A locomotive hydrogen fuel cell exhaust water recovery system

Abstract

The utility model discloses a locomotive hydrogen fuel cell tail drainage recovery system, include: main water storage tank is used for the tail drainage of coming from hydrogen fuel cell and is received, first auxiliary water storage tank, one end is connected with main water storage tank, and the other end is equipped with first water supply end, water purifier is located between first auxiliary water storage tank and first water supply end, and first drainage end and second drainage end are connected with main water storage tank respectively, and be equipped with atomizer between second drainage end and main water storage tank. Because of using above technical scheme, compared with prior art, the utility model discloses when hydrogen fuel cell rail vehicle needs to drain in operation, can be discharged through the second drainage end that is equipped with atomizer, thereby avoiding track icing and vehicle bottom equipment being corroded. Secondly, can provide hot drinking water and cold drinking water and non - potable water for the passenger in the car. Thirdly, can according to liquid level sensor detection water level in water storage tank, thereby carrying out automatic drainage and water replenishment.

Description

Technical Field

[0001] This utility model relates to the field of hydrogen fuel cell rail vehicle technology, specifically to a locomotive hydrogen fuel cell tailwater recycling system. Background Technology

[0002] Hydrogen fuel cells, as a highly efficient and zero-pollution new energy storage technology, have begun commercial applications in the rail transit sector. During operation, hydrogen fuel cells on locomotives generate a large amount of wastewater. If this wastewater is discharged directly onto the tracks, it can corrode the rails or equipment under the vehicles, and in winter, it can freeze. Over time, this accumulation could pose a safety hazard to the operation of rail vehicles.

[0003] Chinese invention patent CN108172875A discloses an exhaust gas drainage recovery and utilization system and a fuel cell vehicle including this system. The system has a first water tank with a drainage pipe and a drinking water outlet pipe at its bottom. The end of the drinking water outlet pipe is introduced into the fuel cell vehicle to recover and utilize the exhaust gas from the hydrogen fuel cell. The drainage pipe is used to discharge excess exhaust gas from the first water tank, requiring the vehicle owner to find a suitable nearby drainage location. However, this design is only suitable for vehicles like cars with small exhaust gas volumes that can be drained at any time. Hydrogen fuel cell rail vehicles, on the other hand, have large exhaust gas volumes and can only drain gas centrally when stopped at stations. If the water tank is full of exhaust gas during travel, it must be discharged onto the tracks, potentially causing corrosion to the rails or equipment under the vehicle, or leading to track icing in winter and creating safety hazards. Therefore, the aforementioned exhaust gas drainage recovery and utilization system is not suitable for hydrogen fuel cell rail vehicles. Summary of the Invention

[0004] This invention provides a locomotive hydrogen fuel cell tail gas drainage recovery system to solve the technical problem that existing tail gas drainage recovery and utilization systems are not suitable for hydrogen fuel cell rail vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] A locomotive hydrogen fuel cell tailwater recovery system includes:

[0007] The main water tank is used to receive the tailwater from the hydrogen fuel cell;

[0008] The first auxiliary water storage tank is connected to the main water storage tank at one end and has a first water supply end at the other end;

[0009] A water purifier is installed between the first auxiliary water storage tank and the first water supply end; and

[0010] The first and second drain ends are respectively connected to the main water storage tank;

[0011] An atomizer is installed between the second drainage end and the main water tank.

[0012] Therefore, when hydrogen fuel cell rail vehicles need to drain water during operation, it can be discharged through the second drainage end equipped with an atomizer, thereby avoiding track icing and corrosion of the equipment at the bottom of the vehicle.

[0013] In some embodiments, the first water supply terminal includes a first cold water supply terminal and a first hot water supply terminal; a cooler is provided between the first cold water supply terminal and the water purifier, and a heater is provided between the first hot water supply terminal and the water purifier. Thus, hot and cold drinking water can be provided to passengers inside the vehicle.

[0014] In some embodiments, a second auxiliary water tank is also included; one end of the second auxiliary water tank is connected to the main water tank, and the other end is provided with a second water supply terminal. The second auxiliary water tank is used to provide non-potable water, such as water for washing and toileting, for passengers in the vehicle.

[0015] In some embodiments, the second water supply terminal includes a second cold water supply terminal and a second hot water supply terminal; a radiator is provided between the second cold water supply terminal and the second auxiliary water tank. Because the exhaust water from the fuel cell is at a high temperature, it needs to be cooled by the radiator before being supplied to passengers for washing. However, the water used in the toilet does not directly contact human skin, so cooling is not required.

[0016] In some embodiments, the main water tank, the first auxiliary water tank, and the second auxiliary water tank are all equipped with vent valves. Therefore, when the pressure exceeds a set value, the vent valves automatically open to release the pressure and ensure stable pressure inside the water tanks.

[0017] In some embodiments, the main water tank, the first auxiliary water tank, and the second auxiliary water tank are each equipped with a liquid level sensor; the first drain end, the second drain end, the first auxiliary water tank, the second auxiliary water tank, and the main water tank are each equipped with a solenoid valve; each liquid level sensor and solenoid valve is communicatively connected to the controller.

[0018] Therefore, when the level sensor detects that the water level in the main water tank is too high, the controller can open the solenoid valve at the first or second drain end to drain the water. Specifically, when the vehicle is at the platform, the exhaust water is discharged directly through the first drain end; when the vehicle is in motion, the exhaust water is atomized and discharged through the second drain end. When the level sensor detects that the water level in the first or second auxiliary water tank is too low, the controller can open the corresponding solenoid valve to replenish water from the main water tank.

[0019] In some embodiments, a water pump is provided between the first auxiliary water tank, the second auxiliary water tank, and the main water tank, and the water pump is communicatively connected to the controller. Therefore, when the first auxiliary water tank or the second auxiliary water tank needs to be replenished from the main water tank, the controller controls the corresponding solenoid valve to open and simultaneously starts the corresponding water pump, thereby improving the water replenishment efficiency.

[0020] This utility model has at least the following technical effects or advantages:

[0021] 1. When hydrogen fuel cell rail vehicles need to drain water during operation, the water can be discharged through the second drainage end equipped with an atomizer, thereby avoiding track icing and corrosion of the equipment at the bottom of the vehicle.

[0022] 2. It can provide hot and cold drinking water, as well as non-drinking water, for passengers inside the vehicle.

[0023] 3. It can automatically drain and replenish water by detecting the water level in the storage tank using a liquid level sensor. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of a locomotive hydrogen fuel cell tailwater recovery system in one embodiment of the present invention. Detailed Implementation

[0025] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0026] See Figure 1 A locomotive hydrogen fuel cell tailwater recovery system includes:

[0027] Main water tank 1 is used to receive tailwater from the hydrogen fuel cell;

[0028] The first auxiliary water storage tank 2 is connected to the main water storage tank 1 at one end and has a first water supply end at the other end;

[0029] The second auxiliary water storage tank 3 is connected to the main water storage tank 1 at one end and has a second water supply end at the other end;

[0030] Water purifier 203 is located between the first auxiliary water storage tank 2 and the first water supply end; and

[0031] The first drain end 101 and the second drain end 102 are respectively connected to the main water storage tank 1;

[0032] An atomizer 103 is provided between the second drain end 102 and the main water storage tank 1.

[0033] Valves are installed at each water supply and drainage end.

[0034] Preferably, the main water tank 1 is equipped with a water inlet, which can be used to replenish water before the locomotive leaves the station.

[0035] Preferably, the first water supply end includes a first cold water supply end 201 and a first hot water supply end 202. A cooler 204 is provided between the first cold water supply end 201 and the water purifier 203, and a heater 205 is provided between the first hot water supply end and the water purifier 203.

[0036] Preferably, the second water supply end includes a second cold water supply end 301 and a second hot water supply end 302. A radiator 303 is provided between the second cold water supply end 301 and the second auxiliary water storage tank 3.

[0037] Preferably, the main water tank 1, the first auxiliary water tank 2, and the second auxiliary water tank 3 are all equipped with a drain valve 4.

[0038] Preferably, a liquid level sensor 5 is installed in the main water tank 1, the first auxiliary water tank 2, and the second auxiliary water tank 3. A solenoid valve 6 is installed between the first drain end, the second drain end, the first auxiliary water tank 2, the second auxiliary water tank 3, and the main water tank 1. Each liquid level sensor 5 and solenoid valve 6 is communicatively connected to the controller.

[0039] Preferably, a water pump 7 is provided between the first auxiliary water tank 2, the second auxiliary water tank 3 and the main water tank 1, and the water pump 7 is communicatively connected to the controller.

[0040] During operation, when the level sensor 5 detects that the water level in the main water tank 1 is too high, the controller opens the solenoid valve 6 at either the first drain end 101 or the second drain end 102 to drain water. Specifically, when the vehicle is at the platform, the tailwater is discharged directly through the first drain end 101; when the vehicle is in operation, the tailwater is atomized by the atomizer 103 through the second drain end 102 before being discharged. When the level sensor 5 detects that the water level in either the first auxiliary water tank 2 or the second auxiliary water tank 3 is too low, the controller opens the corresponding solenoid valve 6 and the water pump 7 to replenish water from the main water tank 1.

[0041] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be interpreted as reflecting an intention that the claimed invention requires more features than expressly recited in each claim. Rather, as reflected in the claims, the inventive aspect lies in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0042] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of this invention and form different embodiments.

[0043] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.

[0044] Although the present invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the present invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and edibility purposes, and not for interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. Regarding the scope of the invention, the disclosure made is illustrative and not restrictive, and the scope of the invention is defined by the appended claims.

[0045] Finally, it should be noted that this utility model does not explain in detail the common knowledge recognized by those skilled in the art. The above description is only a specific embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A locomotive hydrogen fuel cell tailwater recovery system, characterized in that, include: The main water tank is used to receive the tailwater from the hydrogen fuel cell; The first auxiliary water storage tank is connected to the main water storage tank at one end and has a first water supply end at the other end; A water purifier is installed between the first auxiliary water storage tank and the first water supply end; as well as The first and second drain ends are respectively connected to the main water storage tank; An atomizer is installed between the second drainage end and the main water tank.

2. The locomotive hydrogen fuel cell tailwater recovery system according to claim 1, characterized in that: The first water supply end includes a first cold water supply end and a first hot water supply end; a cooler is provided between the first cold water supply end and the water purifier, and a heater is provided between the first hot water supply end and the water purifier.

3. The locomotive hydrogen fuel cell tailwater recovery system according to claim 1 or 2, characterized in that: It also includes a second auxiliary water tank; one end of the second auxiliary water tank is connected to the main water tank, and the other end is equipped with a second water supply end.

4. The locomotive hydrogen fuel cell tailwater recovery system according to claim 3, characterized in that: The second water supply end includes a second cold water supply end and a second hot water supply end; a radiator is provided between the second cold water supply end and the second auxiliary water storage tank.

5. The locomotive hydrogen fuel cell tailwater recovery system according to claim 3, characterized in that: The main water tank, the first auxiliary water tank, and the second auxiliary water tank are all equipped with vent valves.

6. The locomotive hydrogen fuel cell tailwater recovery system according to claim 3, characterized in that: The main water tank, the first auxiliary water tank, and the second auxiliary water tank are each equipped with a liquid level sensor; the first drain end, the second drain end, the first auxiliary water tank, the second auxiliary water tank, and the main water tank are each equipped with a solenoid valve; each liquid level sensor and solenoid valve is communicatively connected to the controller.

7. The locomotive hydrogen fuel cell tailwater recovery system according to claim 6, characterized in that: Water pumps are installed between the first auxiliary water tank, the second auxiliary water tank, and the main water tank, and the water pumps are communicatively connected to the controller.

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