Fuel cell systems and exhaust gas treatment devices

Abstract

The present disclosure relates to a fuel cell system and an exhaust gas treatment device. A fuel cell system includes: an air supply line configured to supply air to a fuel cell stack; an exhaust line connected to the fuel cell stack and configured to guide exhaust gas exhausted from the fuel cell stack; an exhaust adapter connected to the exhaust line and configured to exhaust the exhaust gas to the outside; and a bypass line having one end connected to the air supply line and the other end connected to the exhaust adapter, the bypass line being configured to selectively allow air to flow from the air supply line to the exhaust adapter, thereby effectively reducing the hydrogen concentration in the exhaust gas exhausted from the fuel cell stack.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0104647 filed in the Korean Intellectual Property Office on August 9, 2021, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to a fuel cell system and an exhaust gas treatment device, and more particularly to a fuel cell system and an exhaust gas treatment device capable of reducing the hydrogen concentration in exhaust gas discharged from a fuel cell stack. Background Art

[0004] A fuel cell vehicle (eg, a hydrogen fuel cell vehicle) is configured to autonomously generate electricity through a chemical reaction between fuel (hydrogen) and air (oxygen), and travel by operating a motor.

[0005] Generally speaking, a fuel cell vehicle includes: a fuel cell stack configured to generate electricity through an oxidation-reduction reaction between hydrogen and oxygen; a fuel supply device configured to supply fuel (hydrogen) to the fuel cell stack; an air supply device configured to provide air (oxygen) to the fuel cell stack, air being an oxidant required for the electrochemical reaction; and a thermal management system (TMS) configured to remove heat generated from the fuel cell stack and the power electronic components of the vehicle to the outside of the system and to control the temperature of the fuel cell stack and the power electronic components.

[0006] In addition, exhaust water (condensed water) and exhaust gas (eg, unreacted hydrogen) generated during the operation of the fuel cell stack may be discharged to the outside through an exhaust pipe.

[0007] Recently, various attempts have been made to apply the fuel cell system to construction machinery (eg, excavators) and passenger cars (or commercial vehicles).

[0008] At the same time, hydrogen may be contained in the exhaust gas discharged from the fuel cell stack (for example, the exhaust gas discharged during the purification process that adjusts the hydrogen concentration in the fuel cell stack). When the hydrogen concentration in the exhaust gas increases to a certain level or above, the risk of explosion increases. Therefore, regulations stipulate that the hydrogen concentration in the exhaust gas discharged from the fuel cell must be controlled at or below a predetermined level.

[0009] Passenger cars are mainly used for travel. When the vehicle is moving, the outside air introduced into the vehicle (the vehicle-introduced wind introduced when the vehicle is moving) can be used to dilute the exhaust gas (reduce the hydrogen concentration in the exhaust gas).

[0010] In contrast, when using stationary construction machinery at indoor construction sites (such as factories or warehouses), it's difficult to draw in air from the vehicle, making it difficult to adequately dilute the exhaust gas. In particular, the exhaust gas can stagnate in a specific location (for example, in a power pack), increasing the risk of accidents (explosion).

[0011] Therefore, various studies have been conducted recently to effectively reduce the concentration of hydrogen in the exhaust gas emitted by fuel cell stacks, but the research results are still insufficient. Therefore, it is necessary to develop a technology to effectively reduce the concentration of hydrogen in the exhaust gas emitted by fuel cell stacks. Summary of the Invention

[0012] The present disclosure is directed to providing a fuel cell system and an exhaust gas treatment device capable of reducing the hydrogen concentration in exhaust gas discharged from a fuel cell stack.

[0013] In particular, the present disclosure is directed to reducing the hydrogen concentration in exhaust gas emitted by a fuel cell stack even under conditions where vehicle-induced wind cannot be used.

[0014] The present disclosure is also directed to simplifying the structure and improving space utilization and design freedom.

[0015] The present disclosure also aims to improve safety and reliability.

[0016] The present disclosure also aims to simplify the manufacturing process and reduce costs.

[0017] The objectives to be achieved by this embodiment are not limited to the above objectives, but also include objectives or effects that can be understood through the schemes or embodiments described below.

[0018] An exemplary embodiment of the present disclosure provides a fuel cell system, comprising: an air supply line configured to supply air to a fuel cell stack; an exhaust line connected to the fuel cell stack and configured to guide exhaust gas exhausted from the fuel cell stack; an exhaust adapter connected to the exhaust line and configured to exhaust the exhaust gas to the outside; and a bypass line having one end connected to the air supply line and the other end connected to the exhaust adapter, the bypass line being configured to selectively allow air to flow from the air supply line to the exhaust adapter.

[0019] This is to reduce the concentration of hydrogen in the exhaust gas emitted from the fuel cell stack.

[0020] Specifically, hydrogen may be contained in the exhaust gas discharged from the fuel cell stack (e.g., the exhaust gas discharged during a purification process that adjusts the hydrogen concentration in the fuel cell stack). When the hydrogen concentration in the exhaust gas increases to a certain level or above, the risk of explosion increases. Therefore, the hydrogen concentration in the exhaust gas discharged from the fuel cell needs to be maintained at or below a predetermined level.

[0021] Passenger vehicles are primarily used for transportation, and their exhaust gases can be diluted by outside air drawn into the vehicle while it is in motion (using the vehicle-drawn wind). In contrast, construction machinery used in a stationary state at indoor construction sites (such as factories or warehouses) struggles to utilize the vehicle-drawn wind, making it difficult to adequately dilute the exhaust gases. In particular, exhaust gases can stagnate in a specific location, increasing the risk of accidents (explosion).

[0022] However, according to an embodiment of the present disclosure, a portion of the air supplied to the fuel cell stack via the air supply line is supplied to an exhaust adapter configured to discharge exhaust gas, allowing the exhaust adapter to discharge the exhaust gas and air together. Therefore, even in conditions where vehicle-introduced air cannot be used, the beneficial effect of reducing the hydrogen concentration in the exhaust gas discharged to the outlet of the exhaust line can be achieved.

[0023] In other aspects, according to the embodiment of the present disclosure, the exhaust gas (hydrogen) and air are mixed through the exhaust adapter. Therefore, the advantageous effect of reducing the hydrogen concentration in the exhaust gas and reducing the risk of explosion can be achieved.

[0024] Furthermore, according to the embodiments of the present disclosure, there is no need to provide a separate fan (air supply fan) to forcibly supply air to reduce the hydrogen concentration in the exhaust gas discharged from the fuel cell. Therefore, the advantageous effects of simplifying the structure and improving design freedom and space utilization can be achieved.

[0025] According to an exemplary embodiment of the present disclosure, the fuel cell system may include an air compressor connected to an air supply line and configured to compress air to be supplied to the fuel cell stack.

[0026] The exhaust adapter may have various structures capable of exhausting air and exhaust gas together.

[0027] According to an exemplary embodiment of the present disclosure, the exhaust adapter may include: an adapter body having an exhaust flow path connected to an exhaust line; an air inlet disposed in the adapter body and connected to a bypass line; and an adapter guide disposed on the adapter body and configured to define an air injection flow path separated from the exhaust flow path and connected to the air inlet.

[0028] According to an exemplary embodiment of the present disclosure, the fuel cell system may include a valve unit connected to the exhaust line and configured to selectively open or close the exhaust line, and a exhaust adapter connected to the valve unit.

[0029] The valve unit may have various structures capable of selectively opening or closing the discharge line. For example, the valve unit may include: a valve body having a valve flow path communicating with the discharge line; and a valve member configured to selectively open or close the valve flow path.

[0030] According to an exemplary embodiment of the present disclosure, the adapter guide may be provided in the form of a continuous ring in the circumferential direction of the adapter body, and the air injection flow path may be provided in the form of a continuous ring in the circumferential direction of the adapter body.

[0031] In particular, the outlet of the exhaust flow path and the outlet of the air injection flow path point in the same direction.

[0032] According to an exemplary embodiment of the present disclosure, the inlet of the air intake may have a first cross-sectional area, and the outlet of the air injection flow path may have a second cross-sectional area that is smaller than the first cross-sectional area.

[0033] As described above, according to embodiments of the present disclosure, the cross-sectional area of ​​the outlet of the air injection flow path is smaller than the cross-sectional area of ​​the inlet of the air inlet. Therefore, the discharge velocity of air discharged through the air injection flow path can be higher than the inflow velocity of air introduced into the air inlet. Consequently, the pressure in the outlet region of the air injection flow path can be lower than the pressure in the valve flow path.

[0034] Therefore, the pressure difference between the external pressure (the pressure in the air injection flow path's outlet area) and the internal pressure (the pressure inside the valve flow path) allows air adjacent to the periphery of the air injection flow path's outlet to enter (move) into the relatively lower pressure area of ​​the air injection flow path's outlet. Consequently, the air injected through the air injection flow path and the air adjacent to the periphery of the air injection flow path's outlet can be mixed in the exhaust gas discharged through the exhaust flow path. This advantageous effect can be achieved, namely, more effectively reducing the hydrogen concentration in the exhaust gas.

[0035] In particular, the air injection flow path may have a cross-sectional area that gradually decreases from an inlet end of the air injection flow path to an outlet end of the air injection flow path.

[0036] As described above, since the cross-sectional area of ​​the air injection flow path gradually decreases from the inlet end to the outlet end, the speed (flow speed) of the air passing through the air injection flow path can be further increased. Therefore, the discharge speed of the air discharged through the air injection flow path can be further increased.

[0037] More specifically, the air injection flow path may have a streamlined cross-sectional shape.

[0038] As described above, according to embodiments of the present disclosure, the air injection path has a streamlined cross-sectional shape, with the cross-sectional area gradually decreasing from the inlet end to the outlet end. Consequently, the velocity of the air passing through the air injection path can be gradually increased, and the pressure in the air injection path outlet area can be more effectively reduced. This advantageously maximizes the amount of air introduced into the exhaust gas around the air injection path outlet.

[0039] According to an exemplary embodiment of the present disclosure, a fuel cell system may include an inlet hole provided in an adapter body and configured to communicate with an exhaust flow path and allow air outside the adapter body to be introduced thereinto.

[0040] As described above, according to the embodiments of the present disclosure, an inlet hole is provided within the adapter body, and air outside the adapter body is introduced into the adapter body (exhaust flow path) through the inlet hole. Consequently, the advantageous effect of more effectively reducing the hydrogen concentration in the exhaust gas discharged through the exhaust flow path can be achieved.

[0041] In particular, a plurality of inlet holes may be provided, and the plurality of inlet holes may be spaced apart from one another in the circumferential direction of the adapter body. As described above, since the plurality of inlet holes are spaced apart from one another at uniform intervals in the circumferential direction of the adapter body, air can be introduced into the adapter body uniformly in the circumferential direction of the adapter body. This advantageously improves the efficiency of mixing exhaust gas and air.

[0042] According to an exemplary embodiment of the present disclosure, the fuel cell system may include a sealing member interposed between the valve body and the exhaust adapter.

[0043] As described above, since the sealing member is provided between the valve body and the discharge adapter, advantageous effects of minimizing leakage of exhaust gas through the gap between the valve body and the discharge adapter and improving safety and reliability can be obtained.

[0044] According to an exemplary embodiment of the present disclosure, a fuel cell system may include: a fastening baffle extending from one end of a discharge adapter and disposed to surround an outer peripheral surface of an outlet end of a valve body; and a clamping member configured to lock the fastening baffle at the outlet end.

[0045] In particular, according to an exemplary embodiment of the present disclosure, the fuel cell system may include a cutout provided in the fastening baffle. As described above, according to an exemplary embodiment of the present disclosure, the cutout is provided in the fastening baffle. Therefore, the cutout can improve the dynamic characteristics of the fastening baffle relative to the exhaust adapter (the characteristic that enables the fastening baffle to move relative to the exhaust adapter in the radial direction of the exhaust adapter based on the end of the fastening baffle connected to the exhaust adapter).

[0046] According to an exemplary embodiment of the present disclosure, a fuel cell system may include a catching protrusion provided on an outer circumferential surface of an outlet end; and a catching groove provided in an inner circumferential surface of a fastening baffle and configured to receive the catching protrusion.

[0047] As described above, when the retaining plate is disposed so as to surround the outer peripheral surface of the outlet end of the valve body, the catch protrusion provided on the outer peripheral surface of the outlet end is received in the catch groove provided in the inner peripheral surface of the retaining plate. Therefore, the advantageous effect of stably maintaining the assembled state of the retaining plate and preventing the discharge adapter from being separated from the valve body can be achieved.

[0048] Another exemplary embodiment of the present disclosure provides an exhaust gas treatment device, including: a valve unit, which is arranged in an exhaust pipeline for discharging exhaust gas discharged from a fuel cell stack, and the valve unit is configured to selectively open or close the exhaust pipeline; and an exhaust adapter, which is connected to the valve unit and is configured to discharge the exhaust gas to the outside together with the air to be supplied to the fuel cell stack.

[0049] According to an exemplary embodiment of the present disclosure, the valve unit may include a valve body having a valve flow path communicating with a discharge line, and a valve member configured to selectively open or close the valve flow path.

[0050] According to an exemplary embodiment of the present disclosure, the exhaust adapter may include: an adapter body having an exhaust flow path connected to the valve flow path; an air inlet disposed in the adapter body and configured to allow air to be introduced therein; and an adapter guide disposed on the adapter body and configured to define an air injection flow path separated from the exhaust flow path and connected to the air inlet end.

[0051] According to an exemplary embodiment of the present disclosure, the exhaust treatment device may include an inlet hole provided in an adapter body and configured to communicate with an exhaust flow path and allow air outside the adapter body to be introduced thereinto.

[0052] According to the embodiments disclosed above, it is possible to obtain the advantageous effect of reducing the hydrogen concentration in the exhaust gas discharged from the fuel cell stack.

[0053] In particular, according to the embodiments of the present disclosure, even under conditions where vehicle-introduced wind cannot be used, the advantageous effect of reducing the hydrogen concentration in the exhaust gas discharged from the fuel cell stack can be obtained.

[0054] In addition, according to the embodiments of the present disclosure, advantageous effects of simplifying the structure and improving space utilization and design freedom can be obtained.

[0055] In addition, according to the embodiments of the present disclosure, an advantageous effect of improving safety and reliability can be obtained.

[0056] In addition, according to the embodiments of the present disclosure, advantageous effects of simplifying the manufacturing process and reducing costs can be obtained. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 is a diagram for explaining a fuel cell system according to one embodiment of the present disclosure.

[0058] Figure 2 is a view for explaining an air flow path along a bypass line in a fuel cell system according to an embodiment of the present disclosure.

[0059] Figure 3 is a view for explaining a supply adapter of a fuel cell system according to an embodiment of the present disclosure.

[0060] Figure 4 and Figure 5 1 is a diagram for explaining an exhaust gas treatment device of a fuel cell system according to an embodiment of the present disclosure.

[0061] Figure 6 is a view for explaining a drain adapter of a fuel cell system according to an embodiment of the present disclosure.

[0062] Figure 7 is a block diagram for explaining a control method of a fuel cell system according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0063] Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0064] However, the technical spirit of the present disclosure is not limited to the embodiments described herein, but can be implemented in various forms. One or more constituent elements in this embodiment can be selectively combined and replaced to be used within the scope of the technical spirit of the present disclosure.

[0065] In addition, unless otherwise specifically and explicitly defined and stated, the terms (including technical and scientific terms) used in the embodiments of the present disclosure may be interpreted as having the meanings that are commonly understood by those skilled in the art in the art related to the present disclosure. The meanings of commonly used terms (such as terms defined in dictionaries) may be interpreted in consideration of the contextual meaning of the relevant technology.

[0066] In addition, the terms used in the embodiments of the present disclosure are for explaining the embodiments rather than for limiting the present disclosure.

[0067] In this specification, unless otherwise specifically stated, a singular form may also include a plural form. The expression "at least one (or one or more) of A, B, and C" may include one or more combinations of all combinations that can be formed by combining A, B, and C.

[0068] In addition, terms such as first, second, A, B, (a), and (b) may be used to describe constituent elements of the embodiments of the present disclosure.

[0069] These terms are used only to distinguish one constituent element from another constituent element, and the nature, order or sequence of the constituent elements is not limited by the terms.

[0070] In addition, when a constituent element is described as being “connected,” “coupled,” or “attached” to another constituent element, the constituent element may be directly connected, coupled, or attached to the other constituent element, or may be connected, coupled, or attached to the other constituent element with another constituent element interposed therebetween.

[0071] In addition, the expression "one component is provided or disposed above (upper) or below (lower) another component" includes not only a case where the two components are directly in contact with each other, but also a case where one or more other components are provided or disposed between the two components. The expression "above (upper) or below (lower)" can mean a downward direction as well as an upward direction based on one component.

[0072] refer to Figures 1 to 7 According to an embodiment of the present disclosure, the exhaust gas treatment device 200 includes: a valve unit 210, which is arranged in the exhaust pipeline 120 and discharges the exhaust gas EG discharged from the fuel cell stack through the exhaust pipeline 120, and the valve unit 210 is configured to selectively open or close the exhaust pipeline 120; and an exhaust adapter 220, which is connected to the valve unit 210 and is configured to discharge the exhaust gas EG to the outside together with the air AG1 to be supplied to the fuel cell stack.

[0073] For reference, the exhaust gas treatment device 200 according to an embodiment of the present disclosure can be applied to treat the exhaust gas EG emitted by the fuel cell system 10, which is applied to a motor vehicle (such as an automobile, a ship, and an airplane). The present disclosure is not restricted or limited by the type and characteristics of the subject (motor vehicle) to which the exhaust gas treatment device 200 is applied.

[0074] Hereinafter, an example according to an embodiment of the present disclosure will be described in which the exhaust gas treatment device 200 is applied to the fuel cell system 10 provided in a construction machine (eg, an excavator).

[0075] According to an exemplary embodiment of the present disclosure, the fuel cell system 10 includes: an air supply line 110, configured to supply air to the fuel cell stack; an exhaust line 120, connected to the fuel cell stack and configured to guide the exhaust gas EG exhausted from the fuel cell stack; an exhaust adapter 220, connected to the exhaust line 120 and configured to exhaust the exhaust gas EG to the outside; and a bypass line 130, having one end connected to the air supply line 110 and the other end connected to the exhaust adapter 220, the bypass line 130 being configured to selectively allow air AG1 to flow from the air supply line 110 to the exhaust adapter 220.

[0076] The air supply line 110 is connected to the fuel cell stack 50 to supply air to the fuel cell stack 50 .

[0077] The air supply line 110 may have various structures capable of supplying air to the fuel cell stack 50. The present disclosure is not restricted or limited by the structure of the air supply line 110.

[0078] refer to Figures 1 to 3 According to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include an air compressor 20 connected to the air supply line 110 and configured to compress air to be supplied to the fuel cell stack 50 .

[0079] The air compressor 20 compresses air supplied through the air supply line 110 and supplies the air to the fuel cell stack 50 .

[0080] More specifically, the air compressor 20 may compress air so that the air to be supplied to the fuel cell stack 50 may have sufficient pressure to enable the air to pass through a flow path in the fuel cell stack 50 .

[0081] Various air compressors 20 capable of compressing air may be used as the air compressor 20. The present disclosure is not restricted or limited by the type and structure of the air compressor 20. For example, the air compressor 20 may be configured to compress and supply air using centrifugal force generated by the rotation of a rotor (not shown).

[0082] For reference, the fuel cell stack 50 refers to a power generation device that generates electrical energy through a chemical reaction of fuel (eg, hydrogen), and the fuel cell stack may be configured by stacking tens or hundreds of fuel cells (unit cells) in series.

[0083] The fuel cell may have various structures capable of generating electricity through an oxidation-reduction reaction between a fuel (eg, hydrogen) and an oxidant (eg, air).

[0084] For example, a fuel cell may include: a membrane electrode assembly (MEA) (not shown) having a catalyst electrode layer in which an electrochemical reaction occurs and the catalyst electrode layer is attached to two opposite sides of an electrolyte membrane through which hydrogen ions move; a gas diffusion layer (GDL) (not shown) configured to uniformly distribute the reaction gas and transmit the generated electrical energy; a gasket (not shown) and a fastener (not shown) configured to maintain a leak-proof seal for the reaction gas and coolant and maintain appropriate fastening pressure; and a separator (bipolar plate) (not shown) configured to move the reaction gas and coolant.

[0085] More specifically, in a fuel cell, hydrogen is the fuel and air (oxygen) is the oxidant, and hydrogen and oxygen are respectively supplied to the anode and cathode of a membrane electrode assembly through flow paths in a separator, so that hydrogen is supplied to the anode and air is supplied to the cathode.

[0086] The hydrogen gas supplied to the anode is decomposed into hydrogen ions (protons) and electrons by catalysts in the electrode layers provided on both opposite sides of the electrolyte membrane. Only hydrogen ions are selectively transferred to the cathode through the electrolyte membrane (i.e., the cation exchange membrane), while the electrons are transferred to the cathode through the gas diffusion layer and the separator, both of which are conductors.

[0087] At the cathode, hydrogen ions supplied through the electrolyte membrane and electrons transferred through the separator meet oxygen in the air supplied to the cathode by the gas supply, causing a reaction that produces water. Due to the movement of the hydrogen ions, electrons flow through the external conductive wire, and this flow of electrons generates an electric current.

[0088] Meanwhile, the electrolyte membrane of the membrane electrode assembly needs to be maintained at a predetermined humidity or above so that the fuel cell stack 50 can operate normally.

[0089] To this end, the air supplied along the air supply line 110 may pass through the humidifier 30, and the air supplied to the fuel cell stack 50 along the air supply line 110 may be humidified while passing through the humidifier 30. In this case, humidification of the air is defined as a process of increasing the humidity of the air.

[0090] For example, the humidifier 30 may be configured to humidify air (dry air) to be supplied to the fuel cell stack 50 using air (humid air) exhausted from the fuel cell stack 50 .

[0091] The humidifier 30 may have various structures capable of humidifying dry air using air (humid air) exhausted from the fuel cell stack 50. The present disclosure is not restricted or limited by the structure of the humidifier 30.

[0092] According to an exemplary embodiment of the present disclosure, the humidifier 30 is provided between the air compressor 20 and the fuel cell stack 50. The humidifier 30 may include: an intake air supply port (not shown) through which an intake air flow (dry air) is introduced (supplied); an intake air discharge port (not shown) through which the (humidified) intake air flow that has passed through the interior of the humidifier 30 is discharged; a humid air supply port (not shown) through which humid air discharged from the fuel cell stack 50 is supplied; and a humid air discharge port (not shown) through which the humid air that has humidified the intake air flow is discharged to the outside.

[0093] The intake air supplied through the intake air supply port may be humidified by moist air while passing through a humidifying membrane (eg, hollow fiber membrane) (not shown) provided in the humidifier 30. The intake air may then be supplied to the fuel cell stack 50 through the intake air discharge port.

[0094] Furthermore, moist air (or condensed water) exhausted from the fuel cell stack 50 may be supplied to the moist air supply port, humidify the intake air flow in the humidifier 30 , and then exhausted to the outside through the moist air exhaust port.

[0095] According to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include an air control valve 40 configured to control air entering and exiting the fuel cell stack 50 (air to be introduced into the fuel cell stack and air to be exhausted from the fuel cell stack).

[0096] Various valves capable of selectively preventing air from entering and leaving the fuel cell stack 50 may be used as the air control valve 40. The present disclosure is not restricted or limited by the type and structure of the air control valve 40. For example, the air control valve 40 may include a first valve member (not shown) and a second valve member (not shown), the first valve member and the second valve member being configured to open or close a first port (not shown) and a second port (not shown) to supply air to the fuel cell stack 50 through the first port and to exhaust air from the fuel cell stack 50 through the second port.

[0097] The exhaust line 120 is connected to the fuel cell stack 50 to discharge the exhaust gas EG (eg, air and hydrogen) exhausted from the fuel cell stack 50 to the outside.

[0098] The exhaust line 120 may have various structures capable of guiding the exhaust gas EG exhausted from the fuel cell stack 50. The present disclosure is not restricted or limited by the structure of the exhaust line 120.

[0099] For example, the exhaust gas EG discharged along the exhaust line 120 may pass through the humidifier 30. The air (dry air) introduced into the humidifier 30 may be humidified by the exhaust gas EG (humid air contained therein) passing through the humidifier 30.

[0100] The exhaust adapter 220 is configured to exhaust the exhaust gas EG to the outside together with the air AG1 supplied to the fuel cell stack 50. The bypass line 130 connects the air supply line 110 and the exhaust adapter 220 (exhaust line) and selectively allows the air AG1 to flow from the air supply line 110 to the exhaust adapter 220.

[0101] This is to reduce the hydrogen concentration in the exhaust gas EG discharged through the exhaust line 120 .

[0102] That is, hydrogen may be contained in the exhaust gas EG discharged from the fuel cell stack 50 (for example, the exhaust gas discharged during the purification process for adjusting the hydrogen concentration in the fuel cell stack). When the hydrogen concentration in the exhaust gas EG increases to a certain level or above, the risk of explosion increases. Therefore, the hydrogen concentration in the exhaust gas EG discharged from the fuel cell needs to be maintained at a predetermined level or below.

[0103] In the embodiment of the present disclosure, a portion of air AG1 to be supplied to the fuel cell stack 50 along the air supply line 110 is supplied to the exhaust adapter 220 through the bypass line 130. Therefore, an advantageous effect of reducing the hydrogen concentration in the exhaust gas EG exhausted through the exhaust line 120 can be obtained.

[0104] In other aspects, according to an embodiment of the present disclosure, the exhaust gas EG (e.g., hydrogen) discharged through the exhaust line 120 and the air AG1 supplied through the bypass line 130 are mixed by the exhaust adapter 220. Therefore, even in a condition where vehicle-introduced wind cannot be used (e.g., in a state where the construction machine is stationary), it is possible to obtain an advantageous effect of reducing the hydrogen concentration in the exhaust gas EG and reducing the risk of explosion.

[0105] The bypass line 130 may be connected in various ways according to required conditions and design specifications. The present disclosure is not restricted or limited by the structure of connecting the bypass line 130.

[0106] For example, according to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include a supply adapter 140 provided on the air compressor 20. The bypass line 130 may be connected to the air supply line 110 through the supply adapter 140.

[0107] According to another embodiment of the present disclosure, the bypass line may be directly connected to the gas supply line without separately providing a supply adapter.

[0108] The supply adapter 140 may have various structures that can be connected to the air compressor 20 , and the present disclosure is not restricted or limited by the structure and shape of the supply adapter 140 .

[0109] For example, reference Figure 3 The supply adapter 140 may include a first supply port 142 and a second supply port 144 . The first supply port 142 is in communication with the gas supply line 110 , and the second supply port 144 is in communication with the bypass line 130 .

[0110] For example, the first supply port 142 and the second supply port 144 may each have a straight shape. According to another embodiment of the present disclosure, the first supply port and the second supply port may each have a curved shape or other shapes.

[0111] Hereinafter, an example will be described in which the supply adapter 140 has three second supply ports 144 that communicate with the first supply port 142 and are arranged substantially in a “T” shape.

[0112] For reference, Figure 3 The diagram shows an example in which only two of the three second supply ports 144 are connected to the bypass line 130. However, the bypass line 130 may be connected to the second supply ports substantially or separately. According to another embodiment of the present disclosure, the supply adapter may have two or fewer second supply ports or four or more second supply ports.

[0113] Specifically, a switching valve 146 for selectively opening or closing the second supply port 144 may be integrally provided on a lateral portion of the supply adapter 140 .

[0114] Various valve tools capable of selectively opening or closing the second supply port 144 can be used as the switching valve 146. The present disclosure is not restricted or limited by the type and structure of the switching valve 146. For example, a commonly used solenoid valve, butterfly valve, etc. can be used as the switching valve 146.

[0115] With this configuration, when the on-off valve 146 closes the second supply port 144, the air compressed by the air compressor 20 can be supplied to the fuel cell stack 50 through the first supply port 142. In contrast, when the on-off valve 146 opens the second supply port 144, a portion of the air compressed by the air compressor 20 is supplied to the fuel cell stack 50 through the first supply port 142, while another portion AG1 of the air compressed by the air compressor 20 can be supplied to the bypass line 130 through the second supply port 144 (see FIG. 1 ). Figure 2 ).

[0116] The exhaust adapter 220 may have various structures capable of exhausting the air AG1 and the exhaust gas EG. The present disclosure is not restricted or limited by the structure of the exhaust adapter 220.

[0117] For example, reference Figures 4 to 6 The exhaust adapter 220 may include: an adapter body 222, having an exhaust flow path 222a connected to the exhaust pipeline 120; an air inlet 224, disposed in the adapter body 222 and connected to the bypass line 130; and an adapter guide 226, disposed on the adapter body 222 and configured to define an air injection flow path 226a, which is separated from the exhaust flow path 222a and connected to the air inlet 224.

[0118] Hereinafter, an example will be described in which the fuel cell system 10 includes: a valve unit 210 connected to the exhaust line 120 to selectively open or close the exhaust line 120; and a exhaust adapter 220 connected to the valve unit 210. According to another embodiment of the present disclosure, the exhaust adapter may be directly connected to the exhaust line without the valve unit.

[0119] The valve unit 210 may have various structures capable of selectively opening or closing the discharge line 120. The present disclosure is not restricted or limited by the structure of the valve unit 210.

[0120] For example, the valve unit 210 may include a valve body 212 having a valve flow path 212 a communicating with the exhaust line 120 , and a valve member 214 configured to selectively open or close the valve flow path 212 a .

[0121] For example, the valve body 212 may have a hollow cylindrical shape and include a valve flow path 212 a having a substantially straight shape.

[0122] A common solenoid valve, a butterfly valve, or the like capable of opening or closing the valve flow path 212a may be used as the valve member 214. The present disclosure is not restricted or limited by the type and structure of the valve member 214.

[0123] With this configuration, when the valve member 214 opens the valve flow path 212a, the exhaust gas EG exhausted from the fuel cell stack 50 can be exhausted to the outside through the valve flow path 212a. In contrast, when the valve member 214 closes the valve flow path 212a, the exhaust gas EG can be prevented from being exhausted through the valve flow path 212a.

[0124] The adapter body 222 may have various structures having a discharge flow path 222a communicating with the discharge line 120. The present disclosure is not restricted or limited by the structure and shape of the adapter body 222.

[0125] For example, the adapter body 222 may have a circular cross-section and a generally hollow cylindrical shape, and a generally straight discharge flow path 222a may be defined along the interior of the adapter body 222. According to another embodiment of the present disclosure, the adapter body may have a quadrilateral cross-sectional shape or other cross-sectional shapes. Alternatively, the discharge flow path may have a curved shape or other shapes.

[0126] The air inlet 224 is provided in the adapter body 222 and is connected to (communicates with) the bypass line 130 .

[0127] For example, the adapter body 222 may have two air inlets 224, and the bypass lines 130 may be respectively connected to the air inlets 224. According to another embodiment of the present disclosure, the adapter body may have a single air inlet port or three or more air inlets.

[0128] For example, the air inlet 224 may be vertically connected to the adapter body 222. The air AG1 introduced into the air inlet 224 through the bypass line 130 may be discharged to the outside of the adapter body 222 through the air injection flow path 226a.

[0129] The adapter guide 226 is provided outside the adapter body 222 to define an air injection flow path 226 a that is separated from the exhaust flow path 222 a and communicates with the air inlet 224 .

[0130] The adapter guide 226 may have various structures capable of defining the air injection flow path 226 a. The present disclosure is not restricted or limited by the structure and shape of the adapter guide 226 .

[0131] For example, the adapter guide 226 may be provided on the inner circumferential surface of the adapter body 222 and may be provided in the form of a continuous ring defined in the circumferential direction of the adapter body 222. The air injection flow path 226a is provided in the form of a continuous ring defined in the circumferential direction of the adapter body 222 and is provided to surround the entire circumference of the exhaust flow path 222a.

[0132] Specifically, the outlet of the exhaust flow path 222a and the outlet of the air injection flow path 226a point in the same direction. For example, the outlet of the exhaust flow path 222a can be set at the distal end of the adapter body 222 (based on Figure 6 The outlet of the air injection flow path 226a can be set at the distal end of the adapter guide 226 (based on the Figure 6 , so as to be directed in the same direction as the outlet of the discharge flow path 222a.

[0133] As described above, according to the embodiment of the present disclosure, the adapter guide 226 has the discharge flow path 222a and the air injection flow path 226a, and the air AG1 (air supplied through the bypass line) and the exhaust gas EG are discharged together through the adapter guide 226, so that the exhaust gas EG discharged through the discharge flow path 222a can be mixed with the air AG1 supplied through the bypass line 130. Therefore, it is possible to obtain an advantageous effect of reducing the hydrogen concentration in the exhaust gas EG.

[0134] More specifically, the outlet end of exhaust flow path 222a may be provided at the distal end of adapter body 222. The outlet end of air injection flow path 226a may be provided at the distal end of adapter guide 226 and in the same line as the outlet end of exhaust flow path 222a.

[0135] In this case, the configuration, namely the outlet end of the discharge flow path 222a (based on Figure 6 The left end of the exhaust flow path) and the air injection flow path 226a (based on Figure 6 The outlet end of the exhaust gas EG discharged through the exhaust flow path 222a is arranged on the same line, which may mean that the starting point of the exhaust gas EG discharged through the exhaust flow path 222a is the same as the starting point of the air AG1 discharged through the air injection flow path 226a.

[0136] As described above, since the outlet end of the exhaust flow path 222a and the outlet end of the air injection flow path 226a are provided on the same line, the exhaust gas EG can be discharged through the exhaust flow path 222a and then immediately mixed with the air AG1 discharged through the air injection flow path 226a.

[0137] In the embodiment of the present disclosure illustrated and described above, the adapter guide 226 has been described as being provided in the form of a continuous ring surrounding the entire inner circumferential surface of the adapter body 222. However, according to another embodiment of the present disclosure, the adapter guide may partially surround a portion of the inner circumferential surface of the adapter body.

[0138] According to an exemplary embodiment of the present disclosure, the inlet of the air intake 224 may have a first cross-sectional area, and the outlet of the air injection flow path 226 a may have a second cross-sectional area smaller than the first cross-sectional area.

[0139] This is to increase the discharge speed of the air AG1 discharged through the air injection flow path 226a and reduce the pressure in the outlet area of ​​the air injection flow path 226a. In this case, the outlet area of ​​the air injection flow path 226a can be understood as the area into which the air AG1 is injected through the outlet of the air injection flow path 226a (the outer area adjacent to the outlet of the air injection flow path).

[0140] In addition, according to Bernoulli's theorem, it can be seen that the pressure of the fluid (air) decreases as the velocity (flow velocity) of the fluid (air) moving along the flow path (air injection flow path) increases. That is, according to Bernoulli's theorem, it can be seen that when the flow rate Q of the fluid (air) supplied to the flow path (air injection flow path) is constant, the cross-sectional area of the flow path (air injection flow path) is inversely proportional to the velocity (flow velocity) of the fluid (air) moving along the flow path (air injection flow path).

[0141] As described above, according to an embodiment of the present disclosure, the cross-sectional area (e.g., A2) of the outlet of the air injection flow path 226a is smaller than the cross-sectional area (e.g., A1) of the inlet of the intake port 224 (A2 < A1). Therefore, the discharge velocity (e.g., V2) of the air AG1 discharged through the air injection flow path 226a can be higher than the inflow velocity (e.g., V1) of the air introduced into the intake port 224 (V2 > V1). Therefore, the pressure (hereinafter referred to as "external pressure") (e.g., P2) in the outlet region of the air injection flow path 226a can be lower than the pressure (hereinafter referred to as "internal pressure") (e.g., P1) in the valve flow path 212a (P2 < P1). For example, when the internal pressure (the discharge pressure of the exhaust gas) of the valve flow path 212a is the first pressure P1, the pressure in the outlet region of the air injection flow path 226a can be the second pressure P2, and the second pressure P2 is less than the first pressure P1.

[0142] Therefore, the pressure difference between the external pressure (the pressure in the outlet region of the air injection flow path) and the internal pressure (the internal pressure of the valve flow path) (the external pressure of the air injection flow path is lower than the internal pressure of the valve flow path) enables the air AG2' adjacent to the periphery of the outlet of the air injection flow path 226a to enter (move to) the outlet region of the air injection flow path, where the pressure is relatively low.

[0143] Therefore, the air AG​​​​​​​​​​As described above, since the cross-sectional area of ​​the air injection flow path 226a gradually decreases from the inlet end to the outlet end, the velocity (flow speed) of the air AG1 passing through the air injection flow path 226a can be further increased. Therefore, the discharge velocity (e.g., V2) of the air AG1 discharged through the air injection flow path 226a can be further increased (the pressure in the outlet area of ​​the air injection flow path can be reduced).

[0147] More specifically, the air injection flow path 226a may have a streamlined cross-sectional shape.

[0148] As described above, according to an embodiment of the present disclosure, air injection flow path 226a has a streamlined cross-sectional shape with a cross-sectional area that gradually decreases from the inlet end to the outlet end. Consequently, the velocity of air AG1 passing through air injection flow path 226a can be gradually increased, and the pressure in the outlet region of air injection flow path 226a can be more effectively reduced. Consequently, the advantageous effect of maximizing the inflow of air AG2′ to be introduced into the exhaust gas EG (exhaust gas discharged through the exhaust flow path) can be achieved around the outlet of air injection flow path 226a.

[0149] According to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include an inlet hole 228 disposed within the adapter body 222 and configured to communicate with the exhaust flow path 222 a and allow air AG2 outside the adapter body 222 to be introduced into the adapter body 222 .

[0150] For example, the inlet hole 228 may be provided in the adapter body 222 and disposed at the inlet end of the air inlet 224 and the exhaust flow path 222a (based on Figure 6 between the right end of ).

[0151] According to another embodiment of the present disclosure, the inlet hole may be provided in the air inlet at the outlet end of the exhaust flow path, or positioned at other locations.

[0152] The inlet hole 228 may have various structures capable of allowing the external air AG2 of the adapter body 222 (the external air of the outer peripheral surface of the adapter body) to be introduced thereinto. The present disclosure is not restricted or limited by the structure and shape of the inlet hole 228 .

[0153] For example, the inlet hole 228 may be provided in the form of an elongated hole, the length of which is longer than its width. Alternatively, the inlet hole 228 may be provided in the form of a circular hole, a four-sided hole, or the like.

[0154] As described above, according to the embodiment of the present disclosure, the inlet hole 228 is provided in the adapter body 222, and before the exhaust gas EG is discharged to the outside of the adapter body 222, the air AG2 outside the adapter body 222 is introduced (sucked) into the adapter body 222 (the exhaust flow path) through the inlet hole 228. Therefore, it is possible to obtain the advantageous effect of more effectively reducing the hydrogen concentration in the exhaust gas EG, which is ultimately discharged through the exhaust flow path 222a.

[0155] In particular, a plurality of inlet holes 228 may be provided, and the plurality of inlet holes 228 may be spaced apart from each other at uniform intervals in the circumferential direction of the adapter body 222. As described above, since the plurality of inlet holes 228 are spaced apart from each other at uniform intervals in the circumferential direction of the adapter body 222, the air AG2 may be uniformly introduced into the adapter body 222 in the circumferential direction of the adapter body 222. Consequently, the advantageous effect of further improving the efficiency of mixing the exhaust gas EG and the air AG2 may be achieved.

[0156] According to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include a sealing member 230 interposed between the valve body 212 and the exhaust adapter 220 .

[0157] The sealing member 230 may have various structures capable of sealing the gap between the valve body 212 and the discharge adapter 220. The present disclosure is not restricted or limited by the structure of the sealing member 230.

[0158] For example, the sealing member 230 may have a generally annular shape and be interposed between the valve body 212 and the drain adapter 220 .

[0159] The sealing member 230 may be made of an elastic material (or silicone or urethane). The present disclosure is not restricted or limited by the material and properties of the sealing member 230 .

[0160] As described above, since the sealing member 230 is provided between the valve body 212 and the discharge adapter 220 , advantageous effects of minimizing leakage of the exhaust gas EG through the gap between the valve body 212 and the discharge adapter 220 and improving safety and reliability can be obtained.

[0161] Meanwhile, the structure for coupling the valve unit 210 and the discharge adapter 220 may be variously modified according to required conditions and design specifications. The present disclosure is not restricted or limited by the structure for coupling the valve unit 210 and the discharge adapter 220.

[0162] For example, reference Figure 5According to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include: a fastening baffle 222b extending from one end of the discharge adapter 220 and arranged to surround the outer peripheral surface of the outlet end 212b of the valve body 212; and a clamping member 240 configured to lock the fastening baffle 222b at the outlet end 212b.

[0163] The fastening stopper 222b may have various structures capable of surrounding the outer peripheral surface of the outlet end 212b of the valve body 212. The present disclosure is not restricted or limited by the structure of the fastening stopper 222b.

[0164] For example, the fastening stopper 222 b may extend from one end of the discharge adapter 20 and have an inner circumferential surface that may closely contact the outer circumferential surface of the valve body 212 .

[0165] Specifically, according to an exemplary embodiment of the present disclosure, the fuel cell system 10 may include a cutout 222 c provided in the fastening baffle 222 b .

[0166] The cutout 222c may have various structures according to required conditions and design specifications. The present disclosure is not restricted or limited by the structure and shape of the cutout 222c.

[0167] For example, the cutout 222c may be provided by removing (cutting) a portion of the fastening baffle 222b in the longitudinal direction of the discharge adapter 220. A plurality of cutouts 222c may be provided, and the plurality of cutouts 222c may be spaced apart from each other in the circumferential direction of the discharge adapter 220.

[0168] According to another embodiment of the present disclosure, the cutout may be provided in the fastening plate in another direction. Alternatively, the cutout may have a curved shape, such as an "S" shape or a "C" shape.

[0169] As described above, according to an embodiment of the present disclosure, the cutout 222c is provided in the fastening baffle 222b. Therefore, the cutout 222c can improve the dynamic characteristics of the fastening baffle 222b relative to the discharge adapter 220 (the characteristics that enable the fastening baffle to move relative to the discharge adapter in the radial direction of the discharge adapter based on the end of the fastening baffle connected to the discharge adapter).

[0170] The clamping member 240 may have various structures capable of locking the fastening stopper 222b to the outlet end 212b of the valve body 212. The present disclosure is not restricted or limited by the structure of the clamping member 240.

[0171] For example, the clamping member 240 may be made by winding a metal wire in the form of a coil (eg, in the form of a helical spring).

[0172] According to another embodiment of the present disclosure, the clamping member may be configured by assembling a plurality of clamping bands each having an arc shape.

[0173] In particular, the fuel cell system 10 may include: a capture protrusion 212c, which protrudes from the outer peripheral surface of the outlet end 212b; and a capture groove 222d, which is provided in the inner peripheral surface of the fastening baffle 222b and is configured to accommodate the capture protrusion 212c.

[0174] As described above, when the fastening retainer 222b is arranged to surround the outer peripheral surface of the outlet end 212b of the valve body 212, the catching protrusion 212c provided on the outer peripheral surface of the outlet end 212b is accommodated in the catching groove 222d provided in the inner peripheral surface of the fastening retainer 222b. Therefore, it is possible to obtain the advantageous effect of stably maintaining the assembled state of the fastening retainer 222b (the state in which the fastening retainer is arranged to surround the outer peripheral surface of the outlet end of the valve body) and preventing the discharge adapter 220 from being separated from the valve body 212.

[0175] at the same time, Figure 7 1 is a block diagram for explaining a control method of a fuel cell system according to an embodiment of the present disclosure. In addition, parts identical or equivalent to those in the above configuration will be designated by identical or equivalent identification numerals, and detailed descriptions thereof will be omitted.

[0176] refer to Figure 7 According to an exemplary embodiment of the present disclosure, the method for controlling the fuel cell system 10 may include step S10 (opening the valve unit 210), step S20 (opening the switching valve 146), step S30 (increasing the rotation speed (RPM) of the air compressor 20), step S40 (closing the valve unit 210), step S50 (closing the switching valve 146), and step S60 (restoring the air compressor 20 to a normal operating mode).

[0177] First, when it is determined that the hydrogen concentration in the exhaust gas EG discharged to the outside is higher than the preset reference concentration, the valve unit 210 is opened (the valve flow path is opened), and the on-off valve 146 is opened. Therefore, a portion of the air compressed by the air compressor 20 can be supplied to the fuel cell stack 50, and another portion of the air compressed by the air compressor 20 can be supplied to the bypass line 130.

[0178] After the valve unit 210 and the on-off valve 146 are opened, the air compressor 20 performs a boosting operation by increasing the RPM (e.g., revolutions per minute) of the air compressor 20 in accordance with the flow rate of the air flowing through the bypass line 130. As described above, since the RPM of the air compressor 20 is increased while the valve unit 210 and the on-off valve 146 are open, a sufficient amount of air can be supplied to the fuel cell stack 50 (the amount of air required for normal operation of the fuel cell stack) even when the air AG1 is supplied through the bypass line 130.

[0179] Then, when it is determined that the hydrogen concentration in the exhaust gas EG is lower than the preset reference concentration, the valve unit 210 and the switch valve 146 may be closed, and the air compressor 20 may be restored to a normal operation mode (the RPM of the air compressor may be reduced).

[0180] Although this embodiment has been described above, this embodiment is merely illustrative and is not intended to limit the present disclosure. Those skilled in the art will appreciate that various modifications and applications may be made to this embodiment without departing from the essential features of this embodiment, and these modifications and applications are not described above. For example, the corresponding constituent elements specifically described in this embodiment may be modified and then implemented. In addition, it should be noted that the differences involving such modifications and applications are included within the scope of this disclosure, and the scope of this disclosure is defined by the appended claims.

Claims

1. A fuel cell system comprising: an air supply line configured to supply air to the fuel cell stack via the humidifier; an exhaust line connected to the humidifier and configured to guide exhaust gas discharged from the fuel cell stack through the humidifier; an exhaust adapter connected to the exhaust line and configured to exhaust the exhaust gas to the outside of the fuel cell system; as well as a bypass line having one end connected to the air supply line and another end connected to the exhaust adapter, the bypass line being configured to selectively allow air to flow from the air supply line to the exhaust adapter, Wherein, the discharge adapter comprises: an adapter body having a discharge flow path communicating with the discharge line; an air inlet disposed in the adapter body and connected to the bypass line; and An adapter guide is provided on the adapter body and is configured to define an air injection flow path separated from the exhaust flow path and communicating with the air inlet.

2. The fuel cell system according to claim 1, wherein: The outlet of the exhaust flow path and the outlet of the air injection flow path point in the same direction.

3. The fuel cell system according to claim 1, wherein: The inlet of the air inlet has a first cross-sectional area, and the outlet of the air injection flow path has a second cross-sectional area, which is smaller than the first cross-sectional area.

4. The fuel cell system according to claim 1, wherein: The air injection flow path has a cross-sectional area that gradually decreases from an inlet end of the air injection flow path to an outlet end of the air injection flow path.

5. The fuel cell system according to claim 4, wherein: The air injection flow path has a streamlined cross-sectional shape.

6. The fuel cell system according to claim 1, wherein: The adapter guide is provided in the form of a continuous ring in the circumferential direction of the adapter body, and the air injection flow path is provided in the form of a continuous ring in the circumferential direction of the adapter body.

7. The fuel cell system according to claim 1, comprising: An inlet hole is provided in the adapter body and is configured to communicate with the exhaust flow path and allow air outside the adapter body to be introduced thereinto.

8. The fuel cell system according to claim 7, wherein: There are a plurality of inlet holes, and the plurality of inlet holes are spaced apart from each other in a circumferential direction of the adapter body.

9. The fuel cell system according to claim 1, comprising: a valve unit connected to the discharge line and configured to selectively open or close the discharge line, Wherein, the discharge adapter is connected to the valve unit.

10. The fuel cell system according to claim 9, wherein: The valve unit comprises: a valve body having a valve flow path communicating with the discharge line; and The valve member is configured to selectively open or close the valve flow path.

11. The fuel cell system according to claim 10, comprising: A sealing component is placed between the valve body and the discharge adapter.

12. The fuel cell system according to claim 10, comprising: a fastening baffle extending from one end of the discharge adapter and disposed to surround an outer peripheral surface of the outlet end of the valve body; as well as A clamping member is configured to lock the fastening baffle to the outlet end.

13. The fuel cell system according to claim 12, comprising: A cutout is provided in the fastening baffle.

14. The fuel cell system according to claim 12, comprising: a capturing protrusion provided on an outer peripheral surface of the outlet end; as well as A catching groove is provided in the inner peripheral surface of the fastening stopper and is configured to receive the catching protrusion.

15. The fuel cell system according to claim 1, comprising: An air compressor is connected to the air supply line and is configured to compress air to be supplied to the fuel cell stack.

16. An exhaust gas treatment device comprising: a valve unit provided in the exhaust line for discharging exhaust gas discharged from the fuel cell stack through the humidifier, and the valve unit is configured to selectively open or close the exhaust line; as well as an exhaust adapter connected to the valve unit and configured to discharge the exhaust gas to the outside of the exhaust gas treatment device together with air to be supplied to the fuel cell stack, Wherein, the discharge adapter comprises: an adapter body having a discharge flow path in communication with the valve flow path; an air inlet disposed within the adapter body and configured to allow air to be introduced therein; and An adapter guide is provided on the adapter body and is configured to define an air injection flow path separated from the exhaust flow path and communicating with the air inlet.

17. The exhaust gas treatment device according to claim 16, wherein: The valve unit comprises: a valve body having the valve flow path communicating with the discharge line; and The valve member is configured to selectively open or close the valve flow path.

18. The exhaust gas treatment device according to claim 16, comprising: An inlet hole is provided in the adapter body and is configured to communicate with the exhaust flow path and allow air outside the adapter body to be introduced into the in.

Images