Vehicle fuel cell cooling system with manually adjustable pressure equalization device and method for adjusting coolant pressure

Abstract

The invention relates to a vehicle fuel cell cooling system with a manually adjustable pressure equalization device and a method for adjusting the coolant pressure, in particular a cooling system (1) for a vehicle fuel cell system (100), comprising a cooling circuit (10) and a pressure equalization device (20) for the coolant of the cooling circuit (10), wherein the pressure equalization device (20) is manually adjustable to allow manual adjustment of the coolant pressure.

Description

Technical Field

[0001] The present disclosure generally relates to fuel cell systems. In a particular aspect, the present disclosure relates to a cooling system for a vehicle fuel cell system, the cooling system including a manually adjustable pressure equalization device. The present disclosure may be applicable to heavy vehicles such as trucks, buses and construction equipment, among other vehicle types. Background Art

[0002] Fuel cell systems are typically cooled by a coolant within a certain pressure range to avoid high internal pressure differentials between the coolant, cathode gas, and anode gas. High pressure differentials can lead to damage, performance loss, or leaks. Existing solutions for coolant pressure regulation have various disadvantages, such as complex, bulky, and expensive designs that require active control. Summary of the invention

[0003] According to a first aspect of the present disclosure, there is provided a cooling system for a vehicle fuel cell system, the cooling system comprising a cooling circuit and a pressure equalizing device for a coolant of the cooling circuit, wherein the pressure equalizing device is manually adjustable to allow manual adjustment of the coolant pressure.

[0004] A first aspect of the present disclosure may seek to solve the problem of providing a compact, flexible and cost-effective coolant pressure regulation solution. Since the pressure equalizing device can be manually adjusted, its vertical mounting position relative to the vehicle fuel cell system is flexible. In other words, the pressure equalizing device can be positioned vertically below, vertically above, or at the same vertical height as the vehicle fuel cell system. The pressure equalizing device can be a fixed pressure equalizing device, which means that the pressure equalizing device can remain fixed, i.e., not move in space, while it is manually operated to adjust the coolant pressure. This manual adjustment eliminates the need for complex and usually more expensive active control devices. The pressure equalizing device is configured so that, for example, a service technician or workshop personnel can adjust the pressure equalizing device by hand (i.e., manually) to adjust the coolant pressure. More specifically, the pressure equalizing device can be manually adjusted to adjust the coolant static pressure.

[0005] Optionally, in some examples, including at least one preferred example, the pressure equalization device comprises a first part, a second part and a separator arranged to separate the first part and the second part. The first part may contain air or gas and may be referred to as a gas part. The second part is adapted to be in fluid communication with the cooling circuit. Therefore, the second part may contain a coolant and may be referred to as a liquid part. Such a pressure equalization device may be used as an expansion tank or expansion vessel. Typically, the separator is fluid-tight or liquid-tight. A force may act on the separator to adjust the coolant pressure.

[0006] For example, the first part of the pressure equalization device may be adapted to be in fluid communication with the exhaust port of the vehicle fuel cell system so that the exhaust pressure can act on the separator, thereby continuously adjusting the coolant pressure. The first part may therefore be referred to as the exhaust part. Since the exhaust pressure can increase with the increase of the load of the fuel cell system, the coolant pressure can automatically increase with the increase of the load through the pressure equalization device of the present invention. Therefore, the coolant pressure can be advantageously automatically adjusted to the cathode gas and / or the anode gas of the fuel cell system.

[0007] Optionally, in some examples, including in at least one preferred example, the pressure equalization device is configured so that the separator can be pre-tensioned toward the first part or toward the second part. In other words, the separator can be pre-tensioned toward the first part or toward the second part. Therefore, the pressure equalization device can selectively increase the coolant pressure or reduce the coolant pressure. The pre-tensioning can be independent of any force affecting the separator due to the fluid connection between the first part and the exhaust port. The pre-tensioning can be referred to as a pre-tensioning force. Therefore, the separator can be affected by the pre-tensioning and any force from the exhaust port in parallel. The separator can be affected by the pre-tensioning force and any force from the exhaust port in parallel. The pre-tensioning of the separator can be achieved by a pressure equalization device including an elastic member or by a separator having elasticity.

[0008] Optionally, in some examples, including at least one preferred example, the pressure equalization device includes a manually operable pressurizing assembly adapted to be manually operated to adjust the pre-tensioning of the divider. The manually operable pressurizing assembly may pre-tension the divider to selectively adjust the coolant pressure independently of any forces from the exhaust port affecting the divider. The manually operable pressurizing assembly may alternatively be referred to as a manually operable pre-tensioning assembly.

[0009] Optionally, in some examples, including in at least one preferred example, the pressurizing assembly includes a threaded actuator for adjusting the pretensioning of the divider. The pressure equalization device can be configured so that the threaded actuator can be manually operated. The threaded actuator can facilitate manual operation and allow precise adjustment of the coolant pressure. Other advantages include low cost and high reliability. For example, the threaded actuator can be turned by hand, and the rotational motion can be converted into linear or translational motion of the coolant pressure, typically via the divider. Rotating the threaded actuator in one rotational direction can pretension the divider toward the first portion, and rotating the threaded actuator in the opposite rotational direction can pretension the divider toward the second portion. The threaded actuator can be directly or indirectly connected to the divider.

[0010] Optionally, in some examples, including in at least one preferred example, the pressurizing assembly comprises an elastic member arranged to pre-tension the divider, wherein manually turning the threaded actuator adjusts the pre-tensioning of the elastic member. Such a solution may be cost effective and reliable. The elastic member may, for example, be a spring, such as a compression spring. The pressure equalizing device may alternatively be referred to as an adjustable spring-loaded exhaust / coolant pressure equalizer for a fuel cell system, or an adjustable spring-loaded air / coolant pressure equalizer for a fuel cell system.

[0011] Optionally, in some examples, including in at least one preferred example, the pressure equalization device is configured so that the divider can be affected by the exhaust port pressure and additionally by the manually operable pressurization assembly. Thus, the coolant pressure can be automatically adjusted by the exhaust port pressure and additionally manually adjusted by the manually operable pressurization assembly. For example, the divider can include an area affected by the exhaust port pressure (force per unit area) and can also include an assembly interface via which the manually operable pressurization assembly can apply a pre-tensioning force to the divider. The assembly interface can be centrally located on the divider.

[0012] Optionally, in some examples, including at least one preferred example, the divider is substantially in the shape of a piston. As known to those skilled in the art, the piston may include a pressure-affected region. Referring to the above paragraph, the divider, which is optionally in the shape of a piston, may include an assembly interface through which the manually operable pressurizing assembly may apply a pre-tensioning force to the piston. Advantageously, in order to align the force generated by the pressure-affected region with the force of the manually operable pressurizing assembly, the assembly interface may be centrally located on the piston.

[0013] Optionally, in some examples, including in at least one preferred example, the pressure equalization device includes an exhaust port interface for connecting to an exhaust port of the vehicle fuel cell system. Such an interface can facilitate connecting the first part of the pressure equalization to the exhaust port of the vehicle fuel cell system. For example, the exhaust port interface can be a through hole in the pressure equalization device. An attachment interface can be arranged at the through hole for connecting a hose or pipe leading to the exhaust port of the vehicle fuel cell system.

[0014] Optionally, in some examples, including at least one preferred example, the exhaust port interface is connected to the first portion, also referred to as the exhaust portion. The exhaust portion can be the upper portion or upper half of the pressure equalization device, so that the coolant of the second portion (liquid portion) of the pressure equalization device is maintained vertically below the exhaust portion by gravity.

[0015] Optionally, in some examples, including in at least one preferred example, the pressure equalization device comprises a circuit interface for connecting to the cooling circuit, and wherein the circuit interface is connected to the second part. Referring to the above paragraph, the circuit interface may be positioned vertically below the exhaust port interface.

[0016] Optionally, in some examples, including in at least one preferred example, the cooling system includes or is connected to a control unit capable of determining a coolant pressure requirement of the vehicle fuel cell system and outputting a signal indicating an appropriate manual adjustment or setting of a manually adjustable pressure equalization device. Workshop personnel can then manually adjust the pressure equalization device while the vehicle is being serviced. Thus, such a solution can facilitate appropriate setting of the coolant pressure.

[0017] According to a second aspect of the present disclosure, there is provided a vehicle fuel cell system comprising a cooling system as claimed in any preceding claim.

[0018] According to a third aspect of the present disclosure, a multi-vehicle fuel cell system is provided, comprising a first vehicle fuel cell system, a second vehicle fuel cell system, and a cooling system. A multi-vehicle fuel cell system refers to a system comprising at least two fuel cell systems. Providing at least two fuel cell systems instead of one fuel cell system may be advantageous for reliability or uptime. Advantageously, the cooling circuit may be a single cooling circuit for the first vehicle fuel cell system and the second vehicle fuel cell system. Therefore, the manually adjusted pressure equalization device may need to adjust the coolant pressure according to the individual coolant pressure requirements of the vehicle fuel cell systems.

[0019] According to a fourth aspect of the present disclosure, a vehicle including a vehicle fuel cell system or a multi-vehicle fuel cell system is provided.

[0020] According to a fifth aspect of the invention, there is provided a method for regulating the coolant pressure of a cooling circuit of a vehicle fuel cell system, the method comprising manually adjusting a pressure equalization device. For example, the pressure equalization device may be of the type described herein. The method may be a computer-implemented method.

[0021] Optionally, in some examples, including at least one preferred example, manually adjusting the pressure equalization device includes manually operating an actuator, such as via a handle of the pressure equalization device.

[0022] Optionally, in some examples, including at least one preferred example, manually adjusting the pressure equalization device includes manually rotating an actuator.

[0023] Optionally, in some examples, including in at least one preferred example, the method includes obtaining a coolant pressure requirement of the vehicle fuel cell system from a control unit and manually adjusting the pressure equalization device based on this.

[0024] Optionally, in some examples, including at least one preferred example, the cooling circuit is a single cooling circuit for the first vehicle fuel cell system and the second vehicle fuel cell system, and the manually adjusted pressure equalization device includes adjusting the coolant pressure based on the separate coolant pressure requirements of the first vehicle fuel cell system and the second vehicle fuel cell system.

[0025] Optionally, in some examples, including at least one preferred example, manually adjusting the coolant pressure by manually adjusting the pressure equalization device includes setting the coolant pressure to be between the coolant pressure requirement of the first vehicle fuel cell system and the coolant pressure requirement of the second vehicle fuel cell system. Thus, in this way, the coolant pressure can be adjusted to a pressure suitable for the first fuel cell system and the second fuel cell system.

[0026] Optionally, in some examples, including in at least one preferred example, a cooling circuit is connected to an exhaust port of the first vehicle fuel cell system, and the method includes continuously regulating the coolant pressure through the cooling circuit connected to the exhaust port of the first vehicle fuel cell system, because the pressure of the exhaust port can continuously change during operation.

[0027] Optionally, in some examples, including at least one preferred example, the cooling circuit is not connected to the exhaust port of the second vehicle fuel cell system.By connecting to only one of the fuel cell systems, a cost effective solution with simplified assembly is achieved.

[0028] For further possible features and related advantages of the second to fifth aspects, please refer to the description of the first aspect herein.

[0029] Those skilled in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the accompanying claims may be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and will be apparent to those skilled in the art in part, or recognized by practicing the disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Examples are described in more detail below with reference to the accompanying drawings.

[0031] Figure 1 is a schematic diagram of a cooling system and a pressure equalization device for a vehicle fuel cell system according to one example.

[0032] Figure 2 Shown in more detail Figure 1 Pressure equalizing device.

[0033] Figure 3 is based on Figure 1 , but applicable to two fuel cell systems.

[0034] Figure 4 is a flow chart of an exemplary method for regulating coolant pressure of a cooling circuit of a vehicle fuel cell system, the method comprising manually regulating and Figures 1 to 3 A pressure equalizing device similar to the pressure equalizing device in. DETAILED DESCRIPTION

[0035] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0036] Figure 1 A cooling system 1 for a vehicle fuel cell system 100 (represented by a dashed rectangle) is shown. Figure 3 1 shows a cooling system 1 connected to two vehicle fuel cell systems 100, 200 in more detail. Here, the vehicle fuel cell systems 100, 200 are only shown schematically and not shown or described in detail, because the present disclosure mainly relates to their cooling. Figure 1 and Figure 3 As shown, the cooling system 1 includes a single cooling loop 10 for a fuel cell system. In other words, the same cooling loop 1 can be connected to one or both fuel cell systems 100, 200. The cooling loop 10 is shown to pass through the fuel cell systems 100, 200 to transfer heat through a heat exchanger shown schematically. Typically, the cooling loop 10 passes through the fuel cell stacks (not shown) of the fuel cell systems 100, 200 to remove or supply heat. The cooling system 1 may include, for example, Figure 3 Pump, radiator and fan shown on the right. A three-way valve and bypass line can also be provided to completely or partially bypass the radiator, e.g. during warm-up, see Figure 3 The coolant pressure can be regulated by adjusting the pump speed, but the present disclosure is directed to regulating the coolant pressure by a pressure equalization device.

[0037] exist Figure 3 In the drawings, solid lines (eg, indicated as 10) represent coolant flow lines or cooling circuits. Double-dashed lines represent cathode supply lines and cathode exhaust lines, or more generally, gas flow lines, and dashed lines represent communications, such as wired or wireless communications.

[0038] Figure 1 and Figure 3The cooling system 1 shown in FIG. 1 comprises a pressure equalization device 20 which is arranged at Figure 2 . The pressure equalization device 20 is manually adjustable to allow manual adjustment of the coolant pressure. In the example of the present invention, the pressure equalization device 20 includes a first portion 20e, a second portion 20c, and a separator 20s arranged to separate the first portion 20e and the second portion 20c. As shown in the figure, the first portion 20e can be adapted to be in fluid communication with the exhaust port 110 of the vehicle fuel cell system 100. The second portion 20e is adapted to be in fluid communication with the cooling circuit 10.

[0039] from Figure 2 It can be best understood that the pressure equalization device 20 can be configured such that the divider 20s can be pre-tensioned towards the first portion 20e or towards the second portion 20c.

[0040] As will be described in more detail, in the example of the invention, air (exhaust) and coolant are separated by a divider 20s in the form of a piston which can be compressed by a resilient member 22r in the form of a spring. The spring compression can be adjusted by a threaded actuator 22t in the form of an infinite thread which changes the vertical position of one end (here the upper end) of the resilient member 22r, for example via a base 22s. The threaded actuator 22t is manually adjusted by an operator, such as a maintenance technician or workshop personnel, until the desired static coolant pressure is reached. Still referring to Figure 2 Due to the fluid communication between the first portion 20e and the exhaust port 110, the pre-tensioning is independent of any forces affecting the divider 20s.

[0041] Therefore, the pressure equalization device 20 of the present invention includes a manually operable pressurizing assembly 22, which is adapted to be manually operated to adjust the pretension of the divider 20s, thereby adjusting the static coolant pressure. In the example of the present invention, the pressurizing assembly 22 includes a threaded actuator 22t for adjusting the pretension of the divider 20s, and the pressure equalization device 20 is configured so that the threaded actuator 22t can be manually operated. More specifically, the threaded actuator 22h may include a handle (at Figure 2 and Figure 3) 22h, which can be grasped and rotated by an operator by hand. As shown, a threaded actuator 22t can cooperate with a base 22s or a spring base, and when the threaded actuator 22t is rotated, the base 22s or the spring base can move axially within the housing 28 of the pressure equalization device 20 of the present invention. An elastic member (a compression spring in this case) 22r can be arranged between the base 22s and the separator 20s. More specifically, one end of the elastic member 22r can be attached to the component interface 20si of the separator 20s. As shown, the pressure equalization device 20 may include an elastic member guide, which is arranged to guide the elastic member 22r to avoid bending or warping of the elastic member 22r. In the example of the present invention, the elastic member guide includes two telescopic tubes. The upper tube is attached to the upper end of the pressure equalization device 20, and the lower tube is attached to the component interface 20si.

[0042] Referring to the preceding paragraph, the pressurizing assembly 22 may include a resilient member 22r arranged to pre-tension the separator 20s, wherein manually turning the threaded actuator 22t adjusts the pre-tensioning of the resilient member 22r.

[0043] Being connected to the exhaust port 110 of the vehicle fuel cell system 100 , the pressure equalization device 20 may be configured such that the separator 20 s may be affected by the pressure of the exhaust port 110 and additionally by the manually operable pressurizing assembly 22 .

[0044] As mentioned above and as Figure 2 As shown, the separator 20s may have a substantially piston shape. Therefore, the separator 20s may be movable. The pressure equalization device 20 may include an elongated housing 28, and the separator 20s (piston) may travel within the housing. As shown, the piston 20s may include a central assembly interface 20si to which the pressurizing assembly 22 may be attached. The pressurizing assembly 22 may selectively push and pull the separator 20s (piston). The piston 20s may have a circular cross-section, and the housing 28 may be cylindrical, optionally with opposite domed ends.

[0045] Specific reference Figure 2, the pressure equalizing device 20 of the present invention includes an exhaust port interface 24 for connecting to the exhaust port 110 of the vehicle fuel cell system 100. The exhaust port interface 24 may include a through hole in the housing 28. Typically, the exhaust port interface 24 is connected to the first portion 20e. In the example of the present invention, the exhaust port interface 24 is located higher in the vertical direction than the separator 20s, more specifically, the position in the vertical direction is higher than the position that the separator 20s can travel to. In addition, the pressure equalizing device 20 of the present invention includes a cooling circuit interface or a circuit interface 26 for connecting to the cooling circuit 10. The circuit interface 26 is connected to the second portion 20c. In the example of the present invention, the circuit interface 26 is located lower in the vertical direction than the separator 20s, more specifically, the position in the vertical direction is lower than the position that the separator 20s can travel to.

[0046] like Figure 3 As shown, the cooling system 1 may include a control unit 50 capable of determining the coolant pressure requirement of the vehicle fuel cell system 100 and outputting a signal indicative of an appropriate manual setting for the manually adjustable pressure equalization device (20). Alternatively, the cooling system 1 may be connected to such a control unit 50 which does not form part of the cooling system 1.

[0047] It will be appreciated that the cooling system 1 described herein may form part of a vehicle fuel cell system 100. Referring again to Figure 3 Such a vehicle fuel cell system 100 may form part of a multi-vehicle fuel cell system 300, which also includes a second vehicle fuel cell system 200 and a cooling system 1. The cooling circuit 1 may be a single cooling circuit of the multi-vehicle fuel cell systems 100, 200 serving the multi-vehicle fuel cell system 300. Figure 3 As shown, the vehicle fuel cell system 100 , 200 or the multi-vehicle fuel cell system 300 may be included in a vehicle 400 .

[0048] As mentioned above, the fuel cell systems 100, 200 typically each include a fuel cell stack, not shown. These fuel cell stacks typically include bipolar plates, electrical connections, inputs and outputs for cathode gas (typically air) and anode gas (such as hydrogen). Bipolar plates may be particularly susceptible to damage due to inadequate coolant pressure regulation. Figure 3, the anode gas flow to and from the fuel cell system 100, 200 is shown. On the left, the anode gas (in this case, ambient air) enters the corresponding air inlet of the fuel cell system. The air filter is arranged downstream of the corresponding air inlet. Next, the air passes through the corresponding blower or compressor, then passes through the corresponding optional air supply cooler and enters the corresponding fuel cell system. Inside the fuel cell system 100, 200, the air reacts with the fuel to produce electrical energy, which is used, for example, to propel the heavy vehicle 400. Then, the air leaves the fuel cell system 100, 200 through the first vehicle fuel cell system exhaust port 110 and the second vehicle fuel cell system exhaust port 210, respectively. As shown in the figure, the first turbine and the second turbine can be arranged to obtain energy from the first vehicle fuel cell system exhaust port 110 and the second vehicle fuel cell system exhaust port 210. The first exhaust port 110 is connected to the pressure equalization device 20. More precisely, the airflow line extends from between the first exhaust port 110 and the first turbine to the pressure equalization device 20. There may be an undepicted coolant line to connect the air supply cooler to the cooling circuit 10.

[0049] Next, refer to Figure 4 As well as the apparatus described herein, a method 500 of adjusting the coolant pressure of the cooling circuit 10 of the vehicle fuel cell system 100 includes manually adjusting 540 the pressure equalization device 20. Typically, manually adjusting 540 the pressure equalization device 20 includes manually operating the actuator 22t, for example, via the handle 22h of the pressure equalization device 20. The actuator 22t can be, for example, a threaded actuator 22t in the form of an infinite thread as described herein. Therefore, manually adjusting 540 the pressure equalization device 20 can include manually turning the actuator 22t.

[0050] Furthermore, the method 500 may include obtaining 530 a coolant pressure requirement of the vehicle fuel cell system 100 from the control unit 50, and manually adjusting 540 the pressure equalization device 20 based thereon. The cooling circuit 10 may be a single cooling circuit 10 for the first vehicle fuel cell system 100 and the second vehicle fuel cell system 200, and manually adjusting 540 the pressure equalization device 20 may include adjusting the coolant pressure based on the individual coolant pressures of the first vehicle fuel cell system 100 and the second vehicle fuel cell system 200.

[0051] In some examples, manually adjusting 540 the coolant pressure by manually adjusting 540 the pressure equalization device 20 includes setting the coolant pressure between the coolant pressure requirement of the first vehicle fuel cell system 100 and the coolant pressure requirement of the second vehicle fuel cell system 200 .

[0052] like Figure 3As shown, according to the present disclosure, the cooling circuit 10 can be connected to the exhaust port 110 of the first vehicle fuel cell system 100, and the method 500 can include continuously adjusting 520 the coolant pressure through the cooling circuit 10 connected to the exhaust port 110 of the first vehicle fuel cell system 100. Since the pressure of the exhaust port 110 can continuously change during operation, the coolant pressure can be continuously adjusted. Therefore, continuously adjusting 520 the coolant pressure means adjusting the coolant pressure according to the pressure of the exhaust port 110.

[0053] Refer again Figure 3 , the cooling circuit 10 does not need to be connected to the exhaust port 210 of the second vehicle fuel cell system 200. The different coolant pressure requirements of the first fuel cell system 100 and the second fuel cell system 200 may be caused by changes in performance and / or health status. Generally, the coolant pressure requirements of the fuel cell system may increase with the increase of the load. Higher loads lead to higher exhaust pressures, and therefore according to the present disclosure, higher coolant pressures (because the pressure equalization device 20 is connected to the exhaust port 110). Now, the first fuel cell system 100 may have a first pressure channel, meaning an acceptable lower coolant pressure and an acceptable higher coolant pressure for each load point. Similarly, the second fuel cell system 200 may have a second pressure channel, for example, because of changes in the health status between the fuel cell systems 100 and 200, the second pressure channel may be different from the first pressure channel. By adjusting the pressure equalization device 20, the coolant pressure can be adjusted to the first pressure channel and the second pressure channel. Therefore, the pressure equalization device 20 of the present invention allows the cooling circuit 10 to be connected only to the exhaust port 110 of the first vehicle fuel cell system 100. In an embodiment not shown, the cooling circuit 10 may instead be connected only to the exhaust port 210 of the second vehicle fuel cell system 200 .

[0054] Still refer to Figure 3 , method 500 generally includes operating 510 first vehicle fuel cell system 100 and second vehicle fuel cell system 200. Additionally, if first portion 20e is in fluid communication with exhaust port 110 of vehicle fuel cell system 100, method 500 may include continuously regulating 520 coolant pressure.

[0055] Refer to the following Figure 3 A method for regulating the coolant pressure of a single cooling circuit 10 of a first vehicle fuel cell system 100 and a second vehicle fuel cell system 200 is described. The method can be applied, for example, to the vehicle fuel cell systems 100, 200 and cooling system 1 described herein, and for simplified understanding, also with reference to Figures 1 to 3Thus, the cooling circuit 10 is connected to the exhaust port 110 of the first vehicle fuel cell system 100 , but is not connected to the exhaust port 210 of the second fuel cell system 200 .

[0056] The method includes operating the first vehicle fuel cell system 100 and the second vehicle fuel cell system 200 while continuously regulating coolant pressure through a cooling circuit 10 connected to an exhaust port 110 of the first vehicle fuel cell system 100 .

[0057] As described above, the pressure equalization device 20 is connected to the cooling circuit 10, so the method may include adjusting the coolant pressure by adjusting the pressure equalization device 20. Therefore, the coolant pressure can be adjusted in two independent ways, first, by connecting the exhaust port 110; second, by adjusting the pressure equalization device 20. In addition, as described above, the coolant pressure can be adjusted by adjusting the speed of the coolant pump, which will not be described in further detail herein. The adjustment of the coolant pressure by connecting the exhaust port 110 can be referred to as automatic or continuous coolant pressure adjustment. The adjustment of the coolant pressure by adjusting the pressure equalization device 20 can be referred to as manual, discontinuous or intermittent coolant pressure adjustment.

[0058] Adjusting the coolant pressure by adjusting the pressure equalization device 20 may include adjusting the coolant pressure based on the individual coolant pressure requirements of the first vehicle fuel cell system 100 and the second vehicle fuel cell system 200. In more detail, adjusting the coolant pressure by adjusting the pressure equalization device 20 may include adjusting or setting the coolant pressure to be between the coolant pressure requirement of the first vehicle fuel cell system 100 and the coolant pressure requirement of the second vehicle fuel cell system 200.

[0059] Refer again Figure 3 The method may further include obtaining individual coolant pressure requirements of the first vehicle fuel cell system 100 and the second vehicle fuel cell system 200 from the control unit 50 , and adjusting the coolant pressure by adjusting the pressure equalization device 20 on this basis.

[0060] Embodiments according to the following clauses are also disclosed:

[0061] 1. A cooling system (1) for a vehicle fuel cell system (100), the cooling system (1) comprising a cooling circuit (10) and a pressure equalizing device (20) for a coolant in the cooling circuit (10), wherein the pressure equalizing device (20) is manually adjustable to allow manual adjustment of the coolant pressure.

[0062] 2. A cooling system (1) as described in clause 1, wherein the pressure equalization device (20) comprises − a first portion (20e), the first portion optionally being adapted to be in fluid communication with an exhaust port (110) of the vehicle fuel cell system (100), − a second portion (20c) adapted to be in fluid communication with the cooling circuit (10), and − a separator (20s) for separating the first part (20e) and the second part (20c).

[0063] 3. A cooling system (1) as described in claim 2, wherein the pressure equalization device (20) is configured so that the separator (20s) can be pre-stressed toward the first part (20e) or toward the second part (20c), and the pre-stressing is independent of any force affecting the separator (20s) due to fluid communication between the first part (20e) and the exhaust port (110).

[0064] 4. A cooling system (1) according to clause 3, wherein the pressure equalization device (20) comprises a manually operable pressurizing assembly (22), the pressurizing assembly being adapted to be manually operated to adjust the pre-tensioning of the separator (20s).

[0065] 5. A cooling system (1) as described in claim 4, wherein the pressurizing assembly (22) includes a threaded actuator (22t) for adjusting the pre-tensioning of the separator (20s), wherein the pressure equalization device (20) is configured so that the threaded actuator (22t) can be manually operated.

[0066] 6. A cooling system (1) as described in claim 5, wherein the pressurizing assembly (22) includes an elastic member (22r) arranged to pre-tension the separator (20s), wherein manually rotating the threaded actuator (22t) adjusts the pre-tensioning of the elastic member (22r).

[0067] 7. A cooling system (1) according to any one of clauses 4 to 6, wherein the pressure equalization device (20) is configured so that the separator (20s) can be affected by the pressure of the exhaust port (110) and in addition by the manually operable pressurizing component.

[0068] 8. The cooling system (1) according to any one of clauses 4 to 7, wherein the divider (20s) substantially has the shape of a piston.

[0069] 9. A cooling system (1) according to any one of clauses 4 to 7, wherein the divider (20s) substantially has the shape of the piston, and the pressure equalization device (20) comprises an elongated shell (28), the divider (20s) and the shell (28) substantially acting as a cylinder and a cooperating piston.

[0070] 10. The cooling system (1) according to clause 8 or 9, wherein the separator (20s) comprises an assembly interface (20si) for attaching the manually operable pressurizing assembly (22).

[0071] 11. The cooling system (1) according to any preceding clause, wherein the pressure equalization device (20) comprises an exhaust port interface (24) for connection to an exhaust port (110) of the vehicle fuel cell system (100).

[0072] 12. The cooling system (1) according to clauses 2 and 11, wherein the exhaust port interface (24) is connected to the first part (20e).

[0073] 13. The cooling system (1) according to clause 11 or 12, wherein the pressure equalization device (20) comprises a circuit interface (26) for connection to the cooling circuit (10), and wherein the circuit interface (26) is connected to the second part (20c).

[0074] 14. The cooling system (1) as described in clause 13, wherein the exhaust port interface (24) is located higher than the separator (20s) in the vertical direction, and the loop interface (26) is located lower than the separator (20s) in the vertical direction.

[0075] 15. A cooling system (1) as described in any of the preceding clauses, comprising or being connected to a control unit (50) capable of determining the coolant pressure requirement of the vehicle fuel cell system (100) and outputting a signal indicating an appropriate manual setting for the manually adjustable pressure equalization device (20).

[0076] 16. A vehicle fuel cell system (100) comprising a cooling system (1) as described in any preceding clause.

[0077] 17. A multi-vehicle fuel cell system (300), comprising a first vehicle fuel cell system (100), a second vehicle fuel cell system (200) and a cooling system (1) according to any one of clauses 1 to 15.

[0078] 18. The multi-vehicle fuel cell system (300) of claim 17, comprising a single cooling circuit (10).

[0079] 19. A vehicle (400) comprising the vehicle fuel cell system (100) of clause 16 or the multi-vehicle fuel cell system (300) of clause 17 or 18.

[0080] 20. A method (500) of regulating coolant pressure in a cooling circuit (10) of a vehicle fuel cell system (100), the method comprising manually adjusting (540) a pressure equalization device (20).

[0081] 21. The method (500) of clause 20, wherein manually adjusting (540) the pressure equalization device (20) comprises manually operating an actuator (22t), for example via a handle (22h) of the pressure equalization device (20).

[0082] 22. The method (500) of clause 21, wherein manually adjusting (540) the pressure equalization device (20) comprises manually rotating the actuator (22t).

[0083] 23. A method (500) according to any one of clauses 20 to 22, comprising obtaining (530) a coolant pressure requirement of the vehicle fuel cell system (100) from a control unit (50) and manually adjusting (540) the pressure equalization device (20) based on this.

[0084] 24. A method (500) according to any one of clauses 20 to 23, wherein the cooling circuit (10) is a single cooling circuit (10) for a first vehicle fuel cell system (100) and a second vehicle fuel cell system (200), and manually adjusting (540) the pressure equalization device (20) includes adjusting the coolant pressure based on the separate coolant pressure requirements of the first vehicle fuel cell system (100) and the second vehicle fuel cell system (200).

[0085] 25. A method (500) as described in clause 24, wherein manually adjusting (540) the coolant pressure by manually adjusting (540) the pressure equalization device (20) includes setting the coolant pressure to between the coolant pressure requirement of the first vehicle fuel cell system (100) and the coolant pressure requirement of the second vehicle fuel cell system (200).

[0086] 26. A method (500) according to claim 24 or 25, wherein the cooling circuit (10) is connected to the exhaust port (110) of the first vehicle fuel cell system (100), and the method (500) includes continuously adjusting (520) the coolant pressure by the cooling circuit (10) connected to the exhaust port (110) of the first vehicle fuel cell system (100), because the pressure of the exhaust port (110) can be continuously changed during operation.

[0087] 27. The method (500) of clause 26, wherein the cooling circuit (10) is not connected to an exhaust port (210) of the second vehicle fuel cell system (200).

[0088] The terms used herein are only used to describe specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "include" and / or "comprising" when used herein indicate the presence of stated features, integers, actions, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, parts and / or their groups.

[0089] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0090] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0091] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0092] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A cooling system (1) for a vehicle fuel cell system (100), the cooling system (1) comprising a cooling circuit (10) and a pressure equalizing device (20) for a coolant in the cooling circuit (10), wherein the pressure equalizing device (20) is manually adjustable to allow manual adjustment of the coolant pressure.

2. The cooling system (1) according to claim 1, wherein the pressure equalization device (20) comprises − a first portion (20e), the first portion optionally being adapted to be in fluid communication with an exhaust port (110) of the vehicle fuel cell system (100), − a second portion (20c) adapted to be in fluid communication with the cooling circuit (10), and − a separator (20s) for separating the first part (20e) and the second part (20c).

3. A cooling system (1) as claimed in claim 2, wherein the pressure equalization device (20) is configured so that the separator (20s) can be pre-stressed towards the first part (20e) or towards the second part (20c), and the pre-stressing is independent of any force affecting the separator (20s) due to fluid communication between the first part (20e) and the exhaust port (110).

4. The cooling system (1) according to claim 3, wherein the pressure equalization device (20) comprises a manually operable pressurizing assembly (22), which is suitable for being manually operated to adjust the pre-tensioning of the separator (20s).

5. A cooling system (1) as claimed in claim 4, wherein the pressurizing assembly (22) includes a threaded actuator (22t) for adjusting the pretensioning of the separator (20s), wherein the pressure equalization device (20) is configured so that the threaded actuator (22t) can be manually operated.

6. A cooling system (1) as described in claim 5, wherein the pressurizing assembly (22) includes an elastic member (22r), which is arranged to pre-tension the separator (20s), wherein manually rotating the threaded actuator (22t) adjusts the pre-tensioning of the elastic member (22r), thereby adjusting the pre-tensioning of the separator (20s).

7. A cooling system (1) according to any one of claims 4 to 6, wherein the pressure equalization device (20) is configured so that the separator (20s) can be affected by the pressure of the exhaust port (110) and is also affected by the manually operable pressurizing component (22).

8. The cooling system (1) according to any one of claims 4 to 7, wherein the separator (20s) substantially has the shape of a piston.

9. A cooling system (1) as claimed in any preceding claim, comprising or being connected to a control unit (50) capable of determining the coolant pressure requirement of the vehicle fuel cell system (100) and outputting a signal indicative of a suitable manual setting for the manually adjustable pressure equalization device (20).

10. A vehicle fuel cell system (100) comprising a cooling system (1) as claimed in any preceding claim.

11. A multi-vehicle fuel cell system (300), comprising a first vehicle fuel cell system (100), a second vehicle fuel cell system (200), and a cooling system (1) according to any one of claims 1 to 9.

12. A vehicle (400), comprising the vehicle fuel cell system (100) according to claim 10 or the multi-vehicle fuel cell system (300) according to claim 11.

13. A method (500) of regulating coolant pressure in a cooling circuit (10) of a vehicle fuel cell system (100), the method comprising manually adjusting (540) a pressure equalization device (20).

14. A method (500) as claimed in claim 13, comprising obtaining (530) a coolant pressure requirement of the vehicle fuel cell system (100) from a control unit (50) and manually adjusting (540) the pressure equalization device (20) based on this.

15. A method (500) as claimed in claim 13 or 14, wherein the cooling circuit (10) is a single cooling circuit (10) for a first vehicle fuel cell system (100) and a second vehicle fuel cell system (200), and manually adjusting (540) the pressure equalization device (20) includes adjusting the coolant pressure based on the separate coolant pressure requirements of the first vehicle fuel cell system (100) and the second vehicle fuel cell system (200).

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