Starting method of fuel cell system

Abstract

The invention provides a starting method of a fuel cell system. A fuel cell of the fuel cell system is provided with an anode gas inlet, a cathode gas outlet and a coolant outlet which are located on the same side as well as an anode gas outlet, a cathode gas inlet and a coolant inlet which are located on the other side, and the starting method comprises the following steps: S100: detecting the anode gas outlet temperature THO at the anode gas outlet; s200, the detected anode gas outlet temperature THO is compared with a first preset temperature TPRD1, and if THO is larger than or equal to TPRD1, S300 is executed; if the threshold value is THOlt; if TPRD1 is greater than TPRD1, executing S400; s300, enabling a coolant to circularly flow through the fuel cell at a rated speed FVCR; s400, the flowing speed of the cooling agent is adjusted to be a preset speed FVCPRD, and FVCPRD ; an FVCR; s500, the anode gas outlet temperature THO at the anode gas outlet is detected; and S600, the detected anode gas outlet temperature THO is compared with a second preset temperature TPRD2, and if THO is larger than or equal to TPRD2, the step S300 is executed; if the threshold value is THOlt; if TPRD2 is greater than or equal to TPRD1, returning to S400, and TPRD2 is greater than or equal to TPRD1.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel cells, and more particularly, to a method for starting a fuel cell system. Background Art

[0002] Fuel cells have developed into one of the main power generation technologies due to their many advantages such as high power generation efficiency, low environmental pollution, and high specific energy. As a typical fuel cell, a proton exchange membrane fuel cell (PEMFC) is a popular fuel cell for vehicles. A PEMFC generally includes a solid polymer electrolyte proton conducting membrane, such as a perfluorosulfonic acid membrane. The anode and cathode typically include finely divided catalyst particles carried on carbon particles and mixed with an ionomer, usually platinum (Pt). The catalyst mixture is deposited on opposite sides of the membrane. The combination of the anode catalyst mixture, the cathode catalyst mixture, and the membrane defines a membrane electrode assembly (MEA).

[0003] A fuel cell stack includes a series of bipolar plates positioned between a number of membrane electrode assemblies in the fuel cell stack, wherein the bipolar plates and the membrane electrode assemblies are positioned between two separator plates. The bipolar plates include an anode side and a cathode side for adjacent fuel cells in the fuel cell stack. Anode gas flow channels are provided on the anode side of the bipolar plates, which allow anode gas to flow to the corresponding membrane electrode assemblies. Cathode gas flow channels are provided on the cathode side of the bipolar plates, which allow cathode gas to flow to the corresponding membrane electrode assemblies.

[0004] For a hydrogen-oxygen fuel cell, water is the main by-product generated together with electrical energy. Therefore, when starting a fuel cell in a low-temperature environment, water may freeze into ice in the catalyst layer, resulting in a voltage drop (constant current mode) or a current drop (constant voltage mode), and water may also freeze in the flow channels, thus blocking the gas transmission path and causing the air pressure inside the stack to rise. The former icing situation will reduce the power output of the fuel cell, but it will be automatically resolved after the temperature of the membrane electrode assembly rises. However, the latter situation will not only reduce the power output of the fuel cell, but even threaten the safety of the fuel cell.

[0005] Therefore, there is an urgent need in the art for a technical solution that can suppress ice formation in the gas transmission path during cold start of a fuel cell, thereby ensuring smooth cold start of the fuel cell and the safety of the fuel cell. Summary of the Invention

[0006] To solve the above problems in the prior art, the present invention proposes an improved method for starting a fuel cell system. The fuel cell of the fuel cell system is provided with an anode gas inlet, a cathode gas outlet, and a coolant outlet on the same side, and an anode gas outlet, a cathode gas inlet, and a coolant inlet on the other side. The starting method includes the following steps:

[0007] S100: Detect the anode gas outlet temperature T at the anode gas outlet HO ;

[0008] S200: Compare the detected anode gas outlet temperature T HO with a first preset temperature T PRD1 . If T HO ≥T PRD1 , execute S300; if T HO <T PRD1 , execute S400;

[0009] S300: Make the coolant circulate through the fuel cell at a rated speed FV CR ;

[0010] S400: Adjust the flow rate of the coolant to a preset speed FV CPRD , where FV CPRD <FV CR ;

[0011] S500: Detect the anode gas outlet temperature T at the anode gas outlet HO ; and

[0012] S600: Compare the detected anode gas outlet temperature T HO with a second preset temperature T PRD2 . If T HO ≥T PRD2 , execute S300; if T HO <T PRD2 , return to S400, where T PRD2 ≥T PRD1 .

[0013] The present invention can be embodied in the schematic embodiments in the drawings. However, it should be noted that the drawings are only schematic, and any changes conceived under the teachings of the present invention should be considered to be included within the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings illustrate exemplary embodiments of the present invention. These drawings should not be construed as necessarily limiting the scope of the present invention, wherein:

[0015] Figure 1 is a schematic block diagram of a fuel cell system to which the startup method of the fuel cell system according to the present invention is applicable, where the fluid flow direction is shown by arrows;

[0016] Figure 2 is Figure 1 a schematic exploded perspective view of the fuel cell of the fuel cell system shown in

[0017] Figure 3 is a schematic flowchart of a method for starting a fuel cell system according to the present invention. Detailed implementation manners

[0018] Further features and advantages of the present invention will become more apparent from the following description with reference to the accompanying drawings. Exemplary embodiments of the present invention are shown in the drawings, and the various drawings are not necessarily drawn to actual scale. However, the present invention can be implemented in many different forms and should not be construed as necessarily limited to the exemplary embodiments disclosed herein. On the contrary, these exemplary embodiments are provided only to illustrate the present invention and to convey the spirit and essence of the present invention to those skilled in the art.

[0019] The present invention aims to provide an improved method for starting a fuel cell system, which can judge whether the anode gas exhaust pipeline of the fuel cell is blocked due to icing and use the heat generated by the fuel cell itself to inhibit icing of the anode gas exhaust pipeline or at least control the icing in the anode gas exhaust pipeline within an acceptable range, so as to achieve correct and rapid cold start of the fuel cell system and ensure the safety of the fuel cell system. In particular, the starting method according to the present invention can also avoid overheating of the fuel cell while ensuring rapid cold start of the fuel cell system, thereby ensuring the safety of the fuel cell system. In particular, the starting method according to the present invention also allows the fuel cell system to output rated power during cold start, so that a mobile platform powered by the fuel cell system can obtain sufficient power from the fuel cell system relatively quickly even in a low-temperature environment, thereby achieving rapid cold start of the mobile platform. Compared with existing mobile platforms that require a long time for cold start or even need preheating to start, this will undoubtedly significantly improve the user experience.

[0020] The following describes optional but non-limiting embodiments of the method for starting a fuel cell system according to the present invention in detail with reference to the respective drawings.

[0021] Refer to Figure 1 , which shows a schematic block diagram of a fuel cell system to which the method for starting a fuel cell system according to the present invention is applicable, and the fluid flow direction is shown by arrows. As Figure 1As shown, the fuel cell system 100 serving as the power source of the mobile platform MP includes a fuel cell 110 and an auxiliary system for delivering anode gas, cathode gas, coolant, etc. to the fuel cell 110. The fuel cell system 100 is suitable for use as a DC power source in the mobile platform MP. The mobile platform MP can be, for example, a motor vehicle, a marine vehicle, an aerospace vehicle, a robot, or other types of mobile platforms that convert electrical energy into mechanical energy. Of course, the fuel cell system 100 can also be used in a stationary power plant or other facilities that require on-board generation of DC power. Hereinafter, the fuel cell system 100 will be described in the context where the mobile platform MP is a motor vehicle, but this is not intended to limit the fuel cell system 100 to such applications.

[0022] As Figure 1 shown, the fuel cell system 100 includes a fuel cell 110, which includes a plurality of single cells 111 stacked together. Among them, the fuel cell 110 and the single cells 111 can be of the polymer electrolyte membrane / proton exchange membrane (PEM) type, so as to deliver a relatively high power density with a lower weight and volume. In an exemplary embodiment where the fuel cell 110 is configured as a proton exchange membrane type fuel cell, the fuel cell system 100 further includes a compressor 120 for delivering oxygen-containing gas (such as air) from a cathode gas source such as the atmosphere or an oxygen storage tank to the fuel cell 110 through a cathode gas delivery pipeline P1, an injector 140 for delivering hydrogen-containing gas (such as hydrogen or other hydrogen-containing gases such as methane or natural gas) from an anode gas source 130 such as a hydrogen storage tank to the fuel cell 110 through an anode gas delivery pipeline P2, and a coolant pump 150 for driving the coolant to circulate inside and outside the fuel cell 110 through a coolant circulation pipeline L1. As will be described in detail hereinafter, the anode gas and cathode gas delivered to the fuel cell 110 will undergo an electrochemical reaction at the proton exchange membrane, thereby generating electrical energy and by-products such as heat and water, while the coolant delivered to the fuel cell 110 will absorb the heat generated by the above electrochemical reaction. After that, the cathode gas will be discharged from the fuel cell 110 through a cathode gas discharge pipeline P3 and then discharged to the atmosphere, the anode gas will be discharged from the fuel cell 110 through an anode gas discharge pipeline P4 and then discharged to the atmosphere or returned to the fuel cell 110 through an anode gas circulation pipeline (not shown), and the coolant will be discharged from the fuel cell 110 through the coolant circulation pipeline L1 for heat dissipation, and then flow back to the fuel cell 110 after heat dissipation to continue absorbing the heat inside the fuel cell 110 and making the temperature inside the fuel cell 110 evenly distributed. To this end, the fuel cell system 100 further includes a radiator 161 provided on the coolant circulation pipeline L1 and a fan 162 for cooling the radiator 161.

[0023] AsFigure 1 As shown, the cathode gas and the coolant flow through the fuel cell 110 in the same direction, while the anode gas flows through the fuel cell 110 in a direction opposite to that of the cathode gas and the coolant. That is to say, the inlet 110a of the cathode gas, the inlet 110b of the coolant, and the outlet 110c of the anode gas are arranged on the same side, while the outlet 110d of the cathode gas, the outlet 110e of the coolant, and the inlet 110f of the anode gas are arranged on the other side. Under the above configuration, after the electrochemical reaction between the cathode gas and the anode gas, the cathode gas will move the water generated by the electrochemical reaction towards the cathode gas outlet 110d. At the same time, part of the moisture can pass through the proton exchange membrane and enter the anode gas supplied into the fuel cell 110 from the anode gas inlet 110f. Then, the anode gas will move these moisture towards the anode gas outlet 110c. At the same time, part of the moisture can also pass through the proton exchange membrane and enter the cathode gas supplied into the fuel cell 110 from the cathode gas inlet 110a. Thus, a certain degree of water circulation is formed inside the fuel cell 110. This water circulation helps to keep the anode gas and the cathode gas moist, thereby helping to keep the proton exchange membrane moist to ensure the normal operation of the proton exchange membrane. In addition, since the compressed cathode gas has a high oxygen content, the electrochemical reaction near the cathode gas inlet 110a (or the cathode gas delivery pipe mentioned below) is the most intense and thus generates the most heat. Also, since the compressed cathode gas itself has a high temperature, the temperature of the fuel cell 110 is often the highest near the cathode gas inlet 110a (or the cathode gas delivery pipe mentioned below). And the above configuration sets the coolant inlet 110b on the same side as the cathode gas inlet 110a, so the cooled coolant can be used to absorb the heat near the cathode gas inlet 110a (or the cathode gas delivery pipe mentioned below), thus preventing the fuel cell 110 from overheating.

[0024] To describe in more detail the flow of the anode gas, the cathode gas, and the coolant in the fuel cell 110, reference is made to Figure 2 which shows Figure 1 a schematic exploded perspective view of the fuel cell of the fuel cell system shown in Figure 2 ​As shown, the fuel cell 110 includes a plurality of bipolar plates 112, a plurality of membrane electrode assemblies (not shown), and two current collectors 113 and two separator plates (also referred to as insulating plates) 114 located on both sides. Among them, a membrane electrode assembly is provided between every two adjacent bipolar plates 112, and the plurality of bipolar plates 112, the plurality of membrane electrode assemblies, and the two current collectors 113 and the two separator plates 114 located on both sides are assembled together in a stacked manner along the assembly direction (also referred to as the longitudinal direction) XX'. Each membrane electrode assembly and a pair of bipolar plates 112 located on both sides thereof constitute each single cell 111. Each bipolar plate 112 has a flow field region 112a in the middle and two channel regions 112b located on both sides of the flow field region 112a. Among them, the bipolar plate 112 forms an anode gas flow field for the anode gas to flow through, a cathode gas flow field for the cathode gas to flow through, and a coolant flow field for the coolant to flow through in the flow field region 112a, and a plurality of channel openings are formed in each channel region 112b. Among them, each channel opening communicates with the corresponding flow field. The corresponding channel openings of the plurality of bipolar plates 112 are aligned with each other, so that a plurality of common channels are formed in the fuel cell 110, that is, a cathode gas supply pipe 115a and a cathode gas discharge pipe 115d that communicate with the cathode gas flow fields of the respective bipolar plates 112, an anode gas supply pipe 115f and an anode gas discharge pipe 115c that communicate with the anode gas flow fields of the respective bipolar plates 112, and a coolant supply pipe 115b and a coolant discharge pipe 115e that communicate with the coolant gas flow fields of the respective bipolar plates 112. Among them, the cathode gas supply pipe 115a communicates with the cathode gas inlet 110a, the cathode gas discharge pipe 115d communicates with the cathode gas outlet 110d, the anode gas supply pipe 115f communicates with the anode gas inlet 110f, the anode gas discharge pipe 115c communicates with the anode gas outlet 110c, the coolant supply pipe 115b communicates with the coolant inlet 110b, and the coolant discharge pipe 115e communicates with the coolant outlet 110e. In the above configuration, as Figure 2 shown by the arrows in, the anode gas, cathode gas, and coolant delivered to the fuel cell 110 will first flow in their respective supply pipes along the assembly direction XX', and then flow through the corresponding flow fields in each bipolar plate 112 in a direction generally transverse to the assembly direction XX' to supply the anode gas and cathode gas to each membrane electrode assembly and perform heat exchange with each membrane electrode assembly, and finally flow in their respective discharge pipes along the assembly direction XX' to discharge from the fuel cell 110.

[0025] As Figure 2 shown by the arrows in, whether in each common channel or in each flow field, the flow direction of the cathode gas is generally the same as that of the coolant, and is generally opposite to the flow direction of the anode gas. Thus, as described above regardingFigure 1 According to the description, a large amount of heat generated near the cathode gas inlet of each bipolar plate 112 can be effectively absorbed by the coolant. Moreover, since water, which is a by-product of the electrochemical reaction, is mainly generated in the cathode gas flow field and discharged through the cathode gas discharge pipe 115d, when starting in a low-temperature environment (such as -30°C), the coolant heated near the cathode gas inlet of each bipolar plate 112 can effectively prevent water from freezing at the cathode gas outlet of each bipolar plate 112 and can also prevent water from freezing in the cathode gas discharge pipe 115d, thereby ensuring the smooth flow of the cathode gas. However, according to the inventor's research, when starting in a low-temperature environment, although this configuration avoids the freezing of the water carried by the cathode gas and forms a water cycle that helps keep the proton exchange membrane moist by flowing the cathode gas and the coolant in the same direction and flowing the anode gas in the opposite direction, since the anode gas and the coolant flow in opposite directions, the coolant near the anode gas outlet of each bipolar plate 112 and near the anode gas discharge pipe 115c is not heated, which may cause the water carried by the anode gas to freeze at the anode gas outlet of each bipolar plate 112 and in the anode gas discharge pipe 115c, especially at the anode gas outlet 110c. More intuitively, as Figure 2 shown by the arrows in

[0026] Reference Figure 3 , which shows a schematic flowchart of a method for starting a fuel cell system according to the present invention. As Figure 3 shown, the starting method includes the following steps:

[0027] S100: Detect the anode gas outlet temperature T at the anode gas outlet 110c of the fuel cell 110 HO . For example, the anode gas outlet temperature T can be detected by a temperature sensor provided at the anode gas outlet 110c of the fuel cell 110 HO ;

[0028] S200: Compare the detected anode gas outlet temperature T HO with the first preset temperature T PRD1 ; if the anode gas outlet temperature T HO is higher than or equal to the first preset temperature T PRD1 , then execute step S300; if the anode gas outlet temperature T HO is lower than the first preset temperature T PRD1 , then execute step S400. In particular, the first preset temperature T PRD1 can be set according to the results of multiple startup tests conducted in advance. For example, in multiple startup tests, the fuel cell 110 can be started at different temperatures, and the pressure difference ΔPR between the anode gas inlet 110f and the anode gas outlet 110c can be detected. If the pressure difference ΔPR is higher than the pressure threshold PR THR , it is considered that the anode gas outlet 110c is blocked. Thus, the blockage probability of the anode gas outlet 110c within different temperature ranges can be obtained, and the first preset temperature T PRD1 can be set such that below this first preset temperature T PRD1 , the blockage probability of the anode gas outlet 110c exceeds 5%, 10%, 20%, 30%, or other preset probability PB PRD ;

[0029] S300: Circulate the coolant in the coolant circulation pipeline L1 at the rated speed FV CR , that is, circulate through the fuel cell 110 at the rated speed FV CR . For example, the coolant can be circulated in the coolant circulation pipeline L1 at the rated speed FV by operating the coolant pump 150 at the rated rotational speed; CR

[0030] S400: Circulate the coolant in the coolant circulation pipeline L1 at a preset speed FV CPRD , that is, circulate through the fuel cell 110 at the preset speed FV CPRD , where the preset speed FV CPRD is less than the rated speed FVC R . For example, the coolant can be circulated in the coolant circulation pipeline L1 at the preset speed FV by operating the coolant pump 150 at a preset rotational speed less than the rated rotational speed; and CPRD

[0031] S500: Detect the anode gas outlet temperature T at the anode gas outlet 110c of the fuel cell 110 HO ;

[0032] S600: Compare the detected anode gas outlet temperature T​​HO is compared with a second preset temperature T PRD2 . If the anode gas outlet temperature T HO is higher than or equal to the second preset temperature T PRD2 , step S300 is executed; if the anode gas outlet temperature T HO is lower than the second preset temperature T PRD2 , step S400 is returned, where the second preset temperature T PRD2 is higher than or equal to the first preset temperature T PRD1 .

[0033] According to the above starting method, if it is determined in step S200 that the anode gas outlet temperature T HO is higher than or equal to the first preset temperature T PRD1 , it is considered that the risk of blockage of the anode gas outlet 110c due to icing is low, and then the coolant can flow at a rated speed in step S300 to help the fuel cell 110 cool down. Therefore, step S300 can also be called the normal start of the fuel cell 110; conversely, if it is determined that the anode gas outlet temperature T Ho is lower than the first preset temperature T PRD1 , it is considered that the risk of blockage of the anode gas outlet 110c due to icing is high, and then the coolant can flow at a low speed in step S400, which will result in less heat absorbed by the coolant from the fuel cell 110, so that more heat can be retained in the fuel cell 110, enabling the fuel cell 110 to use its own generated heat to increase the temperature, and further enabling the fuel cell 110 itself to avoid or melt the icing at the anode gas outlet 110c or control the icing at the anode gas outlet 110c within an acceptable range, so that the air pressure in the anode gas flow path will not be too high. Therefore, step S400 can also be called the cold start of the fuel cell 110. Further, through steps S500 and S600, the low-speed flow of the coolant (i.e., cold start) will be maintained until the anode gas outlet temperature T HI reaches the second preset temperature T PRD2 , and once the anode gas outlet temperature T HO reaches the second preset temperature T PRD2 , step S300 (i.e., normal start) is executed to make the coolant flow at a rated speed.

[0034] According to an optional embodiment, the second preset temperature T PRD2 can be set to be equal to the first preset temperature T PRD1 . That is to say, the normal start of the fuel cell 110 is executed after the risk of blockage of the anode gas outlet 110c due to icing becomes low.

[0035] According to an alternative embodiment, the second preset temperature T PRD2 can be set to be higher than the first preset temperature T PRD1 . That is to say, not only after the risk of blockage due to icing at the anode gas outlet 110c becomes lower, but after the anode gas outlet temperature T HO further reaches a higher temperature, the normal start of the fuel cell 110 is carried out. In this configuration, it can help the fuel cell 110 reach its optimal operating temperature T OPT more quickly, so that the fuel cell 110 can output the rated power more quickly, in order to achieve a fast cold start of the mobile platform MP. In particular, the second preset temperature T PRD2 can also be set to be lower than the optimal operating temperature T OPT of the fuel cell 110. For example, half of the optimal operating temperature T OPT , a preset temperature difference ΔT OPT from the optimal operating temperature T PRD and so on.

[0036] According to an alternative embodiment, the preset speed FV CPRD can be set to zero. That is to say, if it is determined in step S200 that the risk of blockage due to icing at the anode gas outlet 110c is high, then the flow of the coolant is stopped in step S400, which can retain the heat in the fuel cell 110 to the greatest extent, thereby accelerating the heating rate of the fuel cell 110 to melt the icing at the anode gas outlet 110c as soon as possible.

[0037] According to an alternative embodiment, the preset speed FV CPRD can be set to be greater than zero. That is to say, if it is determined in step S200 that the risk of blockage due to icing at the anode gas outlet 110c is high, then the flow of the coolant is slowed down but not stopped in step S400, which can reduce the heat absorbed by the coolant from the fuel cell 110, allowing the fuel cell 110 to use its own generated heat to warm up and melt the icing at the anode gas outlet 110c, while also ensuring a uniform temperature distribution inside the fuel cell 110 to avoid hot spots that affect the safety of the fuel cell 110 inside.

[0038] According to an alternative embodiment, in step S300, the cathode gas can also be supplied into the fuel cell 110 at a rated speed FV OR by operating the compressor 120 and the ejector 140 at their respective rated speeds, and the anode gas is supplied at a rated speed FV HRSupply it into the fuel cell 110; and in step S400, the cathode gas can also be supplied into the fuel cell 110 at a preset speed FV by operating the compressor 120 and the injector 140 at their respective preset rotational speeds OPRD Supply it into the fuel cell 110, and supply the anode gas into the fuel cell 110 at a preset speed FV HPRD Supply it into the fuel cell 110, where the preset speed FV OPRD is less than the rated speed FV OR and the preset speed FV HPRD is less than the rated speed FV HR . That is to say, if in step S200 it is determined that the risk of blockage of the anode gas outlet 110c due to icing is low, the cathode gas and the anode gas are supplied to the fuel cell 110 in a rated amount to promote the fuel cell 110 to output the rated power; conversely, if it is determined that the risk of blockage of the anode gas outlet 110c due to icing is high, the amounts of the cathode gas and the anode gas supplied to the fuel cell 110 are reduced, which helps to reduce the generation of water, thereby reducing the risk of blockage of the anode gas outlet 110c due to icing and reducing the difficulty of melting the ice at the anode gas outlet 110c

[0039] According to an optional implementation manner, in step S300, the cathode gas can still be supplied into the fuel cell 110 at the rated speed FV OR and the anode gas can be supplied into the fuel cell 110 at the rated speed FV HR and in step S400, the cathode gas can also be supplied into the fuel cell 110 at the rated speed FV OR and the anode gas can be supplied into the fuel cell 110 at the rated speed FV HR . That is to say, if in step S200 it is determined that the risk of blockage of the anode gas outlet 110c due to icing is high, the cathode gas and the anode gas are still supplied to the fuel cell 110 in a rated amount. This can not only promote the fuel cell 110 to output the rated power to achieve a quick cold start of the mobile platform MP, but also increase the heat generation of the fuel cell 110, so that the fuel cell 110 can be heated up more quickly and melt the ice at the anode gas outlet 110c

[0040] According to an optional implementation manner, in step S500, detect the anode gas outlet temperature T at the anode gas outlet 110c of the fuel cell 110 HO and the anode gas inlet temperature T at the anode gas inlet 110f HI (for example, detect the anode gas inlet temperature T through a temperature sensor arranged at the anode gas inlet 110f HI ); and in step S600, the detected anode gas outlet temperature T HOand the anode gas inlet temperature T HI with a second preset temperature T PRD2 are compared. If the anode gas outlet temperature T HO and the anode gas inlet temperature T HI are both higher than or equal to the second preset temperature T PRD2 , then step S300 is executed; if the anode gas outlet temperature T HO or the anode gas inlet temperature T HI is lower than the second preset temperature T PRD2 , then return to step S400. That is to say, the cold start executed in step S400 will continue until the anode gas outlet temperature T HO and the anode gas inlet temperature T HI are both higher than or equal to the second preset temperature TP RD2 , rather than ending the cold start only when the anode gas outlet temperature T HO is higher than or equal to the second preset temperature TP RD2 . Thus, it can be ensured that the risk of blockage of the entire anode gas flow path in the fuel cell 110 due to icing is relatively low, thereby more reliably ensuring the smooth flow of the anode gas in the fuel cell 110.

[0041] Return to Figure 1 , the fuel cell system 100 may further include a branch pipeline L2 connected in parallel with the radiator 161 on the coolant circulation pipeline L1. The branch pipeline L2 may be provided with a heater 170 and may be connected to the coolant circulation pipeline L1 through a reversing valve 180 of the two-position three-way valve type. In this configuration, by switching the valve position of the reversing valve 180, the coolant from the fuel cell 110 can flow back to the fuel cell 110 through the radiator 161 or the heater 170. That is to say, a first circulation path flowing through the radiator 161 and a second circulation path flowing through the heater 170 are formed, and the branch pipeline L2 may be arranged at a position closer to the fuel cell 110 than the radiator 161, so that the volume or total amount of the coolant in the second circulation path is less than the volume or total amount of the coolant in the first circulation path.

[0042] Based on the configuration of the above fuel cell system 100, according to an alternative embodiment, in step S300, the coolant can also be circulated along the first circulation path; and in step S400, the coolant can also be circulated along the second circulation path. That is to say, during the cold start of step S400, not only is the coolant made to flow slowly through the fuel cell 110, but also the coolant is circulated along the second circulation path. Since the volume of the coolant in the second circulation path is smaller than the volume of the coolant in the first circulation path, the above configuration can reduce the volume of the coolant that exchanges heat with the fuel cell 110, thereby further reducing the heat absorbed by the coolant from the fuel cell 110, so that the fuel cell 110 can heat up more quickly and melt the ice at the anode gas outlet 110c. In particular, in step S400, the heater 170 can also be started to heat the coolant circulated along the second circulation path. Thus, not only can the heat absorbed by the coolant from the fuel cell 110 be further reduced by reducing the temperature difference between the coolant and the inside of the fuel cell 110, but even the heated coolant can be used to heat the fuel cell 110, so that the fuel cell 110 can melt the ice at the anode gas outlet 110c more quickly.

[0043] The above has described in detail various alternative but non-limiting embodiments of the present invention. In addition to avoiding or melting the ice at the anode gas outlet during the cold start of the fuel cell, these embodiments can also achieve technical effects such as improving the safety of the fuel cell, realizing a rapid cold start of the fuel cell, and realizing a rapid cold start of the mobile platform. And without contradiction, these embodiments can be combined in any way to produce embodiments not described herein and achieve technical effects not described herein.

[0044] The above has described in detail by means of the drawings alternative but non-limiting embodiments of the starting method of the fuel cell system according to the present invention. For those ordinary technicians in the art, without departing from the spirit and essence of the present disclosure, modifications and supplements to the technology and structure, as well as the recombination of the features in each embodiment, should clearly be regarded as being included within the scope of the present invention. Therefore, these modifications and supplements that can be conceived under the teaching of the present invention should be regarded as part of the present invention. The scope of the present invention includes equivalent technologies known at the filing date of the present invention and equivalent technologies not yet foreseen.

Claims

1. A method for starting a fuel cell system, wherein the fuel cell (110) of the fuel cell system is provided with an anodic gas inlet (110f), a cathodic gas outlet (110d) and a coolant outlet (110e) on the same side, and an anodic gas outlet (110c), a cathodic gas inlet (110a) and a coolant inlet (110b) on the other side, and the starting method comprises the following steps: S100: Detect the anode gas outlet temperature T at the anode gas outlet (110c) HO ; S200: Compare the detected anode gas outlet temperature T HO with a first preset temperature T PRD1 . If T HO ≥T PRD1 , execute S300; if T HO <T PRD1 , execute S400; S300: Cause the coolant to circulate through the fuel cell (110) at the rated speed FV CR ; S400: Adjust the flow rate of the coolant to a preset rate FV CPRD , where FV CPRD < FV CR ; S500: Detect the anode gas outlet temperature T at the anode gas outlet (110c) HO ; and S600: Compare the detected anode gas outlet temperature T HO with a second preset temperature T PRD2 . If T HO ≥T PRD2 , execute S300; if T HO <T PRD2 , return to S400, where T PRD2 ≥T PRD1 .

2. The startup method according to claim 1, wherein The first preset temperature T PRD1 is set as follows: in multiple previous startups of the fuel cell (110), the probability that the anode gas outlet (110c) is blocked PRD1 below the first preset temperature T PRD exceeds a preset probability PB 3. The startup method according to claim 1 or 2, wherein The second preset temperature T PRD2 is lower than the optimal operating temperature T of the fuel cell (110) OPT .

4. The startup method according to any one of claims 1-3, wherein, The preset speed FV CPRD is zero.

5. The starting method according to any one of claims 1-3, wherein, The preset speed FV CPRD is greater than zero.

6. The starting method according to any one of claims 1-5, wherein, The S300 further lies in: feeding the cathode gas into the fuel cell (110) at a rated speed FV OR and feeding the anode gas into the fuel cell (110) at a rated speed FV HR ; And, The S400 further lies in: feeding the cathode gas into the fuel cell (110) at a preset speed FV OPRD and feeding the anode gas into the fuel cell (110) at a preset speed FV HPRD wherein FV OPRD <FV OR , and FV HPRD <FV HR .

7. The starting method according to any one of claims 1-5, wherein, The S300 further lies in: feeding the cathode gas into the fuel cell (110) at a rated speed FV OR and feeding the anode gas into the fuel cell (110) at a rated speed FV HR ; And, The S400 further lies in: feeding the cathode gas into the fuel cell (110) at a rated speed FV OR and feeding the anode gas into the fuel cell (110) at a rated speed FV HR as well.

8. The starting method according to any one of claims 1-7, wherein, The S500 lies in: detecting the anode gas outlet temperature T at the anode gas outlet (110c) HO and the anode gas inlet temperature T at the anode gas inlet (110f) HI ; and The S600 lies in: comparing the detected anode gas outlet temperature T HO and the anode gas inlet temperature T HI with a second preset temperature T PRD2 . If T HO ≥T PRD2 and T HI ≥T PRD2 , then execute S300; if T HO <T PRD2 or T HI <T PRD2 , then return to S400.

9. The starting method according to claim 5, wherein, S300 further comprises: circulating the coolant along a first circulation path; and, S400 further comprises: circulating the coolant along a second circulation path, and wherein, The volume of the coolant in the second circulation path is smaller than the volume of the coolant in the first circulation path.

10. The startup method according to claim 9, wherein, The second circulation path is provided with a heater (170), and S400 further comprises: starting the heater (170).

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