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WO2015036082A1 - Système de pile à combustible - Google Patents

Système de pile à combustible Download PDF

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Publication number
WO2015036082A1
WO2015036082A1 PCT/EP2014/002229 EP2014002229W WO2015036082A1 WO 2015036082 A1 WO2015036082 A1 WO 2015036082A1 EP 2014002229 W EP2014002229 W EP 2014002229W WO 2015036082 A1 WO2015036082 A1 WO 2015036082A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel cell
air
cell system
thermoelectric generator
flow direction
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2014/002229
Other languages
German (de)
English (en)
Inventor
Mayank Sabharwal
Prasanna HALADIPUR MADHUKAR
Christian Dülk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of WO2015036082A1 publication Critical patent/WO2015036082A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • H01M8/04067—Heat exchange or temperature measuring elements, thermal insulation, e.g. heat pipes, heat pumps, fins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • 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
    • 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
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/72—Constructional details of fuel cells specially adapted for electric vehicles
    • 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
    • B60L58/33—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 cooling
    • 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
    • H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • 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
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • 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
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/40—Combination of fuel cells with other energy production systems
    • H01M2250/402—Combination of fuel cell with other electric generators
    • 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
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02B90/10—Applications of fuel cells in buildings
    • 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
    • Y02T10/72—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 fuel cell system The fuel cell system
  • the invention relates to a fuel cell system with a fuel cell, which has an anode compartment and a cathode compartment, according to the closer defined in the preamble of claim 1.
  • thermoelectric generator or a thermoelectric element. Also such is known per se from the general state of the art. If a cold and a warm side occur in the region of the thermoelectric generator, it is possible to generate electrical power from the temperature difference and, when subjected to electrical power, it is also possible to produce a temperature distribution directed counter to the temperature gradient. In the KR 2012-0001200 A, it is used to control the supply air between an air conveyor and a humidifier as precisely as possible in order to achieve the best possible humidification results.
  • thermoelectric generator In the local fuel cell system, the thermoelectric generator is used to generate electrical energy. It is located on its one (cold) side in thermal contact with the supplied from a compressed gas storage lean hydrogen for operating the fuel cell and is on its other (hot) side with the fuel cell itself as a large-volume, relatively warm component in combination.
  • the object of the present invention is now to provide such a
  • thermoelectric generator to generate electrical energy to further improve.
  • thermoelectric generator is in thermal
  • thermoelectric generator is also in thermal contact with a second gas flow, which is cooler than the compressed supply air.
  • thermoelectric generator with two
  • Fuel cell system typically flowing gases is constantly supplied with fresh thermal energy, on the one hand with heat and on the other side with a correspondingly colder medium. This makes it possible to achieve a continuous generation of electrical power.
  • the second gas stream which is cooler than the compressed supply air, can from the known fuel cell system almost arbitrarily, for example, under
  • Fuel cell system is provided a charge air cooler, the thermoelectric
  • thermoelectric generator with the supply air to the air conveyor and in the flow direction in front of the charge air cooler in thermal contact.
  • the thermal contact between the supply air and the thermoelectric generator is carried out in accordance with this particularly favorable Execution thus always in the area in which the supply air immediately after
  • Air conveyor which may be formed for example as a compressor, as a flow compressor or the like, is hottest. Thus, the best possible temperature difference between the compressed supply air and the second cooler gas flow is achieved.
  • this second gas flow is the supply air in the flow direction in front of the air conveying device.
  • the supply air upstream of the air conveyor will typically have ambient temperature. This ambient temperature can be assumed to average, for example, 25 ° C.
  • the compressed supply air to the air conveyor is typically 200 - 250 ° C hot. This results in a correspondingly high temperature difference, which enables the reliable continuous generation of electrical power.
  • the supply air in the flow direction after the charge air cooler, if one is present, is used as the second gas flow.
  • the supply air typically has a temperature in the
  • Magnitude of about 60-70 ° C so that there is a sufficiently high temperature difference for the generation of electrical power via the thermoelectric generator compared to 200-250 ° C.
  • the exhaust gas is used in the flow direction after the cathode compartment of the fuel cell as the second gas stream. Depending on the operating situation and location in an exhaust air duct, this exhaust air is typically between 70 and 90 ° C hot. Again, there is a corresponding temperature difference to the 200 - 250 ° C, which allows the generation of electrical power via the thermoelectric generator.
  • a turbine for relaxing the exhaust air is provided in an exhaust duct for the exhaust air, wherein the thermoelectric generator is in thermal contact with the exhaust air in the flow direction of the turbine.
  • a turbine is often provided in the exhaust air to relax the exhaust air.
  • This turbine can be arranged in particular with an electric machine and the air conveyor together on a shaft.
  • the structure is then referred to as an electric turbocharger or ETC. Is such a turbine in the exhaust air available to To recover pressure energy and thermal energy, then the second
  • Gas flow in particular the exhaust air in the direction of flow to be the turbine in particular the exhaust air in the direction of flow to be the turbine.
  • the temperature in the flow direction after the turbine would then be approximately 40-50 ° C.
  • the temperature difference is correspondingly greater, so that the yield of electrical power via the thermoelectric generator can be further increased.
  • thermoelectric generator is not arranged between two air flows, but between the compressed supply air to the compressor on the one hand and hydrogen as the second gas flow on the other.
  • This hydrogen which is supplied to the fuel cell, also has a temperature level, which can be very low, and which is typically maximum of the order of the supply air in front of the air conveyor.
  • thermoelectric generator is then according to a very advantageous
  • Anode space of the fuel cell is prevented, thereby reducing the performance of
  • the device for relaxing the hydrogen is designed as a valve device or turbine in the region of the supply line.
  • the hydrogen is released via a valve device. Accordingly, it cools down sharply and thus ideally can provide the temperature level for thermal contact with the cold side of the thermoelectric generator.
  • the relaxation of a turbine is also conceivable, which in turn provides mechanical power, which can be converted for example via a generator into electrical power or used directly as mechanical power.
  • thermoelectric generator Even after this turbine, the hydrogen is still available from a very low temperature level, so that a corresponding temperature spread between the hydrogen on one side of the thermoelectric generator and the compressed hot supply air on the other side of the thermoelectric generator is possible, which in turn the generation of additional electrical power through the thermoelectric generator.
  • Fuel cell system which generates electrical power from temperature differences inevitably occurring in the fuel cell system. This will be the electrical power output of the fuel cell system and thus
  • the fuel cell system has an increased efficiency and can be constructed correspondingly compact by the use of the thermoelectric generator between two gas streams and allows the continuous production of electrical power via the thermoelectric generator over the operation due to the constant maintenance of the temperature difference by the flowing gas streams. Accordingly, the fuel cell system is particularly suitable for providing electric drive power in a vehicle, since a high efficiency with a compact design and reliable and safe operation is of decisive advantage here.
  • thermoelectric generator which is in contact with the hot supply air, now draws heat from this and converts it into electrical energy. The fact that the fuel cell system thus heat is removed, the total cooling circuit is relieved, which efficiently counteracts the above problem, which is why the use of the fuel cell system according to the invention in a vehicle is of particular advantage.
  • FIG. 1 shows a fuel cell system in a possible embodiment for use with the invention.
  • Fig. 2 shows a preferred embodiment of the invention
  • Fig. 3 shows another embodiment of the invention
  • Fuel cell system in a vehicle Fuel cell system in a vehicle.
  • the core of the fuel cell system 1 forms a fuel cell 2. This has an anode compartment 3 and a cathode compartment 4. Typically, the fuel cell 2 is called
  • the connection between all the cathode regions and anode regions of the individual cells of such must be the one under the anode space 3 or the cathode space 4
  • Fuel cell stack are understood.
  • the anode chamber 3 of the fuel cell 2 is supplied with hydrogen via a feed line 5 as fuel.
  • This hydrogen can come in particular from a compressed gas reservoir 6 and is, for example via a valve device 7 as a device for relaxing the hydrogen from the nominal pressure in the compressed gas reservoir 6 to the operating pressure for the anode chamber 3 of Fuel cell 2 relaxes.
  • Unused hydrogen and / or residual gases from the anode chamber 3 reach in the embodiment shown here via a
  • the structure could be provided with an anode circuit for returning these exhaust gases. This is not relevant for the present invention and is familiar to the person skilled in the art, so that will not be discussed in detail.
  • the cathode compartment 4 of the fuel cell 2 is supplied with air via an air supply line 9.
  • the supply air via an air conveyor 10, in this example, a flow compressor, compressed.
  • the compressed supply air passes through a charge air cooler 11 and a gas / gas humidifier 12 to the cathode compartment 4 of the fuel cell 2.
  • the exhaust air in turn passes through the humidifier 12, in which it emits moisture to the drier supply air, and via the intercooler, in the It cools the much hotter supply air, to a turbine 13, in which the exhaust air is correspondingly relaxed before it enters the environment.
  • the turbine 13 and the air conveyor 10 are arranged together with an electric machine 14 on a common shaft 15.
  • This structure is also referred to as an electric turbocharger or ETC. This structure is so far known from the prior art, so that the structure of the fuel cell system 1 need not be discussed further.
  • thermoelectric generator 16 is provided.
  • This thermoelectric generator 16 is on its one side in thermal contact with the hot supply air to the air conveyor 10.
  • On its other (cold) side of the thermoelectric generator 16 communicates with any other gas stream in the fuel cell system 1, which is correspondingly cooler than the hot compressed supply air to the air conveyor 10 is.
  • In the illustration of Figure 1 are over dashed lines some conceivable connections of the thermal contacts of the colder side of the thermoelectric generator
  • thermoelectric generator 16 located. This may be the supply air in the flow direction in front of the air conveyor 10, for example, according to the compound designated 17. Equally well, it would be conceivable to use the supply air in the flow direction after the intercooler 1 1 according to the designated 18 line. It does not matter if this happens before or after the humidifier 12, if it exists at all. Just as well could, as indicated by the line 19, a connection between the thermoelectric generator 16 and the exhaust air in the flow direction after
  • Fuel cell 2 may be provided. This can be done, for example, as indicated by the line 19 in the area between the fuel cell 2 and the humidifier. This essentially does not matter because the temperature between the fuel cell 2 and the turbine 13 is substantially the same. Another possibility, which is indicated by the line designated by 20, provides the thermal connection between the thermoelectric generator 16 and its cold side and the exhaust air in
  • Air conveyor 10 is, so according to the embodiments described in the context of Figure 1, a further, second air flow can be used.
  • This second air stream either a supply air stream or an exhaust air stream, is in practice the same gas stream as the gas stream compressed by the air conveyor 10, but at a different location in the flow direction of the fuel cell system 1, at which other thermal, and optionally pressure, conditions subject.
  • the embodiment of the fuel cell system 1 is shown in FIG.
  • the warm side of the thermoelectric generator 16 is in turn connected to the compressed hot supply air after the air conveyor 10 in connection.
  • a charge air cooler 1 1 and / or a humidifier 12 may be provided, wherein in the illustration of Figure 2, only one of these components is indicated by way of example.
  • thermoelectric generator 16 is in the embodiment of Figure 2 with the hydrogen flow in the supply line 5 in connection.
  • the thermal contact takes place in particular in the flow direction after the device 7 for releasing the hydrogen, since there is a comparatively low temperature of the hydrogen and thus a very high temperature difference between the cold relaxed
  • Fuel cell system 1 sustained high temperature difference on the
  • thermoelectric generator 16 ensures safe and reliable operation with high yield of electrical power.
  • Detect fuel cell system 1 This is analogous to the representation in FIG. 2 constructed and understood accordingly.
  • the fuel cell system 1 is arranged in a vehicle 30 indicated in principle, which is driven with electric power from the fuel cell system 1 in a conventional manner.
  • the intercooler 11 can be seen.
  • the exhaust air from the cathode compartment 4 of the fuel cell 2 has cooled the supply air to just this cathode compartment, is the
  • Intercooler 11 here part of a known per se and therefore not shown in its entirety cooling circuit 31 in the vehicle 30.
  • This known cooling circuit 31 is next to the charge air cooler 11 and the fuel cell 2, the
  • Fuel cell system 1 and the vehicle 30 would effectively counter.

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

Abstract

L'invention concerne un système de pile à combustible (1) comprenant une pile à combustible (2), qui comporte un compartiment anodique (3) et un compartiment cathodique (4), un dispositif de transport d'air (10) qui amène de l'air, en tant que source d'oxygène, au compartiment cathodique (4) par le biais d'un conduit d'amenée d'air (9), et un générateur thermoélectrique (16) qui est en contact thermique avec l'air amené comprimé en aval du dispositif de transport d'air (10) dans le sens d'écoulement. L'invention est caractérisée en ce que le générateur thermoélectrique (16) est également en contact thermique avec un second flux de gaz qui est plus froid que l'air amené comprimé.
PCT/EP2014/002229 2013-09-10 2014-08-13 Système de pile à combustible Ceased WO2015036082A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013014953.3 2013-09-10
DE102013014953.3A DE102013014953A1 (de) 2013-09-10 2013-09-10 Brennstoffzellensystem

Publications (1)

Publication Number Publication Date
WO2015036082A1 true WO2015036082A1 (fr) 2015-03-19

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WO (1) WO2015036082A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
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US11777113B2 (en) 2021-10-15 2023-10-03 Toyota Motor Engineering & Manufacturing North America, Inc. Waste heat reclamation in a power generation system and method of operating a power generation system

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* Cited by examiner, † Cited by third party
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JP7393745B2 (ja) * 2022-03-22 2023-12-07 いすゞ自動車株式会社 燃料電池車のエネルギー回収システム

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WO2011031376A1 (fr) * 2009-08-28 2011-03-17 The Boeing Company Systèmes de refroidissement à double usage
WO2013035607A1 (fr) * 2011-09-07 2013-03-14 Honda Motor Co., Ltd. Système de pile à combustible
WO2013058136A1 (fr) * 2011-10-19 2013-04-25 Honda Motor Co., Ltd. Module de pile à combustible

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Publication number Priority date Publication date Assignee Title
JP2006024418A (ja) 2004-07-07 2006-01-26 Nissan Motor Co Ltd 燃料電池システム
KR101154586B1 (ko) 2010-06-29 2012-06-08 기아자동차주식회사 연료 전지 차량의 가습 장치

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011031376A1 (fr) * 2009-08-28 2011-03-17 The Boeing Company Systèmes de refroidissement à double usage
WO2013035607A1 (fr) * 2011-09-07 2013-03-14 Honda Motor Co., Ltd. Système de pile à combustible
WO2013058136A1 (fr) * 2011-10-19 2013-04-25 Honda Motor Co., Ltd. Module de pile à combustible

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11777113B2 (en) 2021-10-15 2023-10-03 Toyota Motor Engineering & Manufacturing North America, Inc. Waste heat reclamation in a power generation system and method of operating a power generation system

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