• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an ion exchange membrane fuel cell control method, the battery being installed in a system further comprising a liquid cooling circuit and a coolant circulation pump, the method comprising a phase of starting of the fuel cell, this start-up phase comprising the following steps: • the internal temperature of the fuel cell is determined • the temperature in the liquid cooling circuit is measured, • a fuel current is applied to the fuel cell. start-up and, in parallel ○ when the internal temperature of the cell is higher than a first predetermined threshold, and the temperature of the cooling circuit is lower than a second predetermined threshold, the cooling pump is controlled in a pulsating manner, and ○ when the temperature in the cooling circuit becomes higher than the second threshold predetermined, the cooling pump is controlled in continuous mode.
    公开号:FR3030894A1
    申请号:FR1462902
    申请日:2014-12-19
    公开日:2016-06-24
    发明作者:Vincent Braillard；Gino Paganelli
    申请人:Michelin Recherche et Technique SA Switzerland ；Compagnie Generale des Etablissements Michelin SCA；Michelin Recherche et Technique SA France；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION [0001] The present invention relates to fuel cells, in particular but not exclusively to electrolyte type fuel cells in the form of a polymer membrane (that is to say of type PEFC for Polymer Electrolyte Fuel Cell). More particularly, the present invention relates to the use of such fuel cells in particularly cold temperature conditions, and the startup strategies of such batteries in these conditions.
    [0002] BRIEF DESCRIPTION OF THE INVENTION [0003] It is known that fuel cells allow the direct production of electrical energy by an electrochemical oxidation-reduction reaction from a fuel gas and an oxidizing gas, without going through a conversion. in mechanical energy.
    [0003] This technology seems promising especially for automotive applications. A fuel cell includes a stack of base cells, each comprising an anode, a cathode, and an ion exchange membrane, serving as an electrolyte. When operating a fuel cell, two simultaneous electrochemical reactions occur: oxidation of fuel at the anode, and reduction of oxidant at the cathode. These two reactions produce positive and negative ions, which combine at the membrane level and produce electricity in the form of a potential difference. In the case of an oxygen-hydrogen fuel cell, it is the H + and O- ions that combine. The membrane-electrode assemblies, or cells, are stacked in series and separated by a bipolar plate which conducts the electrons of the anode of a cell to the cathode of the neighboring cell. For this purpose, channels are provided on both sides of the bipolar plates in contact with the membrane-electrode assemblies. Each channel has an inlet through which the fuel or oxidant enters, and an outlet through which excess gases and the water generated by the electrochemical reaction are removed. P10-3520_EN -2- 100051 Fuel cells are intended for many applications, including mobile applications. In this case, they may be operated under extreme temperature conditions. Thus, when the outside temperature becomes very negative, for example of the order of -20 ° C, the internal temperature of the fuel cell also decreases, sometimes reaching a temperature below 0 ° C at atmospheric pressure. The objective of a cold fuel cell start-up procedure is to raise the internal temperature of the fuel cell above the freezing point of the water before the fuel cell begins to reject the fuel cell. water generated by the electrochemical reaction. It is therefore useful to implement a fuel cell control procedure to ensure the integrity of the battery even when used at low temperatures. Piloting procedures are thus known which consist in carrying out, after the extinction preceding start-up, a drying operation to remove the water remaining in the fuel cell circuits. This prevents any freezing of the circuits during the stopping phases of the fuel cell. However, in the case of particularly negative temperatures, this drying operation is not sufficient to prevent degradation of the battery. Indeed, if the battery starts without further assistance than this preliminary drying, only the thermal losses of the fuel cell can be used to raise its own temperature. However, the thermal inertia of a fuel cell, and its cooling circuit, is too strong to be overcome only with the aid of heat losses. To remedy this, we know a solution that is to delay the circulation of the coolant, so as to heat only the volume of water in the stack, not in the outer part a primary cooling circuit of the fuel cell, including pipes, a cooling pump and a thermostatic valve. However, this solution has several disadvantages. The first is the postponement of the circulation of the coolant leads to local overheating of the fuel cell which is not cooled. The second is that it is not possible in such a solution to determine the internal temperature of the fuel cell. Indeed, the temperature sensors are generally placed in the cooling circuit of the fuel cell. However, if the cooling circuit is not operating, it is impossible to obtain the measurement of the internal temperature of the stack. P10-3520_EN -3- 100101 Furthermore, it has been found that, in the known starting methods of the state of the art, an injection of very cold cooling liquid could lead to a significant drop in the voltage at the terminals of the cells. of the fuel cell. The present invention is therefore to provide a method for performing a cold start of a fuel cell preserving the integrity of the battery, and overcoming the disadvantages of the prior art. Thus, the invention relates to an ion exchange membrane fuel cell driving method, the battery being installed in a system further comprising a liquid cooling circuit and a coolant circulation pump, the method comprising a starting phase of the fuel cell, this start-up phase comprising the following steps: - determining the internal temperature of the fuel cell - measuring the temperature in the liquid cooling circuit, - applying to the battery to fuel a starting current and, parallel o when the internal temperature of the stack is greater than a first predetermined threshold, and the temperature of the coolant before its entry into the stack is less than a second predetermined threshold, it controls the impulse cooling pump, and when the temperature in the cooling circuit t becomes greater than the second predetermined threshold, the cooling pump is controlled in continuous mode. The internal temperature of the cell is an estimate of the cell core temperature. The choice of the first predetermined threshold is made so that the coolant is not set in motion too early, which could lead to a risk of thermal shock and thus freeze water produced in the still cold cell . The choice of the second threshold is made so as to avoid local overheating of the uncooled fuel cell, without creating a voltage drop across the cell cells. Indeed, the impulse activation of the cooling pump can gradually instil still cold water in the stack, and thus maintain an acceptable voltage across the cells of the fuel cell. P10-3520_EN -4- 100151 In another embodiment, alternatively to the impulse mode control, to a variable speed cooling pump with a very low flow capacity. However, the viscosity of the coolant at very low temperature is very high and a low flow rate is difficult to achieve with a conventional cooling pump designed for a less viscous liquid and a much higher flow rate. Pulse mode control makes it possible to achieve the fineness required for adjusting the average flow without having to resort to a very elaborate pump. Pulse mode control also makes it possible to better guarantee that the liquid is moving well. According to the embodiments, the first threshold is set at 20 ° C at atmospheric pressure, and the second threshold is set at 5 ° C at atmospheric pressure. In an advantageous embodiment, the determination of the internal temperature of the cell is performed by taking into account the heat capacity and mass of the materials constituting the cell, and the thermal energy dissipated by the cell. Thus, for example, a formula of the type With: Teta_FC: estimated temperature of the PEMFC rci Nb-Cell: Number of cells composing the stack [16] CFU: Total voltage on the stack IFC: Stock current [A] tired of refractory fluid; PEMFC [kg] .2pacific heat capacity of the coolantwi t U / kg117 curl of bipolar plates [kg] of folds b 'ain [0018] In a particular embodiment, the starting current applied is a ramp of 0.015A / cm2 / s, with a maximum value of 0.5A / cm2. This corresponds, for a stack of 200 cm2 to a current of 100A. However, in certain situations, the application of such a ramp may lead to a significant drop in the voltage across the cells of the fuel cell. To avoid such a collapse, and its consequences on the operation of the battery, the applied current is adapted, in a particular embodiment, so as to ensure that the voltage across the terminals of each cells is greater than or equal to 0.2 volts. This is achieved by means of a regulator which transmits a maximum current value to a power control unit delivered by the fuel cell, such as a DCDC for example. In yet another embodiment, the control method of the fuel cell comprises a preliminary drying phase of the fuel cell with the ambient air, this drying phase taking place before ambient temperature becomes less than 0. ° C. In one embodiment, this temperature is set at 5 ° C. The pump is controlled so that the activation time is constant.
    [0004] This is set to the minimum required to ensure that the coolant moves in all circumstances. It depends on the dynamics of the pump and the pressure drops in the circuit of the battery. For example, the operating time is 0.6 seconds. The pump stopping time between 2 pulses is variable. It is expected that the temperature model of the cell returns a temperature value 1 ° C higher than the previous pulse so as to cause a gradual rise in the temperature of the heart of the fuel cell. The time between 2 pulses is further limited between a minimum of 2 seconds and a maximum of 12 seconds. In another embodiment, the stopping time of the pump is determined so as to ensure that the average voltage across the cells of the cell becomes greater than a predetermined value between two pulses, for example 0.6V. Indeed each pulse causes the introduction of a small amount of coolant still very cold and causing a lowering of the voltage of the cells. In an exemplary embodiment corresponding to a fuel cell of 16 cells of 200 cm 2, this air drying is performed using the following parameters: - The drying is carried out with ambient air blown by a compressor - At the level of the anode, the air is sent with a flow of 15 liters per minute, - At the cathode, the air is sent with a flow of 85 liters per minute, - The drying is carried out when the temperature ambient becomes below 5 ° C; and it stops when the impedance of the stack, measured at 1kHz, reaches the value of 40 milliOhm. P10-3520_EN -6- - In addition, the drying is preferably performed after a period of operation of the battery just before its last extinction at a cathode stoichiometry greater than or equal to 2.8, and preferably without humidification. Under these conditions, the drying is carried out in less than 90 seconds. Under other conditions, for example if the prior stoichiometry was 2, the drying time would then become equal to about 7 minutes. BRIEF DESCRIPTION OF THE FIGURES [0022] Other objectives and advantages of the invention will become clear in the following description of a preferred but nonlimiting embodiment, illustrated by the following figures in which: FIG. voltages at the terminals of the cells of a fuel cell in the case where the cooling pump is continuously activated during a cold start phase. - Figure 2 shows the evolution of several temperatures within the fuel cell in the case where the cooling pump is started offline, and activated pulse during a cold start phase. FIG. 3 represents the voltages at the terminals of the cells of a fuel cell in the case where the cooling pump is started off, and activated in a pulsed manner during a cold start phase. DESCRIPTION OF THE BEST MODE OF CARRYING OUT THE INVENTION FIG. 1 shows the evolution of the voltages at the terminals of the cells of a fuel cell, during a cold start at -15 ° C. driven according to the methods of FIG. state of the art, namely by operating the cooling pump continuously. There is a gradual decrease in the voltage across the cells, followed by a collapse, from the 13 '' second, the voltage across the first cell (the lowest curve on the graph), followed soon after by the voltage across the second cell. P10-3520_EN -7- 100251 This rapid voltage drop is indicative of a frost-related blockage of water produced in the fuel cell. As a result, the operation of the stack is degraded. Figures 2 and 3 show the evolution of parameters in a fuel cell for which a control method according to the invention is implemented. Thus, these two graphs show the evolution during a cold start during which the battery is first operated without any circulation of coolant, then the cooling pump is operated in a pulse manner. In FIG. 2, curve C1 represents the estimated temperature of the fuel cell, curve C2 represents the control setpoint of the cooling pump, and curve C3 represents the temperature at the entrance of the stack. . After about 65 seconds, the temperature, shown in Cl curve, reaches a value of 20 ° C. This value corresponding to a first predetermined threshold in an embodiment of the invention, the cooling pump, or water pump, is then driven in pulse mode, as shown on curve C2. After 135 seconds of operation, the temperature of the coolant inlet of the stack, shown on the curve C3, becomes greater than 5 ° C. This value corresponding to a second predetermined threshold in an embodiment of the invention, the cooling pump is then operated continuously. From this moment, the coolant circulates continuously, which causes the decrease and then the cancellation of the temperature difference of the coolant between the inlet and the outlet of the fuel cell. At the same time, FIG. 3 shows the corresponding evolution of the individual voltages of the cells of the fuel cell when a method according to the invention is implemented. It can be seen in this figure that, unlike FIG. 1 , the first cells of the fuel cell retain an acceptable voltage level, or even rise quickly when activating the cooling pump. The cooling pump is impulse activated. It can be seen that each injection of cold water causes a drop in all the voltages, represented in FIG. 3 by oscillations. The frequency of the pulses of the cooling pump, and therefore the injection of coolant, is determined so as to allow time for the voltage across the cells to return to an acceptable level before a new injection. In the present example, an injection takes place every 0.6 seconds. P10-3520_EN -8- 100301 Such a control method makes it possible to reconcile a heating of the liquid contained in the cooling circuit, while maintaining an acceptable voltage across the cells of the fuel cell throughout the start-up phase. P10-3520_FR
    权利要求:
    Claims (6)
    [0001]
    REVENDICATIONS1. A method of driving an ion exchange membrane fuel cell, the battery being installed in a system further comprising a liquid cooling circuit and a coolant circulation pump, the method comprising a starting phase of the fuel cell. fuel, this start-up phase comprising the following steps: - the internal temperature of the fuel cell is determined - the temperature in the liquid cooling circuit is measured, - a starting current is applied to the fuel cell and, in parallel o when the internal temperature of the cell is greater than a first predetermined threshold, and the temperature of the cooling circuit is lower than a second predetermined threshold, the cooling pump is controlled in a pulsating manner, and o when the temperature in the cooling circuit is cooling becomes greater than the second predetermined threshold, it is controlled in mpe cooling in continuous mode.
    [0002]
    2. The driving method according to claim 1, wherein the first threshold is set at 20 ° C at atmospheric pressure.
    [0003]
    3. Control method according to claim 1 or 2, wherein the second threshold is set at 5 ° C at atmospheric pressure.
    [0004]
    4. Control method according to one of the preceding claims, wherein the determination of the internal temperature of the battery is carried out taking into account the heat capacity and mass of the materials constituting the battery, and the thermal energy dissipated by the battery.
    [0005]
    5. Control method according to one of the preceding claims, wherein the starting current is applied in a ramp of 0.015A / cm2 / s limited to 0.5A / cm2.
    [0006]
    6. Fuel cell driving method according to one of the preceding claims, characterized in that it comprises a drying phase of the fuel cell. 30
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    同族专利:
    公开号 | 公开日
    JP2018505519A|2018-02-22|
    FR3030894B1|2016-12-09|
    EP3235032B1|2020-05-20|
    CN107112553A|2017-08-29|
    CN107112553B|2021-03-12|
    US20170324105A1|2017-11-09|
    EP3235032A1|2017-10-25|
    WO2016097113A1|2016-06-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    US20070178342A1|2006-01-27|2007-08-02|Hoch Martin M|Pulsed coolant control for improved stack cold starting|
    US20120003557A1|2009-02-10|2012-01-05|Toyota Jidosha Kabushiki Kaisha|Fuel cell system and start-up control method therefor|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-24| PLSC| Publication of the preliminary search report|Effective date: 20160624 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-27| ST| Notification of lapse|Effective date: 20190906 |
    优先权:
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    FR1462902A|FR3030894B1|2014-12-19|2014-12-19|METHOD FOR CONTROLLING FUEL CELL|FR1462902A| FR3030894B1|2014-12-19|2014-12-19|METHOD FOR CONTROLLING FUEL CELL|
    US15/537,480| US20170324105A1|2014-12-19|2015-12-17|Method for controlling a fuel cell|
    CN201580069390.0A| CN107112553B|2014-12-19|2015-12-17|Method for controlling fuel cell|
    PCT/EP2015/080171| WO2016097113A1|2014-12-19|2015-12-17|Method for controlling a fuel cell|
    EP15820470.1A| EP3235032B1|2014-12-19|2015-12-17|Method for controlling a fuel cell|
    JP2017533289A| JP2018505519A|2014-12-19|2015-12-17|Fuel cell control method|
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