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CN1075033A - 驱动电动车辆用的蓄电池的车载充电系统 - Google Patents

驱动电动车辆用的蓄电池的车载充电系统 Download PDF

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CN1075033A
CN1075033A CN92113670A CN92113670A CN1075033A CN 1075033 A CN1075033 A CN 1075033A CN 92113670 A CN92113670 A CN 92113670A CN 92113670 A CN92113670 A CN 92113670A CN 1075033 A CN1075033 A CN 1075033A
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Abstract

一种向电动车的电动机提供电力的电源系统，它 包括一与电动机相连用以驱动电动机的可充电式电 池；一与所述电池相连用以向该电池提供充电电力的 燃料电池总成。所述系统还包括向燃料电池总成提 供燃料供给的构件，依次经诸转换器将燃料转换成 电。

Description

概括来说，本发明涉及车辆驱动系统领域，具体而言，涉及一种驱动电动车辆用的蓄电池充电系统。
就传统能源持久存在而论，可替代形式能源的研究正变得日益重要，尤其不可忽视同基于能源系统的燃烧相关的环境及政治方面的重要性。为减少对这些类型的能量供给和使用方式的依赖的偿试，其关键很可能是这样一些装置，它们可在不需燃烧的情况下消耗大量的或者可再次利用的燃料供给而产生电。
然而，除利用所产生的电以外，以燃料为基础的燃烧相当普遍地用于驱动机动车。的确，机动车是这种以燃料为基础的燃烧的主要消费者之一，因此也是与这种燃料有关的污染问题的主要因素之一。同样，尽管可替代能源如核能源和水电系统适用于大规模的电力事业，由于明显的原因，它们无法圆满地解决与机动车动力要求相关的问题。
驱动机动车的内燃机已由各种驱动电动车的电池所替代，然而与大多数已知驱动车辆的电池有关的问题是需要经常从所述车辆上取出电池方可充电。
因此，燃料电池作为向电动车辆提供动力并减少须经常地从非车载电源给车辆充电的装置已被开发。燃料电池利用电化学方法将碳氢化合物和氢转换成电，而无需燃烧反应。由于其结构紧凑、效率高且低污染，因而将燃料电池用于车辆运输方面具有许多优点，此外，它们非常适用于在机动车上应用。
然而，已知燃料电池系统的缺点在于燃料电池的动力特性对于须满足的推进要求的应用而言是不经济实用的。例如，在机动车上应用，燃料电池系统需提供充足的车辆运行所需的动力可能非常不经济，更不用说车辆最高负载的骤增了。虽然已知的许多系统均试图采用称为电涌（Surge）电池的优点来满足机动车运行中出现的最高负载的要求，但均未对经济性问题作出令人满意的解决。
为此，本发明的目的是提供一种为机动车提供动力的系统，它无须燃烧反应。本发明的另一目的是提供这样一系统，它具有在无需从非车载电源断续充电的情况下可与传统的燃烧式发动机相对照的动力范围。本发明的再一目的是提供一种为机动车提供动力的经济适用的系统，它可以适应典型机动车最高负载及动力范围的要求。
上述的及其他的目的由本发明所实现，本发明以向电动车的电动机提供动力的电源系统为其特征。该系统包括一为电动机供给动力的可充电式（蓄）电池。本发明的一显著特征是该系统进一步包括一燃料电池总成，它与可充电式电池相连并为其充电;将供给的燃料输送到燃料电池总成的装置，其中燃料由电化学方式转换成给电池充电的电。通过一整体化的连续输出，本发明用于电动车的车载电源可显著地减少或消除所述车辆对非车载充电的依赖。
各种类型的燃料电池均适合与本发明一起使用，如固体氧化物燃料电池，液态碳酸盐燃料电池、磷酸燃料电池、碱性燃料电池以及质子电解质膜片燃料电池均适用，而其他类型的燃料电池对本领域的普通技术人员来说是显而易见的。
另一方面，本发明是以将燃料转变成电以便给电池充电的燃料电池总成为特征的，在此，本发明的一实施例包括一具有筒状顶部的冷却壳体，它构成燃料电池室，并且燃料电池组设置在该燃料电池室内。热控缸体在燃料电池室内、在与燃料电池组轴向对齐的张开位置和与燃料电池组轴向偏离的装入位置之间是可移动的。还具有将燃料与空气输送到燃料电池组的装置。
具有所述情形特殊优点的本发明实施例中，筒状顶部的冷却壳体构成一将热的气体输送到燃料电池室的启动予热口，这样可在电化学转换开始时把已加热气体供给到燃料电池室中。
本发明的热控缸体将燃料电池组的温度调节到一恒定值而与动力输出无关，在所述装入位置为低热阻，以便燃料电池组以满负荷为电池充电的运行中，最大限度地将余热通过冷却壳体排出;在所述张开位置为高热阻，以便当燃料电池组处于低负荷状态时，即电池不需充电而燃料电池处于备用状态时，隔离燃料电池组，使热量损失减至最小。
在另一实施例中，上述情形的本发明是以转换元件和冷却元件的交错对插式排列为其特征的。一燃料电池组被设置在转换元件之中，借助于有选择地确定流经热传导元件的冷却流体的流速，可以控制从传导元件至冷却元件的热传导速率。此外，正如本发明上述实施例所论述的那样，可以调节燃料电池总成的温度，而与动力输出无关。
参见如下与附图相结合的详细说明，可以更全面地理解本发明的上述及其他特征。
图1示出根据本发明的教导构成电动车电源系统的示意图;
图2A、2B和2C是适合与本发明的电源系统一起使用的高效固体氧化物燃料电池的不同视图;
图3示出适合与本发明的电源系统一起使用的燃料电池总成的示意图，该总成在其张开位置具有示出的热控缸体;
图4为图3所示总成的示意图，在其装入位置显示出有一热控缸体;及
图5是适合与本发明的电源系统共同使用的燃料电池总成的另一实施例的透视图。
概括而言，本发明是以燃料电池电源系统允许负载具有可变性为特征的。该系统适于为电动车的电动机提供电力。根据本发明，燃料电池总成被用来连续地为驱动电动机的电池充电提供电力。就此而言，该燃料电池起到为所述电池连续补充充电的作用。该系统的优点是，由于燃料电池总成不直接驱动车辆传动系统，降低了对燃料电池总成动力特性的要求。燃料电池总成稳定的动力输出取决于消耗于电池上的能量。在某些应用中，燃料电池可能用来发出较车辆运行所需还多的电。这种额外的电可能被传输到车下用于其他用途，如家庭和/或商业用途。
在现有技术中，电动车辆本身是公知的，如典型的电动车可以由驱动20至100马力之间的任一电动机的镍铬电池组供电。该电池组一般可由直流电源充电。然而，已知系统所存在的一个问题是它们在所需的充电间歇之间出现有限的时间间隔。尽管太阳能充电系统已被提出，以减少所需的非车载充电的次数，如麻萨诸塞州，阿灵顿的苏勒克特拉（Solectria    of    Arlington，Massachusetts）提出的电动车中所使用的充电系统。然而与太阳能发电有关的缺点是它的有效使用被限制在晴天和白天光照时间。
相应地，图1为一电动车V的方块图，它包括本发明的改进的电源系统，该系统包括一燃料电池总成10，它与可充电电池12电连接。燃料电池总成10从燃料箱18接收诸如甲烷之类的燃料并以如下详述的方式对其进行电化学转换，以便给电池12充电。在燃料电池总成10与电池12之间设有一调节器14。这种电路系统一般来说对于机动车，特别是对于电动车领域的普通技术人员是公知的。
本发明的显著特征是燃料电池总成10不直接向电动机16供给电力，相反，燃料电池总成10、电池12和电动机16以串联形式起作用。在稳定运行状态下，燃料电池总成10主要用于车载充电。燃料电池总成10组合的正负电极导线与电池12的相应导线相连，以便传输充电能量，如所需要的那样从燃料电池总成10传输到电池12。
在本发明的一实施例中，燃料电池总成10为一固体氧化物燃料电池。固体氧化物燃料电池是一种使用固体氧化电解质的电化学转换器。这种转换器是高效能的，它仅取决于电化学反应的自由能与热含量之间的关系。固体氧化物燃料电池可在室温至2000℃温度范围内工作。在美国专利4，614，628（1986年9月30日授予Hsu等人）中公开了一种固体氧化物燃料电池的实例，其中的教导结合在此作为参考。
图2A、2B和2C中示出基本固体燃料电池组C，它由一单独的电解质板1和一单独的导电板2构成。电解质板1由稳定的氧化锆ZrO2·（Y2O3）材料的元件3构成，元件3上覆盖有多孔的氧化剂电极4和多孔的燃料电极5，最好的氧化剂电极材料是钙钛矿如LaMnO2（Sr），最好的燃料电极材料是金属陶瓷如ZrO2/Ni。所述导电板用于相邻电解质板2之间的电连接;气体隔离;以及用于电极表面4、5与板1、2的边缘之间的热传导通道。
甲烷之类的燃料可由孔33通过轴向（相对于该组）歧管17送入层叠在一起的电池单元，而所述反应生成物（主要是水和二氧化碳）通过歧管38由孔34排出。燃料通过一在导电板2的上表面上形成的平面内凹槽网络6分布在整个燃料电极表面5上。隆起部7上构成的切口8作为将歧管37、38连通到孔33、34的开口，以便向电极5供给燃料。氧化剂可由孔35通过歧管39输入到层叠在一起的电池单元，而其生成物通过歧管30由孔36排出。氧化剂通过一在相邻电池单元的导电板2的下表面上构成的平面内凹槽网络9分布在整个氧化剂电极表面4上。与上述情况相类似，切口8及隆起部7作为将歧管37、38连通到孔33、34的开口，以便向电极4供给氧化剂。
在导电板2上构成的凹槽网络6和9侧壁的隆起部7在所述电池组总成中与电解质板1相连通。隆起部7分别压靠在相邻电池单元的多孔电极5和4上，以便在总成中实现电连接。导电板2外缘上的隆起部、沿螺栓孔32边缘的隆起部、沿导电板2上表面围绕孔35、36边缘的隆起部以及沿导电板2下表面围绕孔33、34、的隆起部均与具有相同结构的表面涂层如电极涂层相接触，这些不具有切口的隆起部压靠在多孔涂层4、5上，以便在总成中实现气密封。隐藏在螺栓孔32中的张紧杆（图中未示）用来提供装配载荷。部件5中的术语转换器元件相当于部件4中的术语燃料电池组。1kw容量的燃料电池组可能约由50至100对导电板和电解质板组成。
其他各种技术也可用于构成本发明所用的燃料电池。用于固体氧化物电化学燃料电池的替代设计已被公开，如1988年1月26日授予Hsu的美国专利4，721，556，1989年8月1日授予Hsu的美国专利4，853，100，上述两项专利的教导均结合在此作为参考。此外，除氧化锆之外，其他形式的燃料电池如液态碳酸盐燃料电池、磷酸燃料电池、碱性燃料电池、质子电解质膜片燃料电池以及固体氧化物燃料电池所使用的电解质均适用。
一示意性的燃料电池装置10′，其组合构成典型的燃料电池动力总成由图3、4示出，它包括一燃料电池组C，装置10′具有一构成燃料电池室22的冷却壳体20。燃料电池组C设置在燃料电池室22中，在此，它通过歧管24供给燃料和空气。该总成还包括一可在图3所示的与燃料电池组C轴向对齐的张开位置和图4所示的与燃料电池组C轴向偏离的装入位置之间运动的热控缸体26。热控缸体26也可布置在所述张开与装入位置之间的其他位置。
一种典型的燃料电池组以40%-50%的能量效率工作，部分能量以热的形式被损失。因此在满负荷运行时，须排出大量的热，相应地在空载状态下，余热是很少的。
此外，为了在满负荷运行和空载过程中均使燃料电池总成保持在恒温状态，必须在热源、燃料电池组C与散热装置、冷却壳体20之间设置可变热阻。具有与市售恒温器结构相同的热控缸体26可以实现上述的功能。
电动机16空载期间，热控缸体26如图3所示那样移入张开位置，则呈现出在燃料电池组C和冷却壳体20之间的高热阻，因此有较少的余热从燃料电池组C中排出，所述电池组的温室度如上所述那样保持在一适当的水平。另一方面，电动机16满负荷运行期间，由此使燃料电池组C满负荷运行时，热控缸体26移动到装入位置，从而呈现出在燃料电池组C和冷却壳体20之间的低热阻，因此有较多的余热从燃料电池组C中排出，从而防止燃料电池组C的温度达到危险的高度。
热控缸体的定位可由本领域技术人员所公知的机械连接方式（图中未示）来实现，该连接由热传感控制器控制，如各种市售的恒温器。由散热装置、冷却壳体20所收集的热量循环通过一散热器（图中未示）释放到大气中。
在本发明的各种实施例中，冷却壳体20具有一启动予热口28，它使加热的气体能够输送到燃料电池室22中，这样有助于燃料电池组C的予加热和电化学转换，由此，实现系统关闭后的快速启动。
在另一实施例中，本发明以图5所示的燃料电池系统50为其特征。该系统50一般被封装在一类似于热控缸体26或其他绝热容器的外部固定的绝热壳体内。该系统50包括一燃料电池总成60和一冷却总成70，燃料电池总成60由弯曲成U形的连接器62连接的转换器元件61构成。将电解质板1和导电板2如图2A、2B和2C所示那样交错放置在转换器元件61内。如上所详述那样，穿过板1和2的孔形成燃料和氧化剂气体的通道。在导电板2上的凹槽有助于气体的分布和收集。
冷却总成70有助于转换器元件61中的热能的排出，如上面所述的余热。如图所示，转换器元件61和冷却元件71的整体组装由交错布置的元件61和71以交错排列的方式完成的。热从转换器元件61向冷却元件71的传递主要是依靠热辐射。辐射的热耦合具有高的热流通能力，并可产生机械去耦，由此摆脱冷却元件71设计及材料选择方面的制约。此外，所述整体组装的布置结构使转换器元件61内具有较好的温度均匀性，从而产生最佳系统特性。
用于冷却元件71中的冷却剂在近似于普通汽车冷却循环运行的压力作用下可保持其液相状态。在整个运行动力范围内可由恒温器调节冷却剂的流动速率，以便实现燃料电池元件61的恒温控制。在热传导阵列中聚积的热传入到可使其散逸入大气的散热器中。
因此，在本发明的该实施例中，通过控制流经冷却元件71的冷却剂的流动，使燃料电池总成50的温度保持在一特定不变的水平，而与动力输出无关。例如，当满负荷下给电池充电时，提供一较高的冷却剂流速，以便尽可能多地从转换器元件61中排出热。另一方面，当电池已充满电而电动机处于空载状态，从而仅需燃料电池总成10输出很少直至没有动力输出时，冷却剂以较低的流速通过冷却元件71，以便尽可能少地从转换器元件61中排出热。这样可使转换器元件61的温度保持在足够高的程度，以便在需要大幅度提高动力输出时，有助于电化学转换循环的发生。
另外，在系统停止运转后的初始启动中，燃料电池系统50的加热依赖于从冷却元件71至燃料电池元件61的传导热量、可流经冷却元件71的被加热的流体。也可以通过控制流经热传导元件71的流速来控制热的传导速率。
有关本发明上述实施例的其他可替换形式对本领域普通技术人员来说是显而易见的，且相关的替代方式包含在本发明的构思和范围之内。本发明不限于上述的说明，而是由权利要求书所限定的。

Claims (26)

1、一种向电动车的电动机提供动力的电源系统，该系统包括一与电动机相连用以驱动电动机的可充电式电池；一与所述电池相连用以向该电池提供充电电力的燃料电池系统；及给所述燃料电池系统提供燃料和氧化剂的装置，所述燃料电池系统适于将所述燃料转换成电。
2、如权利要求1所述系统，还包括一调节供给所述可充电式电池的电力的电压调节器。
3、如权利要求1所述系统，其特征在于所述燃料电池系统适于有选择地直接向所述电动机供给电力。
4、如权利要求1所述系统，其特征在于所述燃料电池系统适于有选择地提供车辆的非车载电力。
5、如权利要求1所述系统，其特征在于所述燃料电池系统具有一工作温度从室温至2000℃范围的固体氧化物燃料电池组。
6、如权利要求1所述系统，其特征在于所述燃料电池系统具有从下述这些：液态碳酸盐燃料电池、磷酸燃料电池、碱性燃料电池和质子电解质膜片燃料电池中选出的一燃料电池组。
7、一种为（蓄）电池充电的系统，该系统包括：一与所述（蓄）电池相连并适于根据该电池的负荷向其提供充电电力的燃料电池系统;用于控制所述燃料电池系统温度而不影响该系统动力输出的装置;及用于向所述燃料电池系统提供燃料和氧化剂的装置，所述燃料电池系统适于将所述燃料转换成电。
8、如权利要求7所述系统，还包括一调节供给所述可充电式电池的电力的电压调节器。
9、如权利要求7所述系统，其中所述电池被用于向电动车的电动机供电。
10、如权利要求9所述系统，其中所述燃料电池系统适于有选择地直接向所述电动机供电。
11、如权利要求7所述系统，其中所述燃料电池系统具有一工作温度从室温至2000℃范围的固体氧化物燃料电池组。
12、如权利要求7所述的系统，其中所述燃料电池系统具有从下述这些电池即液态碳酸盐燃料电池、磷酸燃料电池、碱性燃料电池和质子电解质膜片燃料电池中挑选出的一燃料电池组。
13、一种根据变化负荷将燃料转换成电的燃料电池总成，该总成包括：至少一燃料电池装置，它具有一确定燃料电池室的冷却壳体，设置在所述燃料电池室中的燃料电池组，及在所述燃料电池室内可在一张开位置与一装入位置之间移动的热控缸体，该缸体在所述张开位置对所述燃料电池组呈现高热阻，而在所述装入位置对所述燃料电池组呈现低热阻;用于将所述热控缸体定位的装置;向所述燃料电池输送燃料和空气混合物的装置。
14、如权利要求3所述总成，其中所述冷却壳体还确定一为所述燃料电池室供给已加热气体的启动予热口。
15、如权利要求13所述总成，还包括一电池，其中所述的至少一燃料电池装置产生为该电池充电的电。
16、如权利要求15所述总成，其中所述电池用于向电动车的电动机供电。
17、如权利要求16所述总成，其中所述燃料电池系统适于有选择地直接向所述电动机供电。
18、一种根据变化负荷将燃料转换成电的燃料电池总成，该总成包括：至少一燃料电池总成，它包括一柱状燃料电池元件和柱状冷却元件交错排列的阵列，和在每一所述燃料电池元件中设置的燃料电池组;用于可变地确定流经所述冷却元件热传导流体流的装置，它对所述燃料电池元件呈现出一可变热阻;及向所述燃料电池元件供给燃料和空气的装置。
19、如权利要求18所述总成，其中所述冷却元件适于即提供冷却流体又提供加热流体，以便使所述冷却元件能有选择地从所述燃料电池元件中排出热或者向其供热。
20、如权利要求18所述总成，还包括一电池，其中所述至少一燃料电池装置产生向该电池充电的电。
21、如权利要求20所述总成，其中所述电池适于向电动车的电动机供电。
22、如权利要求21所述总成，其中所述燃料电池系统适于有选择地直接向所述电动机供电。
23、如权利要求1所述系统，其中所述电池是一在50-500℃之间工作的高温电池。
24、如权利要求7所述系统，其中所述电池是一在50-500℃之间工作的高温电池。
25、一种用于将燃料转换成电的燃料电池总成具有一将含碳燃料热分解为含氢及一氧化碳混合物的燃料制备装置。
26、一种用于将燃料转换成电的燃料电池总成具有一用化学添加剂把含碳燃料变成含氢及一氧化碳混合物的燃料制备重整装置。
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