WO2022193393A1

WO2022193393A1 - Air compression device and fuel cell device comprising same

Info

Publication number: WO2022193393A1
Application number: PCT/CN2021/087452
Authority: WO
Inventors: 顾茸蕾; 朱明明
Original assignee: 海德韦尔(太仓)能源科技有限公司
Priority date: 2021-03-19
Filing date: 2021-04-15
Publication date: 2022-09-22

Abstract

The present application provides an air compression device, comprising a plurality of compressors, the plurality of compressors at least comprising a first compressor, a second compressor, and a third compressor, and the plurality of compressors being sequentially connected in series. The air compression device further comprises an adjustment mechanism, the plurality of compressors being connected by means of the adjustment mechanism, and the adjustment mechanism being configured to be able to change the connection relationship among the plurality of compressors. Higher output power can be provided at the limit of the rotational speed of a single motor. The connection relationship among the plurality of compressors can also be changed by means of the adjustment mechanism, so that the number of compressors connected to an air channel is reduced or increased, so as to cope with the working conditions of different loads. The present application further provides a fuel cell device comprising the air compression device, further comprising a fuel cell stack and a turbo-expander. The working state of the turbo-expander can be controlled by means of the adjustment mechanism, thereby effectively solving the problem of sticking caused by freezing when the expander is started at a low temperature.

Description

An air compression device and a fuel cell device including the air compression device

technical field

The present application relates to the field of air compression equipment, and in particular, to an air compression device and a fuel cell device including the air compression device.

Background technique

The proton exchange membrane fuel cell system is an efficient and clean new energy power system. The air compressor compresses the air into high-pressure air, and then sends it to the cathode of the fuel cell. The oxygen in the air reacts electrochemically with the hydrogen in the anode to generate The products are electricity and water, and part of the heat is discharged into the atmosphere with the excess air. Apart from that, there are no other products that pollute the environment, so the fuel cell power system is very clean and environmentally friendly, and there are many ways to make hydrogen, which belongs to Clean and renewable energy, countries around the world are vigorously promoting the development and promotion of hydrogen fuel cell power systems.

The air compressor dedicated to the fuel cell is a very important part of the hydrogen fuel cell power system. Its function is to provide a certain pressure and a certain flow of compressed air for the cathode of the fuel cell to meet the demand of the fuel cell chemical reaction for oxygen in the air. . At present, most fuel cell air compressors on the market are single-stage compressors (as shown in Figure 1) and two-stage compressors (as shown in Figure 3). A single-stage compressor means that one motor drives one pressure roller. Two-stage compressor means that one motor drives two pressure rollers, one of which is a low-pressure stage compressor and the other is a high-pressure stage compressor. The high-pressure stage compressor and the low-pressure stage compressor are connected in series, and the air is compressed by the low-pressure stage compressor. Then enter the high-pressure stage compressor for the second compression, so the two-stage compressor can obtain higher air pressure and flow than the single-stage compressor, and the applicable fuel cell power range will be larger. At present, single-stage compression is mostly used for small Power fuel cell stacks, two-stage compression are mostly used in medium and high power fuel cell stacks.

The compressed air entering the fuel cell only has a part of oxygen involved in the reaction, the rest of the compressed air will be discharged into the atmosphere, and the compressed air discharged by the fuel cell still has a high pressure, so if this part of the high-pressure air is directly discharged into the atmosphere, the high pressure The energy carried by the gas is also wasted.

In order to recover and utilize the energy in the high-pressure exhaust gas of the fuel cell, an air compressor with a turbo expander has appeared (as shown in Figure 2), that is, the turbo expander recovers the exhaust gas energy, and the auxiliary motor drives the compressor, which can reduce the motor power requirements, significantly improving the efficiency of the fuel cell system. However, the turbo expander occupies a position in the original two-stage compressor, so the air compressor with the turbo expander is limited by the stability of the bearing and can only use a single-stage compressor. Since the upper limit of the rotation speed of most high-speed motors can only reach 120,000 rpm, the single-stage compressor solution with a turbo expander can still limit the coverage of the power range, and is not suitable for high-power fuel cell stacks. Even if the upper limit of the motor speed can be exceeded, because the "wheel diameter ratio" of the single-stage compressor and the turbine is relatively large, that is to say, the diameter of the compressor pressure wheel is much larger than that of the turbine turbine. The balance is relatively large. Further increasing the motor speed will place higher requirements on the thrust bearing, making the manufacturing of the thrust bearing more difficult.

Therefore, there are at least the following technical problems in the prior art:

1. The power range covered by the existing single-stage air compression device is relatively small, and it is not suitable for the problem of high-power fuel cell stacks, especially in the field of heavy-duty commercial vehicles, such as it is difficult to apply on heavy-duty trucks.

2. Although the existing two-stage air compression device can cover a large power range, in the case of low working conditions, because the pressure requirement of the fuel cell stack on the compressed air does not change, but the consumption decreases, which will lead to the system Surge occurs, reducing system stability.

3. The existing two-stage air compression device lacks energy recovery means, resulting in waste of exhaust gas energy, so the system efficiency is low, and the air compressor power consumption is relatively large.

4. In the prior art, due to the upper limit of the motor speed, it is impossible to simply increase the motor power to achieve a single-stage or two-stage air compression device covering higher power generation.

Therefore, those skilled in the art are motivated to develop an air compression device and a fuel cell device including the air compression device, which can take into account the power generation requirements of high power within the range of the upper limit of the motor speed, and can also prevent surge under low working conditions. At the same time, exhaust energy is recovered to improve system efficiency.

SUMMARY OF THE INVENTION

The purpose of the present application is to provide an air compression device, comprising a plurality of compressors, the plurality of compressors at least include a first compressor, a second compressor and a third compressor, and an air outlet of the first compressor It is connected to the air inlet of the second compressor, and the air outlet of the second compressor is connected to the air inlet of the third compressor.

Further, it also includes an adjusting mechanism through which a plurality of the compressors are connected, and the adjusting mechanism is configured to change the connection relationship among the plurality of the compressors.

Further, the adjustment mechanism includes a bypass provided between a plurality of the compressors, and the adjustment mechanism is configured to change the connection between the multiple compressors by controlling the on-off of the bypass. relation.

Further, the regulating mechanism includes a first bypass, a first end of the first bypass is connected to the air inlet of the first compressor, and a second end of the first bypass is connected to the first bypass. The air outlet of the two compressors is connected.

Further, the regulating mechanism includes a second bypass, a first end of the second bypass is connected to the air outlet of the second compressor, and a second end of the second bypass is connected to the third bypass Compressor outlet connection.

Further, the regulating mechanism includes a third bypass, a first end of the third bypass is connected to the air inlet of the first compressor, and a second end of the third bypass is connected to the first compressor. A compressor outlet is connected.

Further, the regulating mechanism includes a fourth bypass, a first end of the fourth bypass is connected to the air inlet of the second compressor, and a second end of the fourth bypass is connected to the first Three compressor outlet connections.

Further, the regulating mechanism includes a valve, and the regulating mechanism controls the on-off state of the bypass through the valve.

Another object of the present application is to provide a fuel cell device including an air compressing device, a fuel cell stack and a turbo expander, wherein an air inlet of the fuel cell stack is connected to one of the plurality of compressors. The air outlet is connected, and the air inlet of the turbo expander is connected with the air outlet of the fuel cell stack.

Further, the regulating mechanism includes a fifth bypass, a first end of the fifth bypass is connected to an air inlet of the turboexpander, and a second end of the fifth bypass is connected to the turboexpander The air outlet of the machine is connected.

Further, an air filter is also included, the air outlet of the air filter is connected with the air inlet of the first compressor.

Further, an intercooler is also included, and the air inlet of the intercooler is connected to the air outlet of the third compressor.

Further, it also includes a first motor and a second motor, the first compressor and the turbo expander are driven by the first motor, and the second compressor and the third compressor are driven by the first motor. Two motors are driven; or the first compressor and the turbo expander are driven by the second motor, and the second compressor and the third compressor are driven by the first motor.

Further, a humidifier is also included, the air inlet of the humidifier is connected to the air outlet of the intercooler, and the air outlet of the humidifier is connected to the air inlet of the fuel cell stack.

Further, a dehumidifier is also included, the air inlet of the dehumidifier is connected with the air outlet of the fuel cell stack, and the air outlet of the dehumidifier is connected with the air inlet of the turbo expander.

Compared with the prior art, the present application has at least the following technical effects:

1. Through the series connection of multiple compressors, compressed air with larger compression ratio and larger flow can be provided under the limit of the speed of a single motor.

2. Change the connection relationship between multiple compressors through the adjustment mechanism, so that the number of compressors connected to the gas path is reduced or increased to cope with different load conditions.

3. It can ensure high-power power generation while recovering exhaust gas energy through turbines to improve power generation efficiency.

4. Under the situation of realizing the same compression ratio and flow rate, the rotational speed of a single motor in this application is lower than that of the prior art, which can reduce the development difficulty of components such as air bearings, motors, and controllers, thereby effectively reducing the overall cost of the product.

5. The working state of the turbo expander can be controlled by the adjustment mechanism, which effectively solves the problem of freezing and sticking when the expander is started at low temperature.

The concept, specific structure and technical effects of the present application will be further described below with reference to the accompanying drawings, so as to fully understand the purpose, features and effects of the present application.

Description of drawings

1 is a schematic structural diagram of a single-stage compression device in the prior art;

2 is a schematic structural diagram of a single-stage compression device with an expander in the prior art;

3 is a schematic structural diagram of a two-stage compression device in the prior art;

4 is a schematic structural diagram of Embodiment 1 of the present application;

5 is a schematic structural diagram of an embodiment similar to Embodiment 1 of the present application;

6 is a schematic structural diagram of Embodiment 2 of the present application;

FIG. 7 is a schematic diagram of the gas flow direction of Example 2 of the present application in a low load condition;

FIG. 8 is a schematic diagram of the gas flow direction of Example 2 of the present application in a medium load condition;

FIG. 9 is a schematic diagram of the gas flow direction of Example 2 of the present application in a high load condition;

10 is a schematic structural diagram of Embodiment 3 of the present application;

FIG. 11 is a schematic diagram of the gas flow direction of Example 3 of the present application in a low load condition;

12 is a schematic diagram of the gas flow direction of Example 3 of the present application in a medium load condition;

FIG. 13 is a schematic diagram of the gas flow direction of Example 3 of the present application under high load conditions;

14 is a schematic diagram of the gas flow of the fuel cell device including Example 1 of the present application;

FIG. 15 is a schematic diagram of the gas flow of a fuel cell device including an embodiment similar to Embodiment 1 of the present application;

16 is a schematic diagram of the gas flow of the fuel cell device including Example 2 of the present application;

FIG. 17 is a schematic diagram of the gas flow of the fuel cell device including Example 3 of the present application.

Detailed ways

The following describes the embodiments of the present application with reference to the accompanying drawings, so as to make its technical content clearer and easier to understand. The present application can be embodied in many different forms of embodiments, and the protection scope of the present application is not limited to the embodiments mentioned herein.

The gas compression device provided by the present application is to connect a plurality of compressors in series in sequence, that is, the gas outlet of the former compressor is connected to the gas inlet of the latter compressor. In the drawings of the present application, the solid line arrows represent the flow path of compressed air, and the dashed line arrows represent the flow path of exhaust gas. Among them, the compressor is represented by the symbol C, and C1, C2, C3, etc. represent the first compressor, the second compressor, the third compressor, and so on. Valves are represented by V, V1, V2, V3 represent the first valve, the second valve, the third valve, and so on. Motors are represented by E, E1, E2, E3 represent the first motor, the second motor, the third motor, and so on. The turboexpander is denoted by T.

Example 1

As shown in FIG. 4 , this embodiment provides an air compressing device, including a first compressor C1, a second compressor C2, and a third compressor C3. The first compressor C1, the second compressor C2, and the third compressor C3 are sequentially connected in series through pipes. That is, the outlet of the first compressor C1 is connected to the inlet of the second compressor C2, and the outlet of the second compressor C2 is connected to the inlet of the third compressor C3. The first compressor C1 and the second compressor C2 are driven by the first motor E1, and the third compressor C3 is driven by the second motor E2. This embodiment can be used to cope with the high load condition of the fuel cell stack. Since the rotational speed of each motor has an upper limit, the two-stage air compression device in the prior art can provide an upper limit on the pressure and flow of compressed air. Even if there is a possibility of breaking through the motor speed in the future, the higher speed will make the development and manufacture of components such as bearings and controllers more difficult. However, the configuration of this embodiment can use existing motors and components to provide higher air compression ratio and flow. Compared with the prior art, the speed of a single motor used to achieve the same air compression ratio and flow rate is slower, thus reducing the difficulty and cost of developing and manufacturing components such as bearings and controllers. In other similar embodiments, the connection relationship as shown in FIG. 5 can also be arranged. The difference from FIG. 4 is that the first compressor C1 of the compression device shown in FIG. 5 is driven by the first motor E1, and the second compressor C2 and the third compressor C3 are driven by the second motor E2. A similar technical effect can be achieved. At the same time, the number of compressors can also be increased as required, that is, the number of compressors may not be limited to 3, but may also be 4, 5, and so on. A plurality of compressors are connected in series in sequence, which can achieve a similar technical effect.

Example 2

As shown in FIG. 6 , in this embodiment, in addition to the structure shown in FIG. 4 , the air compressing device further includes an adjustment mechanism, and the plurality of compressors are connected through the adjustment mechanism. Wherein, the regulating mechanism includes a first bypass, and the first bypass is formed by short-circuiting the air inlet of the first compressor C1 and the air outlet of the second compressor C2 by a pipeline. That is, one end of the first bypass is connected to the air inlet of the first compressor C1, and the other end of the first bypass is connected to the air outlet of the second compressor C2. The first bypass is provided with a first valve V1 for controlling the on-off state of the first bypass. When the first valve V1 is opened, the first bypass is in an on state; when the first valve V1 is closed, the first bypass is in an off state. When the first motor E1 is closed, the opening action of the first valve V1 and the closing action of the first motor E1 must occur simultaneously to prevent the compressed air generated by the second compressor C2 from flowing backward from the first valve V1 to the first compressor C1 the air intake. Since the gas will face greater resistance when flowing through the first compressor C1 and the second compressor C2, and face less resistance when flowing through the pipeline where the first bypass is located, when the first valve V1 is opened, the gas will It will flow to the pipeline where the first bypass is located, and will not enter the first compressor C1. When the first valve V1 is closed, the gas cannot flow to the pipeline where the first bypass is located, so it enters the first compressor C1. Meanwhile, the regulating mechanism further includes a second bypass. The second bypass is formed by a pipe shorting the inlet of the third compressor C3 to the outlet of the third compressor C3. That is, one end of the second bypass is connected to the air inlet of the third compressor C3, that is, it is connected to the air outlet of the second compressor C2 at the same time, and the other end of the second bypass is connected to the air outlet of the third compressor C3. . The second bypass is provided with a second valve V2 for controlling the on-off state of the second bypass. When the second valve V2 is opened, the second bypass is in an on state; when the second valve V2 is closed, the second bypass is in an off state. When the second motor E2 is turned off, the closing action of the second motor E2 and the opening action of the second valve V2 must occur simultaneously. Similarly, the opening action of the second motor E2 and the closing action of the second valve V2 must occur simultaneously. Since the gas will face greater resistance when flowing through the third compressor C3 and face less resistance when flowing through the pipeline where the second bypass is located, when the second valve V2 is opened, the gas will flow to the second bypass is located in the pipeline without entering the third compressor C3. When the second valve V2 is closed, the gas cannot flow to the pipeline where the second bypass is located, so it enters the third compressor C3.

Therefore, when the first valve V1 and the second valve V2 are in different on-off states, the air compression device of this embodiment can be used under different load conditions:

When the first valve V1 is opened and the second valve V2 is closed, the air compressing device shown in FIG. 7 is formed. At this time, the first motor E1 is turned off, and the second motor E2 is turned on. In the figure, the thick line arrows represent the actual flow direction of the gas. Since the first valve V1 is open, the gas will not enter the first compressor C1 and the second compressor C2, but will flow through the pipeline where the first bypass controlled by the first valve V1 is located; since the second valve V2 is closed, the gas will enter The third compressor C3 is compressed. In the air compressing device shown in FIG. 7 , there is only one compressor that actually compresses the gas, that is, the third compressor C3. Such a configuration can be used to cope with low load conditions of the fuel cell stack. Since the fuel cell stack has a small compression ratio and flow requirements for compressed air under low load conditions, if multiple compressors work at the same time, the compressed air generated cannot be fully consumed, which will cause air backflow in the pipeline. Surge, so reduce the number of compressors in the air circuit to reduce the flow of compressed air and ensure the stability of the system. In addition, under a low load condition, the first compressor C1, the second compressor C2 and the first motor E1 are all in an off state, which can reduce the power consumption of the system.

When the first valve V1 is closed and the second valve V2 is opened, the air compressing device shown in FIG. 8 is formed. At this time, the first motor E1 is turned on, and the second motor E2 is turned off. The thick line arrows in the figure represent the actual flow direction of the gas. Since the first valve V1 is closed, the gas does not enter the first compressor C1 and the second compressor C2 and is compressed twice; since the second valve V2 is opened, and the second motor E2 is closed. The gas does not enter the third compressor C3, but flows through the pipeline where the second bypass controlled by the second valve V2 is located. In the air compressing device shown in FIG. 8 , there are actually two compressors that compress the gas, namely the first compressor C1 and the second compressor C2. Such a configuration can be used to handle medium load conditions of the fuel cell stack.

When the first valve V1 is closed and the second valve V2 is closed, the air compressing device shown in FIG. 9 is formed. At this time, both the first motor E1 and the second motor E2 are turned on. The thick line arrows in the figure represent the actual flow direction of the gas. Since the first valve V1 is closed, the gas enters the first compressor C1 and the second compressor C2 and is compressed twice; because the second valve V2 is closed, the gas enters the third compressor C3 and is compressed again. In the air compressing device shown in FIG. 7 , there are three compressors that actually compress the gas, namely the first compressor C1, the second compressor C2, and the third compressor C3. Under this configuration, the solution shown in FIG. 4 is formed, so it can be used to deal with the high load condition of the fuel cell stack.

Example 3

As shown in FIG. 10 , in this embodiment, in addition to the structure shown in FIG. 5 , the air compressing device further includes an adjustment mechanism, and the plurality of compressors are connected through the adjustment mechanism. In this embodiment, the regulating mechanism includes a third bypass, and the third bypass is formed by short-circuiting the air inlet of the first compressor C1 and the air outlet of the first compressor C1 by a pipe. That is, one end of the third bypass is connected to the air inlet of the first compressor C1, and the other end of the third bypass is connected to the air outlet of the first compressor C1. The third bypass is provided with a third valve V3 for controlling the on-off state of the third bypass. When the third valve V3 is opened, the third bypass is in an on state; when the third valve V3 is closed, the third bypass is in an off state. At the same time, the regulating mechanism further includes a fourth bypass, which is formed by short-circuiting the air inlet of the second compressor C2 and the air outlet of the third compressor C3 by a pipeline. That is, one end of the fourth bypass is connected to the air inlet of the second compressor C2 and the air outlet of the first compressor C1, and the other end of the fourth bypass is connected to the air outlet of the third compressor C3. The fourth bypass is provided with a fourth valve V4 for controlling the on-off state of the fourth bypass. When the fourth valve V4 is opened, the fourth bypass is in an on state; when the fourth valve V4 is closed, the fourth bypass is in an off state. For the reasons mentioned above, when the third valve V3 is opened, the gas will flow through the pipeline where the third bypass controlled by the third valve V3 is located, and will not enter the first compressor C1; when the third valve V3 is closed When the gas enters the first compressor C1 and is compressed. When the fourth valve V4 is opened, the gas will flow through the pipeline where the fourth bypass controlled by the fourth valve V4 is located, and will not enter the second compressor C2; when the fourth valve V4 is closed, the gas will enter the second compressor C2.

Therefore, when the third valve V3 and the fourth valve V4 are in different on-off states, the air compression device of this embodiment can be used under different load conditions:

When the third valve V3 is closed and the fourth valve V4 is opened, the air compression device shown in FIG. 11 is formed. At this time, the first motor E1 is turned on, and the second motor E2 is turned off. In the figure, the thick line arrows represent the actual flow direction of the gas. Since the third valve V3 is closed, the gas enters the first compressor C1 and is compressed; since the fourth valve V4 is open and the second motor E2 is closed, the gas will not enter the second compressor C2, but will flow through the fourth valve V4 The pipeline where the controlled fourth bypass is located. In the air compressing device shown in FIG. 11 , there is only one compressor that actually compresses the gas, that is, the first compressor C1. Such a configuration can be used to cope with low load conditions of the fuel cell stack.

When the third valve V3 is opened and the fourth valve V4 is closed, the air compressing device shown in FIG. 12 is formed. At this time, the first motor E1 is turned off, and the second motor E2 is turned on. In the figure, the thick line arrows represent the actual flow direction of the gas. Since the third valve V3 is open, the gas will not enter the first compressor C1, but will flow through the pipeline where the third bypass controlled by the third valve V3 is located. Since the fourth valve V4 is closed, the gas enters the second compressor C2 and the third compressor C3 and is compressed twice. In the air compressing device shown in FIG. 12 , there are actually two compressors that compress the gas, namely the second compressor C2 and the third compressor C3. Such a configuration can be used to handle medium load conditions of the fuel cell stack.

When the third valve V3 is closed and the fourth valve V4 is closed, the air compressing device shown in Fig. 13 is formed. At this time, both the first motor E1 and the second motor E2 are turned on. In the figure, the thick line arrows represent the actual flow direction of the gas. Since the third valve V3 is closed, the gas enters the first compressor C1 and is compressed. Since the fourth valve V4 is closed, the gas enters the second compressor C2 and the third compressor C3 to be recompressed twice. In the air compressing device shown in FIG. 13 , there are three compressors that actually compress the gas, namely the first compressor C1 , the second compressor C2 and the third compressor C3 . In this configuration, the solution shown in FIG. 5 is formed, so it can be used to deal with the high load condition of the fuel cell stack.

14-17 show a fuel cell device including the above-described air compression device. 14-15 shows a fuel cell device including the air compression device described in Embodiment 1 or a similar embodiment thereof, and FIG. 16 shows a fuel cell device including the air compression device described in Embodiment 2 The device, as shown in FIG. 17 , is a fuel cell device including the air compression device described in Example 3. In addition to the air compression device, the fuel cell stack and the turbo expander T are also included, and the air inlet of the turbo expander T is connected to the air outlet of the fuel cell stack. In the figure, the broken line arrows represent the flow paths of the exhaust gas generated by the fuel cell stack. The turbo expander T is installed on the motor shaft. When the exhaust gas generated by the fuel cell stack enters and blows to the turbine through the volute flow passage, the turbo expander T can perform work on the motor shaft and assist the motor to drive the compressor. That is, the kinetic energy of the exhaust gas can be recovered by the turbo expander T, the power demand of the motor can be reduced, and the system efficiency can be improved. As shown in FIGS. 16-17 , the regulating mechanism further includes a fifth bypass, which is formed by a pipeline shorting the inlet of the turboexpander T with the outlet of the expansion turbine T. That is, one end of the fifth bypass is connected to the air inlet of the turbo expander T, and the other end of the fifth bypass is connected to the air outlet of the turbo expander T. The fifth bypass is provided with a fifth valve V5 for controlling the on-off state of the fifth bypass. When the fifth valve V5 is opened, the fifth bypass is in an on state; when the fifth valve V5 is closed, the fifth bypass is in an off state. When the fifth valve V5 is opened, the gas will flow through the fifth bypass controlled by the fifth valve V5 without entering the turbo expander T, and the turbo expander is not working at this time; when the fifth valve V5 is closed, the gas enters The turbo expander T, thereby doing work on the turbo expander T. Such a configuration is used to cope with the case where the turbo expander T freezes in a low temperature environment. Since the turbo expander T will precipitate liquid water during operation, it is easy to cause freezing in a low temperature environment (such as northern regions, outdoors in winter, etc.). Through the control of the fifth valve V5, it is possible to realize that the fuel cell device starts to work first when the turbo expander T is not working, and the icing state of the turbo expander T is eliminated by using the heat of the fuel cell device when it is working, and then the turbo expander can be expanded. Machine T starts working. In order to solve the problem of freezing and sticking of the turbo expander T in the prior art.

The fuel cell device also includes an air filter, an intercooler, a humidifier, and a dehumidifier. The air outlet of the air filter is connected to the air inlet of the first compressor C1, the air inlet of the intercooler is connected to the air outlet of the third compressor C3, and the air outlet of the intercooler is connected to the inlet of the humidifier. The air outlet of the humidifier is connected to the air inlet of the fuel cell stack, the air inlet of the dehumidifier is connected to the air outlet of the fuel cell stack, and the air outlet of the dehumidifier is connected to the air inlet of the turbo expander T.

It should be noted that the above embodiments only describe some embodiments of the present application, and do not limit the technical solutions. Those skilled in the art can obtain similar technical solutions through reasonable logical reasoning, for example, introducing more compressors, or more motors, or more bypasses and valves, or changing the relationship between compressors and motors The drive connection relationship between them, or the change of the connection relationship between the compressor and the bypass, is not beyond the scope of this manual.

Claims

An air compression device includes a plurality of compressors, wherein the plurality of compressors at least include a first compressor, a second compressor and a third compressor, and an air outlet of the first compressor is connected to the The air inlet of the second compressor is connected to the air inlet of the second compressor, and the air outlet of the second compressor is connected to the air inlet of the third compressor.
The air compressing device according to claim 1, further comprising an adjusting mechanism through which a plurality of the compressors are connected, the adjusting mechanism being configured to be able to change between the plurality of the compressors connection relationship.
The air compressing device according to claim 2, wherein the regulating mechanism comprises a bypass provided between a plurality of the compressors, and the regulating mechanism is configured to control the on-off of the bypass by controlling the on-off of the bypass. The connection relationship between the plurality of compressors can be changed.
The air compressing device according to claim 3, wherein the regulating mechanism comprises a first bypass, the first end of the first bypass is connected to the air inlet of the first compressor, the The second end of the first bypass is connected to the air outlet of the second compressor.
The air compressing device according to claim 4, wherein the adjusting mechanism comprises a second bypass, the first end of the second bypass is connected to the air outlet of the second compressor, the first The second end of the secondary bypass is connected to the air outlet of the third compressor.
The air compressing device according to claim 3, wherein the adjusting mechanism comprises a third bypass, the first end of the third bypass is connected to the air inlet of the first compressor, the The second end of the third bypass is connected to the air outlet of the first compressor.
The air compressing device of claim 6, wherein the regulating mechanism comprises a fourth bypass, the first end of the fourth bypass is connected to the air inlet of the second compressor, the The second end of the fourth bypass is connected to the air outlet of the third compressor.
The air compressing device according to claim 3, wherein the regulating mechanism comprises a valve, and the regulating mechanism controls the on-off state of the bypass through the valve.
A fuel cell device, comprising the air compressing device according to claim 1, further comprising a fuel cell stack and a turbo expander, an air inlet of the fuel cell stack and one of the plurality of compressors The air outlet of one of the turbo expanders is connected to the air outlet of the fuel cell stack.
The fuel cell device according to claim 9, further comprising an adjustment mechanism, the adjustment mechanism includes a fifth bypass, the first end of the fifth bypass is connected to the air inlet of the turbo expander connected, and the second end of the fifth bypass is connected with the gas outlet of the turbo expander.
The fuel cell device of claim 10, wherein the regulating mechanism comprises a first bypass, a first end of the first bypass is connected to an air inlet of the first compressor, the The second end of the first bypass is connected to the air outlet of the second compressor.
The fuel cell device according to claim 11, wherein the regulating mechanism comprises a second bypass, a first end of the second bypass is connected to an air outlet of the second compressor, and the first The second end of the secondary bypass is connected to the air outlet of the third compressor.
The fuel cell device of claim 10, wherein the regulating mechanism comprises a third bypass, a first end of the third bypass is connected to the air inlet of the first compressor, the The second end of the third bypass is connected to the air outlet of the first compressor.
The fuel cell device of claim 13, wherein the regulating mechanism comprises a fourth bypass, a first end of the fourth bypass is connected to the air inlet of the second compressor, the The second end of the fourth bypass is connected to the air outlet of the third compressor.
The fuel cell device according to claim 10, further comprising an air filter, the air outlet of the air filter is connected to the air inlet of the first compressor.
The fuel cell device according to claim 10, further comprising an intercooler, the air inlet of the intercooler is connected to the air outlet of the third compressor.
The fuel cell device according to claim 10, further comprising a first motor and a second motor, the first compressor and the turbo expander are driven by the first motor, the second compressor The compressor and the third compressor are driven by the second motor; or the first compressor and the turbo expander are driven by the second motor, and the second compressor and the third compressor Driven by the first motor.
The fuel cell device according to claim 9, further comprising a humidifier, the air inlet of the humidifier is connected to the air outlet of the intercooler, and the air outlet of the humidifier is connected to the air outlet of the intercooler. The air inlet of the fuel cell stack is connected.
The fuel cell device according to claim 9, further comprising a dehumidifier, an air inlet of the dehumidifier is connected to an air outlet of the fuel cell stack, and an air outlet of the dehumidifier is connected to the turbine Air inlet connection of the expander.
The fuel cell device according to claim 10, wherein the regulating mechanism comprises a valve, and the regulating mechanism controls the on-off state of the bypass through the valve.