Nitrogen removal throttle valve, fuel cell nitrogen removal system and vehicle

Abstract

The invention discloses a nitrogen removal throttle valve, a fuel cell nitrogen removal system and a vehicle, and solves the technical problem of poor stability of pressure of hydrogen in an electric pile during nitrogen removal in the prior art. The nitrogen removal throttle valve comprises a valve body, a valve core, a nitrogen removal valve core and a nitrogen removal valve core, the valve body is provided with a valve cavity, a nitrogen inlet, a nitrogen outlet and an air interface used for being communicated with a fuel cell air inlet of the fuel cell system through a pipeline, and the nitrogen inlet and the nitrogen outlet are both communicated with the valve cavity; the first valve element is provided with a valve hole, and the first valve element is movably arranged in the valve cavity in the first direction; wherein the first valve core moves in the valve cavity along the first direction under the action of air pressure of the air inlet of the fuel cell, so as to adjust the area of the cross section, communicated with the nitrogen discharge pipeline, of the valve hole. According to the nitrogen removal throttle valve provided by the invention, the stability of hydrogen pressure in the electric pile is improved.

Description

Technical Field

[0001] The present application belongs to the technical field of fuel cell nitrogen exhaust, and in particular relates to a nitrogen exhaust throttle valve, a fuel cell nitrogen exhaust system and a vehicle. Background Art

[0002] Fuel cell vehicles are considered to be the most promising energy source in the future due to their pollution-free, high energy conversion efficiency, and wide sources of raw materials. The anode of the fuel cell system needs to be regularly ventilated with nitrogen to ensure the purity of the hydrogen in the stack.

[0003] In the related technology, the fuel cell stack mostly adopts a stop valve as the nitrogen exhaust valve, and selects a valve with a larger diameter to take into account the nitrogen exhaust demand of the high-power fuel cell system. However, the large-diameter nitrogen exhaust valve is easy to cause excessive exhaust volume in the moment when it is opened in the low-power section of the fuel cell. The hydrogen pressure in the fuel cell stack will drop instantly, resulting in unstable hydrogen circuit pressure, excessive hydrogen-air pressure difference and single-chip voltage fluctuation, which has a great impact on system calibration, hydrogen emissions and hydrogen utilization. Summary of the invention

[0004] In order to solve the technical problem of poor stability of hydrogen pressure in the current fuel cell nitrogen exhaust, the present application provides a nitrogen exhaust throttle valve, a fuel cell nitrogen exhaust system and a vehicle.

[0005] In a first aspect of the present application, a nitrogen exhaust throttle valve is provided, which is used to be installed in a nitrogen exhaust pipeline of a fuel cell system, and the nitrogen exhaust throttle valve comprises:

[0006] A valve body, provided with a valve cavity, a nitrogen inlet, a nitrogen outlet, and an air interface for communicating with the fuel cell air inlet of the fuel cell system through a pipeline, wherein the nitrogen inlet and the nitrogen outlet are both communicated with the valve cavity;

[0007] A first valve core is provided with a valve hole, and the first valve core is arranged in the valve cavity to move along a first direction;

[0008] Wherein, the first valve core moves along the first direction in the valve cavity under the air pressure of the fuel cell air inlet to adjust the cross-sectional area size of the valve hole communicating with the nitrogen exhaust pipeline.

[0009] In some embodiments, along the first direction, a front end opening size of the valve hole is smaller than a rear end opening size.

[0010] In some embodiments, the nitrogen exhaust throttle valve further includes an elastic member located in the valve cavity, the elastic member acts on the first valve core and the valve body, and the first valve core reciprocates along the first direction under the combined action of air pressure and the elastic member.

[0011] In some embodiments, the maximum compression force Fmax of the elastic member is ≥ (Pmax-100)×S, where Pmax is the maximum air pressure at the air inlet, and S is the interaction area between the first valve core and the air.

[0012] In some embodiments, the valve body is provided with a first limiting portion, and the first valve core is provided with a second limiting portion, and the first limiting portion cooperates with the second limiting portion to limit the circumferential position of the first valve core.

[0013] In some embodiments, the first limiting portion is a limiting rod connected to the valve body, the second limiting portion is a limiting groove extending along the first direction, and the end of the limiting rod is slidably disposed in the limiting groove along the first direction.

[0014] In some embodiments, a second valve core is further included, the valve body is provided with a first channel and a second channel connected to each other, the second channel is connected to the nitrogen inlet, the second valve core is movably installed at the connection between the second channel and the nitrogen inlet, and the first channel, the second channel and the nitrogen inlet are arranged at an angle to each other.

[0015] In some embodiments, the valve body includes a first split body and a second split body, the first split body is provided with the valve cavity, the nitrogen inlet and the air interface, the second split body is provided with the first channel and the second channel, and the first split body and the second split body are threadedly connected.

[0016] In a second aspect of the present application, a fuel cell nitrogen exhaust system is provided, comprising:

[0017] Battery stack;

[0018] An air supply pipeline connected to the air inlet of the fuel cell stack;

[0019] A hydrogen supply pipeline connected to the hydrogen inlet of the fuel cell stack;

[0020] The nitrogen exhaust pipeline is connected to the hydrogen outlet of the fuel cell stack and is provided with the nitrogen exhaust throttle valve of the first aspect. The air interface is connected to the air inlet through a pipeline.

[0021] In a second aspect of the present application, a vehicle is provided, comprising the fuel cell nitrogen exhaust system of the second aspect.

[0022] The nitrogen exhaust throttle valve provided according to an embodiment of the present application includes a valve body and a first valve core. The valve body is provided with a valve cavity, a nitrogen inlet, a nitrogen outlet and an air interface, the nitrogen inlet and the nitrogen outlet are both connected to the valve cavity, and the air interface is used to communicate with the fuel cell air inlet of the fuel cell system through a pipeline. The first valve core is provided with a valve hole, and the first valve core is arranged in the valve cavity for movement along a first direction.

[0023] The first valve core moves in the valve cavity along the first direction under the action of the air pressure at the air inlet of the fuel cell to adjust the cross-sectional area size of the valve hole and the nitrogen exhaust pipeline, and the nitrogen inlet is connected to the valve cavity, so nitrogen can enter the valve cavity through the nitrogen inlet, and the first valve core is located in the valve cavity and is provided with a valve hole, so the gas entering the valve cavity can flow through the valve hole, because the cross-sectional area of ​​the valve hole and the nitrogen exhaust pipeline is determined by the air pressure at the air inlet of the stack. The air pressure at the air inlet of the stack has a certain relationship with the power of the fuel cell system. The greater the air pressure, the greater the output power of the fuel cell system. Therefore, when the vehicle is idling, the air pressure at the air inlet of the stack is small, so the cross-sectional area of ​​the valve hole and the nitrogen exhaust pipeline is small, and the nitrogen flow discharged from the stack through the throttle valve is small, so that the hydrogen pressure in the stack is small, and the pressure of the hydrogen path of the stack is stabilized. When the vehicle is driving normally, the air pressure at the air inlet of the fuel cell stack is relatively high, so the conducting cross-sectional area between the valve hole and the nitrogen exhaust pipeline is large, and the nitrogen flow discharged from the fuel cell stack through the throttle valve is large, which can quickly discharge the nitrogen in the fuel cell stack. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic structural diagram of a nitrogen exhaust throttle valve in one or more embodiments of the present application is shown.

[0025] Figure 2 Shows Figure 1 FF cross-section diagram.

[0026] Figure 3 Shows Figure 1 Assembly diagram of the first valve core and the first split body in the nitrogen exhaust throttle valve when the vehicle is idling.

[0027] Figure 4 Another structural schematic diagram of the cooperation between the first valve core and the first split body when the vehicle is idling is shown.

[0028] Figure 5 Shows Figure 4 sectional view of .

[0029] Figure 6 Shows Figure 4 A schematic structural diagram of the first valve core and the first split body when the vehicle is running.

[0030] Figure 7 Shows Figure 4 Schematic diagram of the structure of the first split.

[0031] Figure 8 Shows Figure 4 Schematic diagram of the structure of the first valve core.

[0032] Fig. 9 Shows Figure 1 Top view of the nitrogen exhaust throttle valve.

[0033] Fig.10 Shows Fig. 9 GG cross-sectional view of the nitrogen exhaust throttle valve.

[0034] Fig.11 A graph showing the relationship between the air pressure at the air inlet of the fuel cell stack and the power of the fuel cell stack is shown.

[0035] Fig.12 A relationship diagram between the flow area of ​​the valve hole of the first valve core and the stroke of the elastic member is shown.

[0036] Fig.13 A schematic structural diagram of a fuel cell nitrogen exhaust system is shown.

[0037] Description of reference numerals:

[0038] 100-nitrogen exhaust throttle valve. 10-valve body, 11-first sub-body, 111-valve cavity, 112-nitrogen inlet, 113-nitrogen outlet, 114-limiting rod, 115-air interface, 120-second sub-body, 121-first channel, 122-second channel, 123-boss, 131-installation cavity. 20-first valve core, 21-valve hole, 22-limiting groove, 23-accommodating groove. 31-elastic member, 32-reset member, 33-coil, 34-limiting ring, 35-sealing ring, 36-guide sleeve, 37-sealing ring. 40-second valve core, 41-rod body, 42-head, 43-sealing pad.

[0039] 200-fuel cell stack, 300-air supply pipeline, 400-hydrogen supply pipeline, 500-nitrogen exhaust pipeline.

[0040] A-First Direction DETAILED DESCRIPTION

[0041] In order to make the technical personnel in the technical field to which the present application belongs to understand the present application more clearly, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0042] During the operation of the fuel cell, the nitrogen in the air at the cathode of the stack will penetrate into the anode through the proton exchange membrane, causing the purity of the anode hydrogen to gradually decrease. When the concentration of the anode hydrogen drops to a critical value, the voltage of the stack cell decreases and the fuel cell system cannot operate. Therefore, it is necessary to periodically open the nitrogen exhaust valve to discharge the anode gas with a higher nitrogen content, and use the pure hydrogen in the hydrogen bottle to replenish the anode to increase the hydrogen concentration at the anode.

[0043] In the related art, the nitrogen exhaust valve is a shut-off valve, which needs to work in the full power range of the fuel cell stack, that is, it needs to exhaust nitrogen in a low power range, such as when the vehicle is idling, and it also needs to exhaust nitrogen in a high power range, such as when the vehicle is driving at high speed. In order to ensure the nitrogen exhaust demand, the nitrogen exhaust valve mostly adopts a large-diameter nitrogen exhaust valve. However, at the moment when the nitrogen exhaust valve of the fuel cell opens to exhaust nitrogen in the low power range, the hydrogen pressure in the fuel cell stack drops sharply, and the pressure difference between hydrogen and air cannot guarantee hydrogen starvation, causing the fuel cell system to report a fault and shut down, which increases the difficulty of calibration and debugging.

[0044] The first aspect of the present application is to provide a nitrogen exhaust throttle valve installed in the nitrogen exhaust pipeline of the fuel cell system, which can match the working power of the fuel cell stack. In the low-power working scenario of the fuel cell stack, nitrogen is discharged at a small flow rate to stabilize the pressure difference between hydrogen and air in the fuel cell stack, ensure hydrogen starvation, and enable calibration and debugging to proceed smoothly; in the high-power working scenario of the fuel cell stack, nitrogen is discharged at a large flow rate, which does not affect the working pressure of the fuel cell stack and also improves the nitrogen exhaust efficiency.

[0045] See also Figure 1 , Figure 2 as well as Figure 3 The nitrogen exhaust throttle valve 100 provided in the embodiment of the present application includes a valve body 10 and a first valve core 20 .

[0046] The valve body 10 is the basic structure of the throttle valve, and the valve body 10 is provided with a valve cavity 111, a nitrogen inlet 112, a nitrogen outlet 113 and an air interface 115. The nitrogen inlet 112 and the nitrogen outlet 113 are both connected to the valve cavity 111, and the air interface 115 is used to communicate with the fuel cell air inlet of the fuel cell system through a pipeline. The first valve core 20 is provided with a valve hole 21, and the first valve core 20 is moved in the valve cavity 111 along the first direction.

[0047] The first valve core 20 moves in the valve cavity 111 along the first direction under the air pressure of the fuel cell air inlet to adjust the cross-sectional area size of the valve hole 21 and the nitrogen exhaust pipeline 500, and the nitrogen inlet 112 is connected to the valve cavity 111, so nitrogen can enter the valve cavity 111 through the nitrogen inlet 112, and the first valve core 20 is located in the valve cavity 111 and is provided with a valve hole 21, so the gas entering the valve cavity 111 can flow through the valve hole 21, because the cross-sectional area of ​​the valve hole 21 and the nitrogen exhaust pipeline 500 is determined by the air pressure at the air inlet of the fuel cell stack 200. Fig.11It can be seen that the air pressure at the air inlet of the stack 200 has a certain relationship with the power of the fuel cell system. The greater the air pressure, the greater the output power of the fuel cell system. Therefore, when the vehicle is idling, the air pressure at the air inlet of the stack 200 is relatively small, so the cross-sectional area of ​​the valve hole 21 and the nitrogen exhaust pipeline 500 is small, and the nitrogen flow rate discharged from the stack 200 through the throttle valve is small, so the hydrogen pressure in the stack 200 is small, and the pressure of the hydrogen path of the stack 200 is stable, ensuring the working stability of the stack 200. When the vehicle is driving normally, the air pressure at the air inlet of the stack 200 is relatively large, so the cross-sectional area of ​​the valve hole 21 and the nitrogen exhaust pipeline 500 is large, and the nitrogen flow rate discharged from the stack 200 through the throttle valve is large, which can quickly discharge the nitrogen in the stack 200.

[0048] For the shape of the valve hole 21, in some embodiments, see Figure 4 , Figure 5 as well as Figure 8 , along the first direction, the front end opening size of the valve hole 21 is smaller than the rear end opening size, such as a water drop-shaped valve hole 21, or a valve hole 21 with a triangular cross section. During the flow regulation process, the front end of the valve hole 21 is always in a conducting state with the nitrogen exhaust pipeline 500. The front end opening size is small, which can improve the regulation accuracy of the nitrogen flow rate when the vehicle is idling; the mouth section opening size of the valve hole 21 is large, which can quickly exhaust nitrogen when the vehicle is driving normally, thereby improving the nitrogen exhaust efficiency. In other embodiments, please refer to Figure 3 , along the first direction, the front opening size of the valve hole 21 is equal to the rear opening size, for example, the valve hole 21 is a cylindrical hole or a prismatic hole, etc. This type of valve hole 21 design can save the space occupied by the throttle valve and has a more compact structure. In the case where the front opening size of the valve hole 21 is smaller than the rear opening size, the side walls of the front and rear ends of the valve hole 21 can both be cylindrical walls, connected in the middle by a plane, and the plane is tangent to the cylindrical wall, so that the inner wall of the valve hole 21 is smooth, which is convenient for the circulation of nitrogen.

[0049] Regarding the axial extension direction of the valve hole 21, in some embodiments, the axial direction of the valve hole 21 is parallel to the direction of the line connecting the nitrogen inlet 112 and the nitrogen outlet 113, or the axial direction of the valve hole 21 and the line connecting the nitrogen inlet 112 and the nitrogen outlet 113 form an angle, both of which can achieve the adjustment of the throttle valve opening.

[0050] In order to achieve the reciprocating motion of the first valve core 20 along the first direction to repeatedly adjust the opening of the nitrogen exhaust throttle valve 100, in some embodiments, refer to Figure 3 as well as Figure 5The nitrogen exhaust throttle valve 100 further includes an elastic member 31 located in the valve chamber 111. The elastic member 31 acts on the first valve core 20 and the valve body 10. The first valve core 20 reciprocates along the first direction under the combined action of the air pressure and the elastic member 31. The elastic member 31 can be a spring or a spring. In some embodiments, the elastic member 31 and the air interface 115 can be located on both sides of the first valve core 20 along the first direction. Please refer to Figure 3 as well as Figure 5 When the throttle valve is opened at a small degree (vehicle idling), the elastic member 31 is in a state of low compression, see Figure 2 as well as Figure 6 In the case of a large opening (normal vehicle driving), the elastic member 31 is in a compressed state with a large degree of compression. In other embodiments, the elastic member 31 and the air interface 115 may also be located on the same side of the first valve core 20, and in the case of a small throttle opening (vehicle idling), the elastic member 31 is in an elongated state with a small degree of elongation, and in the case of a large opening (vehicle driving), the elastic member 31 is in an elongated state with a large degree of elongation.

[0051] In some embodiments, in the scheme where the elastic member 31 and the air interface 115 are located on both sides of the first valve core 20 along the first direction, the fuel cell system power pi corresponds to the air pressure Pi of the air inlet, and the stiffness of the elastic member 31 and the stroke of the first valve core 20 should satisfy the following relationship: (Pi-100)×S=k×Li, where S is the interaction area between the first valve core 20 and the air, k is the stiffness of the elastic member 31, and Li is the stroke of the first valve core 20. Therefore, Li=(Pi-100)×S / k, and then the flow area can be calculated based on this, see Fig.12 It can be seen that the larger the stroke of the elastic member 31, the larger the flow area. The flow area Ai of the nitrogen exhaust throttle valve 100 = 0.75 × Li 2 =0.75×[(Pi-100)×S / k] 2 .

[0052] Preload force F of elastic member 31 预=(P1-100)×S, where P1 is the air pressure at the air inlet of the stack 200 when the vehicle is idling. In this way, the preload force of the elastic member 31 is balanced with the air pressure. At this time, the flow area is minimum, and nitrogen can be discharged at a small flow rate when the vehicle is idling to ensure the stability of the hydrogen pressure in the stack 200. The farthest compression stroke Lmax of the elastic member 31, that is, the distance the first valve core 20 moves from the vehicle idling to the vehicle's maximum power driving, the maximum compression force Fmax of the elastic member 31 ≥ k×Lmax=(Pmax-100)×S, which can increase the life of the spring and increase the flow area. Among them, Pmax is the maximum air pressure at the air inlet of the stack 200, which is generally the air pressure value at the rated or peak time of the fuel cell.

[0053] In some embodiments, the valve body 10 is provided with a first limiting portion, and the first valve core 20 is provided with a second limiting portion, and the first limiting portion cooperates with the second limiting portion to limit the radial position of the first valve core 20, so that the angle between the axial direction of the valve hole 21 and the axial direction of the nitrogen inlet 112 and the nitrogen outlet 113 is stably maintained, thereby improving the accuracy of flow regulation. In other embodiments, the shape of the first valve core 20 can be non-cylindrical, such as prismatic, and the shape of the valve cavity 111 is the same as that of the first valve core 20, and the radial limiting of the first valve core 20 is achieved by relying on the non-cylindrical shape.

[0054] In some embodiments, see Figure 3 The valve body 10 is provided with a limiting rod 114 extending radially along the first valve core 20, the limiting rod 114 forms a first limiting portion, the first valve core 20 is provided with a limiting groove 22 extending along the first direction, the limiting groove 22 forms a second limiting portion, the end of the limiting rod 114 is slidably disposed in the limiting groove 22 along the first direction, so as to achieve circumferential limiting of the first valve core 20 and facilitate machining. In other embodiments, the cavity wall of the valve cavity 111 is provided with a limiting groove 22 extending along the first direction, the limiting groove 22 forms a first limiting portion, the outer side of the first valve core 20 is provided with a protrusion, the protrusion forms a second limiting portion, the protrusion is slidably disposed in the limiting groove 22 along the first direction, and the circumferential limiting of the first valve core 20 can also be achieved.

[0055] In some embodiments, see Figure 3 The first valve core 20 is provided with a receiving groove 23, one end of the elastic member 31 is located in the receiving groove 23, and the other end extends out of the receiving groove 23 to act on the cavity wall of the valve cavity 111, and the position of the limiting groove 22 corresponds to the position of the receiving groove 23 along the first direction, which not only realizes the arrangement of the second limiting portion and the elastic member 31 without interfering with each other, but also makes the structure more compact and saves space.

[0056] In some embodiments, please refer to Figure 3The nitrogen exhaust throttle valve 100 further includes a limit ring 34, which is installed in the valve cavity 111 and close to the air interface 115 to limit the first valve core 20 along the first direction. The limit ring 34 can be a retaining spring, and the retaining spring is installed in the retaining groove by opening a mounting groove on the cavity wall of the valve cavity 111 to achieve connection between the retaining spring and the valve body 10.

[0057] In order to improve the sealing effect between the first valve core 20 and the air interface 115, please refer to Figure 5 The first valve core 20 is covered with a sealing ring 35, and the sealing ring 35 is arranged between the first valve core 20 and the cavity wall of the valve cavity 111. As the first valve core 20 reciprocates along the first direction, air is prevented from entering the valve hole 21 from the air interface 115. The sealing ring 35 can be a rubber sealing ring. The first valve core 20 is provided with an annular groove, and the sealing ring 35 is arranged in the annular groove in a compressed state to achieve the installation of the sealing ring 35.

[0058] In some embodiments, see Fig.10 The nitrogen exhaust throttle valve 100 further includes a second valve core 40. The valve body 10 is provided with a first channel 121 and a second channel 122 which are connected to each other. The second channel 122 is connected to the nitrogen inlet 112. The second valve core 40 is movably installed at the connection between the second channel 122 and the nitrogen inlet 112.

[0059] The first channel 121, the second channel 122 and the nitrogen inlet 112 are arranged at an angle in pairs, and the second valve core 40 can realize the conduction and cutoff of the second channel 122, while the first valve core 20 can realize the opening adjustment. Therefore, the nitrogen exhaust throttle valve 100 of the present application can realize the integration of the cutoff function and the throttling function. The second valve core 40 can be opened when the stack 200 has a nitrogen exhaust demand, so that nitrogen can flow through the second valve core 40 to the first valve core 20 for discharge; when the stack 200 has no nitrogen exhaust demand, it is closed, and even if the first valve core 20 is in a small opening state, the non-nitrogen exhaust function can be realized. In specific implementation, the first channel 121, the second channel 122 and the nitrogen inlet 112 can be perpendicular to each other in pairs, which is convenient for arranging the first valve core 20 and the second valve core 40.

[0060] In some embodiments, please refer to Fig.10 A sealing boss 123 is provided at the connection point between the second channel 122 and the nitrogen inlet 112. The nitrogen exhaust throttle valve 100 also includes a second valve core 40 including a rod body 41 and a head 42. The rod body 41 and the head 42 are connected. The rod body 41 can reciprocate along the axial direction of the second channel 122 so that the head 42 is pressed against the sealing boss 123 or leaves the sealing boss 123, so that the second channel 122 and the nitrogen inlet 112 are connected or cut off.

[0061] In order to improve the sealing effect, in some embodiments, please continue to refer to Fig.10 The head 42 is provided with a sealing gasket 43, and the sealing gasket 43 is connected to the sealing boss 123 or separated from the sealing boss 123, so that the second channel 122 is connected to or blocked with the nitrogen inlet 112. In other embodiments, the head 42 includes a body and a sealing layer wrapped outside the body, and the sealing layer is connected to the sealing boss 123 or separated from the sealing boss 123, so that the second channel 122 is connected to or blocked with the nitrogen inlet 112. In some other embodiments, the head 42 itself is an elastic head, and the elastic head is connected to the sealing boss 123 or separated from the sealing boss 123, so that the second channel 122 is connected to or blocked with the nitrogen inlet 112.

[0062] In some embodiments, see Fig.10 The valve body 10 is provided with an installation cavity 131. The nitrogen exhaust throttle valve 100 further includes a coil 33 and a reset member 32. One end of the rod body 41 is located at the connection between the second channel 122 and the nitrogen inlet 112, and the other end extends into the installation cavity 131. The coil 33 is located in the installation cavity 131 and is wound outside the rod body 41. Both ends of the reset member 32 act on the cavity wall of the installation cavity 131 and are coaxially arranged with the rod body 41. When the coil 33 is powered off, the reset member 32 is in a reset state, the first valve core 20 is pressed against the second channel 122, and the second channel 122 is cut off; after the coil 33 is powered on, the rod body 41 is subjected to an electromagnetic force along the axial direction of the second channel 122, the reset member 32 is compressed, and the first valve core 20 leaves the second channel 122, thereby achieving conduction between the second channel 122 and the nitrogen inlet 112. In order to improve the stability of the reciprocating movement of the second valve core 40 , the throttle valve can also include a guide sleeve 36 installed on the valve body 10 , the rod body 41 is movably inserted into the guide sleeve 36 , and the guide sleeve 36 is sealed and installed in the valve body 10 through a sealing ring 37 .

[0063] In some embodiments, see Fig. 9 The valve body 10 includes a first body 11 and a second body 120, wherein the first body 11 is provided with the valve cavity 111, the nitrogen inlet 112 and the air interface 115, and the second body 120 is provided with a first channel 121, a second channel 122 and an installation cavity 131, and the first body 11 and the second body 120 are threadedly connected, so that it is convenient to process and assemble the nitrogen exhaust throttle valve 100. In other embodiments, the valve body 10 can also be an integrated structure, and a processing port is opened on the valve body 10 to achieve processing as needed.

[0064] In specific implementation, an external thread can be provided at the nitrogen inlet 112 of the first body 11, and the second body 120 is provided at a threaded hole connected to the second channel 122, and the external thread of the first body 11 is connected to the internal thread of the threaded hole of the second body 120, so as to realize the connection between the first body 11 and the second body 120. The shape of the first body 11 can be set to a cross shape, and the nitrogen inlet 112 and the nitrogen outlet 113 are coaxially arranged and perpendicular to the first direction, which saves space and is convenient for setting the external thread, so as to be threadedly connected with the second body 120.

[0065] The second embodiment of the present application provides a fuel cell nitrogen exhaust system, which uses the air in the air path as the power for adjusting the throttle valve opening, so that the nitrogen exhaust flow rate matches the power of the fuel cell stack 200, which not only improves the stability of the hydrogen pressure in the fuel cell stack 200 but also ensures the nitrogen exhaust demand. See also Fig.13 The fuel cell nitrogen exhaust system includes a stack 200, an air supply pipeline 300, a hydrogen supply pipeline 400 and a nitrogen exhaust pipeline 500. The air supply pipeline 300 is connected to the air inlet of the stack 200 to supply air to the stack 200; the hydrogen supply pipeline 400 is connected to the hydrogen inlet of the stack 200 to supply hydrogen to the stack 200; the nitrogen exhaust pipeline 500 is connected to the hydrogen outlet of the stack 200 to discharge nitrogen containing hydrogen from the nitrogen exhaust pipeline 500. The nitrogen exhaust pipeline 500 is provided with a nitrogen exhaust throttle valve 100 of any embodiment of the first aspect, and the air interface 115 of the nitrogen exhaust throttle valve 100 is connected to the air inlet through a pipeline, so as to use the air pressure at the air inlet as power to adjust the opening of the first valve core 20, so as to discharge nitrogen with a small opening when the vehicle is idling, stabilize the hydrogen pressure in the stack 200, and discharge nitrogen with a large opening when the vehicle is driving normally to ensure nitrogen exhaust efficiency.

[0066] A second aspect embodiment of the present application provides a vehicle, comprising the fuel cell nitrogen exhaust system of the second aspect.

[0067] The nitrogen exhaust throttle valve 100, fuel cell nitrogen exhaust system and vehicle provided by the present application have at least the following advantages:

[0068] (1) The nitrogen exhaust throttle valve 100 adjusts the flow area of ​​the first valve core 20 according to the power of the fuel cell system. A small cross-section channel is used for nitrogen exhaust in the low-power section, and a large cross-section channel is used in the high-power section. At the same time, the nitrogen exhaust flow rate and the hydrogen pressure in the fuel cell stack 200 are met, thereby improving the hydrogen utilization rate and emission safety.

[0069] (2) The nitrogen exhaust throttle valve 100 uses the air pressure at the air inlet of the fuel cell stack 200 as the driving power source of the first valve core 20, without the need for additional electronic control, and is simple and practical.

[0070] (3) The throttling function and the cut-off function are integrated into the nitrogen exhaust throttle valve 100, which has high space utilization and rich functions.

[0071] In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0072] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0073] In this application, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0074] In addition, the descriptions of "first", "second", etc. in this application are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0075] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A nitrogen exhaust throttle valve, used for installation in a nitrogen exhaust pipeline of a fuel cell system, characterized in that: The nitrogen exhaust throttle valve comprises: A valve body, provided with a valve cavity, a nitrogen inlet, a nitrogen outlet, and an air interface for communicating with the fuel cell air inlet of the fuel cell system through a pipeline, wherein the nitrogen inlet and the nitrogen outlet are both communicated with the valve cavity; A first valve core is provided with a valve hole, and the first valve core is movable in a first direction and disposed in the valve cavity; Wherein, the first valve core moves along the first direction in the valve cavity under the air pressure of the fuel cell air inlet to adjust the cross-sectional area of ​​the valve hole communicating with the nitrogen exhaust pipeline.

2. The nitrogen exhaust throttle valve according to claim 1, characterized in that: Along the first direction, the front end opening size of the valve hole is smaller than the rear end opening size.

3. The nitrogen exhaust throttle valve according to claim 1, characterized in that: The nitrogen exhaust throttle valve further includes an elastic member located in the valve cavity, the elastic member acts on the first valve core and the valve body, and the first valve core reciprocates along a first direction under the combined action of air pressure and the elastic member.

4. The nitrogen exhaust throttle valve according to claim 3, characterized in that: The maximum compression force Fmax of the elastic member is ≥(Pmax-100)×S, where Pmax is the maximum air pressure at the air inlet, and S is the interaction area between the first valve core and the air.

5. The nitrogen exhaust throttle valve according to any one of claims 1 to 4, characterized in that: The valve body is provided with a first limiting portion, and the first valve core is provided with a second limiting portion, and the first limiting portion cooperates with the second limiting portion to limit the circumferential position of the first valve core.

6. The nitrogen exhaust throttle valve according to claim 5, characterized in that: The first limiting portion is a limiting rod connected to the valve body, the second limiting portion is a limiting groove extending along the first direction, and the end of the limiting rod is slidably disposed in the limiting groove along the first direction.

7. The nitrogen exhaust throttle valve according to any one of claims 1 to 4, characterized in that: The valve body further comprises a second valve core, wherein the valve body is provided with a first channel and a second channel which are connected to each other, the second channel is connected to the nitrogen inlet, the second valve core is movably installed at the connection between the second channel and the nitrogen inlet, and the first channel, the second channel and the nitrogen inlet are arranged at an angle to each other.

8. The nitrogen exhaust throttle valve according to claim 7, characterized in that: The valve body includes a first split body and a second split body, the first split body is provided with the valve cavity, the nitrogen inlet and the air interface, the second split body is provided with the first channel and the second channel, and the first split body and the second split body are threadedly connected.

9. A fuel cell nitrogen exhaust system, characterized in that: include: Battery stack; An air supply pipeline connected to the air inlet of the fuel cell stack; A hydrogen supply pipeline connected to the hydrogen inlet of the fuel cell stack; A nitrogen exhaust pipeline is connected to the hydrogen outlet of the fuel cell stack and is provided with a nitrogen exhaust throttle valve according to any one of claims 1 to 8. The air interface is connected to the air inlet through a pipeline.

10. A vehicle, characterized in that: The fuel cell nitrogen exhaust system comprises the fuel cell nitrogen exhaust system as claimed in claim 9.

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