WO2020048810A1 - Stratégie de régulation pour le chauffage d'un véhicule à pile à combustible - Google Patents

Stratégie de régulation pour le chauffage d'un véhicule à pile à combustible Download PDF

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Publication number
WO2020048810A1
WO2020048810A1 PCT/EP2019/072721 EP2019072721W WO2020048810A1 WO 2020048810 A1 WO2020048810 A1 WO 2020048810A1 EP 2019072721 W EP2019072721 W EP 2019072721W WO 2020048810 A1 WO2020048810 A1 WO 2020048810A1
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WO
WIPO (PCT)
Prior art keywords
battery
fuel cell
vehicle
discharged
warm
Prior art date
Application number
PCT/EP2019/072721
Other languages
German (de)
English (en)
Inventor
Andreas Heinrich
Original Assignee
Vitesco Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2020048810A1 publication Critical patent/WO2020048810A1/fr

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04037—Electrical heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04268—Heating of fuel cells during the start-up of the fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/20—Driver interactions by driver identification
    • 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
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • 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 method for heating a fuel cell arrangement for a motor vehicle.
  • the fuel cell assembly has a fuel cell as an energy source for a traction unit of a motor vehicle, a battery and a control unit.
  • the invention also relates to a corresponding device with a fuel cell arrangement.
  • Compressed air is usually supplied to a fuel cell in order to increase the efficiency of the fuel cell.
  • the air is usually compressed by a compression device, for example a compressor with an electric motor.
  • the energy for the electric motor comes, for example, from the fuel cell itself or from a battery if the fuel cell itself does not currently provide enough energy.
  • the operation of the compression device can be of advantage in two ways. On the one hand the electric motor serves as a consumer of electricity and on the other hand the temperature of the fuel cell is increased by the Joule-Thompson effect.
  • Fuel cell cars can also be provided with a battery. Often, one or more batteries with a relatively low capacity are provided to ensure quick response when operating an electric car. Due to the inertia of the supply, the fuel cell is often not suitable for reacting quickly to changes in power output. In particular, it can be advantageous to have electrical reserve energy available to support or even enable acceleration and / or braking of the vehicle. Only part of the capacity of the battery is needed to start the vehicle or put it into operation.
  • the invention is based on the knowledge that electrical energy which is generated for the purpose of warming up the fireplace insert is best stored and later used in a targeted manner.
  • a targeted use could e.g. driving an electric motor of an electric vehicle.
  • One aspect of the invention lies in the regulation.
  • the energy generated is introduced into a battery at a later time with the battery normal control strategy again.
  • the energy required for after-cooling can be drawn from the battery.
  • the battery charge must not fall below a certain limit or minimum value, for example not below 35% or not below 50%.
  • This SOC is set as the target value by the regulation when it is switched off. So the battery is somewhat empty for the start, so that an energy sink is available during a cold start or after a cold start.
  • a compression device for example a compressor with an electric motor, brings compressed air into the fireplace insert.
  • the state of charge will be adjusted accordingly or the battery will be discharged accordingly.
  • the state of charge is adapted on the basis of local and temporal conditions. It is advantageous that the vehicle is parked with a discharged battery if it is foreseeable that the battery should or could be used as a current sink and storage device the next time it is used. For example, if the vehicle is parked in the evening and at home, it is likely that it will not be used again until the next morning.
  • the battery can be discharged based on weather forecasts or other criteria in preparation for recommissioning.
  • Advantageous embodiments of the fuel cell arrangement according to the invention are to be regarded as advantageous embodiments of the method.
  • Fuel cell arrangements are each designed to carry out the respective method steps.
  • Figure 1 is a schematic plan view of a motor vehicle with an embodiment of a fuel cell arrangement according to the invention.
  • Fig. 2 is a schematic representation of an exemplary embodiment of the fuel cell arrangement as
  • EV architecture with a fuel cell, a hydrogen tank, a compressor and a burner;
  • Example with fuel cell, high-voltage network, and battery Example with fuel cell, high-voltage network, and battery.
  • Fig. 4 is a graphical representation of the course over time of the temperature and efficiency of a fuel cell, with and without the inventive method.
  • Fig. 1 shows a schematic representation of a motor vehicle 1 in plan view.
  • the motor vehicle 1 has a fuel cell arrangement 2, a traction unit 3 and a battery 3a.
  • the traction unit 3 is designed, for example, as an electric motor with an inverter.
  • the fuel cell arrangement 2 comprises a fuel cell 4, a hydrogen tank 5, a compressor 6 and a burner 7.
  • the fuel cell 4 is designed as an energy source for the traction unit 3.
  • Fig. 2 shows the fuel cell assembly 20 with the fuel cell 24, the hydrogen tank 25, and the compressor 26th
  • the compressor 26 compresses supply air to the fuel cell 24. Furthermore, the compressor 26 is connected to the fuel cell 24 by an air supply line. The supply air is compressed by means of the compressor 26 and passed through the air supply line via the first cooler 28 to the fuel cell 24.
  • the fuel cell 34 from FIG. 3 a is switchably connected to a battery 33 via a high-voltage network 36 and one or more DC / DC converters 37.
  • the DC / DC converter can be omitted in certain configurations. Both are switchably connected to a motor 39 via an inverter 38.
  • the inventive concept can be used to warm up the fuel cell faster and bring it to an optimal temperature. During this warm-up phase, a central control unit can
  • the control unit can optionally forward power from the fuel cell to the compressor and / or to the electrical load, e.g. based on the switches 34, 36. Because of internal resistances in the fuel cell, the temperature of the fuel cell is increased by the power transmission.
  • the operation of the compressor can be advantageous in two ways. On the one hand the electric motor serves as a consumer of electricity and on the other hand the temperature of the fuel cell is increased by the Joule-Thompson effect.
  • the motor / inverter represents a load or consumer of power, but other consumers such as additional motors, heating and / or air conditioning also match the inventive idea.
  • the 3b is switchably connected to a battery 33 via one or more DC / DC converters 37 and a high-voltage network 36.
  • the high-voltage network is also switchably connected to a motor 39 via an inverter 38.
  • the motor / inverter represents a load, but other consumers such as additional motors, heating and / or air conditioning also match the inventive idea.
  • 3c is switchably connected to a high-voltage network 36 via a DC / DC converter 37.
  • the high-voltage network is also connected to a DC / DC converter 37 Battery 33 and switchably connected to a motor 39 via an inverter 38.
  • Other consumers can also come to this.
  • Graph 40 shows the relationship over time without the inventive method as line 41.
  • Line 43 shows a faster rise in temperature over time due to additional power stored in the battery.
  • Line 44 shows the same increase in temperature over time as line 41 since no additional power is stored in the battery. This could be the case if the battery is already fully charged.
  • the area between 41 and 43.44 shows the accelerated rise in temperature and at the same time the efficiency gained. In both cases, the temperature rises until the optimal or desired operating temperature is reached at 45.
  • the slope changes may also interact or in a different order, or there could be a continuous or varying slope 43 until the operating temperature 45 is reached.
  • the increased rise in temperature results at least in part from the electrical power that is additionally drawn from the fuel cell and charged into the battery.
  • the operation of the compression device or compressor is also of double advantage here, since the electric motor as a consumer of electricity and the temperature of the fuel cell are increased by the Joule-Thompson effect.
  • the battery is charged at maximum charging speed during the warm-up phase, the maximum charging speed is determined by the generation capacity of the fuel cell and the capacity of the battery. This can maximize the area of efficiency gained. Accordingly, the increased increase is limited both by the maximum deliverable power of the fuel cell and by the maximum power that can be charged in the battery.
  • the battery In order to be charged, the battery must have sufficient reserve or free charging capacity. The procedure assumes that the battery is discharged accordingly before restarting operation. However, the battery must not be discharged to the extent that it is harmful to the battery, e.g. not under 20% charge for Lilon batteries. The battery must also have enough charge to restart the vehicle if the battery is required to start it.
  • the decision about a suitable preliminary unloading is made on the basis of navigation information and / or location. Should the vehicle e.g. are in the vicinity of the destination or storage location, the battery can be discharged. The discharge could take place by transferring the battery power to the drive motor.
  • the decision about a suitable pre-discharge is made on the basis of the measured temperature. If the temperature is below 10 ° C, for example, the capacity in the battery is freed up so that enough electricity or charging power can be drawn from the fuel cell in the next warm-up phase to reach the desired operating temperature more quickly.
  • the discharge could take place by transferring the charging power to the drive motor. Additionally or alternatively, the battery can be discharged by transferring the charging power to an external consumer (also known as Energy2Grid or Vehicle-to-Grid).
  • the decision about a suitable preliminary discharge is made on the basis of the temperatures to be expected in the future. For example, a discharge could be carried out in the evening, leaving capacity in the battery free at the expected temperature the next morning, so that enough electricity or charging power can be drawn from the fuel cell in the warm-up phase to reach the desired operating temperature more quickly. Information about future temperatures could be obtained in a version via an Internet connection.
  • the decision about a suitable pre-discharge is made on the basis of the time and / or day of the week. For example, less might be unloaded during the day assuming the vehicle is reused while unloading in the evening to allow for an accelerated warm-up the next morning. For example, it could always be unloaded on weekends, assuming that the vehicle may not be used again. Incorrect estimates of unloading would only have an effect on efficiency, but not on the function of the vehicle.
  • the decision about a suitable pre-unloading is made on the basis of a personalized profile. If the vehicle is always used on Tuesday and Thursday evenings, but not on Monday or Wednesday, it could always be unloaded on Monday or Wednesday in the late afternoon, assuming that the vehicle may not is used again.
  • the personalized profile could also be associated with a specific driver, or with other location or calendar-related properties. Incorrect estimates for unloading would only have an impact on efficiency, but not on the function of the vehicle.
  • the battery is discharged to a minimal charge.
  • the minimum charge can be determined by various criteria. For example, the minimum charge could be determined by a minimum charge necessary to maintain the battery. Or the minimum charge could be determined by a minimum charge, which is necessary to start up the vehicle.
  • the battery is discharged to below 50% charge. This means, for example, that half of the battery capacity is available, for example to start the vehicle or put it into operation.
  • the optimal discharge level can be determined by optimizing the desired free absorption capacity on one side and the required minimum charge on the other side.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé servant à faire fonctionner un ensemble formant pile à combustible pour un véhicule automobile comprenant une batterie et une pile à combustible. Avant que le véhicule ne soit arrêté ou pendant que le véhicule est arrêté, la batterie est en partie déchargée. Lors de la mise en service qui suit, la batterie est à nouveau chargée pendant une phase de chauffage pour chauffer la pile à combustible plus rapidement à une température de fonctionnement optimale.
PCT/EP2019/072721 2018-09-05 2019-08-26 Stratégie de régulation pour le chauffage d'un véhicule à pile à combustible WO2020048810A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018215085.0A DE102018215085A1 (de) 2018-09-05 2018-09-05 Regelstrategie zum Aufheizen eines Brennstoffzellenfahrzeuges
DE102018215085.0 2018-09-05

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WO2020048810A1 true WO2020048810A1 (fr) 2020-03-12

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WO (1) WO2020048810A1 (fr)

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DE102018217309A1 (de) 2018-10-10 2020-04-16 Continental Automotive Gmbh Mehrphasiger Wechselrichter und verwandte Hochspannungstopologie

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2940772A1 (fr) * 2014-04-30 2015-11-04 Volkswagen AG Procédé de fonctionnement d'un dispositif à pile à combustible et dispositif à pile à combustible doté d'un limiteur de charge
EP3057165A1 (fr) * 2013-10-08 2016-08-17 Nissan Motor Co., Ltd. Système de pile à combustible et procédé permettant de réguler un système de pile à combustible

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
JPS6217958A (ja) * 1985-07-16 1987-01-26 Sanyo Electric Co Ltd 燃料電池発電システムの制御装置
JP4666130B2 (ja) * 2003-03-24 2011-04-06 日産自動車株式会社 燃料電池システム
JP2007172951A (ja) * 2005-12-21 2007-07-05 Yamaha Motor Co Ltd ハイブリッド電源システム
DE102007026003A1 (de) * 2007-06-04 2008-12-11 Daimler Ag Brennstoffzellensystem mit verbesserten Kaltstarteigenschaften sowie Verfahren
JP4353305B2 (ja) * 2008-03-21 2009-10-28 トヨタ自動車株式会社 電源制御回路

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3057165A1 (fr) * 2013-10-08 2016-08-17 Nissan Motor Co., Ltd. Système de pile à combustible et procédé permettant de réguler un système de pile à combustible
EP2940772A1 (fr) * 2014-04-30 2015-11-04 Volkswagen AG Procédé de fonctionnement d'un dispositif à pile à combustible et dispositif à pile à combustible doté d'un limiteur de charge

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