell system output. Curve 520 includes a constant portion 523 and a curved portion 534. A line 522 is shown above curve 520 indicating the maximum output of the fuel cell, which is also the most inefficient output level. In a range extension mode, the fuel cell operates more efficiently and the range of the electric vehicle is thereby extended by preventing operation at the maximum output.
  • a curve 530 represents battery charge or voltage level. A line 532 is shown below curve 530 indicating the discharge threshold at which the battery system can no longer contribute a meaningful amount of power to power the vehicle.
  • Portion 533 of curve 530 represents a battery system voltage at constant speed. Since the voltage is constant, the fuel cell is powering the electric vehicle.
  • the integrated energy management system has two options: increase fuel cell output or supplement its output with battery power. The latter option is represented by graph 500.
  • Portion 534 shows a decrease in battery voltage as a result of batteries outputting power. However, if option 2 continues for too long and into portion 535, the batteries will be depleted which is a situation that should be avoided.
  • the integrated energy management system increases the fuel cell output, indicated by portion 534, before the batteries become depleted to stabilize their voltage, as indicated by portion 536. Once speed demand decreases, the fuel cell output is maintained for a while longer to enable the batteries to recharge, as indicated by portion 537.
  • the range extension benefit results from the ability to use the batteries to respond to an increase in demand to reduce the fuel cell power level increase required to satisfy demand.
  • the length of portion 512 for different types of vehicles may be predicted based on electric vehicle usage history. If the battery voltage does not stabilize within a predefined time range, indicating that the predicted high speed portion 512 has been exceeded, the fuel cell output may be increased to maximum.
  • FIG. 13 an output profile corresponding to an electric vehicle operating in a comfort mode is provided.
  • a pre-start comfort warm-up profile is illustrated by graph 600.
  • a dashed line indicates the battery voltage and a solid line represents the fuel cell output.
  • the fuel cell does not output power and during portions 624 the fuel cell does output power.
  • the battery voltage is below its maximum level and the fuel cell does not output power, indicating that the electric vehicle is in a dormant state.
  • the fuel cell begins to charge the batteries, which is
  • the fuel cell and a heating device cycle on and off to heat the cabin.
  • the battery discharges as it powers the heating device.
  • the pre-start time is predicted based on a sequence of start-up times detected over time.
  • the pre-start time is indicated by a user.
  • the fuel cell and a refrigeration heating device alternatively cycle on and off to drive the refrigeration cycle and cool the cabin. Cooling may begin at a pre-start time as in the foregoing comfort heating cycling process.
  • a short-stop comfort mode of operation is illustrated by graph 700.
  • a load current is initially constant indicating that the electric vehicle is operating at a constant speed, and then decreases, indicating that the electric vehicle is slowing down and eventually stopping.
  • Portions 740 and 760 indicate that while speed is constant, the fuel cell is providing propulsion power and the battery voltage is constant.
  • the fuel cell decreases power output, at portion 742, while the battery voltage increases, at portion 762, indicating that the fuel cell is producing more power than the electric vehicle propulsion system requires.
  • the propulsion system may regenerate power as the brakes are applied.
  • the fuel cell then maintains output, at 744, until the batteries are fully charged.
  • the batteries discharge while they power a heating device to maintain operation of the refrigeration system to keep the batteries and the cabin cool.
  • the fuel cell and the heating device cycle as described above.
  • the predetermined level is set to balance inefficient operation of the fuel cell and the cycling frequency to achieve cycling stability.
  • the integrated energy management system is programmed to distinguish a short stop from a long stop, and to maintain a cabin temperature at a comfort threshold temperature for a short time.
  • the short time may be, for example, indicative of a shopping stop.
  • the short stop may be predicted based on travelled distance, travel profile, or GPS location, for example.
  • acceleration, passing and stopping profiles are defined for different environments such a city, highway, mountain environments based on vehicle displacement, acceleration and velocity.
  • the integrated energy management system compares present variables to the profiles to select a profile and then utilizes the profile and other variables to optimize operation and efficiency of the vehicle.
  • Exemplary other variables include the voltage of the batteries, desired cabin temperature, ambient temperature, and other operating parameters of the vehicle.
  • the profiles include variable thresholds. The integrated energy management system compares profile thresholds to present values of the corresponding variables and switches profiles when the present value indicates that further operation according to the profile in place will cause a violation of a threshold. Then, the integrated energy management system switches profiles to prevent such violation.
  • a fuel cell coupled refrigeration system is operated based on profiles in a stationary application. Exemplary profiles are based on time of day, loads schedules, seasonal weather patterns, and schedules such as work and travel schedules.
  • operational control of the coupled fuel cell provides flexibility to optimize operation of the integrated energy management system at different times and for different reasons.
  • This application is intended to cover any variations, uses, or adaptations of the disclosure using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this disclosure pertains.

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Abstract

L'invention concerne un système de gestion d'énergie intégré pour gérer une énergie thermique et électrique dans une pile à combustible couplée à un système de réfrigération. Dans un exemple, un cycle de réfrigération est commandé par de la chaleur fournie alternativement par une pile à combustible et un dispositif de chauffage électrique. Dans un autre exemple, un cycle de réfrigération est commandé par de la chaleur fournie par une pile à combustible pour réduire la consommation de puissance fournie par le réseau électrique.
PCT/US2012/040487 2011-06-01 2012-06-01 Système de gestion d'énergie intégré comprenant une pile à combustible couplée à un système de réfrigération WO2012167100A1 (fr)

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