Heat exchanger for heating hydrogen

Abstract

In some embodiments, a heat exchanger may include a coolant cavity having a coolant flow path configured for fluid communication of a coolant; and a hydrogen chamber having a hydrogen flow path configured for fluid communication of hydrogen. The hydrogen chamber may include a plurality of fins spread in a straight line therethrough. The heat exchanger may also include a housing configured to thermally couple the coolant chamber with the hydrogen chamber, optionally, based at least in part on a portion of the heat transfer, through the fins, the thermal coupling providing a conductive heat transfer between the coolant and the hydrogen.

Description

Technical Field

[0001] The present disclosure relates to heat exchangers, such as, but not necessarily limited to, heat exchangers of the type configured for heating hydrogen for a fuel cell stack for an electrically driven vehicle. Background Art

[0002] A variety of vehicles may be configured with a propulsion system, powertrain, or other drivetrain having an electric motor or other electric drive device operable to propel or otherwise drive the vehicle, typically based at least in part on converting electrical power into mechanical power. Such vehicles may generally be referred to as electric vehicles and include a wide range of capabilities for supporting the conversion of electrical power to mechanical power. Electric vehicles may include different configurations for generating, storing, and supplying electrical power, some of which rely at least in part on a fuel cell system to perform an electrochemical reaction of a type suitable for generating electrical power. Such a fuel cell system may rely on a fuel cell or other electrochemical device to generate electrical power due to the splitting of hydrogen molecules into protons and electrons through a process known as electrolysis.

[0003] In order to generate electricity for driving or otherwise providing power for electric vehicles, multiple fuel cells can be combined in series and / or in parallel into a fuel cell stack to achieve higher output voltages and allow for stronger current consumption. Such a fuel cell stack can rely on hydrogen or hydrogen-rich reactants. Hydrogen can be stored on board or otherwise supplied at relatively low temperatures, so that the performance and efficiency of the fuel cell system can be improved by heating the hydrogen before it is used with the fuel cell stack. The ability to preheat hydrogen can cause the electrochemical reaction to occur more efficiently, improve performance, improve water vapor condensation, and / or improve cold start capability. Summary of the invention

[0004] One non-limiting aspect of the present disclosure relates to a heat exchanger for heating hydrogen, for example but not necessarily for use with a fuel cell system for an electric vehicle. The heat exchanger may be included as part of a fuel cell system to heat hydrogen supplied to a fuel cell stack for the purpose of inducing the electrochemical reaction of the fuel stack to occur more efficiently and thereby improve performance, improve water vapor condensation and / or improve cold start capability.

[0005] One non-limiting aspect of the present disclosure relates to a heat exchanger for a fuel cell system for an electric vehicle. The heat exchanger may include: a coolant chamber having a coolant flow path configured to fluidly connect the coolant between at least one coolant inlet and at least one coolant outlet; and a hydrogen chamber having a hydrogen flow path configured to fluidly connect the hydrogen between at least one hydrogen inlet and at least one hydrogen outlet. The hydrogen chamber may include a plurality of fins distributed in a straight line throughout a serpentine section of the hydrogen flow path. The heat exchanger may also include a housing configured to thermally couple the coolant chamber to the hydrogen chamber. The thermal coupling may provide conductive heat transfer between the coolant and the hydrogen, wherein at least a portion of the heat transfer occurs through the fins.

[0006] The serpentine section may be configured to direct hydrogen through a plurality of channels vertically layered in height from top to bottom through the hydrogen chamber.

[0007] The serpentine section may include a plurality of shelves configured to define a switchback between channels, optionally directing hydrogen through the serpentine section in a back-and-forth manner from side to side across the hydrogen cavity in a widthwise direction.

[0008] Each shelf may include an open end configured to define a fluid diverter for one of the zigzags and a closed end configured to adhere to one of the first and second sidewalls of the hydrogen chamber.

[0009] The fins may be configured to extend depthwise through the hydrogen chamber from front to back.

[0010] The fins may be oval.

[0011] The fins may occupy more than half of the volume of the serpentine section.

[0012] The housing may include a dividing wall for fluidly isolating the coolant cavity from the hydrogen cavity, the dividing wall being configured to orient the coolant cavity back-to-back with the hydrogen cavity.

[0013] The fins may be formed integrally with the dividing wall.

[0014] The serpentine section may be configured to direct hydrogen in a front-to-rear manner from side to side in a width direction through a plurality of channels vertically layered from top to bottom in a height direction through the hydrogen chamber.

[0015] The fins may be configured to extend from front to back in depth between the front and rear sides of the channel such that the rear end of each fin may be integrally formed with the partition wall and the front end of each fin is attached to or adjacent to the front wall of the hydrogen chamber.

[0016] The at least one coolant inlet may include no further than the first inlet, and the at least one coolant outlet may include no further than the first outlet, the coolant flow path between the first inlet and the first outlet being shaped to mirror the serpentine section of the hydrogen flow path.

[0017] The at least one coolant inlet may include a first inlet and a second inlet. The at least one coolant outlet may include a first outlet and a second outlet. The coolant flow path may include a first path corresponding to a first portion of the coolant flow path between the first inlet and the first outlet and a second path corresponding to a second portion of the coolant flow path between the second inlet and the second outlet, optionally, the first path is shaped to mirror an upper portion of the serpentine section of the hydrogen flow path, and the second path is shaped to mirror a lower portion of the serpentine section of the hydrogen flow path.

[0018] One non-limiting aspect of the present disclosure relates to a heat exchanger for a fuel cell system for an electric vehicle. The heat exchanger may include: a coolant chamber having a coolant flow path configured to communicate a coolant fluid; and a hydrogen chamber having a hydrogen flow path configured to communicate a hydrogen fluid. The hydrogen chamber may include a plurality of fins extending therethrough in a straight line. The heat exchanger may also include a housing configured to thermally couple the coolant chamber to the hydrogen chamber. The thermal coupling may provide conductive heat transfer between the coolant and the hydrogen, wherein at least a portion of the heat transfer occurs through the fins.

[0019] The hydrogen flow path may include a serpentine section configured to direct hydrogen in a front-to-rear manner from side to side in a width direction through a plurality of channels vertically layered from top to bottom in a height direction through the hydrogen chamber.

[0020] The housing may include a dividing wall for fluidly isolating the coolant cavity from the hydrogen cavity, the dividing wall being configured to orient the coolant cavity back-to-back with the hydrogen cavity.

[0021] The fins may be configured to extend from front to back in depth between the front and rear sides of the channel such that the rear end of each fin is integrally formed with the partition wall and the front end of each fin is attached to or adjacent to the front wall of the hydrogen chamber.

[0022] One non-limiting aspect of the present disclosure relates to a heat exchanger for a fuel cell system for an electric vehicle. The heat exchanger may include: a coolant chamber having a coolant flow path configured to fluidly circulate a coolant at a first temperature; and a hydrogen chamber having a hydrogen flow path configured to fluidly circulate hydrogen at a second temperature lower than the first temperature. The hydrogen chamber may include a plurality of arcuate fins dispersed in a straight line throughout a serpentine section, the serpentine section being configured to guide hydrogen through a plurality of channels in a width direction from one side to the other in a front-to-back manner, the plurality of channels being vertically layered from top to bottom through the hydrogen chamber in a height direction. The heat exchanger may also include a housing for the coolant chamber and the hydrogen chamber. The housing may include a partition wall configured to fluidly isolate and thermally couple the coolant chamber to the hydrogen chamber back to back. The fins may be integrally formed with the partition wall to facilitate conductive heat transfer between the coolant and the hydrogen.

[0023] The hydrogen chamber may include one inlet to the hydrogen flow path and two or more outlets from the hydrogen flow path.

[0024] The serpentine section may include a plurality of shelves configured to define a zigzag shape between the channels.

[0025] Solution 1. A heat exchanger for a fuel cell system of an electric vehicle, comprising:

[0026] a coolant cavity having a coolant flow path configured for fluid communication of coolant between at least one coolant inlet and at least one coolant outlet;

[0027] a hydrogen chamber having a hydrogen flow path configured for fluid communication of hydrogen between at least one hydrogen inlet and at least one hydrogen outlet, the hydrogen chamber comprising a plurality of fins interspersed in a straight line throughout the serpentine section of the hydrogen flow path; and

[0028] A housing is configured to thermally couple the coolant cavity to the hydrogen cavity, the thermal coupling providing conductive heat transfer between the coolant and the hydrogen, wherein at least a portion of the heat transfer occurs through the fins.

[0029] Option 2. The heat exchanger according to Option 1, wherein:

[0030] The serpentine section is configured to direct hydrogen through a plurality of channels vertically layered in height direction from top to bottom through the hydrogen chamber.

[0031] Option 3. The heat exchanger according to Option 2, wherein:

[0032] The serpentine section includes a plurality of shelves configured to define a zigzag pattern between the channels that directs hydrogen through the serpentine section in a back-to-back manner from side to side across the hydrogen cavity in a widthwise direction.

[0033] Option 4. The heat exchanger according to Option 3, wherein:

[0034] Each shelf includes an open end configured to define a fluid diverter for one of the zigzags and a closed end configured to be adhered to one of the first and second side walls of the hydrogen chamber.

[0035] Option 5. The heat exchanger according to Option 4, wherein:

[0036] The fins are configured to extend through the hydrogen chamber in a depth direction from front to back.

[0037] Option 6. The heat exchanger according to Option 5, wherein:

[0038] The fins are oval.

[0039] Option 7. The heat exchanger according to Option 6, wherein:

[0040] The fins occupy more than half of the volume of the serpentine section.

[0041] Option 8. The heat exchanger according to Option 1, wherein:

[0042] The housing includes a divider wall for fluidly isolating the coolant cavity from the hydrogen cavity, the divider wall being configured to orient the coolant cavity back-to-back with the hydrogen cavity.

[0043] Option 9. The heat exchanger according to Option 8, wherein:

[0044] The fins are formed integrally with the partition walls.

[0045] Option 10. The heat exchanger according to Option 8, wherein:

[0046] The serpentine section is configured to direct hydrogen in a front-to-rear manner from side to side in a width direction through a plurality of channels vertically layered through the hydrogen chamber in a height direction from top to bottom.

[0047] Option 11. The heat exchanger according to Option 10, wherein:

[0048] The fins are configured to extend from front to back in the depth direction between the front and rear sides of the channel so that the rear end of each fin is integrally formed with the partition wall and the front end of each fin is attached to or adjacent to the front wall of the hydrogen chamber.

[0049] Option 12. The heat exchanger according to Option 1, wherein:

[0050] The at least one coolant inlet includes no more than a first inlet, and the at least one coolant outlet includes no more than a first outlet, the coolant flow path between the first inlet and the first outlet being shaped to mirror the serpentine section of the hydrogen flow path.

[0051] Option 13. The heat exchanger according to Option 1, wherein:

[0052] The at least one coolant inlet includes a first inlet and a second inlet;

[0053] The at least one coolant outlet comprises a first outlet and a second outlet; and

[0054] The coolant flow path includes a first path corresponding to a first portion of the coolant flow path between the first inlet and the first outlet and a second path corresponding to a second portion of the coolant flow path between the second inlet and the second outlet, the first path being shaped to mirror an upper portion of the serpentine section of the hydrogen flow path, and the second path being shaped to mirror a lower portion of the serpentine section of the hydrogen flow path.

[0055] Solution 14. A heat exchanger for a fuel cell system of an electric vehicle, comprising:

[0056] a coolant cavity having a coolant flow path configured for communicating a coolant fluid;

[0057] a hydrogen chamber having a hydrogen flow path configured for communicating hydrogen fluid, the hydrogen chamber including a plurality of fins linearly interspersed therethrough; and

[0058] A housing is configured to thermally couple the coolant cavity to the hydrogen cavity, the thermal coupling providing conductive heat transfer between the coolant and the hydrogen, wherein at least a portion of the heat transfer occurs through the fins.

[0059] Embodiment 15. The heat exchanger according to embodiment 14, wherein:

[0060] The hydrogen flow path includes a serpentine section configured to direct hydrogen in a front-to-rear manner from side to side in a width direction through a plurality of channels vertically layered from top to bottom in a height direction through the hydrogen chamber.

[0061] Embodiment 16. The heat exchanger according to embodiment 15, wherein:

[0062] The housing includes a divider wall for fluidly isolating the coolant cavity from the hydrogen cavity, the divider wall being configured to orient the coolant cavity back-to-back with the hydrogen cavity.

[0063] Embodiment 17. The heat exchanger according to embodiment 16, wherein:

[0064] The fins are configured to extend from front to back in the depth direction between the front and rear sides of the channel so that the rear end of each fin is integrally formed with the partition wall and the front end of each fin is attached to or adjacent to the front wall of the hydrogen chamber.

[0065] Solution 18. A heat exchanger for a fuel cell system of an electric vehicle, comprising:

[0066] a coolant cavity having a coolant flow path configured to fluidly circulate a coolant at a first temperature;

[0067] a hydrogen chamber having a hydrogen flow path configured to fluidly circulate hydrogen at a second temperature lower than the first temperature, the hydrogen chamber comprising a plurality of arcuate fins interspersed in a straight line throughout a serpentine section, the serpentine section configured to direct hydrogen in a width direction from side to side in a back-and-forth manner through a plurality of channels vertically layered in a height direction through the hydrogen chamber from top to bottom; and

[0068] A housing for a coolant cavity and a hydrogen cavity, the housing including a dividing wall configured to fluidly isolate and thermally couple the coolant cavity to the hydrogen cavity back-to-back, fins integrally formed with the dividing wall to facilitate conductive heat transfer between the coolant and the hydrogen.

[0069] Embodiment 19. The heat exchanger according to embodiment 18, wherein:

[0070] The hydrogen chamber includes an inlet to the hydrogen flow path and two or more outlets from the hydrogen flow path.

[0071] Embodiment 20. The heat exchanger according to embodiment 19, wherein:

[0072] The serpentine section includes a plurality of shelves configured to define a zigzag shape between the channels.

[0073] The above-mentioned features and advantages of the present teaching together with other features and advantages are readily apparent through the following detailed description of the mode for implementing the present teaching in conjunction with the accompanying drawings. It should be understood that although the following drawings and embodiments may be described separately, their individual features may also be combined into additional embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0075] Figure 1 A schematic diagram of a vehicle according to one non-limiting aspect of the present disclosure is shown.

[0076] Figure 2A schematic diagram of a fuel cell system according to one non-limiting aspect of the present disclosure is shown.

[0077] Figure 3 A perspective schematic diagram of a heat exchanger according to one non-limiting aspect of the present disclosure is shown.

[0078] Figure 4 A partial schematic diagram of a heat exchanger according to one non-limiting aspect of the present disclosure is shown.

[0079] Figure 5 A partial schematic diagram of a hydrogen chamber including fins according to one non-limiting aspect of the present disclosure is shown.

[0080] Figure 6 A partial schematic end view of a fin according to one non-limiting aspect of the present disclosure is shown.

[0081] Figure 7 A partial schematic diagram of a coolant cavity according to one non-limiting aspect of the present disclosure is shown.

[0082] Figure 8 A partial schematic diagram of a coolant cavity according to another non-limiting aspect of the present disclosure is shown. DETAILED DESCRIPTION

[0083] As required, detailed embodiments of the present disclosure are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of the present disclosure that may be implemented in various and alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to use the present disclosure in various ways.

[0084] Figure 1A schematic diagram of a vehicle 10 according to one non-limiting aspect of the present disclosure is shown. The vehicle 10 may be configured with a propulsion system, powertrain, or other drivetrain 12 having an electric motor 14 or other electric drive device operable to propel or otherwise drive the vehicle 10. For exemplary non-limiting purposes, the vehicle 10 is shown as a hybrid type, as the powertrain 12 optionally includes an internal combustion engine (ICE) 16. The ICE 16 and the electric motor 14 or other device configured to convert electrical power into mechanical power may cooperate to provide rotational force / torque to one or more of a plurality of wheels 20, 22, 24, 26. The powertrain 12 may include a transmission 34, a drive shaft 36, a differential 38, axles 40, 42, and / or other components to facilitate the transfer of rotational force from the ICE 16 and / or the motor 14 to the wheels 20, 22, 24, 26. The vehicle 10 is shown to include a powertrain 12 configured to connect an ICE 16 and a motor 14 to front wheels 20, 24 for non-limiting purposes, as the present disclosure fully contemplates its use and application with four-wheel drive vehicles and other non-automotive types of vehicles. A controller 44 may be configured to generate control signals associated with directing and otherwise implementing desired control of the powertrain 12, the motor 14, the ICE 16, and / or other features of the vehicle 10.

[0085] For non-limiting purposes, vehicle 10 is presented as representing a wide range of various vehicles and / or other devices that may rely on converting electrical power into mechanical power. Such vehicles may generally be referred to as electric vehicles and include a wide range of various capabilities for supporting the conversion of electrical power into mechanical power. Vehicle 10 contemplates including different configurations for generating, storing electrical power, and supplying electrical power to electric motor 14 and / or other devices or systems on vehicle 10. One non-limiting aspect of the present disclosure relates to providing electrical power based at least in part on electrical power obtained from fuel cell system 46. Fuel cell system 46 may be configured to generate electrical power by relying at least in part on an electrochemical reaction of a type suitable for generating electrical power. Figure 2 A schematic diagram of a fuel cell system 46 according to one non-limiting aspect of the present disclosure is shown. The fuel cell system 46 may include a heat exchanger 48, or may be referred to as a fuel rail decay volume (FRAV), which may be configured to receive hydrogen 50 from a source 51 and output heated hydrogen 52 before being delivered to a fuel cell, fuel cell stack, or other electrochemical device 54. The fuel cell stack 54 may in turn rely on the heated hydrogen 52 to provide electrical power due to the splitting of hydrogen molecules into protons and electrons through a process known as electrolysis.

[0086] The fuel cell stack 54 may be of a type commonly used in automotive-related applications, such as, but not necessarily limited to, a fuel cell stack 54 that may utilize a solid polymer electrolyte membrane (PEM) (also referred to as a "proton exchange membrane" (PEM)) to facilitate the electrolysis process by providing ion transport between the anode and cathode. A proton exchange membrane fuel cell (PEMFC) may employ a solid polymer electrolyte (SPE) proton conducting membrane, such as a perfluorosulfonic acid membrane. The anode and cathode (not shown in detail) of the fuel cell stack 54 may include dispersed catalyst particles, such as platinum, supported on carbon particles and mixed with an ionomer. The catalyst mixture may be deposited on the sides of the membrane to form an anode and cathode layer. The combination of the anode catalyst layer, the cathode catalyst layer, and the electrolyte membrane may define a membrane electrode assembly (MEA), wherein the anode catalyst and the cathode catalyst are supported on opposite sides of the ion-conducting solid polymer membrane. The fuel cell stack 54 may include a plurality of individual fuel cells, which may number in the hundreds.

[0087] The ability of the heat exchanger 48 to heat the hydrogen 52 for the fuel cell stack 54 can cause the electrochemical reaction there to occur more efficiently, improve performance, improve water vapor condensation, and / or improve cold start capability. One non-limiting aspect of the present disclosure contemplates using a coolant 58 supplied from a coolant source 60 to heat the hydrogen 50. The hydrogen source 51 can be configured to provide hydrogen 50 at a first temperature, which can be lower than a second temperature of the coolant. The heat exchanger 48 can be configured to facilitate heat exchange between the coolant 58 and the hydrogen 50, so that the increased temperature of the coolant 58 can be used to heat the hydrogen 50, such as via conductive heat transfer between them. The coolant source 60 and / or the hydrogen source 51 can be included on the vehicle 10, an independent source, or from other sources when the heat exchanger 48 is used outside the vehicle 10. For example, the coolant source 60 can operate with an additional system (e.g., ICE 16) on the vehicle 10, whereby the coolant 58 can flow through the ICE 16 to be heated, and then circulate through the heat exchanger 48 for the purpose of heating the hydrogen 50.

[0088] Figure 3 A perspective schematic diagram of a heat exchanger 48 is shown in accordance with one non-limiting aspect of the present disclosure. The heat exchanger 48 may include a housing 70 configured to facilitate conductive heating of the hydrogen 50 via heat transfer with the coolant 58. Figure 4A partial schematic diagram of a heat exchanger 48 according to one non-limiting aspect of the present disclosure is shown. The housing 70 can be configured to include a coolant cavity 72 and a hydrogen cavity in the manner shown. The housing 70 may include a partition boundary, wall or other structure 76 configured to position the coolant cavity 72 and the hydrogen cavity 74 back to back, which may be beneficial to maximize the heat transfer between them. The partition wall 76 can be used in this way to facilitate fluid isolation of the fluid coolant cavity 72 from the hydrogen cavity 74 while thermally coupling the fluid cavity to the hydrogen cavity 74. The housing 70 is described for illustrative purposes and is not intended to impart structural limitations with respect to including a partition wall 76 to separate the coolant cavity 72 from the hydrogen cavity 74. For example, the housing 70 can be a one-piece structure, whereby the coolant cavity 72, the hydrogen cavity 74 and the partition wall 76 can be formed as a single piece, or a multi-component structure, whereby the coolant cavity 72, the hydrogen cavity 76, the partition wall and / or other components can be assembled together.

[0089] The coolant cavity 72 can be part of a coolant structure and the hydrogen cavity 74 can be part of a hydrogen structure, which can be joined together or otherwise secured to one another to define the partition wall 76 and other structures of the housing 70 in the manner shown. The heat exchanger 48 can be shown to include a coolant inlet 80 and a coolant outlet 82 for the coolant cavity 72 and a hydrogen inlet 86 and a plurality of hydrogen outlets 88, 90, 92, 94 for the hydrogen cavity 74. This is for non-limiting purposes, as the present disclosure fully contemplates coolant and / or hydrogen cavities 72, 74 including more or fewer inlets and outlets. The illustrated configuration is presented to demonstrate the advantageous ability of the heat exchanger 48 to operate in a common automotive environment, whereby hydrogen 50 can be provided from a hydrogen source 51 via a hydrogen inlet 86 and thereafter distributed through a plurality of hydrogen outlets 88, 90, 92, 94 after being heated, for example to facilitate the hydrogen outlets 88, 90, 92, 94 each delivering the heated hydrogen 52 to a corresponding portion of the fuel cell stack 54.

[0090] The hydrogen chamber 74 may define a hydrogen flow path 100 between the hydrogen inlet 86 and the outlet. The hydrogen flow path 100 may be defined in the manner shown to include a serpentine section 102 configured to guide the hydrogen 52 through a plurality of channels 104, 106, 108, 110, 112, 114, 116, vertically layered from top to bottom in the height direction through the hydrogen chamber 74. The serpentine section 102 may include a plurality of shelves 120 configured to define a zigzag between the channels 104, 106, 108, 110, 112, 114, 116. The zigzag may be configured to guide the hydrogen 52 through the serpentine section 102 in a front-to-back manner from one side to the other in the width direction through the hydrogen chamber 74. The serpentine flow of the hydrogen 52 through the hydrogen chamber 74 may be advantageous for maximizing the exposure of the hydrogen 52 to heat transfer with the coolant chamber 72. The shelf 120 may include an open end 122 for defining a fluid diversion portion for one of the zigzags and a closed end 124 configured to be adhered to one of the first sidewall 130 and the second sidewall 132 of the hydrogen cavity 74. The shelf 120 may include other shapes and configurations, such as conduits, to define the zigzags, alternatively in the manner shown, thereby minimizing pressure drop while maximizing exposure of the hydrogen 52 to heat transfer with the coolant cavity 72.

[0091] Figure 5 A partial schematic diagram of the hydrogen chamber 74 including fins 128 according to one non-limiting aspect of the present disclosure is shown. The fins 128 may optionally be included to occupy more than half of the volume of the serpentine section 102 and / or elsewhere within the hydrogen chamber 74 to further facilitate communication with the coolant chamber 72. The fins 128 may be configured to be between the front side 130 and the rear side 132 of the channels 104, 106, 108, 110, 112, 114, 116 in the depth direction from front to back. The rear end of each fin 128 may be integrally formed with or otherwise sealed against the partition wall 76 (i.e., the rear side 132), and the front end of each fin 128 may be integrally formed with or otherwise sealed against the front wall 130. Figure 6 A partially schematic end view of a fin 128 according to one non-limiting aspect of the present disclosure is shown. The end view shows the fin 128 extending from the partition wall 76 (i.e., the rear side 132). The fin 128 can be correspondingly configured to include a generally arcuate shape, such as the elliptical shape shown. The elliptical fin 128 can be beneficial to improve apex, pressure difference, and other fluid disturbances to the hydrogen 52 flowing therethrough. However, the present disclosure fully contemplates fins 128 including additional shapes and sizes, including fins 128 that may not extend through the entire depth of the fluid flow path 100. This placement of the fin 128 in line with the fluid flow path 100 may be beneficial to maximize the exposure of the hydrogen 50 to the material cooled by the coolant cavity 72 and connected to the coolant cavity 72.

[0092] Figure 7 A partial schematic diagram of a coolant cavity 72 according to one non-limiting aspect of the present disclosure is shown, whereby the coolant cavity 72 may define a coolant flow path 140 between the coolant inlet and outlet 80, 82. The coolant flow path 140 may be defined in the manner shown as including a coiled section 142 configured to direct the coolant 58 through conduits 146 that are vertically layered from top to bottom through the coolant cavity 72 in the height direction. The coiled section 142 may be shaped to mirror the serpentine section 102 of the hydrogen flow path 100, optionally using conduits 146 or other flow directing features in place of the shelf 120. The coolant flow path 140 mirroring the hydrogen flow path 100 may be advantageous in maximizing the exposure of the hydrogen 52 to heat transfer with the coolant cavity 72.

[0093] Figure 8 A partial schematic diagram of a coolant cavity 72 according to non-limiting aspects of the present disclosure is shown, whereby a first coolant flow path 150 may correspond to a first portion between a first coolant inlet 152 and a first coolant outlet 154, and a second path 156 may correspond to a second portion between a second coolant inlet 158 ​​and a second coolant outlet 160. The first path 150 may be shaped to mirror an upper portion of the serpentine section 102 of the hydrogen flow path 100, and the second path 156 may be shaped to mirror a lower portion of the serpentine section 102 of the hydrogen flow path 100. The additional second path 156 may facilitate improving the distance that the coolant 58 travels through the coolant cavity 72, which in turn may allow more heated coolant 58 to interface with the fluid flow hydrogen cavity 74 to further enhance heat transfer with the hydrogen 50. The hydrogen flow path 100 may optionally be configured in a similar manner to include multiple paths.

[0094] As supported above, the present disclosure is directed to addressing the need to heat hydrogen from low temperature before it enters the fuel stack 54. The heat exchanger 48 can be designed in the manner shown to provide a serpentine hydrogen flow path 100 that can be operated to direct the hydrogen flow to increase the heat transfer rate. Fins 128 can be inserted into the hydrogen path to increase the heat transfer area and help achieve the desired hydrogen temperature. The fins 128 can be elliptical (long axis along the flow direction) and placed in the hydrogen path in an "in-line" configuration, which can help to impose less restriction on the flow of hydrogen 52. The coolant flow paths 140, 150, 156 that carry the coolant 58 can be at high temperature (about 72°C) and placed back-to-back with the hydrogen path 100 for efficient heat transfer. A hydrogen temperature of 55°C can be achieved with a hydrogen flow rate of 3.1 g / s, an inlet hydrogen temperature of -45°C, and an outlet hydrogen temperature of up to 55°C.

[0095] The terms "comprise", "include" and "have" are inclusive, and thus specify the presence of the features, steps, operations, elements or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements or components. Where possible, the order of steps, processes and operations can be changed, and additional or alternative steps can be adopted. As used in this specification, the term "or" includes any and all combinations of the relevant listed items. The term "any" is understood to include any possible combination of the referenced items, including "any one" of the referenced items. "A", "an", "the", "at least one" and "one or more" are used interchangeably to indicate that there is at least one of the items. Unless the context clearly indicates otherwise, there may be multiple such items. All values ​​of parameters (e.g., quantities or conditions), unless otherwise explicitly indicated or clearly indicated in view of the context (including the appended claims), should be understood to be modified by the term "about" in all cases, regardless of whether "about" actually appears before the value. A component "configured to" perform a specified function is able to perform the specified function without change, rather than just having the potential to perform the specified function after further modification. In other words, the described hardware, when expressly configured to perform the specified functions, is specifically selected, created, implemented, utilized, programmed and / or designed for the purpose of performing the specified functions.

[0096] Although various embodiments have been described, the description is intended to be exemplary rather than restrictive, and it is obvious to those of ordinary skill in the art that more embodiments and implementations within the scope of the embodiments are possible. Unless specifically limited, any feature of any embodiment can be used in combination with or in place of any other feature or element in any other embodiment. Therefore, the embodiments are not limited except in accordance with the attached claims and their equivalents. In addition, various modifications and changes can be made within the scope of the attached claims. Although several modes for implementing many aspects of this teaching have been described in detail, those skilled in the art to which this teaching belongs will recognize various alternative aspects for practicing this teaching within the scope of the attached claims. All the contents contained in the above description or shown in the accompanying drawings should be intended to be understood as descriptions and examples of the entire range of alternative embodiments that will be recognized by those of ordinary skill in the art by structurally and / or functionally equivalent implications or that become apparent in other ways based on the included content, but not limited to those embodiments that are explicitly depicted and / or described.

Claims

1. A heat exchanger for a fuel cell system of an electric vehicle, comprising: a coolant cavity having a coolant flow path configured for fluid communication of coolant between at least one coolant inlet and at least one coolant outlet; a hydrogen chamber having a hydrogen flow path configured for fluid communication of hydrogen between at least one hydrogen inlet and at least one hydrogen outlet, the hydrogen chamber comprising a plurality of fins interspersed in a straight line throughout the serpentine section of the hydrogen flow path; and A housing is configured to thermally couple the coolant cavity to the hydrogen cavity, the thermal coupling providing conductive heat transfer between the coolant and the hydrogen, wherein at least a portion of the heat transfer occurs through the fins.

2. The heat exchanger according to claim 1, wherein: The serpentine section is configured to direct hydrogen through a plurality of channels vertically layered in height direction from top to bottom through the hydrogen chamber.

3. The heat exchanger according to claim 2, wherein: The serpentine section includes a plurality of shelves configured to define a zigzag pattern between the channels that directs hydrogen through the serpentine section in a back-to-back manner from side to side across the hydrogen cavity in a widthwise direction.

4. The heat exchanger according to claim 3, wherein: Each shelf includes an open end configured to define a fluid diverter for one of the zigzags and a closed end configured to be adhered to one of the first and second side walls of the hydrogen chamber.

5. The heat exchanger according to claim 4, wherein: The fins are configured to extend through the hydrogen chamber in a depth direction from front to back.

6. The heat exchanger according to claim 5, wherein: The fins are oval.

7. The heat exchanger according to claim 6, wherein: The fins occupy more than half of the volume of the serpentine section.

8. The heat exchanger according to claim 1, wherein: The housing includes a divider wall for fluidly isolating the coolant cavity from the hydrogen cavity, the divider wall being configured to orient the coolant cavity back-to-back with the hydrogen cavity.

9. The heat exchanger according to claim 8, wherein: The fins are formed integrally with the partition walls.

10. The heat exchanger according to claim 8, wherein: The serpentine section is configured to direct hydrogen in a front-to-rear manner from side to side in a width direction through a plurality of channels vertically layered through the hydrogen chamber in a height direction from top to bottom.

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