EP2785977A2 - Dispositif de recharge d'une pile à combustible, en particulier d'un véhicule automobile - Google Patents

Dispositif de recharge d'une pile à combustible, en particulier d'un véhicule automobile

Info

Publication number
EP2785977A2
EP2785977A2 EP12794861.0A EP12794861A EP2785977A2 EP 2785977 A2 EP2785977 A2 EP 2785977A2 EP 12794861 A EP12794861 A EP 12794861A EP 2785977 A2 EP2785977 A2 EP 2785977A2
Authority
EP
European Patent Office
Prior art keywords
turbine
charging device
compressor
turbine wheel
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12794861.0A
Other languages
German (de)
English (en)
Inventor
Siegfried Sumser
Andreas Knoop
Paul Löffler
Hans-Jörg SCHABEL
Benjamin Steinhauser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP2785977A2 publication Critical patent/EP2785977A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D3/00—Machines or engines with axial-thrust balancing effected by working-fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
    • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
    • F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a charging device for a fuel cell, in particular a motor vehicle, according to claim 1.
  • DE 10 2008 007 616 A1 discloses a Wellsturbine with a hub to which a plurality of rotor blades is connected.
  • the rotor blades have, starting from a profile nose drop-shaped, symmetrical profile.
  • the rotor blades also have a threading line whose course in the plane of rotation of the corrugated turbine deviates from a radial beam assigned to the respective rotor blade at least in parts of the radial extent of the rotor blade.
  • hydrodynamic thrust bearings It is also known to use rolling bearings, in particular ball bearings, for supporting the rotors and for receiving the axial forces. Such ball bearings have an unsatisfactory service life, especially in the case of fast rotating rotors and high axial forces and their fluctuations, if no corresponding countermeasures are taken.
  • the fuel cell device serves to provide electric power to drive the motor vehicle by means of the electric current.
  • Charging devices for such a fuel cell or fuel cell device can supply the fuel cell with a compressed medium, in particular compressed air, resulting in a particularly efficient operation of the fuel cell or the Fuel cell device results. In this case, a particularly efficient operation of the charging device is advantageous.
  • Such a charging device for a fuel cell in particular a motor vehicle, comprises a housing part.
  • the housing part has a receiving space in which a turbine wheel of a turbine of the charging device is at least partially rotatably received about an axis of rotation relative to the housing part.
  • the turbine wheel has impeller blades over which the turbine wheel in a
  • Entry area of a medium can be flowed against and driven.
  • the medium is preferably a gaseous exhaust gas of the fuel cell.
  • the impeller blades are in this case bent forward at least in the entry region.
  • Compressors of the charging device caused axial forces are very heavily weighted.
  • the axial forces of the supercharger at least partially
  • Charging device at low turbine inlet temperatures in a range of about 80 ° C to 120 ° C autarkic lack of lubrication storage or rolling bearing can be realized. This also makes it possible to introduce a lubricant into another medium, in particular air, with which the fuel cell by means of
  • To supply charger is, at least almost completely exclude and energetically very favorable mechanical efficiencies of storage to realize. This is possible in the charging device according to the invention with simultaneous realization of a long service life of the storage and thus the entire charging device, since the burden of storage due to the at least partial compensation of the axial forces by means of the forward curvature of the impeller blades can be kept low.
  • a bearing of the turbine wheel or the rotor by means of an air bearing is advantageous in that as opposed to ball bearings no lubricant is necessary.
  • the at least partially compensated axial forces are particularly beneficial to the air bearing, since it can support low axial forces.
  • the charging device also allows the representation of an efficient operation of the fuel cell, since energy recovery can be carried out by means of the turbine of the charging device.
  • the turbine may use exhaust gas emitted by the fuel cell.
  • the exhaust gas drives the turbine wheel, which in turn drives the compressor wheel via the shaft so as to supply the fuel cell with the compressed, further medium, in particular air.
  • the charging device has a guide grid, in particular a variably adjustable guide grid, which is arranged in the flow direction of the medium, in particular of the exhaust gas, upstream of the turbine wheel, in particular in the housing part.
  • Influx conditions of the turbine wheel for the medium can be influenced. This can a back pressure flap omitted, whereby the number of parts and the cost of
  • Charger can be kept low.
  • Fuel cell is customizable. For example, a movement of the operating point in the map of the compressor of the charging device in the direction of the surge limit of the compressor can be avoided at inappropriate pressures and air mass flow rates.
  • the compressor and / or the turbine of the charging device are advantageously designed as a radial compressor or as a radial turbine, by means of which the
  • Fuel cell to be supplied, at least substantially gaseous, further medium, in particular the air, to compact efficiently and with only a small space requirement.
  • a compensating element connected to the turbine wheel is provided for at least partial compensation of the axial forces as well as the compressor wheel which is rotatable about the axis of rotation.
  • the compensation element is acted upon at least in regions via at least one channel with an outlet pressure prevailing downstream of the compressor wheel in the flow direction of the additional medium to be compressed.
  • the compensation element By applying the compensation element with the discharge pressure, the axial forces can be at least partially compensated and thus kept very low, which is particularly beneficial for the efficient operation of the charging device and thus of the fuel cell. In particular, this allows the bearing losses, the weight, as well as the outer dimensions of the storage keep low.
  • the forward curvature of the blading, with the impeller blades curved at least in the entry region in the direction of rotation in which the turbine wheel rotates during operation of the supercharger, also affects the aerodynamic size of the turbine wheel insofar as Euler's specific turbine performance is particularly significant at the nominal point high peripheral speeds is accomplished. This results in a low-efficiency reduction compared to only radially oriented impeller blades, which extend only in the radial direction, at least substantially identical outlet flow conditions
  • an at least substantially optimal degree of reaction can be set above the value of 0.5.
  • the compensation element can also be acted upon at least in regions with an inlet pressure prevailing in the inlet region. So the axial forces can be kept very low.
  • the compensation element is preferably arranged on a side of a wheel back of the turbine wheel facing away from a wheel outlet region of the turbine wheel.
  • the compensation element allows by the application of the at least partial compensation of the axial forces, which occur, for example, as a result of gas forces.
  • the diameter of the compensation element is greater than that
  • Compressor wheel compressor blades for compressing the other medium, in particular the air, wherein the compressor blades are formed forward curved. This means that the compressor blades are also curved in the direction of rotation, in which the compressor wheel rotates during operation of the charging device. This allows the additional medium to be compacted efficiently.
  • the compensation element with the pressure prevailing downstream of the compressor impeller outlet pressure in a region of the
  • Acting compensation element wherein means of the area, by means of Housing part and by means of at least two sealing elements of the charging device, a chamber is limited. This affects the admission of the
  • Compensation element with the inlet pressure and the outlet pressure is not mutually exclusive, so that the axial forces can be kept very low. This benefits the efficient operation of the charging device.
  • the sealing elements are on the one hand on the housing part and
  • the space requirement and the weight of the charging device can be kept low, resulting in a particularly efficient operation results.
  • At least one of the sealing elements is formed, for example, as a piston ring for a piston of a reciprocating engine. This comes at a low cost
  • At least one of the sealing elements can also be designed as a non-contact seal, in particular as a labyrinth seal. This leads to a low space requirement and a low weight of
  • Blade entry angle of the impeller blades preferably greater than 100 ° and less than 150 °. This results in combination with the particularly large aerodynamic
  • Fig. 1 is a schematic longitudinal sectional view of a charging device with a
  • a turbine and a compressor for illustrating axial forces, which act on a bearing of a rotor with a shaft, a turbine wheel of the turbine and a compressor wheel of the compressor;
  • Fig. 2 is a diagram for illustrating the relationship between
  • FIG. 3 shows a schematic cross-sectional view of an embodiment of the turbine according to FIG. 1;
  • FIG. 4 shows a detail of a schematic sectional view of the turbine according to FIG.
  • FIG. 5 shows a schematic longitudinal sectional view of a further embodiment of the charging device according to FIG. 1;
  • Fig. 6 is a schematic diagram illustrating forces on a
  • FIG. 7 is a schematic diagram for illustrating forces on the turbine wheel of the charging devices
  • FIG. 9 is a schematic diagram of a fuel cell, which of a
  • Charger is supplied with compressed air
  • Fig. 10 is a speed triangle of a turbine wheel with radial
  • FIG. 11 is a velocity triangle of a forward curved bladed turbine wheel
  • FIG. 12 a detail of a schematic perspective view of a
  • Fig. 13 is a graph illustrating the behavior of the efficiency of a turbine in forward curvature of its blading.
  • FIG. 9 shows a fuel cell 10, by means of which a reaction energy of a continuously supplied fuel and an oxidizing agent can be converted into electrical energy.
  • the fuel is in the form of hydrogen, which is stored in a tank 12 and the fuel cell 10 is supplied via a fuel valve 14.
  • the fuel valve 14 is regulated by a control device 16.
  • the fuel cell 10 uses air from the environment or oxygen as part of this air, which is supplied to the fuel cell.
  • the fuel cell 10 is connected via lines 22 to a battery 25, in which the generated electrical energy, which is referred to as current, can be stored.
  • the battery 25 in turn is connected via lines 24 to an electric motor 26 which is drivable by the current stored in the battery 25.
  • the electric motor 26 converts the electrical energy into mechanical energy and outputs it in the form of a torque via a rotatable shaft 30.
  • the fuel cell 10 thus serves to drive the electric motor 26, which can be used for example in a motor vehicle, especially a passenger car.
  • an accelerator pedal 32 is provided to set a to be provided by the electric motor 26 and desired torque, for example by a driver of the passenger car.
  • the accelerator pedal 32 is connected to both the control device 16 and with the electric motor 26 to adjust the generation of the current by means of the fuel cell 10 to the torque request.
  • a charging device 34 which comprises a compressor 36 with a compressor wheel 38 includes.
  • the compressor 38 is rotatably connected to a shaft 40 of the charging device 34, wherein the shaft 40 is rotatably mounted in a bearing housing, the charging device 34.
  • the compressor wheel 38 is rotatable and the air sucked in by a prevailing in the flow direction of the air upstream of the compressor 38 pressure level, which corresponds to the ambient pressure and as
  • Compressor inlet pressure P1 is referred to compress to a contrast higher pressure level, which is present downstream of the compressor 38 and as
  • Compressor outlet pressure P2t is called.
  • the air As a result of the compression of the air by the compressor wheel 38, the air is heated. To cool the air, the air flows to a cooling device 46, by means of which the air is cooled and then supplied to the fuel cell 10.
  • an exhaust gas of the fuel cell 10 is passed to a turbine 52 comprising a turbine 52 of the charging device 34.
  • the turbine wheel 50 is rotatably connected to the shaft 40 and thus rotatably supported and drivable by the exhaust gas of the fuel cell 10.
  • the turbine 52 is an expansion turbine because the exhaust gas of the fuel cell 10 in the flow direction thereof upstream of the turbine wheel 50 has a higher pressure level, referred to as turbine inlet pressure P3t, than downstream of the turbine wheel 50.
  • the exhaust gas becomes Fuel cell 10 expanded by means of the turbine 52, wherein the turbine 52 and the turbine wheel 50, the exhaust gas stored energy for driving the compressor wheel 38 uses.
  • the pressure of the exhaust gas downstream of the turbine 52 is referred to as turbine outlet pressure P4.
  • Exhaust after-treatment device 56 which cleans the exhaust gas of harmful emissions. Downstream of the exhaust aftertreatment device 56, the exhaust gas flows to the environment.
  • the turbine 52 In order to adapt the turbine 52 to different operating points of the electric motor 26 and thus of the fuel cell 10, the turbine 52 is designed as a so-called Varioturbine.
  • a variably adjustable guide grid 60 is arranged, by means of which flow conditions of the energization of the turbine wheel 50 influenced by the exhaust gas and to different operating points of the fuel cell 10, pressure ratios of the compressor 36 and / or the like is customizable.
  • the guide grid 60 is also regulated by the control device 16.
  • the charging device 34 comprises a further electric motor 62, by means of which the shaft 40 and thus the compressor wheel 38 and the turbine wheel 50 are drivable.
  • the electric motor 62 is necessary because the power provided by the turbine 52 is not sufficient to drive the compressor 34 alone. This results in a very efficient operation of the fuel cell 10.
  • Bearing housing relatively high axial forces that stress the storage and can lead to an undesirably low life of storage, if none
  • the charging device 34 comprises an axial thrust compensation 64 shown schematically in FIG. 9, by means of which the axial forces can be compensated or reduced.
  • This axial thrust compensation 64 will be explained in more detail below in conjunction with the other figures.
  • FIG. 5 shows a possible embodiment of the charging device 34 with the compressor 36, the further electric motor 62 and the turbine 52 designed as an expansion turbine in the form of a Varioturbine.
  • a certain speed limit of the further electric motor 62 which is for example in a range of 100,000 revolutions per minute, is a first diameter D2 of
  • Compressor 38 particularly large interpreted to meet corresponding requirements with respect to the pressure conditions of the compressor 36 (upstream in the flow direction of the air to be compressed and downstream of the compressor 38).
  • turbocharger 52 Since the turbocharger 52 is provided in the charging device 34, a slight release of the axial forces may result, which act in the direction of a compressor inlet 66 and must be absorbed by the bearing of the compressor wheel 38 and the turbine wheel 50 or the shaft 40.
  • the turbine 52 or the turbine wheel 50 which is designed for optimum efficiency at the nominal point, that is to say at the maximum power of the further electric motor 62, receives via the rigid coupling to the
  • Compressor 36 the same speed, from the other electric motor 62 to the shaft 40 or is applied to the compressor 38.
  • Turbine wheel 50 and the compressor 38 takes place via an optimal speed coefficient u / co of the turbine 52, the value in the nominal point of about. 0.7 should reach or reach.
  • the first diameter D2 of the compressor wheel 38 is almost a factor of two larger than the second diameter D3, resulting in a first surface A2 of a first Raußs 68 of the compressor 38 resulting in a factor of four larger than a second Area A3 of a second wheel back 70 of the turbine wheel 50.
  • Axialschubkompensation 64 allows and further explained in conjunction with FIG. 8.
  • the axial thrust compensation 64 comprises a compensating disk 72 integrally formed with the turbine wheel 50, whereby an axial force compensation of the axial forces caused by the compressor 36 is handled by the second wheel back 70 of the turbine wheel 50.
  • Compensating disc 72 has an outer, third diameter D s , which compared to the aerodynamic, second diameter D3, which also as Radeintritts diemesser a blading of the turbine wheel 50 is designated, regardless of the size is tuned and in the present case is greater than the second diameter D3 is formed.
  • the third diameter D s is a function of the axial force and greater than the second diameter D3.
  • a nozzle pressure P3D at a discharge of a nozzle 74 of the turbine 52, via which the turbine wheel 50 can flow against the exhaust gas of the fuel cell 10, determines a pressure profile on a rear side 76 of the turbine
  • Turbine wheel 50 and the compensation disc 72 which has a third area As, which corresponds to the third diameter D s .
  • a force resultant of the turbine wheel 50 with the compensation disc 72 is thus opposite to a force resultant of the compressor wheel 38.
  • Compressor outlet pressure P2t determined directly downstream of the compressor 38, which is associated with a representative mean pressure P2s a Ver emphasizerradscale 78.
  • a turbine wheel disc 81 is provided, wherein a representative mean pressure p3s of the turbine wheel disc 81 is related to a turbine inlet pressure p3t.
  • Compressor outlet pressure P2t is already markedly lowered (up to the 30%), requires the compensation disc 72 on the turbine wheel 50 due to the relatively low
  • Nozzle pressure P3D large dimensions to cause a significant axial force reduction.
  • Compressor outlet pressure P2t tapped by means of the axial thrust compensation 64 via a channel 79 in the region of a compressor outlet or optionally a compressor manifold, ie downstream of the compressor 38, or a compressor diffuser and impressed on the compensation disc 72 on the turbine wheel 50 side in a pressure chamber 80.
  • the compressor outlet pressure P2t makes a significantly greater pressure value than the medium pressure P2s of the compressor wheel disk 78.
  • sealing points 82, 83 are provided, by means of which the pressure chamber 80 is sealed. While the inner sealing point 83 may be formed as a conventional, simple piston ring seal, the outer sealing point 82 on the third diameter D s is advantageously a non-contact seal
  • the pressure chamber 80 is thus on the one hand by means of a range of
  • the annular surface 84 being located on the side of the blading of the turbine wheel 50, the lowered nozzle pressure P3D should be applied as far as possible, around the significantly larger compressor outlet pressure P2t, which also is called static compensation pressure to fully unfold in its action in the pressure chamber 80.
  • FIGS. 1, 6 and 7 serve to illustrate the calculation or estimation of the axial forces.
  • the axial forces result in particular from gas forces and cause an axial thrust which acts on the rotor, which comprises the turbine wheel 50, the compressor wheel 38 and the shaft 40.
  • the axial thrust results in particular from axial forces which are in the direction of
  • Turbine outlet on the compressor wheel contour the compressor impeller act, as well as a compressor impulse result. Furthermore, act on the compressor 38 axial forces in the direction of the compressor inlet. Correspondingly, on the turbine 52 side, axial forces act in the direction of the compressor inlet 66 on the turbine wheel contour and on the turbine wheel outlet. In addition, axial forces act as a result of a turbine impulse. On the Turbine wheel 50 also act in the direction of the turbine outlet axial forces. As indicated by the force arrow F, the axial thrust on the Verêtrradseite is much larger than on the Turbinenradseite. This is the case since gas pressures as well as the
  • Ramony tables the compressor 38 are larger than on the side of the turbine wheel 50, if no appropriate countermeasures are taken. In order to keep the axial thrust or the axial forces as a whole low, therefore, an at least substantially optimal aerodynamic adaptation of the turbine wheel 50 is advantageous.
  • Turbine wheel diameters lead. 2 shows, on the basis of a diagram 88, the relationship between efficiency-optimal circumferential speeds U_opt at the corresponding turbine inlet temperatures T3t and turbine pressure ratios with a value of the high-speed number of 0.7 and the degree of reaction of 0.5.
  • the efficiency-optimal peripheral speed U_opt results here with a high-speed number of 0.7.
  • the turbine inlet temperature is designated T3t.
  • the pressure ratio is designated P3t / P4.
  • P3t designate the turbine inlet pressure and P4 the turbine outlet pressure.
  • the high-speed number results from u / c 0 , where u denotes the peripheral speed and c 0 denotes the absolute velocity of the exhaust gas. Due to the optimal compressor speed for the air delivery of the fuel cell 10, the wheel inlet diameter (second diameter D3) of the turbine 52 is thus fixed to small values, due to the optimal associated with the relatively low expansion temperatures in the range of 100 ° C.
  • FIG. 2 also shows a wheel limit strength range B, which relates, for example, to the material Inconel 713 LC.
  • a region C is shown, which refers to the turbine 52 of the charging device 34.
  • FIG. 6 shows a fourth surface A1 and a fifth surface A1 K, on which the grass forces can act, resulting in axial forces acting on the rotor in the direction of the turbine outlet.
  • FIG. 6 also shows a sixth surface A2R which is associated with the wheel back of the compressor wheel 38 and on which act gas forces, resulting in axial forces acting in the direction of the compressor inlet 66.
  • the degree of reaction is, for example, 0.6 while the compressor inlet pressure P1 is one bar (1 bar). In the present case, the compressor outlet pressure P2T is 3.2 bar.
  • One on The first pressure P2 acting on the first wheel back 68 of the compressor wheel 38 is, for example, 2.32 bar.
  • FIG. 7 shows a seventh surface A3R of the second wheel back 70 of the turbine wheel 50, on which gas forces act. This results in axial forces acting in the direction of the turbine outlet.
  • Fig. 7 also shows an eighth surface A4K and a ninth surface A4 on which act gas forces. This results in axial forces, which are directed in the direction of the turbine inlet.
  • the turbine inlet pressure P3t is, for example, 2.7 bar.
  • the turbine outlet pressure is 1, 0 bar.
  • Reaction degree is 0.5.
  • a pressure acting on the second wheel back 70 of the turbine wheel 50 is for example 1.85 bar.
  • the axial forces amount to, for example, 335.1 N and act in the direction of the compressor inlet 66.
  • the compensation disk 72 serves this purpose.
  • Impeller blades 90 of the turbine wheel 50 at least in an inlet region 92, in which the turbine wheel 50 is flown by the exhaust gas, be formed forward curved.
  • the contribution of the turbine wheel 50 to compensate for the axial forces is weighted more heavily by the forward curvature of the impeller blades 90, the turbine 50 is increased relative to a purely axially extending blading.
  • the axial extent of the compensation disc 72 ie its width, is preferably very small in order to keep flow losses low. Their width is advantageously completely avoidable, which may have an influence on the design of the blade entry angle ⁇ s , which is illustrated with reference to FIG. 12.
  • An advantageous and particularly large design of the second diameter D3 and the corresponding configuration of the blade entry angle ßi s is dependent on the Euler relationship at desired peripheral speed u1 and desired in the nominal point
  • Gas velocity component c u1 as shown in FIG. 11 can be seen.
  • FIG. 10 shows a first velocity triangle 94, which relates to a purely radial blading of the turbine wheel 50.
  • Fig. 11 shows a second velocity triangle 96, which refers to a forward curved blading of the turbine wheel 50, the turbine wheel 50 thus includes forward curved impeller blades 90, which in the direction of rotation in which the Turbine wheel 50 rotates in the operation of the charger 34, are curved.
  • the blade entry angle ⁇ 1s is advantageously greater than 100 ° and less than 150 °, which means a forward curvature Ess 1s to near 60 °.
  • the blade implanting angle is SSI s between the inlet tangent 98 and the circumferential tangent 100 to the impeller blade 90
  • the forward curvature ⁇ 1 ⁇ refers to the angle by which the impeller vane 90 is inclined with respect to its entry tangent 98 with respect to a radial extent indicated by a dotted line 102.
  • FIG. 13 shows a second diagram 104, on whose abscissa 106 the fast-running number is plotted. On the ordinate 108 of the second diagram 104 is the
  • a first run 110 relates to the purely radially extending blading, while a second run 112 refers to the forward curved blading of the turbine wheel 50, wherein the
  • Bucket entry angle ß s is greater than 90 °. Considered is an at least substantially optimal degree of reaction of greater than 0.5. The optimum efficiency can be higher than the forward curvature of the impeller blades 90
  • Expansion turbine trained turbine 52 may be advantageous.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Energy (AREA)
  • Electrochemistry (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Manufacturing & Machinery (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel Cell (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Supercharger (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de recharge (34) d'une pile à combustible (10), doté d'une turbine (52) comportant une partie carter (86) pourvue d'un espace de logement dans lequel une roue (50) de la turbine (52) est logée de manière à pouvoir tourner autour d'un axe de rotation par rapport à la partie carter (86). La roue de turbine (50) comprend des aubes (90), par l'intermédiaire desquelles la roue de turbine (50) peut être traversée dans une zone d'entrée par un milieu, en particulier par un effluent gazeux de la pile à combustible (10), et lesquelles sont réalisées de manière courbée vers l'avant au moins dans la zone d'entrée.
EP12794861.0A 2011-12-01 2012-11-10 Dispositif de recharge d'une pile à combustible, en particulier d'un véhicule automobile Withdrawn EP2785977A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011119881A DE102011119881A1 (de) 2011-12-01 2011-12-01 Aufladeeinrichtung für eine Brennstoffzelle, insbesondere eines Kraftwagens
PCT/EP2012/004675 WO2013079155A2 (fr) 2011-12-01 2012-11-10 Dispositif de recharge d'une pile à combustible, en particulier d'un véhicule automobile

Publications (1)

Publication Number Publication Date
EP2785977A2 true EP2785977A2 (fr) 2014-10-08

Family

ID=47278744

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JP5921706B2 (ja) 2016-05-24
CN103975127B (zh) 2016-07-06
DE102011119881A1 (de) 2013-06-06
US20140370412A1 (en) 2014-12-18
WO2013079155A2 (fr) 2013-06-06
CN103975127A (zh) 2014-08-06
JP2015505927A (ja) 2015-02-26
WO2013079155A3 (fr) 2013-07-25

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