Cold start method for fuel cell engine

Abstract

The invention relates to the technical field of fuel cells, and discloses a fuel cell engine cold start method which comprises the following steps: after receiving a cold start command, controlling an air system and a hydrogen supply system of an engine to start, introducing hot air into a fuel cell stack through the air system, and controlling the fuel cell stack to intermittently output preset current. Specifically, according to the cold start method of the fuel cell engine, hot air is introduced into the fuel cell stack through an air system, and the hot air and cold air in the fuel cell stack generate a heat convection effect, so that the internal temperature of the fuel cell stack can be rapidly increased, and meanwhile, the fuel cell stack intermittently outputs preset current; and the electrochemical reaction generated by the fuel cell stack during the current output period can generate heat, so that the membrane electrode of the fuel cell stack can be heated to a certain extent, and the internal temperature of the fuel cell stack is increased.

Description

Technical Field

[0001] The invention relates to the technical field of fuel cells, and in particular to a cold starting method for a fuel cell engine. Background Art

[0002] A fuel cell is a chemical device that converts the chemical energy of fuel into electrical energy. A fuel cell produces water during operation. Therefore, when the fuel cell is started in a low-temperature environment, if the heat generated by the chemical reaction when the fuel cell is started is not enough to support the discharge of water in a gaseous or liquid state, ice will form to block the passage of the reaction gas and freeze the membrane electrode, resulting in the termination of the electrochemical reaction. At this time, the fuel cell will not be able to work normally and the low-temperature start-up will fail.

[0003] Existing fuel cell engines are mostly cold-started by heating the coolant with an electric heater, and the bipolar plate and then the membrane electrode are heated by heat conduction of the coolant to achieve the purpose of heating the fuel cell stack. However, when heating the fuel cell with an electric heater, there are three heat conduction processes: "electric heater-coolant", "coolant-bipolar plate", and "bipolar plate-membrane electrode", which leads to a long cold-start time and high energy consumption. Summary of the invention

[0004] The primary purpose of the present invention is to provide a fuel cell engine cold start method, by which the fuel cell engine cold start is achieved, the fuel cell engine starts with relatively low energy consumption and a relatively short start waiting time.

[0005] In order to achieve the above object, the present invention provides a fuel cell engine cold start method, comprising the following steps:

[0006] After receiving the cold start command, the air system and hydrogen supply system of the engine are controlled to start, hot air is introduced into the fuel cell stack through the air system, and the fuel cell stack is controlled to intermittently output a preset current.

[0007] In a specific embodiment of the present invention, the fuel cell stack outputs current once every 8s-12s, and each output lasts for 1s-2s.

[0008] In a specific embodiment of the present invention, after receiving a cold start command, the engine's coolant system is also controlled to start, wherein the coolant in the coolant system is input into the fuel cell stack after heat exchange with hot air in the air system.

[0009] In a specific embodiment of the present invention, the air system includes an air inlet pipe, an air outlet pipe, a first connecting pipe, an air compressor, an intercooler, an inlet throttle, an outlet throttle and a first solenoid valve;

[0010] The air inlet pipe and the air outlet pipe are both connected to the fuel cell stack;

[0011] The air compressor, the intercooler, and the inlet throttle are connected in series on the intake pipe along the air intake direction;

[0012] The outlet throttle is arranged on the outlet pipe;

[0013] The first connecting pipe has a first end and a second end, the first end is connected to the intake pipe and is located between the intercooler and the inlet throttle, and the second end is connected to the outlet pipe and is located on a side of the outlet throttle away from the fuel cell stack;

[0014] The first solenoid valve is arranged on the first connecting pipe.

[0015] In a specific embodiment of the present invention, the coolant system includes a liquid inlet pipe, a liquid outlet pipe, a first reflux pipe, a second connecting pipe, a three-way valve and a cooling pump;

[0016] The liquid inlet pipe and the liquid outlet pipe are both connected to the fuel cell stack;

[0017] The three-way valve has a first communication end, a second communication end and a third communication end, and the first communication end and the second communication end are connected in series to the liquid inlet pipe;

[0018] The cooling pump is arranged on the liquid inlet pipe, and the cooling pump is located between the three-way valve and the fuel cell stack;

[0019] The first return pipe has a third end and a fourth end, the third end is connected to the liquid inlet pipe and is located between the cooling pump and the fuel cell stack, the fourth end is connected to the liquid outlet pipe, and the first return pipe is used for heat exchange with the intercooler;

[0020] The second connecting pipe is connected with the liquid outlet pipe and the third connecting end.

[0021] In a specific embodiment of the present invention, the intercooler comprises a housing and a heat dissipation module, the heat dissipation module is arranged in the housing, and the heat dissipation module is connected in series to the intake pipe;

[0022] Wherein, the return pipe portion is located inside the shell.

[0023] In a specific embodiment of the present invention, the hydrogen supply system includes a hydrogen input pipe, a hydrogen output pipe, a second solenoid valve, a proportional valve and an ejector;

[0024] The hydrogen gas input pipe and the hydrogen gas output pipe are both connected to the fuel cell stack;

[0025] The second solenoid valve, the proportional valve and the ejector are connected in series on the hydrogen input pipe along the hydrogen input direction.

[0026] In a specific embodiment of the present invention, the hydrogen supply system further comprises a water separator and a second reflux pipe;

[0027] The water separator is connected in series to the hydrogen output pipe;

[0028] The second reflux pipe connects the water separator and the ejector, and is used for returning the hydrogen in the water separator to the ejector.

[0029] The cold start method of a fuel cell engine according to an embodiment of the present invention has the following beneficial effects compared with the prior art:

[0030] The cold start method of the fuel cell engine of the present invention introduces hot air into the fuel cell stack through an air system, and the hot air and the cold air in the fuel cell stack undergo thermal convection, thereby rapidly increasing the internal temperature of the fuel cell stack. At the same time, the fuel cell stack intermittently outputs a preset current, and the electrochemical reaction occurring during the current output period of the fuel cell stack can generate heat, thereby heating the membrane electrode of the fuel cell stack to a certain extent, thereby increasing the internal temperature of the fuel cell stack. In addition, during the current output period of the fuel cell stack, water is generated in the membrane electrode, and this part of water can moisten the proton exchange membrane in the membrane electrode to a certain extent, ensuring that the proton exchange membrane is not blown too dry by the hot air, thereby avoiding the situation where the proton exchange membrane is too dry and causes an increase in resistance. At the same time, the intermittent current output can prevent the generation of more liquid water and cause it to freeze at low temperatures, thereby ensuring the performance of the fuel cell engine and avoiding the extension of the start-up time of the fuel cell engine. That is, based on this method, the cold start of the fuel cell engine is achieved, and the internal temperature of the fuel cell stack can be rapidly increased without using an electric heater, and the fuel cell engine has relatively low energy consumption for starting and a relatively short waiting time for starting. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a structural diagram of a fuel cell engine according to an embodiment of the present invention;

[0032] Figure 2 is a structural diagram of the cooperation between a fuel cell stack and an air system according to an embodiment of the present invention;

[0033] Figure 3 It is a structural diagram of the cooperation between the fuel cell stack and the coolant system according to an embodiment of the present invention.

[0034] In the figure, 1. air system; 11. air inlet pipe; 12. air outlet pipe; 13. first connecting pipe; 14. air compressor; 15. intercooler; 16. inlet throttle; 17. outlet throttle; 18. first solenoid valve; 2. hydrogen supply system; 21. hydrogen input pipe; 22. hydrogen output pipe; 23. second solenoid valve; 24. proportional valve; 25. ejector; 26. water distributor; 27. second reflux pipe; 3. fuel cell stack; 4. coolant system; 41. liquid inlet pipe; 42. liquid outlet pipe; 43. first reflux pipe; 44. second connecting pipe; 45. three-way valve; 46. cooling pump. DETAILED DESCRIPTION

[0035] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0036] The fuel cell stack 3 described below is prior art, and this application does not elaborate on it too much. The fuel cell stack 3 includes a membrane electrode, a bipolar plate, a current collector and a sealing gasket. The membrane electrode is the core component of the fuel cell, which consists of a catalyst layer and a proton exchange membrane. All electrochemical reactions are carried out on the membrane electrode. The bipolar plate is a metal or graphite sheet with a flow channel, which is used to transport the reaction gas, collect the current and discharge the water and heat generated by the reaction. The current collector is used to collect the current, and the sealing gasket ensures the airtightness of the system.

[0037] like Figures 1 to 3 As shown, a cold start method for a fuel cell engine in an embodiment of the present invention includes the following steps: after receiving a cold start command, controlling the engine's air system 1 and hydrogen supply system 2 to start, introducing hot air into the fuel cell stack 3 through the air system 1, and controlling the fuel cell stack 3 to intermittently output a preset current.

[0038] Specifically, the fuel cell engine cold start method of the present application introduces hot air into the fuel cell stack 3 through the air system 1, and the hot air and the cold air in the fuel cell stack 3 undergo thermal convection, thereby rapidly increasing the internal temperature of the fuel cell stack 3. At the same time, the fuel cell stack 3 intermittently outputs a preset current, and the electrochemical reaction occurring during the current output of the fuel cell stack 3 generates heat, thereby heating the membrane electrode of the fuel cell stack 3 to a certain extent, thereby increasing the internal temperature of the fuel cell stack 3. In addition, water is generated in the membrane electrode of the fuel cell stack 3 during the current output, and this water can The proton exchange membrane in the membrane electrode is moistened to a certain extent to ensure that the proton exchange membrane is not blown too dry by hot air, thereby avoiding the situation where the proton exchange membrane is too dry and causes an increase in resistance. At the same time, intermittent current output can prevent the generation of more liquid water and cause it to freeze at low temperatures. Therefore, the performance of the fuel cell engine can be guaranteed and the start-up time of the fuel cell engine can be avoided from being extended. That is, based on this method, the cold start of the fuel cell engine is achieved, and it does not need to use an electric heater to quickly increase the internal temperature of the fuel cell stack 3. The fuel cell engine has relatively low energy consumption for starting and a relatively short waiting time for starting.

[0039] In some embodiments, the fuel cell stack 3 outputs current once every 8s-12s, and each time the current is output for 1s-2s, thereby enabling the fuel cell stack 3 to intermittently output current and also avoiding the generation of more liquid water. Preferably, the fuel cell stack 3 outputs current once every 10s, and each time the current is output for 1s.

[0040] The preset current intermittently output by the fuel cell stack 3 is calibrated according to the specific parameters of the fuel cell engine. The goal of the calibration is to make the current load as high as possible without freezing. For example, when the net output power of the fuel cell engine exceeds 10% of the rated power, freezing will occur, that is, the current value corresponding to 10% of the rated power is taken for loading. Among them, how much current needs to be pulled corresponding to a specific power can only be known through polarization testing, and this application does not limit this.

[0041] In some embodiments, after receiving the cold start command, the engine's coolant system 4 is also controlled to start, that is, the air system 1, the hydrogen supply system 2 and the coolant system 4 are all started, wherein the coolant in the coolant system 4 is input into the fuel cell stack 3 after heat exchange with the hot air in the air system 1. Specifically, the coolant exchanges heat with the hot air, and the temperature of the coolant will increase. The coolant with a certain temperature is input into the fuel cell stack 3, and the coolant heats the bipolar plate and the membrane electrode through the heat conduction path of "coolant-bipolar plate-membrane electrode". Therefore, in combination with the above-mentioned hot air and the heating method of the fuel cell stack 3 intermittently outputting a preset current, the internal temperature of the fuel cell stack 3 can be increased more quickly.

[0042] In some embodiments, the air system 1 includes an intake pipe 11, an outlet pipe 12, a first connecting pipe 13, an air compressor 14, an intercooler 15, an inlet throttle 16, an outlet throttle 17 and a first solenoid valve 18; the intake pipe 11 and the outlet pipe 12 are both connected to the fuel cell stack 3; the air compressor 14, the intercooler 15, and the inlet throttle 16 are connected in series on the intake pipe 11 along the intake direction; the outlet throttle 17 is arranged on the outlet pipe 12; the first connecting pipe 13 has a first end and a second end, the first end is connected to the intake pipe 11 and is located between the intercooler 15 and the inlet throttle 16, and the second end is connected to the outlet pipe 12 and is located on the side of the outlet throttle 17 away from the fuel cell stack 3; the first solenoid valve 18 is arranged on the first connecting pipe 13.

[0043] The components of the air system 1 are introduced below:

[0044] The air compressor 14 includes an impeller and a volute. The air compressor 14 mainly provides air with a certain flow rate and pressure for the fuel cell stack 3. The impeller drives the air to rotate at a high speed. Under the action of centrifugal force, the air is compressed in the volute, thereby outputting compressed air with a certain pressure and temperature.

[0045] The intercooler 15 is mainly used to cool the hot air output by the air compressor 14, and reduce the high-temperature gas at the outlet of the air compressor 14 to a suitable temperature.

[0046] The inlet throttle valve 16 is kept closed when the fuel cell engine is not working, and is kept fully open when it is running, thereby ensuring that the cavity of the fuel cell stack 3 is isolated from the air and preventing air and hydrogen from gathering inside the fuel cell stack 3.

[0047] The outlet throttle 17 mainly provides air back pressure for the fuel cell stack 3. By changing the opening of the throttle valve, the diameter of the air tail exhaust pipeline is increased or decreased in disguise, thereby achieving the effect of adjusting the back pressure.

[0048] Based on the air system 1 of the above structure, when the fuel cell engine is cold-started, first, the air compressor 14 starts to run at a certain speed, and the impeller inside the air compressor 14 rotates at a high speed. Under the action of centrifugal force, the air gathers on the surface of the volute, and at the same time, a certain degree of negative pressure is formed in the center of the impeller, so that the outside air continuously flows to the impeller of the air compressor 14 along the axial direction of the impeller. Because the air gathers on the surface of the volute under the action of the impeller, as the air is gradually compressed, the temperature gradually increases, and finally the low-temperature and normal-pressure air is transformed into high-temperature and high-pressure air. Then the high-temperature and high-pressure air flows to the intercooler 15, and the hotter air is cooled to a certain extent inside the intercooler 15. At this time, the air still has a certain amount of heat, and the outlet throttle 17 and the first solenoid valve 18 are kept fully open, and the inlet throttle 16 is kept at a certain opening according to the inlet pressure regulations of the fuel cell stack 3 manufacturer, so that part of the hot air flowing through the intercooler 15 flows to the fuel cell stack 3, thereby realizing the increase of the internal temperature of the fuel cell stack 3; that is, as Figure 2 As shown, part of the hot air is input into the fuel cell stack 3 through the air inlet pipe 11 and output from the air outlet pipe 12, and another part of the hot air is output to the air outlet pipe 12 through the first connecting pipe 13, and merges with the air output from the fuel cell stack 3 at the air outlet pipe 12 and is output.

[0049] In some embodiments, the coolant system 4 includes an inlet pipe 41, an outlet pipe 42, a first return pipe 43, a second connecting pipe 44, a three-way valve 45 and a cooling pump 46; the inlet pipe 41 and the outlet pipe 42 are both connected to the fuel cell stack 3; the three-way valve 45 has a first connecting end, a second connecting end and a third connecting end, and the first connecting end and the second connecting end are connected in series on the inlet pipe 41; the cooling pump 46 is arranged on the inlet pipe 41, and the cooling pump 46 is located between the three-way valve 45 and the fuel cell stack 3; the first return pipe 43 has a third end and a fourth end, the third end is connected to the inlet pipe 41, and the third end is located between the cooling pump 46 and the fuel cell stack 3, and the fourth end is connected to the outlet pipe 42, and the first return pipe 43 is used for heat exchange with the intercooler 15; the second connecting pipe 44 is connected to the outlet pipe 42 and the third connecting end.

[0050] The components of the coolant system 4 are introduced below:

[0051] The cooling pump 46 mainly provides a certain flow of cooling liquid to the fuel cell stack 3 .

[0052] The three-way valve 45 is mainly used to switch between internal and external circulation. The connection mode of the cooling path is changed by rotating the ball valve in the three-way valve 45, thereby controlling the switching between internal and external circulation.

[0053] Based on the coolant system 4 of the above structure, when the fuel cell engine is cold-started, the coolant in the first return pipe 43 exchanges heat with the hot air in the intercooler 15, and the hot air heats the coolant in the intercooler 15 by heat conduction according to the heat conduction path of "hot air-intercooler 15-coolant", so that the temperature of the coolant increases. After heat conduction, the coolant with increased temperature flows through the fuel cell stack 3 in an internal circulation manner under the promotion of the cooling pump 46, and heats the bipolar plate and the membrane electrode by heat conduction according to the heat conduction path of "coolant-bipolar plate-membrane electrode", thereby realizing the increase of the internal temperature of the fuel cell stack 3; in this process, Figure 3 As shown, the coolant enters the first return pipe 43 from the liquid inlet pipe 41, and returns to the liquid inlet pipe 41 through the liquid outlet pipe 42, the second connecting pipe 44 and the three-way valve 45 to be input into the fuel cell stack 3, and finally is output from the liquid outlet pipe 42 and flows back to the liquid inlet pipe 41 through the second connecting pipe 44 to participate in the circulation again.

[0054] In some embodiments, the intercooler 15 includes a housing (not shown in the figure) and a heat dissipation module (not shown in the figure). The heat dissipation module is arranged in the housing, and the heat dissipation module is connected in series to the intake pipe 11. The heat dissipation module is used to cool the hot air. The intercooler 15 of this structure is a prior art, and this application does not make too many redundant descriptions. Preferably, the return pipe is partially located in the housing, so that the heat exchange efficiency between the coolant and the hot air is relatively high.

[0055] In some embodiments, the hydrogen supply system 2 includes a hydrogen input pipe 21, a hydrogen output pipe 22, a second solenoid valve 23, a proportional valve 24 and an ejector 25; the hydrogen input pipe 21 and the hydrogen output pipe 22 are both connected to the fuel cell stack 3; the second solenoid valve 23, the proportional valve 24 and the ejector 25 are connected in series on the hydrogen input pipe 21 along the hydrogen input direction; and the hydrogen supply system 2 also includes a water separator 26 and a second reflux pipe 27; the water separator 26 is connected in series on the hydrogen output pipe 22; the second reflux pipe 27 connects the water separator 26 and the ejector 25, and the second reflux pipe 27 is used to reflux the hydrogen in the water separator 26 to the ejector 25.

[0056] The components of the hydrogen supply system 2 are introduced below:

[0057] The second solenoid valve 23 mainly controls the on and off of hydrogen delivery. The solenoid valve is opened when power is on, and is closed when power is off.

[0058] The proportional valve 24 mainly controls the pressure of hydrogen delivered to the fuel cell stack 3. The valve opening is controlled by adjusting the magnitude of the electromagnetic force, thereby controlling the pressure entering the fuel cell stack 3.

[0059] The ejector 25 mainly promotes the self-circulation of hydrogen, and transports the unreacted hydrogen into the fuel cell stack 3 again, thereby reducing fuel consumption.

[0060] The water separator 26 is mainly used to separate the liquid water in the hydrogen subsystem pipeline, and at the same time, to reintroduce the unreacted fuel to the ejector 25 through the second reflux pipe 27 .

[0061] Based on the hydrogen supply system 2 of the above structure, when the fuel cell engine is cold-started, the second solenoid valve 23 is opened, and the proportional valve 24 is controlled to supply hydrogen of a certain pressure according to the hydrogen-air pressure difference limit specified by the manufacturer of the fuel cell stack 3, so that the hydrogen is input into the fuel cell stack 3 through the hydrogen input pipe 21, and the fuel cell stack 3 is controlled to intermittently output a certain current, and the unreacted hydrogen is output from the fuel cell stack 3 through the hydrogen output pipe 22, and after the liquid water is separated by the water separator 26, it flows back to the ejector 25 through the second reflux pipe 27 and is input into the fuel cell stack 3 again through the hydrogen input pipe 21.

[0062] In summary, the cold start method of the fuel cell engine of the present application, on the basis of keeping the coolant to heat the fuel cell stack 3 by heat conduction heat exchange, directly passes part of the hot air into the fuel cell stack 3, and quickly increases the temperature of the fuel cell stack 3 by heat convection heat exchange inside the fuel cell stack 3, and at the same time, intermittently outputs a certain current to maintain a certain wettability of the proton exchange membrane under the premise of ensuring that the membrane electrode is not frozen, and the heat generated by the electrochemical polarization reaction during the output current can also be used to heat the membrane electrode. Therefore, the technical solution of the present application has multiple heat generation methods of coolant heat conduction, hot air heat convection and electrochemical heat generation, so it has the advantages of short cold start waiting time, low energy consumption, simple operation and good reliability.

[0063] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A fuel cell engine cold start method, characterized in that: The steps include: After receiving a cold start command, the engine's air system (1) and hydrogen supply system (2) are controlled to start, hot air is introduced into the fuel cell stack (3) through the air system (1), and the fuel cell stack (3) is controlled to intermittently output a preset current.

2. The fuel cell engine cold start method according to claim 1, characterized in that: The fuel cell stack (3) outputs current once every 8s-12s, and each time the current is outputted, it lasts for 1s-2s.

3. The fuel cell engine cold start method according to claim 1, characterized in that: After receiving a cold start command, the engine's coolant system (4) is also controlled to start, wherein the coolant in the coolant system (4) is input into the fuel cell stack (3) after heat exchange with hot air in the air system (1).

4. The fuel cell engine cold start method according to claim 3, characterized in that: The air system (1) comprises an air inlet pipe (11), an air outlet pipe (12), a first connecting pipe (13), an air compressor (14), an intercooler (15), an inlet throttle valve (16), an outlet throttle valve (17) and a first solenoid valve (18); The air inlet pipe (11) and the air outlet pipe (12) are both connected to the fuel cell stack (3); The air compressor (14), the intercooler (15), and the inlet throttle valve (16) are connected in series on the intake pipe (11) along the air intake direction; The outlet throttle valve (17) is arranged on the outlet pipe (12); The first connecting pipe (13) has a first end and a second end, the first end being connected to the intake pipe (11) and being located between the intercooler (15) and the inlet throttle valve (16), and the second end being connected to the outlet pipe (12) and being located on a side of the outlet throttle valve (17) away from the fuel cell stack (3); The first solenoid valve (18) is arranged on the first connecting pipe (13).

5. The fuel cell engine cold start method according to claim 4, characterized in that: The cooling liquid system (4) comprises a liquid inlet pipe (41), a liquid outlet pipe (42), a first reflux pipe (43), a second connecting pipe (44), a three-way valve (45) and a cooling pump (46); The liquid inlet pipe (41) and the liquid outlet pipe (42) are both connected to the fuel cell stack (3); The three-way valve (45) has a first communication end, a second communication end and a third communication end, and the first communication end and the second communication end are connected in series to the liquid inlet pipe (41); The cooling pump (46) is arranged on the liquid inlet pipe (41), and the cooling pump (46) is located between the three-way valve (45) and the fuel cell stack (3); The first return pipe (43) has a third end and a fourth end, the third end is connected to the liquid inlet pipe (41), and the third end is located between the cooling pump (46) and the fuel cell stack (3), and the fourth end is connected to the liquid outlet pipe (42), and the first return pipe (43) is used for heat exchange with the intercooler (15); The second connecting pipe (44) is connected to the liquid outlet pipe (42) and the third connecting end.

6. The fuel cell engine cold start method according to claim 5, characterized in that: The intercooler (15) comprises a shell and a heat dissipation module, wherein the heat dissipation module is arranged in the shell and is connected in series to the air intake pipe (11); Wherein, the return pipe portion is located inside the shell.

7. The fuel cell engine cold start method according to claim 1, characterized in that: The hydrogen supply system (2) comprises a hydrogen input pipe (21), a hydrogen output pipe (22), a second solenoid valve (23), a proportional valve (24) and an ejector (25); The hydrogen gas input pipe (21) and the hydrogen gas output pipe (22) are both connected to the fuel cell stack (3); The second solenoid valve (23), the proportional valve (24) and the ejector (25) are connected in series on the hydrogen input pipe (21) along the hydrogen input direction.

8. The fuel cell engine cold start method according to claim 7, characterized in that: The hydrogen supply system (2) further comprises a water separator (26) and a second reflux pipe (27); The water separator (26) is connected in series to the hydrogen output pipe (22); The second reflux pipe (27) connects the water separator (26) and the ejector (25), and the second reflux pipe (27) is used to reflux the hydrogen in the water separator (26) into the ejector (25).

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