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TW201444716A - 具有燃料電池及氣動引擎的動力混合式運輸設備 - Google Patents

具有燃料電池及氣動引擎的動力混合式運輸設備 Download PDF

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TW201444716A
TW201444716A TW102117825A TW102117825A TW201444716A TW 201444716 A TW201444716 A TW 201444716A TW 102117825 A TW102117825 A TW 102117825A TW 102117825 A TW102117825 A TW 102117825A TW 201444716 A TW201444716 A TW 201444716A
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Taiwan
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power
pressure hydrogen
mechanical power
fuel cell
mechanical
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TW102117825A
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Chih-Yung Huang
Cheng-Kuo Sung
Chin-Min Liu
Chao-An Lin
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Nat Univ Tsing Hua
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Priority to TW102117825A priority Critical patent/TW201444716A/zh
Priority to US13/962,488 priority patent/US20140349808A1/en
Publication of TW201444716A publication Critical patent/TW201444716A/zh

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    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
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Abstract

於一種動力混合式運輸設備中，氣體供應源提供高壓氫氣，高壓氫氣驅動渦輪產生第一機械動力並變成中壓氫氣，中壓氫氣驅動氣動引擎後產生第二機械動力並變成低壓氫氣。燃料電池依據低壓氫氣產生第一電力。熱能回收模組將燃料電池所產生的熱能回收並對高壓氫氣或中壓氫氣加熱。發電機接收第一機械動力並產生第二電力。電動馬達依據第一及第二電力以產生第三機械動力。動力輸出裝置依據第二與第三機械動力以使運輸設備產生移動。藉此，可以有效利用高壓氫氣的勢能及化學能來產生機械動力及電力來驅動運輸設備。

Description

具有燃料電池及氣動引擎的動力混合式運輸設備
本發明是有關於一種動力混合式運輸設備，且特別是有關於一種具有燃料電池及氣動引擎的動力混合式運輸設備。
因應能源短缺與環境變遷，近年來在汽車設計上有許多新技術不斷地被研發出來。尤其是使用替代性能源的車輛，譬如使用燃料電池與鋰電池的雙電動汽車、使用天然氣的汽車、使用油電混合的動力混合車等，如雨後春筍般的出現。
氫燃料電池動力車輛之電動馬達效率高於內燃機效率的二至三倍，且具有零排放、低噪音、無振動等優勢。氫可以從天然氣、煤和原油中輕易萃取。燃料電池透過氫氣和氧氣結合的化學反應來產生電力，而熱氣是其唯一副產品。
氣動引擎(或稱氣動馬達)是指在氣壓傳動中將壓縮氣體的壓力能轉換為機械能的氣動執行元件，它是一種將壓縮氣體的壓力能轉換成機械能的裝置，作用相當於電動馬達或液壓馬達。氣動引擎是靠高壓氣體來推動，因此在運作過程中也不會產生污染，將氣動引擎裝設在腳踏車、機車、汽車、船舶等上做為主要動力源，都能取代目前的電動馬達及內燃機引擎。或者，也可將氣動引擎做為機車、汽車或船舶的輔助動力源，來降低內燃機引擎所產生的污染量。
由於裝設有燃料電池與氣動引擎都不會產生污染，所以若能將兩者有效地整合並提升整合效率，對於目前工業的發展而言都是一大助益。
本發明之一個目的是提供一種具有燃料電池及氣動引擎的 動力混合式運輸設備，能透過機械動力及電力的方式，有效地將使用於氣動引擎及燃料電池的高壓氫氣的壓力能與化學能提取出來，以達成驅動運輸設備的目的。
為達上述目的，本發明提供一種動力混合式運輸設備，包括一氣體供應源、一渦輪、一氣動引擎、一燃料電池、一熱能回收模組、一發電機、一電動馬達以及一動力輸出裝置。氣體供應源提供高壓氫氣。渦輪透過一高壓管路連通至氣體供應源，高壓氫氣驅動渦輪產生一第一機械動力，並變成中壓氫氣。氣動引擎透過一中壓管路連通至渦輪並接收中壓氫氣，中壓氫氣驅動氣動引擎後產生一第二機械動力，並變成低壓氫氣。燃料電池透過一低壓管路連通至氣動引擎並接收低壓氫氣，燃料電池依據低壓氫氣產生一第一電力。熱能回收模組將燃料電池所產生的熱能回收並對高壓管路中的高壓氫氣加熱，或對中壓管路中的中壓氫氣加熱。發電機接收第一機械動力並產生一第二電力。電動馬達電連接至發電機及燃料電池，並依據第一電力及第二電力以產生一第三機械動力。動力輸出裝置依據第二機械動力與第三機械動力以使運輸設備產生移動。
藉由本發明之動力混合式運輸設備，利用高壓氫氣經過渦輪減壓發電來產生電能，再將中壓氫氣供給氣動引擎來產生機械能，再將從氣動引擎排出的低壓氫氣供給燃料電池來產生電能，燃料電池在輸出電能的同時也會輸出熱能，將此熱能提供給高壓氫氣或中壓氫氣以提高能量，藉以使氣動引擎輸出更高的機械能。利用機械能及電能來驅動運輸設備運行，如此可以減少降壓的無謂損失、提高熱能的再利用率並減少環境污染。
為讓本發明之上述內容能更明顯易懂，下文特舉一第一實施例，並配合所附圖式，作詳細說明如下。
EP1‧‧‧第一電力
EP2‧‧‧第二電力
EP3‧‧‧第三電力
H1‧‧‧高壓氫氣
H2‧‧‧中壓氫氣
H3‧‧‧低壓氫氣
MP1‧‧‧第一機械動力
MP2‧‧‧第二機械動力
MP3‧‧‧第三機械動力
O‧‧‧氧氣
T1‧‧‧高壓管路
T2‧‧‧中壓管路
T3‧‧‧低壓管路
T4‧‧‧管路
WH‧‧‧廢熱
10‧‧‧氣體供應源
20‧‧‧渦輪
30‧‧‧氣動引擎
40‧‧‧燃料電池
41‧‧‧陽極
42‧‧‧電解質
43‧‧‧陰極
50、50'‧‧‧熱能回收模組
51‧‧‧罩體
60‧‧‧發電機
70‧‧‧電動馬達
71‧‧‧整流器
72‧‧‧二次電池
73‧‧‧馬達控制器
80‧‧‧動力輸出裝置
81‧‧‧輪軸
82‧‧‧減速機
84‧‧‧輪軸
85‧‧‧前輪
86‧‧‧後輪
90‧‧‧動力混合裝置
90'‧‧‧動力混合器
91‧‧‧速度偵測器
100、100'‧‧‧運輸設備
圖1顯示依據本發明第一實施例之動力混合式運輸設備之方塊示意圖。
圖2顯示依據本發明第二實施例之動力混合式運輸設備之方塊示意圖。
圖3與圖4顯示依據本發明之熱能回收模組之兩個例子的方塊示意圖。
圖1顯示依據本發明第一實施例之動力混合式運輸設備100之方塊示意圖。如圖1所示，動力混合式運輸設備100包括一氣體供應源10、一渦輪20、一氣動引擎30、一燃料電池40、一熱能回收模組50、一發電機60、一電動馬達70以及一動力輸出裝置80。雖然於此是以四輪車輛當作運輸設備之一例作說明，但是吾人應理解到，混合式運輸設備100包含但不限於船舶、飛行器、三輪車、兩輪車等。當混合式運輸設備100是車輛時，整體動力輸出可以透過轉動的車輪以與馬路地面產生相對運動。當混合式運輸設備100是船舶或飛行器時，整體動力輸出可以透過轉動的螺旋槳以與載體(水或空氣)產生相對運動。
氣體供應源10可以以一高壓儲氣瓶的型式來實施，用以提供氣動引擎30及燃料電池40所需之氫氣，氣體供應源10的氫氣是以超高壓氫氣的型式存在，以便提高單位體積所能儲存的能量。氣體供應源10本身具有一個節氣門(未顯示)，藉由控制節氣門的開度，可以控制氣體供應源10的氣體流量以提供高壓氫氣H1。於一例示但非限制的例子中，高壓儲氣瓶中的高壓氫氣的壓力約為150至700巴(bar)，藉由經過渦輪20降壓後，可以輸出約15至20巴之中壓氫氣至氣動引擎30，氣動引擎30再輸出1至4巴的低壓氫氣給燃料電池40使用。值得注意的是，上述的壓力範圍可以依據需求及設計來調整，並非意圖將本發明限制於此。
渦輪20透過一高壓管路T1連通至氣體供應源10。渦輪20將高壓氫氣H1的勢能(potential energy)轉換成可用的機械功，以便帶動發電機60進行發電，具有轉速快，發電效率高的優點。同時，渦輪20也對高壓氫氣H1進行降壓。因此，高壓氫氣H1驅動渦輪20產生一第一機械動力MP1，並變成中壓氫氣H2。中壓氫氣H2的壓力低於低壓氫氣H3的壓力。
氣動引擎30透過一中壓管路T2連通至渦輪20並接收中壓氫氣H2，中壓氫氣H2驅動氣動引擎30後產生一第二機械動力MP2，並變成低壓氫氣H3。低壓氫氣H3的壓力低於中壓氫氣H2的壓力。
燃料電池40是一種直接將燃料氣體(氫氣)之化學能轉換成電能的裝置，主要結構包括電極及電解質，這種將化學能直接轉換為電能的過程，比內燃機系統多30%以上的能量轉換效率，若再考量所產生之廢熱回收利用，更可獲得高達85%的總體能量利用率，是相當具有經濟效益的能源系統。燃料電池40透過一低壓管路T3連通至氣動引擎30並接收低壓氫氣H3，燃料電池40依據低壓氫氣H3產生一第一電力EP1。於本實施例中，是使用氫燃料電池40來產生第一電力EP1。
高壓氫氣H1透過渦輪20可以達成降壓及產生機械動力的效果。利用高壓儲氣瓶可以儲存更多的壓縮氫氣，藉以達到提升續航力的效果。但是，氣動引擎30的運作也不需太高的壓力，或者說高壓氫氣經過氣動引擎30降壓後，其壓力仍高於燃料電池40的適用壓力。因此，透過渦輪20可以解決此問題，避免氫的浪費，並額外產生第一機械動力MP1。
熱能回收模組50將燃料電池40所產生的熱能回收並對高壓管路T1中的高壓氫氣H1加熱。當然，於另一例子中，也可以對中壓管路T2中的中壓氫氣H2加熱。熱能回收模組50具有高熱傳量、無動件免保養之特性，並回收燃料電池40所產生之熱氣，在幾乎沒有熱傳損失下，快速的將熱量傳至高壓儲氣瓶之出氣管端，加熱高壓氫氣H1再匯入渦輪20及氣動引擎30中，藉以提升渦輪20及氣動引擎30的效率，使渦輪20及氣動引擎30可輸出更大的馬力及扭力，俾能達到節省能源，提升氫燃料之整體效率的功效。
發電機60接收第一機械動力MP1並產生一第二電力EP2。發電機60可以是直流發電機或交流發電機，用以將機械動力轉換成電力來驅動電動馬達70。
由於燃料電池40與發電機60都能產生電力，所以可以用來驅動電動馬達70。於本實施例中，電動馬達70透過一整流器71、一個二次電池72及一馬達控制器73而電連接至發電機60及燃料電池40，並依據第一電力EP1及第二電力EP2以產生一第三機械動力MP3。整流器71 可以對第一電力EP1與第二電力EP2進行整流、穩壓及/或混合等適當的處理，以產生第三電力EP3並將其充入至二次電池72。可以利用的二次電池72包含鉛酸電池、鋰離子電池、鋰聚合物電池、鋰鐵電池等，主要是要提供續電及穩定放電的功能。馬達控制器73依據來自二次電池72的電力及運輸設備100的油門的狀態來控制電動馬達70的運轉狀態及速度，以方便駕駛人操控。值得注意的是，將電動馬達70電連接至發電機60及燃料電池40的中間電子組件，雖然於本實施例中是包含整流器71、二次電池72及馬達控制器73，但是於其他實施例中，亦可以依據設計需求而調整，所以本發明並未嚴格受限於此。
動力輸出裝置80依據第二機械動力MP2與第三機械動力MP3以使運輸設備100產生移動。於本實施例中，動力輸出裝置80是透過一動力混合裝置90而機械地連接至氣動引擎30與電動馬達70。動力混合裝置90用以混合第二機械動力MP2與第三機械動力MP3，除了包括動力傳輸機構以外，也可以包括電子控制功能，主要是控制運作模式(說明於後)，所以除了連接至一速度偵測器91以外，也可以電連接至運輸設備100之各個必要的元件(於此不特別繪出)。動力混合裝置90可傳遞氣動引擎之機械能以驅動減速機，或是經由電動馬達來驅動減速機，使其工作在最佳的動力效能狀態下。此動力混合裝置90透過齒輪、皮帶等傳動元件將氣動引擎的曲軸及電動馬達的轉軸連接至減速機82。
於本實施例中，動力輸出裝置80包括一輪軸81以及減速機82。減速機82連接至輪軸81，用以接收第二機械動力MP2與第三機械動力MP3以驅動輪軸81轉動。輪軸81上安裝有後輪86，後輪86相對地面轉動以驅動混合式運輸設備100移動。值得注意的是，透過機構的設計，也可以使第二機械動力MP2與第三機械動力MP3透過輪軸84驅動前輪85轉動。關於動力混合裝置90的實施方式，舉例而言，可以透過傳動齒輪或皮帶將第二機械動力MP2與第三機械動力MP3共同耦接至減速機來驅動輪軸轉動。
以上所說明的模式為一混合模式，於其中動力混合裝置90控制氣體供應源10、渦輪20、氣動引擎30、燃料電池40、發電機60以及電動馬達70之一者或多者，用以使動力輸出裝置80依據第二機械動力 MP2與第三機械動力MP3來使運輸設備100產生移動。這種模式適合於當駕駛者拉大油門時，或經由速度偵測器91而得知車輛行進速度接近中速所設定之最高轉速時，即代表駕駛者希望得到較大的扭力輸出，氣動引擎同樣繼續運轉提供動力，而動力混合裝置90使馬達控制器73驅動電動馬達70，藉由電動馬達70輸出的動力與氣動引擎的動力相加後之總輸出，可為車輛提供最大動力輸出。
值得注意的是，運輸設備100亦可具有一電動模式及一氣動模式。於電動模式。動力混合裝置90控制氣體供應源10、渦輪20、氣動引擎30、燃料電池40、發電機60以及電動馬達70之一者或多者，用以於電動模式下，使動力輸出裝置80僅依據第三機械動力MP3來使運輸設備100產生移動；以及於氣動模式下，使動力輸出裝置80依據僅第二機械動力MP2來使運輸設備100產生移動。
因此，於電動模式下，經由速度偵測，可得知當車輛處於靜止或低速狀態時，經由動力混合裝置90來控制馬達控制器73，使電動馬達70提供起動或低轉速或甚至中速所需要之動力，這適合於市區道路的行駛，或者是二次電池72處於高電量的狀態。因此，動力混合裝置90可以依據運輸設備100之速度選擇進入混合模式或電動模式。於氣動模式下，當電動馬達70或馬達控制器73失效時、或二次電池72失效(包括低電量的狀態)時，可切換成氣動引擎30做機械力輸出，使車輛可以回修護廠，進行修護。亦即，動力混合裝置90於偵測二次電池72或電動馬達70失效時，進入氣動模式。
圖2顯示依據本發明第二實施例之動力混合式運輸設備100'之方塊示意圖。如圖2所示，本實施例係類似於第一實施例，不同之處在於電動馬達70與氣動引擎30分別透過輪軸84與81驅動運輸設備100'的前輪85與後輪86轉動。因此，動力混合器90'是電氣連接至馬達控制器73及氣動引擎30，以分別控制電動馬達70與氣動引擎30的轉動。因此，於本實施例中，第二機械動力MP2與第三機械動力MP3分別驅動動力輸出裝置80之後輪86及前輪85(也可以反過來變成前輪85及後輪86)，以使運輸設備100產生移動。
圖3與圖4顯示依據本發明之熱能回收模組之兩個例子的 方塊示意圖。如圖3所示，熱能回收模組50'將燃料電池40所產生的熱能透過管路T4回收並對高壓管路T1與中壓管路T2中的高壓氫氣H1與中壓氫氣H2加熱。低壓氫氣H3進入燃料電池40的陽極41，氧氣O進入燃料電池40的陰極43，透過燃料電池40的電解質42而產生電力供應至整流器71。
如圖4所示，熱能回收模組50包括一罩體51，罩覆燃料電池40及高壓管路T1。當然，燃料電池40產生的廢熱WH也可以透過管路T4傳到熱能回收模組50。或者，於另一例子中，熱能回收模組50是透過將高壓管路T1穿過串聯或並聯連接的燃料電池40而達成。如此，即使驅動廢熱WH流動的機構故障，仍可以透過穿過燃料電池40的高壓管路T1即時將燃料電池40產生的廢熱WH取出。
藉由本發明之上述實施例，利用高壓氫氣經過渦輪減壓發電來產生電能，再將中壓氫氣供給氣動引擎來產生機械能，再將從氣動引擎排出的低壓氫氣供給燃料電池來產生電能，燃料電池在輸出電能的同時也會輸出熱能，將此熱能提供給高壓氫氣或中壓氫氣以提高能量，藉以使氣動引擎輸出更高的機械能。利用機械能及電能來驅動運輸設備運行，如此可以減少降壓的無謂損失、提高熱能的再利用率並減少環境污染。
在較佳實施例之詳細說明中所提出之具體實施例僅用以方便說明本發明之技術內容，而非將本發明狹義地限制於上述實施例，在不超出本發明之精神及以下申請專利範圍之情況，所做之種種變化實施，皆屬於本發明之範圍。
EP1‧‧‧第一電力
EP2‧‧‧第二電力
EP3‧‧‧第三電力
H1‧‧‧高壓氫氣
H2‧‧‧中壓氫氣
H3‧‧‧低壓氫氣
MP1‧‧‧第一機械動力
MP2‧‧‧第二機械動力
MP3‧‧‧第三機械動力
T1‧‧‧高壓管路
T2‧‧‧中壓管路
T3‧‧‧低壓管路
10‧‧‧氣體供應源
20‧‧‧渦輪
30‧‧‧氣動引擎
40‧‧‧燃料電池
50‧‧‧熱能回收模組
60‧‧‧發電機
70‧‧‧電動馬達
71‧‧‧整流器
72‧‧‧二次電池
73‧‧‧馬達控制器
80‧‧‧動力輸出裝置
81‧‧‧輪軸
82‧‧‧減速機
84‧‧‧輪軸
85‧‧‧前輪
86‧‧‧後輪
90‧‧‧動力混合裝置
91‧‧‧速度偵測器
100‧‧‧運輸設備

Claims (10)

  1. 一種動力混合式運輸設備，包括：一氣體供應源，提供高壓氫氣；一渦輪，透過一高壓管路連通至該氣體供應源，該高壓氫氣驅動該渦輪產生一第一機械動力，並變成中壓氫氣；一氣動引擎，透過一中壓管路連通至該渦輪並接收該中壓氫氣，該中壓氫氣驅動該氣動引擎後產生一第二機械動力，並變成低壓氫氣；一燃料電池，透過一低壓管路連通至該氣動引擎並接收該低壓氫氣，該燃料電池依據該低壓氫氣產生一第一電力；一熱能回收模組，將該燃料電池所產生的熱能回收並對該高壓管路中的該高壓氫氣加熱或對該中壓管路中的該中壓氫氣加熱；一發電機，接收該第一機械動力並產生一第二電力；一電動馬達，電連接至該發電機及該燃料電池，並依據該第一電力及該第二電力以產生一第三機械動力；以及一動力輸出裝置，依據該第二機械動力與該第三機械動力以使該運輸設備產生移動。
  2. 如申請專利範圍第1項所述之動力混合式運輸設備，其中該熱能回收模組包括：一罩體，罩覆該燃料電池及該高壓管路。
  3. 如申請專利範圍第1項所述之動力混合式運輸設備，其中該熱能回收模組是透過將該高壓管路穿過該燃料電池而達成。
  4. 如申請專利範圍第1項所述之動力混合式運輸設備，其中該電動馬達是透過一整流器、一個二次電池及一馬達控制器而電連接至該發電機及該燃料電池。
  5. 如申請專利範圍第4項所述之動力混合式運輸設備，其中該動力輸出裝置是透過一動力混合裝置而機械地連接至該氣動引擎與該電動馬達，該動力混合裝置用以混合該第二機械動力與該第三機械動力。
  6. 如申請專利範圍第5項所述之動力混合式運輸設備，其中該動力混合裝置控制該氣體供應源、該渦輪、該氣動引擎、該燃料電池、該發電機以及該電動馬達之一者或多者，用以：於一混合模式中，使該動力輸出裝置依據該第二機械動力與該第三機械動力來使該運輸設備產生移動；於一電動模式下，使該動力輸出裝置僅依據該第三機械動力來使該運輸設備產生移動；以及於一氣動模式下，使該動力輸出裝置僅依據該第二機械動力來使該運輸設備產生移動。
  7. 如申請專利範圍第6項所述之動力混合式運輸設備，其中該動力混合裝置依據該運輸設備之速度選擇進入該混合模式或該電動模式。
  8. 如申請專利範圍第6項所述之動力混合式運輸設備，其中該動力混合裝置於偵測該二次電池或該電動馬達失效時，進入該氣動模式。
  9. 如申請專利範圍第1項所述之動力混合式運輸設備，其中該第二機械動力與該第三機械動力分別驅動該動力輸出裝置之前輪及後輪或後輪及前輪，以使該運輸設備產生移動。
  10. 如申請專利範圍第1項所述之動力混合式運輸設備，其中該動力輸出裝置包括：一輪軸；以及一減速機，連接至該輪軸，用以接收該第二機械動力與該第三機械動力以驅動該輪軸轉動。
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