Fuel cell device for a motor vehicle and motor vehicle

Abstract

The invention relates to a fuel cell device (12) for a motor vehicle (10), comprising a housing (14) in which a fuel cell stack (16) of the fuel cell device (12) is arranged, and a compressor device comprising an inverter (20) and a compressor (22), wherein the inverter (20) is arranged in the housing (14). The invention further relates to a motor vehicle (10).

Description

[0001] The following invention relates to a fuel cell device for a motor vehicle, comprising a housing in which a fuel cell stack of the fuel cell device is arranged, and a compressor unit comprising an inverter and a compressor. The invention further relates to a corresponding motor vehicle.

[0002] According to the current state of the art, the compressor's inverter is rigidly connected to the compressor itself. The inverter is externally powered by a DC / DC converter, converts this to AC, and supplies the compressor via internal busbars or wiring.

[0003] Alternatively, the compressor and its associated inverter are separate components connected by a cable. This allows both components to be located independently. As with the rigid connection, the inverter is supplied with direct current by the DC-DC converter and supplies alternating current to the compressor via an external cable.

[0004] Generally, individual components of the fuel cell device are now screwed or connected together in their own housings, especially as individual components.

[0005] DE 10 2018 124 659 B4 relates to a fuel cell system comprising: a fuel cell stack arranged in a housing; a compressor with a compressor outlet in fluid communication with the fuel cell stack and a compressor inlet in fluid communication with an inlet air filter, wherein the compressor is designed to draw an ambient air flow through the inlet filter towards the fuel cell stack; an inlet passage connecting the inlet air filter to an inlet of the compressor; a throttle body coupling the inlet passage to a ventilation line running from the housing to the outlet passage; and a hydrogen sensor arranged along the ventilation line near the throttle body, wherein the housing further defines a ventilation opening having a ventilation filter arranged near the ventilation opening.wherein the housing further defines a BOP housing and a fuel cell stack housing, wherein the ventilation line, the throttle body and the hydrogen sensor are in fluid communication with the BOP housing via a BOP ventilation line and are also in fluid communication with the fuel cell housing via a fuel cell ventilation line, wherein the BOP ventilation line and the fuel cell ventilation line merge into a line to form a second section of the ventilation line upstream of the throttle body and the hydrogen sensor, wherein the hydrogen sensor is connected to a fuel cell system controller which is operationally designed to provide driver alerts in the event that the exhaust ventilation stream contains a hydrogen level exceeding a predetermined threshold.

[0006] The object of the present invention is to create a fuel cell device and a motor vehicle by means of which the fuel cell device and the motor vehicle can be provided in a space-saving manner.

[0007] This problem is solved by a fuel cell device and a motor vehicle according to the independent claims. Advantageous embodiments are specified in the dependent claims.

[0008] One aspect of the invention relates to a fuel cell device for a motor vehicle, comprising a housing in which a fuel cell stack of the fuel cell device is arranged, and a compressor device comprising an inverter and a compressor.

[0009] The inverter is intended to be located inside the housing.

[0010] The invention thus proposes a structural separation of the inverter and the compressor. The inverter can be integrated into the housing of the fuel cell stack, eliminating the need for complex wiring to the inverter, such as a DC-DC converter for the fuel cell device. In other words, the inverter is designed and positioned separately from the compressor.

[0011] The available installation space in the front of a vehicle for the fuel cell system is particularly limited. A rigid connection has the disadvantage that the components cannot be located independently of each other, thus currently necessitating expensive, specialized solutions to ensure integration. Separate installation offers greater flexibility in integration. However, this variant has the disadvantage of requiring a larger overall volume due to the separate housings for the compressor and inverter, as well as the additional wiring required, which must be routed internally with a rigid connection. Furthermore, both components must be connected separately to a coolant circuit, increasing the complexity of the tubing. This problem is now solved according to the invention by separating the compressor and inverter unit accordingly.The inverter is not located as a separate component, but is integrated into the housing of the fuel cell device.

[0012] The above-mentioned measure and, for example, further component synergies such as screws, covers, cooling hoses, coolant volume or the like, are expected to result in a further reduction in the total mass of the fuel cell system or the fuel cell device.

[0013] According to an advantageous embodiment, the fuel cell device includes a DC-DC converter, which is arranged within the housing. In particular, the DC-DC converter can be configured to reduce the voltage of the fuel cell stack and, for example, supply it to the inverter unit. The inverter unit can then convert the DC voltage from the DC-DC converter into AC current and provide it to the compressor. By integrating the DC-DC converter within the fuel cell device or housing, the installation space required can be further reduced, as can the wiring to the DC-DC converter.

[0014] It is further advantageous if the inverter is arranged in a separate housing of the DC-DC converter. For example, the DC-DC converter can have a separate housing, which in turn is arranged within the housing of the fuel cell device. Thus, the inverter can be considered an integral part of the DC-DC converter, thereby providing a highly integrated approach. This results in a significant reduction in installation space.

[0015] It has also proven advantageous if the inverter is supplied with electrical energy via at least one busbar from the DC-DC converter. Busbars offer particular space advantages in this regard. This ensures a reliable supply of the appropriate DC voltage to the inverter from the DC-DC converter.

[0016] Another advantageous design involves connecting the inverter to the compressor via a cable. Specifically, at least a three-phase cable can be used to run to the compressor. This means only a single flexible cable needs to be run from the inverter to the compressor. This allows for highly flexible placement of the compressor within the vehicle, thus optimizing installation space.

[0017] In a further advantageous embodiment, the inverter is connected to a cooling system of the fuel cell device. In particular, the inverter generates heat during operation, which must be dissipated. The cooling system of the fuel cell device thus achieves a dual function, as parts of the fuel cell device and the inverter itself can be cooled with a single cooling unit. This eliminates the need for complex cooling systems. Furthermore, long hoses to the inverter device can be avoided, thereby saving weight and installation space.

[0018] In a further advantageous embodiment, the cooling device is designed to cool the DC-DC converter in addition to the DC-DC converter. The DC-DC converter also generates heat during operation. Therefore, the DC-DC converter requires a cooling device. In fact, the cooling device is fundamentally integrated with the DC-DC converter. The cooling device can now serve both its primary function of cooling the DC-DC converter and, additionally, the inverter. Thus, the cooling device performs a dual function, allowing for highly efficient use.

[0019] In a further advantageous embodiment, the compressor is arranged outside the housing. This allows for highly flexible placement of the compressor within the vehicle, for example, in the front of the vehicle. This enables optimization of the installation space in the front of the vehicle.

[0020] In a further advantageous embodiment, the housing is designed as an integral housing. An integral housing is, in particular, a special type of housing in which the housing itself and the components it contains are intrinsically connected. Unlike conventional housings, which are often manufactured separately and then assembled, an integral housing is, in particular, manufactured in one piece from a single material that provides both the structure and the protection for the component or system. The integral housing thus constitutes a specific type of housing that is closely connected to the components it contains and is, in particular, manufactured in one piece.

[0021] Another aspect of the invention relates to a motor vehicle with a fuel cell device according to the preceding aspect.

[0022] Advantageous designs of the fuel cell device are to be regarded as advantageous designs of the motor vehicle.

[0023] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0024] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show: Fig. 1 a schematic side view of an embodiment of a motor vehicle with an embodiment of a fuel cell device; and Fig. 2 a further schematic view of a further embodiment of a motor vehicle with a further embodiment of a fuel cell device.

[0025] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0026] Fig. Figure 1 shows a schematic side view of an embodiment of a motor vehicle 10. The motor vehicle 10 has at least one fuel cell device 12. The fuel cell device 12 has a housing 14, wherein at least one fuel cell stack 16 is formed in an interior space of the housing 14. Furthermore, the Fig. 1. Furthermore, that a DC voltage converter 18 is arranged in the housing 14.

[0027] In particular, this shows that Fig. 1 the fuel cell device 12 for the motor vehicle 10, comprising the housing 14, wherein the fuel cell stack 16 is arranged in the housing 14, and a compressor device comprising an inverter 20 and a compressor 22. It is provided that the inverter 20 is arranged in the housing 14. The Fig. 1 furthermore, that the compressor 22 is designed separately from the housing 14.

[0028] Furthermore, the Fig. 1, that the fuel cell device 12 comprises the DC voltage converter 18, wherein the DC voltage converter 18 is arranged in the housing 14.

[0029] It can also be provided that the inverter 20 is supplied with electrical energy via at least one busbar from the DC-DC converter 18. Furthermore, the inverter 20 can be connected to the compressor 22 by a cable 24.

[0030] Furthermore, the Fig. 1, that the fuel cell device 12 has a cooling device 26. The cooling device 26 is designed in particular for cooling the DC-DC converter 18. Furthermore, the cooling device 26 is designed for cooling the inverter 20.

[0031] Furthermore, it is specifically provided that the housing 14 is designed as an integral housing.

[0032] The Fig. Figure 2 shows in particular a further embodiment of the motor vehicle 10 with the fuel cell device 12. In the present embodiment, it is shown in particular that the DC voltage converter 18 can have a separate housing 28, wherein the inverter 20 is arranged in the separate housing 28.

[0033] In particular, the Fig. 1 and Fig. 2, that the inverter 20 and the compressor 22 are designed separately. The inverter 20 is, for example, located as a separate component and integrated within the integral housing of the fuel cell device 12. It can be designed as part of the DC / DC converter 18, particularly as a highly integrated approach, or as a separate unit installed within the housing 14. In both variants, the DC power supply to the inverter 20 can be provided by the DC / DC converter 18 within the integral housing, for example via busbars. This means that only one external cable 24 to the compressor 22 is required. The coolant tubing is also simplified, as the inverter 20 can be connected internally to the DC / DC circuit.

[0034] The measures mentioned above and further component synergies, such as screws, covers, cooling hoses, coolant volume or the like, result in a further reduction in the total mass of the fuel cell device 12.

[0035] In particular, for example, the Fig. 2, that the electronic components required for the inverter 20 are additionally integrated into the further housing 28, in which the DC-DC converter 18 is installed. This increases the installation space of the DC-DC converter 18 slightly. A three-phase AC cable can then run from the further housing 28 to the compressor 20, which, due to the absence of an attached inverter, is significantly more compact and is, for example, decoupled and connected below the fuel cell stack.

[0036] The inverter 20 is internally connected to the coolant circuit of the DC-DC converter 18, while the compressor 22 continues to be supplied externally. By moving the inverter 20 away from the compressor 22, the latter becomes lighter and the mass to be decoupled is reduced. This also simplifies the installation of the compressor 22. Reference symbol list 10 motor vehicle 12 Fuel cell device 14 cases 16 fuel cell stacks 18 DC / DC converters 20 Inverter 22 Compressor 24 cables 26 Cooling unit 28 more cases QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2018 124 659 B4

[0005]

Claims

[1] Fuel cell device (12) for a motor vehicle (10), comprising a housing (14) wherein a fuel cell stack (16) of the fuel cell device (12) is arranged in the housing (14), and comprising a compressor device comprising an inverter (20) and a compressor (22), characterized by , that the inverter (20) is arranged in the housing (14). [2] Fuel cell device (12) according to claim 1, characterized by , that the fuel cell device (12) has a DC voltage converter (18), wherein the DC voltage converter (18) is arranged in the housing (14). [3] Fuel cell device (12) according to claim 2, characterized by , that the inverter (20) is arranged with another housing (28) of the DC voltage converter (18). [4] Fuel cell device (12) according to one of claims 2 or 3, characterized by, that the inverter (20) is supplied with electrical energy via at least one busbar from the DC voltage converter (18). [5] Fuel cell device (12) according to any of the preceding claims, characterized by , that the inverter (20) is connected to the compressor (22) by a cable (24). [6] Fuel cell device (12) according to any of the preceding claims, characterized by , that the inverter (20) is connected to a cooling device (26) of the fuel cell device (12). [7] Fuel cell device (12) according to one of claims 2 to 4 and 6, characterized by , that the cooling device (26) is designed to cool the DC voltage converter (18) in addition to cooling it. [8] Fuel cell device (12) according to any of the preceding claims, characterized by , that the compressor (22) is arranged outside the housing (14). [9] Fuel cell device (12) according to any of the preceding claims, characterized by , that the housing (14) is designed as an integral housing [10] Motor vehicle (10) with a fuel cell device (12) according to any one of claims 1 to 9.

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