Fuel cell engine hydrogen circulation system convenient for association control
By replacing independent solenoid valves with associated gas control valves and selection valves in the hydrogen circulation system of fuel cell engines, the problems of low control accuracy and hydrogen reflow and reuse efficiency are solved, achieving more efficient control and reducing cost and difficulty.
Patent Information
- Application Number
- CN202323666352.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2023-12-29
- Publication Date
- 2024-12-17
- Estimated Expiration
- 2033-12-29
AI Technical Summary
In the hydrogen circulation system of traditional fuel cell engines, there is a lack of correlation control between solenoid valves that independently control drainage and exhaust, resulting in low control accuracy and hydrogen reflow reuse efficiency, increasing component cost and calibration difficulty.
Two interrelated air control valves and a selection valve are used to replace the original solenoid valve and liquid level sensor, and a pressure sensor is added to form an associated control to improve the control accuracy and reuse efficiency of drainage, exhaust and hydrogen return. Reduce component cost and control difficulty.
It achieves higher control accuracy and hydrogen reflux and reuse efficiency, reduces component cost and control difficulty, and improves the overall performance of the system.
Smart Images
Figure CN222190811U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a local structure of a fuel cell engine, in particular to a hydrogen circulation system of a fuel cell engine which is convenient for associated control. Background Art
[0002] A fuel cell is a device that generates water through an electrochemical reaction between hydrogen and oxygen while outputting electrical energy. A fuel cell engine is an engine based on fuel cells. It has the advantages of high power generation efficiency, low environmental pollution, high specific energy, and low noise. It has received widespread attention in the field of new energy, especially in commercial vehicles, and has good application prospects.
[0003] The fuel cell engine hydrogen circulation system is a system for hydrogen circulation in the fuel cell engine, such as Figure 1 As shown, in a conventional fuel cell engine hydrogen circulation system, the outlet of the hydrogen cylinder 1 is connected to the pressure reducing valve 2, the safety valve 3, the plate heat exchanger 4, and the first proportional valve 5 in sequence, and then connected to the inlet of the second proportional valve 7 and the inlet of the third proportional valve 10 respectively, the outlet of the third proportional valve 10 is connected to the inlet of the ejector 8, the outlet of the second proportional valve 7 and the outlet of the ejector 8 are connected to the hydrogen inlet of the stack 16 respectively, the outlet of the stack 16 is connected to the inlet of the water distributor 11, the outlet of the water distributor 11 is connected to the inlet of the first solenoid valve 12, the inlet of the second solenoid valve 13, and the outlet of the water distributor 11 is connected to the inlet of the second solenoid valve 14 respectively. The inlet of the magnetic valve 9 is connected to the reflux port of the ejector 8, the outlet of the first solenoid valve 12 and the outlet of the second solenoid valve 9 are connected to the primary muffler 14 and the secondary muffler 15 respectively, the inlet end of the second proportional valve 7 is equipped with a first pressure sensor 6.1, the outlet of the second proportional valve 7 is equipped with a second pressure sensor 6.2 between the outlet of the second proportional valve 7 and the hydrogen inlet of the fuel cell 16, the inlet end of the ejector 8 is equipped with a third pressure sensor 6.3, the reflux port end of the ejector 8 is equipped with a fourth pressure sensor 6.4, and the water separator 11 is equipped with a liquid level sensor 13. The above electrical components that need to output signals and input control signals are respectively connected to the controller (not shown in the figure), which is a conventional structure.
[0004] The basic working principle of the above-mentioned traditional fuel cell engine hydrogen circulation system is: Figure 2 As shown, the second solenoid valve 9 is used for exhaust. When the engine is started for the first time, it is opened to discharge impure hydrogen in the fuel cell stack 16. During normal operation of the engine, it is opened at a certain frequency to discharge nitrogen that penetrates from the air. The first solenoid valve 12 is used for drainage. When there is a lot of water in the water separator 11, the first solenoid valve 12 is opened to discharge excess water to ensure normal humidity in the fuel cell stack 16. The liquid level sensor 13 is installed inside the water separator 11 to measure the liquid level height inside the water separator 11. When the liquid level height exceeds the limit value, the first solenoid valve 12 is opened to drain water to prevent the fuel cell stack 16 from being flooded.
[0005] The defects of the above-mentioned traditional fuel cell engine hydrogen circulation system are: the first solenoid valve 12 and the second solenoid valve 9 are used to independently control the drainage and the exhaust, and there is no associated control between the two, which is not ideal in terms of control accuracy and hydrogen reflux reuse, and may cause hydrogen waste; in addition, two solenoid valves and a liquid level sensor 13 are required, and the first solenoid valve 12 and the liquid level sensor 13 need to be linked and controlled, which will increase the controller port, increase the calibration difficulty, and increase the component cost. Utility Model Content
[0006] The purpose of the utility model is to provide a fuel cell engine hydrogen circulation system which is convenient for associated control in order to solve the above problems.
[0007] The utility model achieves the above-mentioned purpose through the following technical solutions:
[0008] A hydrogen circulation system for a fuel cell engine that is convenient for associated control comprises a hydrogen cylinder, an ejector, a stack, a water separator and a first solenoid valve, wherein the outlet of the hydrogen cylinder is connected to the inlet of the ejector, and the outlet of the ejector is connected to the hydrogen inlet of the stack. The hydrogen circulation system for a fuel cell engine that is convenient for associated control also comprises a first gas-controlled valve, a second gas-controlled valve and a selection valve, wherein the outlet of the hydrogen cylinder is simultaneously connected to the inlet of the second gas-controlled valve, the outlet of the stack is connected to the inlet of the first gas-controlled valve, the first outlet of the first gas-controlled valve and the outlet of the second gas-controlled valve are respectively connected to the inlet of the water separator, the second outlet of the first gas-controlled valve is connected to the first inlet of the selection valve, the outlet of the water separator is respectively connected to the inlet of the first solenoid valve and the second inlet of the selection valve, the outlet of the selection valve is connected to the reflux port of the ejector, the first control port of the first gas-controlled valve is connected to its first outlet, the second control port of the first gas-controlled valve is respectively connected to its inlet and the first control port of the second gas-controlled valve, and the second control port of the second gas-controlled valve is connected to its outlet.
[0009] Preferably, in order to realize more adjustment functions and control functions, the outlet of the hydrogen cylinder is connected to the inlets of the pressure reducing valve, the safety valve, the plate heat exchanger and the first proportional valve in sequence; the outlet of the first proportional valve is respectively connected to the inlet of the second proportional valve and the inlet of the third proportional valve; the outlet of the third proportional valve is connected to the inlet of the ejector; the outlet of the second proportional valve and the outlet of the ejector are respectively connected to the hydrogen inlet of the fuel cell stack; the outlet of the plate heat exchanger is connected to the throttle and then to the inlet of the second gas-controlled valve; a first pressure sensor is installed at the inlet end of the second proportional valve; a second pressure sensor is installed between the outlet of the second proportional valve and the hydrogen inlet of the fuel cell stack; a third pressure sensor is installed at the inlet end of the ejector; a fourth pressure sensor is installed at the reflux end of the ejector; and a fifth pressure sensor is installed at the outlet end of the second gas-controlled valve.
[0010] Preferably, in order to reduce noise, the outlet of the first solenoid valve is connected to a primary silencer and a secondary silencer.
[0011] Note: The electrical components that need to output signals and input control signals are respectively connected to the controller accordingly. This is a conventional structure and will not be described in detail here.
[0012] The beneficial effects of the utility model are:
[0013] The utility model adopts two interrelated air control valves and a selection valve to replace an original solenoid valve and a liquid level sensor and adds a pressure sensor. On the one hand, the drainage, exhaust and hydrogen reflux functions are linked and controlled, which can improve the control accuracy and hydrogen reflux reuse efficiency, and on the other hand, reduce component costs and control difficulty. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 It is a schematic diagram of the structure of the hydrogen circulation system of a conventional fuel cell engine;
[0015] Figure 2 This is a schematic diagram of the drainage and exhaust paths of the hydrogen circulation system of a conventional fuel cell engine;
[0016] Figure 3 It is a structural schematic diagram of the hydrogen circulation system of the fuel cell engine which is convenient for associated control according to the utility model;
[0017] Figure 4 It is a schematic diagram of the hydrogen path when the hydrogen circulation system of the fuel cell engine that is easy to control in association with the utility model works normally;
[0018] Figure 5 It is a schematic diagram of the path of draining and exhausting water of the hydrogen circulation system of the fuel cell engine which is convenient for associated control according to the utility model. DETAILED DESCRIPTION
[0019] The utility model is further described below in conjunction with the accompanying drawings:
[0020] like Figure 3 As shown, the hydrogen circulation system of the fuel cell engine that is convenient for associated control of the utility model comprises a hydrogen cylinder 1, an ejector 8, a fuel cell stack 16, a water separator 11, a first solenoid valve 12, a first gas-controlled valve 9.1, a second gas-controlled valve 9.2 and a selection valve 17, the outlet of the hydrogen cylinder 1 is connected to the inlet of the ejector 8, the outlet of the ejector 8 is connected to the hydrogen inlet of the fuel cell stack 16, the outlet of the hydrogen cylinder 1 is connected to the inlet of the second gas-controlled valve 9.2, the outlet of the fuel cell stack 16 is connected to the inlet of the first gas-controlled valve 9.1, the first outlet of the first gas-controlled valve 9.1 and the second gas-controlled valve 9.2 are connected. The outlets of the air control valves 9.2 are respectively connected to the inlets of the water divider 11, the second outlet of the first air control valve 9.1 is connected to the first inlet of the selection valve 17, the outlet of the water divider 11 is respectively connected to the inlet of the first solenoid valve 12 and the second inlet of the selection valve 17, the outlet of the selection valve 17 is connected to the reflux port of the ejector 8, the first control port of the first air control valve 9.1 is connected to its first outlet, the second control port of the first air control valve 9.1 is respectively connected to its inlet and the first control port of the second air control valve 9.2, and the second control port of the second air control valve 9.2 is connected to its outlet.
[0021] As a preferred method, in order to realize more regulating and controlling functions, the outlet of the hydrogen cylinder 1 is connected to the inlet of the pressure reducing valve 2, the safety valve 3, the plate heat exchanger 4 and the first proportional valve 5 in sequence, the outlet of the first proportional valve 5 is connected to the inlet of the second proportional valve 7 and the inlet of the third proportional valve 10 respectively, the outlet of the third proportional valve 10 is connected to the inlet of the ejector 8, the outlet of the second proportional valve 7 and the outlet of the ejector 8 are connected to the hydrogen inlet of the battery stack 16 respectively, the outlet of the plate heat exchanger 4 is connected to the throttle 18 and then to the second gas control valve 9. 2, a first pressure sensor 6.1 is installed at the inlet end of the second proportional valve 7, a second pressure sensor 6.2 is installed between the outlet of the second proportional valve 7 and the hydrogen inlet of the fuel cell stack 16, a third pressure sensor 6.3 is installed at the inlet end of the ejector 8, a fourth pressure sensor 6.4 is installed at the reflux end of the ejector 8, and a fifth pressure sensor 6.5 is installed at the outlet end of the second gas-controlled valve 9.2; in order to reduce noise, the outlet of the first solenoid valve 12 is connected to the primary silencer 14 and the secondary silencer 15.
[0022] The working principle of the fuel cell engine hydrogen circulation system that is easy to control in association with the utility model is as follows:
[0023] like Figure 4As shown, when the engine is working normally, hydrogen flows into the first proportional valve 5 through the pressure reducing valve 2. When the engine is working under a large load, hydrogen enters the fuel cell stack 16 through the third proportional valve 10 and the ejector 8. The second proportional valve 7 is mainly used to replenish hydrogen for the fuel cell stack 16. The hydrogen reacts in the fuel cell stack 16, and the unreacted hydrogen flows out through the outlet of the fuel cell stack 16. When the first solenoid valve 12 is not opened, the hydrogen flows out through the first outlet of the first gas-controlled valve 9.1 and enters the water separator 11. After flowing out of the water separator 11, it flows into the ejector 8 through the selection valve 17 to complete the reflux. When the first solenoid valve 12 is opened, the pressure in the water separator 11 decreases, the outlet pressure of the first gas-controlled valve 9.1 decreases, the air pressure decreases, and the first gas-controlled valve 9.1 switches from opening the first outlet to opening the second outlet. The hydrogen at the outlet of the fuel cell stack 16 flows back to the ejector 8 from the second outlet of the first gas-controlled valve 9.1 through the first inlet of the selector valve 17; when the first solenoid valve 12 is opened, the control pressure of the second gas-controlled valve 9.2 is reduced, the second gas-controlled valve 9.2 is opened, and the high-pressure hydrogen at the front end of the first proportional valve 5 enters the water separator 11 through the throttle 18 and the second gas-controlled valve 9.2 to increase the pressure inside the water separator 11. When the first solenoid valve 12 is closed, the pressure in the water separator 11 continues to increase. When the pressure is equal to the outlet pressure of the fuel cell stack 16, the second gas-controlled valve 9.2 is closed, and the high-pressure hydrogen at the front end of the first proportional valve 5 no longer enters, and the exhaust is completed. At the same time, the pressure at the first outlet of the first gas-controlled valve 9.1 increases, the first outlet of the first gas-controlled valve 9.1 opens, and the hydrogen at the outlet of the fuel cell stack 16 flows back to the ejector 8 through the water separator 11 and the selection valve 17.
[0024] like Figure 4 As shown, the hydrogen reflux path is somewhat different from the conventional hydrogen reflux cycle. The pressure at the second control port of the first gas-controlled valve 9.1 is the outlet pressure of the fuel cell stack 16, and the pressure at the first control port of the first gas-controlled valve 9.1 is the pressure in the water separator 11. The two pressures are almost equal. The spring inside the first gas-controlled valve 9.1 only keeps the return position. The hydrogen at the outlet of the fuel cell stack 16 enters the water separator 11 through the first outlet of the first gas-controlled valve 9.1, and enters the ejector 8 through the selection valve 17 to complete the reflux.
[0025] like Figure 5As shown, the exhaust and drainage process of the engine is as follows: when the first solenoid valve 12 is opened, the hydrogen pressure inside the water separator 11 is reduced, the first outlet pressure of the first gas control valve 9.1 is reduced, and the hydrogen flows back to the ejector 8 through the second outlet of the first gas control valve 9.1 and the selection valve 17; at the same time, the second gas control valve 9.2 is opened, and the high-pressure hydrogen enters the second gas control valve 9.2 through the throttle 18. Since the aperture of the throttle 18 is small, the pressure in the water separator 11 increases slowly. When the first solenoid valve 12 is closed, the pressure in the water separator 11 increases rapidly. When the outlet pressure of the fuel cell stack 16 is reached, the first gas control valve 9.1 and the second gas control valve 9.2 return to their original positions, and the hydrogen flows back to the ejector 8 through the water separator 11 and the selection valve 17 for normal circulation. When the engine needs to drain water, the first solenoid valve 12 is opened. When the fifth pressure sensor 6.5 at the front end of the first solenoid valve 12 detects that the pressure does not drop and then drops, it means that water is discharged from the water separator 11; when the fifth pressure sensor 6.5 detects that the pressure drops directly, it means that there is no water in the water separator 11, and the mixed gas is directly discharged. The normal working process of the engine is to open and close the first solenoid valve 12 at a certain frequency. When exhaust is required, it is detected that the pressure does not drop, which means that the water is discharged at this time. The control needs to compensate according to the feedback information of the fifth pressure sensor 6.5. The period from the opening of the first solenoid valve 12 to the pressure not dropping generally needs to be deliberately controlled to drain or exhaust, which can be performed according to the above method.
[0026] Note: The hydrogen cylinder 1, pressure reducing valve 2, safety valve 3, plate heat exchanger 4, first proportional valve 5, first pressure sensor 6.1, second pressure sensor 6.2, third pressure sensor 6.3, fourth pressure sensor 6.4, second proportional valve 7, ejector 8, third proportional valve 10, water separator 11, first solenoid valve 12, first-stage silencer 14, second-stage silencer 15, and battery stack 16 in the above specific implementation manner correspond one to one with the hydrogen cylinder 1, pressure reducing valve 2, safety valve 3, plate heat exchanger 4, first proportional valve 5, first pressure sensor 6.1, second pressure sensor 6.2, third pressure sensor 6.3, fourth pressure sensor 6.4, second proportional valve 7, ejector 8, third proportional valve 10, water separator 11, first solenoid valve 12, first-stage silencer 14, second-stage silencer 15, and battery stack 16 in the background technology content and no technical improvement has been made, so the same component names and marking numbers are used.
[0027] The above embodiments are only preferred embodiments of the present utility model and are not limitations on the technical solutions of the present utility model. Any technical solution that can be implemented on the basis of the above embodiments without creative work should be deemed to fall within the scope of protection of the patent of the present utility model.
Claims
1. A hydrogen circulation system for a fuel cell engine that is convenient for associated control, comprising a hydrogen cylinder, an ejector, a fuel cell stack, a water separator and a first solenoid valve, wherein the outlet of the hydrogen cylinder is connected to the inlet of the ejector, and the outlet of the ejector is connected to the hydrogen inlet of the fuel cell stack, Features: The hydrogen circulation system of the fuel cell engine that is easy to control in association also includes a first gas-controlled valve, a second gas-controlled valve and a selection valve. The outlet of the hydrogen cylinder is simultaneously connected to the inlet of the second gas-controlled valve, the outlet of the fuel cell stack is connected to the inlet of the first gas-controlled valve, the first outlet of the first gas-controlled valve and the outlet of the second gas-controlled valve are respectively connected to the inlet of the water separator, the second outlet of the first gas-controlled valve is connected to the first inlet of the selection valve, the outlet of the water separator is respectively connected to the inlet of the first solenoid valve and the second inlet of the selection valve, the outlet of the selection valve is connected to the reflux port of the ejector, the first control port of the first gas-controlled valve is connected to its first outlet, the second control port of the first gas-controlled valve is respectively connected to its inlet and the first control port of the second gas-controlled valve, and the second control port of the second gas-controlled valve is connected to its outlet.
2. The hydrogen circulation system for a fuel cell engine that facilitates associated control according to claim 1, Features: The outlet of the hydrogen cylinder is connected to the inlet of the pressure reducing valve, the safety valve, the plate heat exchanger and the first proportional valve in sequence; the outlet of the first proportional valve is connected to the inlet of the second proportional valve and the inlet of the third proportional valve respectively; the outlet of the third proportional valve is connected to the inlet of the ejector; the outlet of the second proportional valve and the outlet of the ejector are connected to the hydrogen inlet of the fuel cell stack respectively; the outlet of the plate heat exchanger is connected to the throttle and then to the inlet of the second gas-controlled valve; a first pressure sensor is installed at the inlet end of the second proportional valve; a second pressure sensor is installed between the outlet of the second proportional valve and the hydrogen inlet of the fuel cell stack; a third pressure sensor is installed at the inlet end of the ejector; a fourth pressure sensor is installed at the reflux end of the ejector; and a fifth pressure sensor is installed at the outlet end of the second gas-controlled valve.
3. The hydrogen circulation system for a fuel cell engine that facilitates associated control according to claim 1 or 2, Features: The outlet of the first solenoid valve is connected to the primary muffler and the secondary muffler.