KR101163464B1 - Thermal management system for fuel cell vehicle maintaining electrical conductivity and heating capacity - Google Patents

Abstract

The present invention provides a fuel loop including a cooling loop for cooling heat generated from a fuel cell stack, a heating loop for securing cold startability at a low temperature, and an electrical conductivity of the cooling water and a filter / heating loop for heating the vehicle interior. A thermal and water management system for a battery vehicle.
To this end, in the heat and water management system for a fuel cell vehicle, the present invention includes a COD integrated heater, a fuel cell stack, a radiator, and a main pump, which form one coolant line, and the coolant circulated and flowed by the main pump. A filter / heating loop configured to form a main coolant line passing through the COD integrated heater, a fuel cell stack and a radiator, connected to the main coolant line, and configured to pass an ion filter and a heater for heating, wherein the filter / heating loop is It provides a fuel cell vehicle heat and water management system comprising an auxiliary pump for securing the cooling water flow rate.
The heat and water management system for a fuel cell vehicle having such a configuration has an effect of maintaining the electrical conductivity of the cooling water and improving heating performance.

Description

Thermal management system for fuel cell vehicle maintaining electrical conductivity and heating capacity

The present invention relates to a heat and water management system for a fuel cell vehicle, and more particularly, to maintain electrical conductivity of a cooling loop for cooling heat generated from a fuel cell stack and a heating loop and cooling water for securing cold startability at low temperature. And a filter / heating loop for heating the interior of the vehicle.

A fuel cell is a kind of power generation device that converts chemical energy of fuel into electric energy by electrochemical reaction in the fuel cell stack without converting it into heat by combustion. It can also be applied to the power supply of electrical / electronic products, especially portable devices.

As an example of a fuel cell, a polymer electrolyte membrane fuel cell (PEMFC), which is most frequently researched as a power supply for driving a vehicle, has both sides of the membrane centered on an electrolyte membrane through which hydrogen ions move. Membrane Electrode Assembly (MEA) with a catalytic electrode layer on which an electrochemical reaction occurs, a gas diffusion layer (GDL) that distributes the reactants evenly and delivers the generated electrical energy. And a gasket and fastening mechanism for maintaining the airtightness and proper fastening pressure of the gases and cooling water, and a bipolar plate for moving the reactor bodies and the cooling water.

In the fuel cell, hydrogen as the fuel and oxygen (air) as the oxidant are respectively supplied to the anode and the cathode of the membrane electrode assembly through the flow path of the separator, and the hydrogen is the anode ('fuel electrode' or 'water'). And the oxygen (air) are supplied to the cathode ('air' or 'oxygen', also known as 'reduction electrode').

Supplied to the anode hydrogen is a hydrogen ion (proton, H ⁺⁾ and electrons by the electrode catalyst constructed on both sides of the electrolyte membrane (electron, e ^-) are decomposed into, passed through only the hydrogen ion in the optional electrolyte membrane cation exchange membrane The electrons are transferred to the cathode through the gas diffusion layer and the separation plate which is a conductor.

In the cathode, the hydrogen ions supplied through the electrolyte membrane and the electrons transferred through the separator meet with oxygen in the air supplied to the cathode by the air supply device to generate a reaction. At this time, due to the movement of hydrogen ions, a flow of electrons occurs through an external conductor, and the flow of electrons generates current.

On the other hand, a fuel cell system mounted on a vehicle includes a fuel cell stack that generates electric energy, a fuel supply device for supplying fuel (hydrogen) to the fuel cell stack, and oxygen in the air, which is an oxidant required for an electrochemical reaction, to the fuel cell stack. It is composed of a heat supply and water management system (TMS) that removes the reaction heat from the fuel cell stack and supplies the reaction heat of the fuel cell stack to the outside of the system.

With such a configuration, the fuel cell system generates electricity by an electrochemical reaction by hydrogen, which is a fuel, and oxygen in the air, and discharges heat and water as reaction byproducts.

In the fuel cell system, since the heat is generated as a reaction byproduct, an apparatus for cooling the stack is essential to prevent the temperature rise of the stack. In addition, the most urgent and difficult problem in the fuel cell system is the strategy of securing cold startability, so the role of the heat and water management system may be important.

As is well known, the cooling water of the TMS line serves as a refrigerant that cools the stack, and is rapidly heated by a heater to be supplied to the stack during cold start, and thus serves to rapidly thaw the stack.

A conventional solution for securing cold startability in fuel cell vehicles has been rapid thawing of pure water using a heater inside a rapid thaw accumulator (RTA). However, when pure water is used, not only does the pure water freeze below the freezing point, but the cooling water loop becomes complicated and additional drain valves are required.

As a solution to this problem, there is a method of using the antifreeze for the stack as the coolant and rapidly cooling the coolant to smoothly generate power of the stack at a temperature below the freezing point. To do this, a heater must be attached to the stack coolant line.

In addition, in fuel cell vehicles, the COD (Cathod Oxygen Depletion) is connected to both terminals of the stack in order to prevent the stack durability from being deteriorated due to corrosion of the catalyst-carrying carbon when the fuel cell is started up or shut down. Power generation by the reaction of is consumed as thermal energy.

Both of these heaters and COD are resistive heaters, which can be integrated into a single heater, depending only on the time and purpose of use. Such COD integrated heaters have used all the heat generated by attaching to the stack cooling water circuit to raise the temperature of the stack cooling water. In addition, the COD integrated heater is used to prevent the rapid rise of the coolant to the stack's self-heating temperature during cryogenic cold start, load consumption of the stack during self-heating cold start, and prevention of carbon corrosion of the electrode and anode flooding during fuel cell start-up and shutdown. Was attached separately to the TMS line.

Cooling water in such a fuel cell vehicle heat and water management system must be managed while its electrical conductivity is configured so that it can be used for heating inside the vehicle as needed.

However, there is a need for a heat and water management system for a fuel cell vehicle, which is configured to form a circulation loop of coolant to implement all of the various functions of the coolant, and to secure each function to a desired level or more.

Accordingly, the present invention has been made to solve the above problems, in the present invention, while forming a cooling loop, a heating loop and a filter / heating loop of one cooling water line, a sufficient cooling water flow rate in the filter / heating loop is achieved. The purpose of this invention is to provide a heat and water management system for fuel cell vehicles that can maintain electrical conductivity of cooling water and improve heating performance.

In order to achieve the above object, in the present invention, a heat and water management system for a fuel cell vehicle, including a COD integrated heater, a fuel cell stack, a radiator and a main pump forming one coolant line, by the main pump Filter / heating loop configured to form a main coolant line through which the circulating flow of coolant passes through the COD integrated heater, the fuel cell stack and the radiator, is connected to the main coolant line, and is passed through an ion filter and heating heater 108 As an alternative, the filter / heating loop provides a heat and water management system for a fuel cell vehicle, characterized in that it comprises an auxiliary pump for securing cooling water flow rate.

Here, the main coolant line provides a heat and water management system for a fuel cell vehicle, characterized in that it is configured by a three-way valve to form a cooling loop passing through the radiator and a temperature rising loop not passing through the radiator.

In addition, the first electrical conductivity sensor is installed on the temperature rising loop for detecting the electrical conductivity of the cooling water passed through the fuel cell stack and the cooling loop is installed on the cooling loop to detect the electrical conductivity of the cooling water passed through the radiator. It provides a heat and water management system for a fuel cell vehicle further comprises a second conductivity sensor.

In this case, further comprising a controller for receiving the electrical conductivity information of the coolant detected from the first conductivity sensor or the second conductivity sensor, and controlling the driving of the auxiliary pump according to the conductivity information. It provides a fuel cell vehicle heat and water management system.

In addition, the controller is configured to receive operation information of the heating heater 108, and to control the driving of the auxiliary pump according to the operation information of the heating heater 108, heat and water management for a fuel cell vehicle Provide a system.

As described above, the fuel cell vehicle heat and water management system according to the present invention has the following effects.

First, the heat and water management system for a fuel cell vehicle according to the present invention implements a filter / heating loop with a simple configuration, and can sufficiently secure the required flow rate on the filter / heating loop, thereby reducing hysteresis of the flow rate. Can be reduced.

Second, as sufficient cooling water flow rate is supplied to the filter / heating loop, electrical conductivity of the cooling water can be maintained at a predetermined level or less, and sufficient heating performance can be obtained.

1 is a schematic diagram of a heat and water management system for a fuel cell vehicle including a filter / heating loop;
2 is a schematic diagram of a heat and water management system for a fuel cell vehicle implemented in accordance with the present invention.

The present invention implements a coolant line of a fuel cell stack in a heat and water management system for a fuel cell vehicle in which a filter / heating loop is implemented together with a cooling loop and a heating loop, thereby maintaining electrical conductivity of the coolant from the filter / heating loop. And to provide a heat and water management system for fuel cell vehicles that can improve the problem of lowering the heating performance.

The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of the present invention. A singular expression includes a plural expression unless the context clearly indicates otherwise. In this application, the terms “comprises” or “having” are intended to indicate that there is a feature, number, step, action, component, part, or combination thereof described in the specification, and one or more other It is to be understood that the present invention does not exclude the possibility of the presence or the addition of features, numbers, steps, operations, components, parts, or a combination thereof.

Hereinafter, the fuel cell vehicle heat and water management system corresponding to the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. It will be described in detail a preferred embodiment of the present invention including an auxiliary pump.

1 illustrates a heat and water management system for a fuel cell vehicle including a filter / heating loop to ensure flow rate with a pressure differential between the main pump 101 and the COD integrated heater 102, with the exception of the auxiliary pump in connection with the present invention. It is.

The heat and water management system in the present invention consists of a circulation path through which water can flow while performing heat exchange, and the water functions as a refrigerant or fruit on the path.

In the present invention, paying attention to the cooling performance of the fuel cell stack implemented on the circulation path, the water flowing for convenience is called the coolant, and the circulation path through which the coolant flows is called the coolant line.

As shown in FIG. 1, a heat and water management system for a fuel cell vehicle according to the present invention includes a main pump 101 and a COD integrated heater 102 on a main coolant line 100 passing through a fuel cell stack 103. And a radiator 104 is installed and configured to exchange heat while cooling water flows along the main cooling water line 100 by the main pump 101. The main coolant line 100 is configured to implement a cooling loop or a heating loop according to the state of the fuel cell vehicle.

Specifically, in the case of the main cooling water line 100 in the heat and water management system for a fuel cell vehicle according to the present invention, in the initial starting state, a temperature rising loop is formed to secure cold startability, and the vehicle is operated in the stack 103 during driving. And to form a cooling loop to release heat generated to the outside.

Therefore, the main coolant line 100 in the present invention is implemented so that the temperature rising loop and cooling loop can be appropriately changed according to the state of the vehicle. Referring to Figure 1 implemented as described above, in the fuel cell vehicle heat and water management system according to a preferred embodiment of the present invention to the three-way valve 106 to the main coolant line 100 to form a cooling loop or a temperature rising loop Configure to be connected by

The main coolant line 100 constitutes a cooling loop including a radiator 104, and passes through a coolant flow path of a heating loop in which a coolant passing through the fuel cell stack 103 is bypassed before reaching the radiator 104. Form.

The bypassed coolant flow path is connected by a three-way valve 106 with a coolant flow path on the cooling loop via the radiator 104 to form an optional flow path.

In addition, a reservoir 105 for storing cooling water may be installed on the cooling loop.

On the other hand, in the heat and water management system for a fuel cell vehicle according to the present invention, in addition to the cooling loop and the temperature rising loop, a filter / heating loop is formed to maintain electrical conductivity of the cooling water and provide heating in the vehicle.

The filter / heating loop is connected to the main cooling water line 100, and the ion filter 107 for reducing the electrical conductivity of the cooling water passing through the fuel cell stack 103 and the heating heater for performing the heating function in the vehicle. And 108.

For the heat and water management system in FIG. 1, the coolant flow rate for the filter / heating loop is configured to be secured from the pressure difference between the main pump 101 and the COD integrated heater 102, so that the main pump 101 It depends on the driving speed.

Therefore, even when the fuel cell vehicle heat and water management system is implemented as shown in FIG. 1, when the driving rotation speed of the main pump 101 decreases, it becomes difficult to secure the flow rate of the filter / heating loop, thereby increasing the hysteresis of the flow rate. You lose. In addition, as the flow rate securing in the filter / heating loop becomes difficult, there is a fear that the electrical conductivity of the cooling water increases and the vehicle heating performance decreases.

Figure 2 shows a preferred embodiment of the heat and water management system for a fuel cell vehicle according to the present invention implemented to improve this point.

In the heat and water management system for a fuel cell vehicle according to a preferred embodiment of the present invention as shown in Figure 2 includes an auxiliary pump 211 installed on the filter / heating loop.

The auxiliary pump 211 operates to secure the flow rate on the filter / heating loop, and particularly, even when the flow rate on the main cooling water flow path is small, to ensure sufficient cooling water flow rate on the filter / heating loop.

Therefore, in the heat and water management system for a fuel cell vehicle according to the present invention, as shown in FIG. 2, ion filtering and ion filtering by installing an auxiliary pump 211 before the ion filter 207 and the heating heater 208 of the filter / heating loop. Provide the coolant flow rate required for the heating function.

On the other hand, since the auxiliary pump 211 is operated for the purpose of maintaining electrical conductivity or heating the vehicle, it is possible to obtain information on whether the electrical conductivity needs to be reduced or vehicle heating, and through the information the auxiliary pump 211 To control. In order to detect the electrical conductivity of the cooling water, in the present invention, an electrical conductivity sensor is installed on the main cooling water line 200.

In the embodiment of Figure 2 shows an example of the electrical conductivity sensor is installed on the heating loop and the cooling loop, respectively.

Referring to FIG. 2, the first electrical conductivity sensor 209 installed on the temperature rising loop is disposed on the temperature rising loop past the fuel cell stack 203 to detect the electrical conductivity of the coolant passing through the fuel cell stack 203. Is installed in position.

In addition, a first electrical conductivity sensor 210 installed on the cooling loop is installed at a position on the cooling loop past the radiator 204 to detect the electrical conductivity of the coolant passing through the radiator 204.

Thus, the first and second electrical conductivity sensors 209 and 210 detect the electrical conductivity information of the coolant at their respective locations, and the controller can provide information from the electrical conductivity sensors 209 and 210 and the heater 208 for heating. Receiving operation information and controlling the driving of the auxiliary pump 211 according to the information.

Looking at the specific operation of the auxiliary pump 211 that is operated to improve the electrical conductivity maintenance and heating performance in the heat and water management system for a fuel cell vehicle according to the present invention having the configuration as shown in Figure 2 as follows.

First, at the initial start-up of the fuel cell vehicle, even if the coolant temperature is low to decrease the flow rate of the coolant flowing through the main coolant line 200, the electrical conductivity information or the heating heater 208 detected from the first electrical conductivity sensor 209. By operating the auxiliary pump 211 according to the operation information of or by controlling the drive speed of the main pump 201 is operated to ensure a sufficient flow rate on the filter / heating loop.

In addition, when the vehicle is driven and the main coolant line 200 functions as a cooling loop, even if coolant having a high electrical conductivity in the radiator 204 is introduced, the first electrical conductivity sensor 210 detects the same. By operating the auxiliary pump 211 is operated to ensure the flow rate required for the filter / heating loop.

Therefore, by configuring the filter / heating loop including the auxiliary pump 211 it is possible to ensure a sufficient flow rate to maintain the electrical conductivity and improve the vehicle heating performance.

While the invention has been described with reference to the preferred embodiments, those skilled in the art will appreciate that modifications and variations of the elements of the invention may be made without departing from the scope of the invention. In addition, many modifications may be made to particular circumstances or materials without departing from the essential scope of the invention. Therefore, the invention is not limited to the details of the preferred embodiments of the invention, but will include all embodiments within the scope of the appended claims.

201: main pump 202: COD integrated heater
203: fuel cell stack 204: radiator
205: reservoir 206: three-way valve
207: ion filter 208: heater for heating
209 and 210: electrical conductivity sensor 211: auxiliary pump

Claims (5)

In the heat and water management system for fuel cell vehicles,
A main coolant line comprising a COD integrated heater, a fuel cell stack, a radiator, and a main pump forming a coolant line, wherein the coolant circulated by the main pump passes through the COD integrated heater, a fuel cell stack, and a radiator; Forming,
A filter / heating loop connected to the main cooling water line and configured to pass through an ion filter and a heater for heating, wherein the filter / heating loop includes an auxiliary pump for securing a cooling water flow rate. Management system.
The heat and water management system of claim 1, wherein the main coolant line is configured by a three-way valve to form a cooling loop passing through the radiator and a temperature rising loop not passing through the radiator.
The method of claim 2, wherein the first electrical conductivity sensor is installed on the heating loop for detecting the electrical conductivity of the cooling water passed through the fuel cell stack and the cooling loop phase to detect the electrical conductivity of the cooling water passed through the radiator. Thermal and water management system for a fuel cell vehicle further comprises a second electrical conductivity sensor installed in the.
The method of claim 3, further comprising a controller for receiving the electrical conductivity information of the coolant detected from the first conductivity sensor or the second conductivity sensor, and controlling the driving of the auxiliary pump according to the conductivity information. A heat and water management system for a fuel cell vehicle.
The heat and water management system of claim 4, wherein the controller is configured to receive operation information of the heating heater and to control driving of the auxiliary pump according to the operation information of the heating heater.

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