Method for simulating service life of carbon carrier of hydrogen fuel cell

Abstract

The invention provides a method for simulating the service life of a carbon carrier of a hydrogen fuel cell. According to the simulation method, the hydrogen fuel cell comprises an anode region, a proton exchange membrane and a cathode region; the method comprises the following steps: (1) introducing air into a cathode region of the hydrogen fuel cell, so that the pressure of the cathode region is greater than that of an anode region, and the air in the cathode region enters the anode region through a proton exchange membrane; (2) introducing air into the cathode region, introducing hydrogen into the anode region, and carrying out load detection on the hydrogen fuel cell; (3) replacing the gas in the anode region with nitrogen; and circulating the step (1) to the step (3) to simulate the service life of the carbon carrier. Therefore, compared with a traditional carbon carrier corrosion simulation process of externally applying voltage, the simulation method can simulate a cathode carbon carrier corrosion process caused by an anode hydrogen-oxygen interface, loading is carried out through the voltage generated by the hydrogen fuel cell, the working condition of real vehicle operation is better met, and the simulation accuracy is improved. And thus, the carbon carrier life of the hydrogen fuel cell can be verified more accurately.

Description

Technical Field

[0001] The invention belongs to the technical field of hydrogen fuel cells, and in particular relates to a method for simulating the life of a carbon carrier of a hydrogen fuel cell. Background Art

[0002] Hydrogen fuel cells are electrochemical devices that convert chemical energy into electricity and heat. It provides an environmentally friendly alternative form of energy production that can reduce dependence on fossil fuels. However, in order for hydrogen fuel cell systems to become viable commercial products, performance and durability need to be improved, and the overall cost needs to be reduced. The catalyst layer is where the electrochemical reaction occurs. The hydrogen oxidation reaction (HOR) occurs in the anode catalyst layer, and the oxygen reduction reaction (ORR) occurs in the cathode catalyst layer. Due to the much higher potential of the cathode catalyst layer than the anode and the influence of some other factors, the electrochemical environment of the cathode catalyst layer is much worse than that of the anode catalyst layer in most cases. The carbon carrier will undergo oxidation reaction and corrode in some special circumstances, such as start-stop. The corrosion of the carbon carrier will cause the catalyst particles to fall off the carrier, thereby reducing the utilization rate of the catalyst particles.

[0003] During the start / stop process of hydrogen fuel cell vehicles, air may mix into the anode of the hydrogen fuel cell, which will cause a "hydrogen-air interface" to appear at the anode during the battery startup process. The O2 and H+ present at the anode will react, and the cathode will corrode the carbon carrier to provide the H+ required for the reaction. After the carbon carrier corrodes, the utilization rate of the catalyst of the membrane electrode will be reduced, which will affect the life assessment of the hydrogen fuel cell.

[0004] In the prior art, the method for simulating the corrosion of carbon carriers in hydrogen fuel cells is: N2 / H2 is introduced into the cathode / anode of the hydrogen fuel cell respectively, and a voltage is applied to both ends of the hydrogen fuel cell battery using Gamry and other equipment to perform a 1-1.5V potential cycle test, thereby realizing the durability test of the carbon carrier and evaluating the life of the carbon carrier. The traditional simulation of carbon carrier corrosion is to achieve the simulation of carbon carrier corrosion by applying voltage externally. The traditional simulation method is not a simulation during the operation of the actual vehicle, but is suitable for sample simulation in the product development stage. Summary of the invention

[0005] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the present invention is to propose a method for simulating the life of a carbon carrier of a hydrogen fuel cell. Therefore, compared with the traditional simulation process of carbon carrier corrosion by externally applying voltage, the simulation method of the present application can simulate the cathode carbon carrier corrosion process caused by the anode hydrogen-oxygen interface, and load it through the voltage generated by the hydrogen fuel cell itself, which is more in line with the operating conditions of the actual vehicle, and thus can more accurately verify the life of the carbon carrier of the hydrogen fuel cell.

[0006] The present invention proposes a method for simulating the life of a carbon carrier of a hydrogen fuel cell. According to an embodiment of the present invention, the method comprises:

[0007] The hydrogen fuel cell comprises an anode region, a proton exchange membrane and a cathode region;

[0008] (1) introducing air into the cathode region of the hydrogen fuel cell so that the pressure in the cathode region is greater than the pressure in the anode region, and the air in the cathode region enters the anode region through the proton exchange membrane;

[0009] (2) introducing air into the cathode region and introducing hydrogen into the anode region, and performing load detection on the hydrogen fuel cell;

[0010] (3) replacing the gas in the anode region with nitrogen;

[0011] The steps (1) to (3) are repeated to simulate the life of the carbon support.

[0012] According to the method for simulating the life of a carbon carrier of a hydrogen fuel cell of an embodiment of the present invention, first, air is introduced into the cathode region of the hydrogen fuel cell so that the pressure in the cathode region is greater than the pressure in the anode region. The air in the cathode region will enter the anode region through the proton exchange membrane. In this way, the safety hazards and other hazards caused by directly introducing air into the anode region of the hydrogen fuel cell to be simulated can be avoided, and the situation in which oxygen is mixed into the anode region due to infiltration, purging, etc. during the start / stop process of a hydrogen fuel cell vehicle can be simulated; then, air and hydrogen are introduced into the cathode region and the anode region respectively, and a load test is performed on the hydrogen fuel cell. At this time, air and hydrogen exist in the anode region at the same time, and a hydrogen-oxygen interface will be generated in the anode region, resulting in severe carbon carrier corrosion in the corresponding cathode region. In this way, the cathode carbon carrier corrosion process caused by the anode hydrogen-oxygen interface can be simulated; finally, nitrogen is used to replace the gas in the anode region, and the process of steps (1) to (3) is repeated multiple times, so that the simulation of the life of the carbon carrier can be achieved. Therefore, compared with the traditional carbon carrier corrosion simulation process of externally applied voltage, the simulation method of the present application can simulate the cathode carbon carrier corrosion process caused by the anode hydrogen-oxygen interface, and load it through the voltage generated by the hydrogen fuel cell itself, which is more in line with the actual vehicle operation conditions, and thus can more accurately verify the carbon carrier life of the hydrogen fuel cell.

[0013] In addition, the method for simulating the life of the carbon carrier of the hydrogen fuel cell according to the above embodiment of the present invention may also have the following additional technical features:

[0014] In some embodiments of the present invention, in step (2), at the moment when hydrogen is introduced into the anode region, it is detected that the voltage of the hydrogen fuel cell is greater than 1V, proving that the air in the cathode region has entered the anode region through the proton exchange membrane.

[0015] In some embodiments of the present invention, in step (2), the time interval between the introduction of hydrogen into the anode region and the detection that the voltage of the hydrogen fuel cell is greater than 1 V is no greater than 0.5 s.

[0016] In some embodiments of the present invention, in step (1), the pressure of the cathode region is greater than the pressure of the anode region by a difference of 20 KPa-30 KPa.

[0017] In some embodiments of the present invention, in step (1), before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the pressure in the anode region is atmospheric pressure.

[0018] In some embodiments of the present invention, in step (1), before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the gas in the anode region includes nitrogen and hydrogen.

[0019] In some embodiments of the present invention, in step (1), when it is detected that the voltage of the hydrogen fuel cell decreases to 0V-0.2V within 240s, it proves that the air in the cathode region has entered the anode region through the proton exchange membrane.

[0020] In some embodiments of the present invention, in step (3), the flow rate of the nitrogen is not less than 1 NLPM.

[0021] In some embodiments of the present invention, the temperature of the hydrogen fuel cell is 20°C-30°C.

[0022] In some embodiments of the present invention, the single cycle time of step (1) to step (3) is 5 min-9 min.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0025] Figure 1 It is a flow chart of a method for simulating the life of a carbon carrier of a hydrogen fuel cell according to an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the principle of corrosion of the cathode carbon support caused by the anode hydrogen-oxygen interface. DETAILED DESCRIPTION

[0027] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0028] In the description of the present invention, 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", "axial", "radial", "circumferential" and the like 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 invention and simplifying the description, rather than indicating or implying 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 limiting the present invention.

[0029] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0030] In the present invention, unless otherwise clearly specified and limited, the terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it 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, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0031] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0032] During the start / stop process of hydrogen fuel cell vehicles, air may be mixed into the anode of the hydrogen fuel cell due to penetration, purging, etc. During startup, the cathode / anode normally supplies air / hydrogen, which will cause a "hydrogen-air interface" to appear at the anode during the battery startup process. The O2 present at the anode will react with H+, and the cathode will corrode the carbon carrier to provide the H+ required for the reaction. The corrosion of the carbon carrier will reduce the utilization rate of the catalyst of the membrane electrode. During the actual vehicle operation, this is an important reason for the attenuation of the life of the hydrogen fuel cell. If the above situation is not taken into account during the simulation, there will be a large difference between the simulated hydrogen fuel cell life and the actual hydrogen fuel cell life.

[0033] In the prior art, when conducting laboratory simulations on hydrogen fuel cells, the anode gas supply device cannot be used to directly introduce air / oxygen into the anode region. The reasons are: (1) The gas composition in the anode region is generally hydrogen or a mixture of nitrogen and hydrogen. If air / oxygen is directly introduced into the anode region, serious safety accidents may occur; (2) Under normal laboratory simulation conditions, carbon carrier corrosion is not allowed to occur in hydrogen fuel cells. Carbon carrier corrosion simulation is only one item in the battery performance test. If air is directly introduced into the anode region, it may affect the accuracy of other battery performance tests.

[0034] Based on this, the present invention proposes the following viewpoints:

[0035] The present invention proposes a method for simulating the life of a carbon carrier of a hydrogen fuel cell. Figure 1 , the above method comprises:

[0036] A hydrogen fuel cell to be simulated is provided. The hydrogen fuel cell includes but is not limited to an anode region, a proton exchange membrane and a cathode region. The structure of the hydrogen fuel cell to be simulated is the same as that of an existing hydrogen fuel cell, and may also include conventional structures such as a bipolar plate.

[0037] S100: Air is introduced into the cathode region of the hydrogen fuel cell so that the pressure in the cathode region is greater than the pressure in the anode region. The air in the cathode region enters the anode region through the proton exchange membrane.

[0038] In this step, air is introduced into the cathode region of the hydrogen fuel cell so that the pressure in the cathode region is greater than that in the anode region. There is a pressure difference between the cathode region and the anode region, and the air in the cathode region enters the anode region through the proton exchange membrane.

[0039] S200: Air and hydrogen are introduced into the cathode area and the anode area respectively to perform load detection on the hydrogen fuel cell

[0040] In this step, air and hydrogen are normally introduced into the cathode region and the anode region respectively, and a load test is performed on the hydrogen fuel cell to simulate the process in which the carbon carrier corrosion of the cathode catalyst carrier occurs due to the anode hydrogen-air interface.

[0041] In an embodiment of the present invention, the cathode region includes a cathode gas diffusion layer, an air channel and a cathode catalyst layer, and the anode region includes an anode gas diffusion layer, a hydrogen channel and an anode catalyst layer. The outside world inputs air through the air channel, and the air diffuses to the cathode catalyst layer through the cathode gas diffusion layer. Similarly, the outside world inputs hydrogen through the hydrogen channel, and the hydrogen diffuses to the anode catalyst layer through the anode gas diffusion layer. The hydrogen decomposes into electrons and hydrogen ions (protons) through the catalyst (platinum) in the anode catalyst layer, wherein the protons reach the cathode through the proton exchange membrane and react with oxygen to become water and heat, and the corresponding electrons flow from the positive electrode to the negative electrode through the external circuit to generate electrical energy, thereby completing the load detection of the hydrogen fuel cell. In step S100, the air of the cathode will diffuse to the anode, but the anode hydrogen channel in step S100 is in a closed state, so the air of the cathode will not enter the anode hydrogen channel. In combination with steps S100 and S200, it can be used to simulate the process of carbon carrier corrosion of the cathode catalyst carrier caused by the anode hydrogen-air interface. The above load detection belongs to the conventional means of detection in the field of hydrogen fuel cells, which will not be repeated here.

[0042] S300: Use nitrogen to replace the gas in the anode area

[0043] In this step, nitrogen is used to replace the gas in the anode area, and the above step S100 to the above step S300 are recycled to achieve the simulation of the above carbon carrier life. Therefore, compared with the traditional carbon carrier corrosion simulation process of externally applied voltage, the simulation method of the present application can simulate the cathode carbon carrier corrosion process caused by the anode hydrogen-oxygen interface, and load it through the voltage generated by the hydrogen fuel cell itself, which is more in line with the operating conditions of the actual vehicle, and can more accurately verify the carbon carrier life of the hydrogen fuel cell.

[0044] The following is a detailed description of how the above-mentioned carbon carrier life simulation method can achieve the above-mentioned beneficial effects:

[0045] First, the present application introduces air into the cathode region of the hydrogen fuel cell instead of introducing hydrogen into the anode region of the hydrogen fuel cell, so that the pressure in the cathode region is greater than the pressure in the anode region. There is a pressure difference between the cathode region and the anode region. The air in the cathode region will enter the anode region through the proton exchange membrane under the action of the pressure difference. This can avoid the safety hazards and other hazards caused by directly introducing air into the anode region of the hydrogen fuel cell, and can also simulate the situation in which oxygen is mixed into the anode region due to penetration, purging, etc. during the start / stop process of a hydrogen fuel cell vehicle; then, air is introduced into the cathode region and hydrogen is introduced into the anode region normally, refer to the attached Figure 2, a load test is performed on the hydrogen fuel cell. At this time, a hydrogen oxidation (HOR) reaction will occur on the hydrogen side of the anode, and a corresponding oxygen reduction (ORR) reaction will occur at the corresponding cathode. On the other side of the anode, the anode is exposed to oxygen, and an oxygen reduction (ORR) reaction occurs, which reduces the anode potential, while the cathode potential remains unchanged. A carbon oxidation (COR) reaction will occur on the corresponding cathode side, aggravating the corrosion of the cathode carbon carrier. In this way, the corrosion process of the cathode carbon carrier caused by the anode hydrogen-oxygen interface can be simulated; finally, nitrogen is used to replace the gas in the anode area, and then the process returns to step S100, and the process of the above steps S100 to S300 is repeated multiple times, so that the simulation of the life of the carbon carrier can be achieved.

[0046] In the traditional carbon carrier corrosion simulation process, N2 / H2 is introduced into the cathode / anode of a single cell respectively, and a voltage is applied to both ends of the battery using Gamry and other equipment, and a 1V-1.5V potential cycle test is performed to perform a carbon carrier durability test and evaluate the carbon carrier life. However, in actual situations, when there is a hydrogen-air interface in the anode region, the voltage of the battery may not reach 1.5V, so the carbon carrier life simulation result obtained by the traditional method will be greatly different from the actual carbon carrier life, which will lead to the evaluation of hydrogen fuel cell products not being objective enough. However, the present application truly restores the cathode carbon carrier corrosion process by diffusing air from the cathode region to the anode region. The voltage on both sides of the hydrogen fuel cell is the voltage generated by the hydrogen fuel cell itself, rather than the external applied voltage. Therefore, the simulation process of the present invention is more in line with the operating conditions of the actual vehicle operation, and the obtained carbon carrier life simulation result is closer to the actual carbon carrier life, so that the hydrogen fuel cell can be evaluated more objectively.

[0047] Furthermore, during the cycle, many performances of the hydrogen fuel cell can be tested, and those skilled in the art can freely choose according to actual needs. For example, the polarization curve of the hydrogen fuel cell can be detected. At the same time, according to different customer requirements, those skilled in the art can also set the simulated termination conditions of the carbon carrier life accordingly, such as limiting the number of cycles or limiting the performance reduction ratio of the hydrogen fuel cell, etc. This is a conventional technology and will not be elaborated on again.

[0048] According to a specific embodiment of the present invention, in step S200, when hydrogen is introduced into the anode region, it is detected that the voltage of the hydrogen fuel cell is greater than 1V, which proves that the air in the cathode region has entered the anode region through the proton exchange membrane. Therefore, it can be accurately known that oxygen has been mixed into the anode region, which is beneficial to simulate the corrosion process of the cathode carbon carrier caused by the anode hydrogen-oxygen interface.

[0049] Specifically, if there is no air in the anode region, after hydrogen is introduced into the anode region, the voltage of the hydrogen fuel cell is generally less than 1V. When oxygen has been mixed into the anode region, after hydrogen is introduced into the anode region, the hydrogen and oxygen in the anode region will react instantly, resulting in a decrease in the anode potential, which in turn causes the voltage of the hydrogen fuel cell to be greater than 1V. In summary, when hydrogen is introduced into the anode region, it is detected that the voltage of the hydrogen fuel cell is greater than 1V, which proves that the air in the cathode region has entered the anode region through the proton exchange membrane, and also proves that a hydrogen-air interface already exists in the anode region. The test of the voltage of the hydrogen fuel cell is a conventional technique in this field, and those skilled in the art can freely choose according to actual conditions, which will not be repeated here.

[0050] According to another specific embodiment of the present invention, in step S200, the time interval between the introduction of hydrogen into the anode region and the detection that the voltage of the hydrogen fuel cell is greater than 1V is no greater than 0.5s.

[0051] According to another specific embodiment of the present invention, in step S100, the difference between the pressure of the cathode region and the pressure of the anode region is 20KPa-30KPa, thereby controlling the difference between the pressure of the cathode region and the pressure of the anode region within the above range, which is further beneficial for the air in the cathode region to pass through the proton exchange membrane into the anode region under the action of the pressure difference, and also avoids the situation where the pressure difference is too small, resulting in the air in the cathode region being unable to pass through the proton exchange membrane into the anode region, and may even cause the gas in the anode region to diffuse into the cathode region.

[0052] In an embodiment of the present invention, the method for detecting the cathode area pressure and the anode area pressure is not particularly limited, and those skilled in the art may select it according to actual conditions. As a specific example, the cathode area pressure and the anode area pressure may be detected by setting pressure sensors in the cathode area and the anode area.

[0053] According to another specific embodiment of the present invention, in step S100, before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the pressure in the anode region is atmospheric pressure. The reason for ensuring that the pressure in the anode region is atmospheric pressure is that during the start-up of the actual vehicle, the anode region is at atmospheric pressure, so the accuracy of the simulation can be further improved.

[0054] In an embodiment of the present invention, in step S100, before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the gas composition in the anode region is generally nitrogen or a mixed gas formed by a large amount of nitrogen and a small amount of hydrogen. Under normal circumstances, before the air in the cathode region passes through the proton exchange membrane and enters the anode region, a small amount of hydrogen remaining after the gas is replaced in the previous cycle, such as a small amount of hydrogen remaining in the pipeline and not replaced, will inevitably exist in the anode region.

[0055] Furthermore, in step S100, when the air in the cathode region diffuses to the anode region under the action of the pressure difference, the small amount of hydrogen in the anode region will react with part of the air. Since the amount of residual hydrogen is very small, the residual hydrogen will soon be basically consumed. Before step S200 occurs, the gas in the anode region is mainly air and nitrogen.

[0056] Further, in step S100, when it is detected that the voltage of the above-mentioned hydrogen fuel cell drops to 0V-0.2V within 240s, it proves that the air in the above-mentioned cathode region has entered the above-mentioned anode region through the above-mentioned proton exchange membrane. The reason is that: due to the small amount of hydrogen in the anode region, it will react with part of the air. When the hydrogen is completely consumed and air or nitrogen is left in both the cathode region and the anode region, the cathode potential is equal to the anode potential, and the battery voltage is 0V. However, the actual situation is that even if the small amount of hydrogen in the anode region reacts with part of the air, there will inevitably still be a very small amount of hydrogen in the anode region, so the cathode potential is slightly greater than the anode potential. In summary, the inventors have found that when it is detected that the voltage of the above-mentioned hydrogen fuel cell drops from nearly 1V to 0V-0.2V within 240s, it can be proved that the air in the above-mentioned cathode region has entered the above-mentioned anode region through the above-mentioned proton exchange membrane, and the air entering the anode region has reacted with the small amount of hydrogen in the anode region.

[0057] According to another specific embodiment of the present invention, in step S200, when the above hydrogen fuel cell is subjected to load detection, the gas flow rate required for loading is not subject to special restrictions, as long as the load can be successfully pulled, the load detection can be smoothly performed. The node at which the load detection ends is when the voltages on both sides of the hydrogen fuel cell reach a stable state.

[0058] According to another specific embodiment of the present invention, in step S300, the flow rate of the nitrogen gas is not less than 1 NLPM. Thus, by controlling the flow rate of the nitrogen gas within the above range, the gas replacement in the anode area can be completed in a shorter time, which is beneficial to the rapid progress of the simulation process.

[0059] According to another specific embodiment of the present invention, during the cycle, the temperature of the hydrogen fuel cell is 20°C-30°C, and the single cycle time of step S100 to step S300 is 5min-9min, thereby better simulating the corrosion process of the carbon carrier of the hydrogen fuel cell.

[0060] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0061] Example 1

[0062] This embodiment provides a method for simulating the life of a carbon carrier of a hydrogen fuel cell, the method comprising the following steps:

[0063] (1) Air is introduced into the cathode region of the hydrogen fuel cell. The pressure difference between the cathode region and the anode region is 20 KPa. The air in the cathode region enters the anode region through the proton exchange membrane. Within 0.5 seconds after hydrogen is introduced into the anode region, the voltage of the hydrogen fuel cell is detected to be greater than 1 V, which proves that the air in the cathode region has entered the anode region through the proton exchange membrane.

[0064] (2) introducing air and hydrogen into the cathode area and the anode area respectively, starting the hydrogen fuel cell vehicle, and performing load detection;

[0065] (3) Nitrogen is used to replace the gas in the anode area, and the flow rate of nitrogen is 1 NLPM;

[0066] During the cycle, the temperature of the hydrogen fuel cell is 25° C., and the single cycle time of step (1) to step (3) is 7 minutes.

[0067] The number of cycles from step (1) to step (3) is set to 3000, and the polarization curve and other parameters of the hydrogen fuel cell are tested at appropriate intervals.

[0068] Example 2

[0069] This embodiment provides a method for simulating the life of a carbon carrier of a hydrogen fuel cell, the method comprising the following steps:

[0070] (1) Air is introduced into the cathode region of the hydrogen fuel cell. The pressure difference between the cathode region and the anode region is 30 kPa. The air in the cathode region enters the anode region through the proton exchange membrane. Within 0.5 seconds after hydrogen is introduced into the anode region, the voltage of the hydrogen fuel cell is detected to be greater than 1 V, which proves that the air in the cathode region has entered the anode region through the proton exchange membrane.

[0071] (2) introducing air and hydrogen into the cathode area and the anode area respectively, starting the hydrogen fuel cell vehicle, and performing load detection;

[0072] (3) Nitrogen is used to replace the gas in the anode area, and the flow rate of nitrogen is 1 NLPM;

[0073] During the cycle, the temperature of the hydrogen fuel cell is 25° C., and the single cycle time of step (1) to step (3) is 8 minutes.

[0074] The number of cycles from step (1) to step (3) is set to 2000, and the polarization curve and other parameters of the hydrogen fuel cell are tested at appropriate intervals.

[0075] Comparative Example 1

[0076] This comparative example provides a method for simulating the life of a carbon carrier of a hydrogen fuel cell, the method comprising the following steps:

[0077] N2 / H2 was introduced into the cathode / anode of the hydrogen fuel cell respectively. A triangle wave voltage of 1-1.5V was applied to both sides of the hydrogen fuel cell using Gamry equipment. Cyclic scanning was performed at a speed of 500mV / s for 60,000 cycles. The polarization curve and other parameters of the hydrogen fuel cell were tested at appropriate intervals. The temperature of the hydrogen fuel cell was 30°C and the single cycle time was 2s.

[0078] In summary, since the above-mentioned Examples 1 and 2 diffuse air from the cathode area to the anode area, the cathode carbon carrier corrosion process is truly restored, and the voltage on both sides of the hydrogen fuel cell is the voltage generated by the hydrogen fuel cell itself, rather than the externally applied voltage of Comparative Example 1. Therefore, the simulation process of Examples 1 and 2 is more in line with the operating conditions of the actual vehicle, and the obtained carbon carrier life simulation results are closer to the actual carbon carrier life, so that the hydrogen fuel cell can be evaluated more objectively.

[0079] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A method for simulating the life of a carbon carrier of a hydrogen fuel cell, characterized in that: include: The hydrogen fuel cell comprises an anode region, a proton exchange membrane and a cathode region; (1) introducing air into the cathode region of the hydrogen fuel cell so that the pressure in the cathode region is greater than the pressure in the anode region, and the air in the cathode region enters the anode region through the proton exchange membrane; (2) introducing air into the cathode region and introducing hydrogen into the anode region, and performing load detection on the hydrogen fuel cell; (3) replacing the gas in the anode region with nitrogen; The steps (1) to (3) are repeated to simulate the life of the carbon support.

2. The simulation method according to claim 1, characterized in that: In step (2), at the moment when hydrogen is introduced into the anode region, it is detected that the voltage of the hydrogen fuel cell is greater than 1V, proving that the air in the cathode region has entered the anode region through the proton exchange membrane.

3. The simulation method according to claim 2, characterized in that: In step (2), the time interval between the introduction of hydrogen into the anode region and the detection that the voltage of the hydrogen fuel cell is greater than 1 V is no greater than 0.5 s.

4. The simulation method according to any one of claims 1 to 3, characterized in that: In step (1), the pressure of the cathode region is greater than the pressure of the anode region by a difference of 20 KPa to 30 KPa.

5. The simulation method according to any one of claims 1 to 3, characterized in that: In step (1), before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the pressure in the anode region is atmospheric pressure.

6. The simulation method according to any one of claims 1 to 3, characterized in that: In step (1), before the air in the cathode region passes through the proton exchange membrane and enters the anode region, the gas in the anode region includes nitrogen and hydrogen.

7. The simulation method according to claim 6, characterized in that: In step (1), when it is detected that the voltage of the hydrogen fuel cell decreases to 0V-0.2V within 240s, it is proved that the air in the cathode region has passed through the proton exchange membrane and entered the anode region.

8. The simulation method according to any one of claims 1 to 3, characterized in that: In step (3), the flow rate of the nitrogen is not less than 1 NLPM.

9. The simulation method according to any one of claims 1 to 3, characterized in that: The temperature of the hydrogen fuel cell is 20°C-30°C.

10. The simulation method according to any one of claims 1 to 3, characterized in that: The single cycle time of step (1) to step (3) is 5 min to 9 min.

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