Fuel cell system and vehicle

Abstract

This application discloses a fuel cell system and a vehicle. The system includes a fuel cell stack, an air compressor, and a first three-way valve. A first end of the first three-way valve is connected to the output end of the air compressor, a second end of the first three-way valve is connected to a first air-side port of the fuel cell stack, and a third end of the first three-way valve is connected to a second air-side port of the fuel cell stack. The second and third ends of the first three-way valve are configured to alternately connect with the first end of the first three-way valve to change the direction of air entering the fuel cell stack. The fuel cell system of this application can change the flow direction of air into the fuel cell, greatly improving the service life of the fuel cell.

Description

Technical Field

[0001] This application relates to the field of fuel cell technology, and more particularly to a fuel cell system and a vehicle. Background Technology

[0002] With the international energy crisis and increasing carbon emission requirements, the popularity of new energy sources has continued to rise in recent years. Proton exchange membrane fuel cells, as a new generation of sustainable energy, are considered one of the most promising clean energy sources of the 21st century due to their high energy conversion efficiency, noiseless operation, and pollution-free operation. Currently, the transportation sector is one of the areas most in need of addressing this issue. Heavy-duty trucks in the transportation sector have significant carbon emissions, so the number of heavy-duty truck models using fuel cell engines is increasing.

[0003] Currently, hydrogen and air are introduced into fuel cell systems from one side of the membrane electrode assembly (MEA), which cannot change the direction of gas flow. However, due to the large gas flow rate and low humidity on the air-inlet side, the water temperature is also relatively high, which can easily cause cross-leakage on the MEA of the air-inlet side. This affects the performance of the fuel cell and greatly reduces its lifespan. If the cross-leakage is too large, hydrogen and oxygen can combine and react directly, which can easily cause safety hazards. Summary of the Invention

[0004] This application aims to at least partially solve one of the technical problems in the related art. To this end, the first objective of this application is to provide a fuel cell system in which the second and third ends of a first three-way valve are configured to alternately connect with the first end of the first three-way valve to change the direction of air entering the fuel cell stack. This alters the flow direction of air into the fuel cell, mitigating the leakage degradation problem caused by air continuously entering the membrane electrode assembly (MEA) from the MEA side, and significantly improving the lifespan of the fuel cell.

[0005] The second objective of this application is to propose a vehicle.

[0006] To achieve the above objectives, a first aspect of this application provides a fuel cell system, comprising: a fuel cell stack, an air compressor, and a first three-way valve; wherein, a first end of the first three-way valve is connected to the output end of the air compressor, a second end of the first three-way valve is connected to a first air-side port of the fuel cell stack, and a third end of the first three-way valve is connected to a second air-side port of the fuel cell stack; the second end and the third end of the first three-way valve are configured to alternately connect with the first end of the first three-way valve to change the direction of air entering the fuel cell stack.

[0007] According to an embodiment of the fuel cell system of this application, a first end of a first three-way valve is connected to the output end of an air compressor, a second end of the first three-way valve is connected to a first air-side port of the fuel cell stack, and a third end of the first three-way valve is connected to a second air-side port of the fuel cell stack. The second and third ends of the first three-way valve are configured to alternately connect with the first end of the first three-way valve to change the direction of air entering the fuel cell stack. Therefore, this fuel cell system can change the flow direction of air into the fuel cell, alleviating the leakage degradation problem caused by air continuously entering the membrane electrode assembly (MEA) from the MEA side, and greatly improving the service life of the fuel cell.

[0008] In addition, the fuel cell system according to the above embodiments of this application may also have the following additional technical features:

[0009] According to one embodiment of this application, it further includes: a second three-way valve and a hydrogen cylinder; wherein, a first end of the second three-way valve is connected to the output end of the hydrogen cylinder, a second end of the second three-way valve is connected to a first hydrogen-side port of the fuel cell stack, and a third end of the second three-way valve is connected to a second hydrogen-side port of the fuel cell stack; the second end and the third end of the second three-way valve are configured to alternately connect with the first end of the second three-way valve to change the direction of hydrogen entering the fuel cell.

[0010] According to one embodiment of this application, when the first end and the second end of the first three-way valve are in a conductive state, the first end and the third end of the second three-way valve are in a conductive state; when the first end and the third end of the first three-way valve are in a conductive state, the first end and the second end of the second three-way valve are in a conductive state.

[0011] According to one embodiment of this application, the fuel cell system further includes: a first solenoid valve, one end of which is connected to a second end of a first three-way valve and a first air-side port of the fuel cell stack; and a third solenoid valve, one end of which is connected to a second air-side port of the fuel cell stack and a third end of the first three-way valve; wherein, when the first and second ends of the first three-way valve are in a conductive state, the first solenoid valve is configured to be in a closed state and the third solenoid valve is configured to be in an open state; when the first and third ends of the first three-way valve are in a conductive state, the first solenoid valve is configured to be in an open state and the third solenoid valve is configured to be in a closed state.

[0012] According to one embodiment of this application, the fuel cell system further includes: a second solenoid valve, one end of which is connected to the other end of the first solenoid valve and the other end of the third solenoid valve respectively, and the other end of which is connected to the outlet of the fuel cell system; wherein the second solenoid valve is configured to be in an open state when the first end and the second end of the first three-way valve are in a conducting state, or when the first end and the third end of the first three-way valve are in a conducting state.

[0013] According to one embodiment of this application, the fuel cell system further includes: a fourth solenoid valve, one end of which is connected to the second end of the second three-way valve and the first hydrogen-side port of the fuel cell stack, and the other end of which is connected to the outlet of the fuel cell system; and a fifth solenoid valve, one end of which is connected to the second hydrogen-side port and the third end of the second three-way valve, and the other end of which is connected to the outlet; wherein, when the first and third ends of the second three-way valve are in a conductive state, the fourth solenoid valve is configured to be in an open state and the fifth solenoid valve is configured to be in a closed state; when the first and second ends of the second three-way valve are in a conductive state, the fourth solenoid valve is configured to be in a closed state and the fifth solenoid valve is configured to be in an open state.

[0014] According to one embodiment of this application, the fuel cell system further includes a gas-liquid separator, wherein the other end of the fourth solenoid valve and the other end of the fifth solenoid valve are connected to the outlet of the fuel cell system through the input end of the gas-liquid separator, and the output end of the gas-liquid separator is connected to the outlet of the fuel cell system through a drain valve and an exhaust valve.

[0015] According to one embodiment of this application, the fuel cell system further includes: a proportional valve and a circulation pump, one end of the circulation pump being connected to the output end of the gas-liquid separator, the other end of the circulation pump being connected to the output end of the proportional valve, and the input end of the proportional valve being connected to the output end of the hydrogen cylinder; an intercooler, one end of the intercooler being connected to the output end of the air compressor, and the other end of the intercooler being connected to the first end of the first three-way valve.

[0016] To achieve the above objectives, a vehicle is provided in the second aspect of this application, including the aforementioned fuel cell system.

[0017] According to the vehicle in the embodiment of this application, the fuel cell system described above can change the direction of air flow into the fuel cell, alleviate the leakage attenuation problem caused by air continuously entering the membrane electrode from one side, and greatly improve the service life of the fuel cell.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] Figure 1 This is a block diagram of a fuel cell system according to an embodiment of this application;

[0020] Figure 2 This is a block diagram of a fuel cell system according to another embodiment of this application;

[0021] Figure 3 This is a schematic diagram of a fuel cell system according to a specific embodiment of this application;

[0022] Figure 4 This is a schematic diagram of a fuel cell system according to another specific embodiment of this application;

[0023] Figure 5 This is a block diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0025] The fuel cell system proposed in this application is described below with reference to the accompanying drawings.

[0026] Figure 1 This is a block diagram of a fuel cell system according to an embodiment of this application.

[0027] like Figure 1 As shown, the fuel cell system 100 may include: a fuel cell stack 14, an air compressor 3, and a first three-way valve 17.

[0028] The first end of the first three-way valve 17 is connected to the output end of the air compressor 3, the second end of the first three-way valve 17 is connected to the first air-side port of the fuel cell stack 14, and the third end of the first three-way valve 17 is connected to the second air-side port of the fuel cell stack 14. The second and third ends of the first three-way valve 17 are configured to alternately connect with the first end of the first three-way valve 17 to change the direction of air entering the fuel cell stack 14.

[0029] Specifically, the first end of the first three-way valve 17 is connected to the output end of the air compressor 3 to receive compressed air, and the second end of the first three-way valve 17 is connected to the first air-side port of the fuel cell stack 14 to guide air to one inlet (first air-side port) of the fuel cell stack 14. The third end of the first three-way valve 17 is connected to the second air-side port of the fuel cell stack 14 to guide air to the other inlet (second air-side port) of the fuel cell stack 14.

[0030] In the fuel cell system 100 of this application, the direction of gas entering the fuel cell stack can be changed through a three-way valve switching mechanism. This mechanism is controlled based on the cumulative operating time of the system. The cumulative operating time of the fuel cell system 100 is determined. If the cumulative operating time of the fuel cell system 100 reaches a preset time, for example, 100 hours, it indicates that the current cumulative operating time is long enough. To slow down the aging of the fuel cell, the conduction direction of the three-way valve can be switched. That is, by alternately connecting the second and third ends of the first three-way valve 17 with the first end of the first three-way valve 17, the direction of air entering the fuel cell stack is controlled. When the cumulative operating time of the fuel cell system 100 reaches the preset time, the valve can be switched according to the previous valve state. If the first and second ends of the first three-way valve 17 were in a conducting state in the previous state, then the first and third ends of the first three-way valve 17 are switched to be conducting, thereby changing the direction of air entry. Air enters from the second port on the air side and exits from the first port on the air side. If the first and third ends of the first three-way valve 17 were in a conducting state last time, then the first and second ends of the first three-way valve 17 will be switched to be conducting, thereby changing the direction of air intake again. Air enters from the first port on the air side and exits from the second port on the air side.

[0031] The membrane electrode assembly (MEA) of a fuel cell is subjected to mechanical stress from gas flow during long-term operation. If the gas always enters from the same direction, localized areas of the MEA will experience greater stress, leading to material fatigue and aging. By periodically switching the gas entry direction, the stress distribution of the MEA becomes more uniform. After each switch, areas that previously experienced greater stress are given a break, while other areas share the stress. This alternating approach significantly reduces localized stress concentration in the MEA, slowing down its aging process. Furthermore, MEA leakage is typically caused by material fatigue and microcracks resulting from localized stress concentration. If the gas entry direction is fixed, localized leakage is more likely to occur in the MEA. Additionally, the higher gas flow rate and lower humidity on the air-inlet side, coupled with higher water temperature, make leakage on that side more likely. Conversely, the lower hydrogen flow rate and higher humidity have a relatively smaller negative impact on the MEA. Therefore, switching the direction of air entry into the fuel cell stack 14 reduces stress concentration in localized areas, thereby lowering the risk of MEA leakage. This design effectively reduces direct air contact within the MEA, improving system safety.

[0032] Therefore, by switching the gas inlet direction, the first three-way valve optimizes the operating conditions of the fuel cell. This design not only reduces the local stress and aging rate of the membrane electrode, but also reduces the risk of cross-leakage and improves the stability and safety of the system. Through this simple valve switching mechanism, the service life of the fuel cell can be significantly extended, maintenance costs can be reduced, and the cross-leakage attenuation problem caused by air continuously entering the membrane electrode from one side can be alleviated. This greatly improves the service life of the fuel cell and has significant practical value and innovation.

[0033] According to one embodiment of this application, such as Figure 2 As shown, the fuel cell stack system also includes: a second three-way valve 6 and a hydrogen cylinder 8; wherein, the first end of the second three-way valve 6 is connected to the output end of the hydrogen cylinder 8, the second end of the second three-way valve 6 is connected to the first hydrogen side port of the fuel cell stack 14, and the third end of the second three-way valve 6 is connected to the second hydrogen side port of the fuel cell stack 14; the second end of the second three-way valve 6 and the third end of the second three-way valve 6 are configured to alternately conduct with the first end of the second three-way valve 6 to change the direction of hydrogen entering the fuel cell stack 14.

[0034] Specifically, in current fuel cell systems, hydrogen enters from one side of the membrane electrode assembly (MEA), and the flow direction of the gas cannot be changed. This, in turn, affects fuel cell performance and reduces its lifespan after long-term operation. Therefore, in one embodiment of this application, the conduction circuit can be switched via a second three-way valve 6 to change the direction of hydrogen entering the fuel cell stack 14, thereby significantly improving the lifespan of the fuel cell.

[0035] Specifically, the first end of the second three-way valve 6 is connected to the output end of the hydrogen cylinder 8 to receive hydrogen from the hydrogen cylinder 8. The second end of the second three-way valve 6 is connected to the first hydrogen-side port of the fuel cell stack 14 to guide the hydrogen to one inlet (the first hydrogen-side port) of the fuel cell stack 14. The third end of the second three-way valve 6 is connected to the second hydrogen-side port of the fuel cell stack 14 to guide the hydrogen to the other inlet (the second hydrogen-side port) of the fuel cell stack 14. It should be noted that the hydrogen cylinder 8 can be a liquid hydrogen cylinder or a gaseous hydrogen cylinder.

[0036] The direction of hydrogen entering the fuel cell stack is controlled by alternately connecting the second and third ends of the second three-way valve 6 with the first end of the second three-way valve 6. When the cumulative operating time of the fuel cell system 100 reaches a preset time, the valve state is switched according to the previous state. If the first and second ends of the second three-way valve 6 were connected in the previous state, the valve is switched to connect the first and third ends, thus changing the direction of hydrogen entry. Hydrogen enters from the second port on the hydrogen side and exits from the first port on the hydrogen side. If the first and third ends of the second three-way valve 6 were connected in the previous state, the valve is switched to connect the first and second ends, thus changing the direction of hydrogen entry again. Hydrogen enters from the first port on the hydrogen side and exits from the second port on the hydrogen side.

[0037] In other words, the membrane electrode assembly (MEA) of a fuel cell is subjected to mechanical stress generated by gas flow during long-term operation. By periodically switching the gas inlet direction, the stress distribution of the MEA becomes more uniform. After each switch, areas that previously bore greater stress get a break, while other areas share the stress. This alternating method can significantly reduce local stress concentration in the MEA and slow down its aging process. If the gas always enters from the same direction, local areas of the MEA will bear greater stress, leading to material fatigue and aging. Although the hydrogen flow rate is relatively small and the humidity is high, its negative impact on the MEA is relatively small. However, if the direction in which hydrogen enters the fuel cell stack remains fixed for a long time, local leakage can still occur in the MEA. Therefore, by switching the hydrogen inlet direction, stress concentration in local areas can be reduced, thereby reducing the risk of MEA leakage. This design effectively reduces direct contact of hydrogen in the MEA, improving system safety. Thus, repeatedly switching the hydrogen gas flow rate can reduce MEA leakage and extend the lifespan of the fuel cell system by 100%.

[0038] Therefore, the second three-way valve optimizes the operating conditions of the fuel cell by switching the direction of hydrogen inflow. This design not only reduces the local stress and aging rate of the membrane electrode, but also reduces the risk of cross-leakage and improves the stability and safety of the system. Through this simple valve switching mechanism, the service life of the fuel cell can be significantly extended, maintenance costs can be reduced, and the cross-leakage attenuation problem caused by hydrogen continuously entering the membrane electrode from one side can be alleviated. This greatly improves the service life of the fuel cell and has significant practical value and innovation.

[0039] According to one embodiment of this application, when the first end and the second end of the first three-way valve 17 are in a conductive state, the first end and the third end of the second three-way valve 6 are in a conductive state; when the first end and the third end of the first three-way valve 17 are in a conductive state, the first end and the second end of the second three-way valve 6 are in a conductive state.

[0040] Specifically, the conduction state of the first three-way valve 17 is determined. If the first and second ends of the first three-way valve 17 are in a conducting state, the first and third ends of the second three-way valve 6 can be controlled to be in a conducting state. In other words, this means that the flow direction of hydrogen and air is fixed, for example, referring to... Figure 3 As shown, when the first and second ends of the first three-way valve 17 are in the open state, air enters the fuel cell stack 14 from the air-side first port (the upper port), and hydrogen enters the fuel cell stack 14 from the hydrogen-side second port (the lower port). When the first and third ends of the first three-way valve 17 are in the open state, the first and second ends of the second three-way valve 6 can be controlled to be in the open state. For example, refer to... Figure 4 As shown, when the first end and the third end of the first three-way valve 17 are in the conducting state, air enters the fuel cell stack from the second port (the lower port) on the air side of the fuel cell stack 14, and hydrogen enters the fuel cell stack from the first port (the upper port) on the hydrogen side of the fuel cell stack 14.

[0041] In other words, the membrane electrode assembly (MEA) of a fuel cell is subjected to mechanical stress generated by gas flow during operation. If hydrogen and oxygen always enter from the same side, localized areas of the MEA will experience greater stress, leading to material fatigue and aging. By alternating the entry directions of hydrogen and oxygen, the stress distribution of the MEA becomes more uniform. For example, when hydrogen enters from the top and oxygen from the bottom, the stress is mainly concentrated in the upper part of the MEA. After switching, with hydrogen entering from the bottom and oxygen from the top, the stress distribution shifts to the lower part of the MEA. This alternation effectively reduces excessive stress in localized areas of the MEA and slows down its aging process. Furthermore, the performance of a proton exchange membrane fuel cell is highly dependent on the wettability of the MEA. Uneven wettability can lead to localized dryness (reduced proton conduction efficiency) or excessive wettability (blocking gas channels). When hydrogen enters from the top, oxygen enters from the bottom, and water vapor can better wet the upper part of the fuel cell stack. After switching, hydrogen enters from the bottom and oxygen enters from the top, and water vapor can better wet the lower part of the fuel cell stack. This alternation method can ensure that the overall wettability of the membrane electrode is more uniform, thereby improving the power generation efficiency of the fuel cell.

[0042] Therefore, by periodically changing the direction of hydrogen and air intake, the membrane electrode assembly (MEA) is subjected to alternating gas impacts on both sides, avoiding aging and damage caused by long-term unilateral stress. This alternating use effectively reduces local stress on the MEA and slows down its aging rate. Furthermore, symmetrical intake of hydrogen and air into the fuel cell stack 14 further reduces local stress and aging of the MEA. It should be noted that the MEA is a core component of the fuel cell, and its lifespan directly affects the lifespan of the entire fuel cell system 100. Reducing MEA leakage and aging is crucial for extending fuel cell lifespan. Specifically, by alternating and symmetrically changing the direction of hydrogen and air intake, local stress and aging rate of the MEA can be significantly reduced, thereby extending the fuel cell's lifespan.

[0043] According to one embodiment of this application, such as Figure 3 or Figure 4 As shown, the fuel cell system 100 further includes: a first solenoid valve 4, one end of which is connected to the second end of the first three-way valve 17 and the first air-side port of the fuel cell stack 14 respectively; and a third solenoid valve 15, one end of which is connected to the second air-side port of the fuel cell stack 14 and the third end of the first three-way valve 17 respectively. When the first and second ends of the first three-way valve 17 are in a conductive state, the first solenoid valve 4 is configured to be in a closed state and the third solenoid valve 15 is configured to be in an open state. When the first and third ends of the first three-way valve 17 are in a conductive state, the first solenoid valve 4 is configured to be in an open state and the third solenoid valve 15 is configured to be in a closed state.

[0044] Specifically, the fuel cell system 100 may further include a first solenoid valve 4 and a third solenoid valve 15. The first solenoid valve 4 and the third solenoid valve 15 can be bidirectional valves. One end of the first solenoid valve 4 is connected to the second end of a first three-way valve 17, and the other end is connected to the first air-side port of the fuel cell stack 14. One end of the third solenoid valve 15 is connected to the second air-side port of the fuel cell stack 14 and the third end of the first three-way valve 17, respectively. This connection method allows the first solenoid valve 4 and the third solenoid valve 15 to collaboratively control the airflow path in the fuel cell system 100.

[0045] That is, the states of the first solenoid valve 4 and the third solenoid valve 15 can be configured according to the conduction state of the first three-way valve 17, such as... Figure 3 As shown, when the first end of the first three-way valve 17 is connected to the second end, the first solenoid valve 4 can be controlled to be in the closed state to prevent air from flowing from the second end of the first three-way valve 17 to the first solenoid valve 4, allowing air to flow from the first air-side port of the fuel cell stack 14 to the second air-side port of the fuel cell stack 14. Furthermore, when the first end of the first three-way valve 17 is connected to the second end, the third solenoid valve 15 can be controlled to be in the open state. That is, when the first end of the first three-way valve 17 is connected to the second end, air enters the first air-side port of the fuel cell stack 14 from the second end of the first three-way valve 17 and flows to the second port. Simultaneously, the third solenoid valve 15 opens, allowing air to exit from the second air-side port of the fuel cell stack 14 through the third solenoid valve 15. In other words, air can be discharged from the fuel cell stack system through the third solenoid valve 15 at this time.

[0046] like Figure 4 As shown, when the first end of the first three-way valve 17 is connected to the third end, the first solenoid valve 4 can be controlled to be in the open state, and the third solenoid valve 15 can be controlled to be in the closed state. That is, when the first end of the first three-way valve 17 is connected to the third end, air mainly enters the second air port of the fuel cell stack 14 through the third end of the first three-way valve 17, and flows to one end of the first solenoid valve 4 after passing through the first port and is discharged. Thus, by controlling the on / off state of the solenoid valves, the gas flow path can be flexibly changed as needed. This flexibility allows the system to better adapt to different operating conditions and requirements.

[0047] Furthermore, according to one embodiment of this application, such as Figure 3 or Figure 4As shown, the fuel cell system 100 includes: a second solenoid valve 16, one end of which is connected to the other end of the first solenoid valve 4 and the other end of the third solenoid valve 15 respectively, and the other end of the second solenoid valve 16 is connected to the outlet of the fuel cell system 100; wherein, the second solenoid valve 16 is configured to be in the open state when the first end and the second end of the first three-way valve 17 are in the conducting state, or when the first end and the third end of the first three-way valve 17 are in the conducting state.

[0048] Specifically, the fuel cell system 100 may further include a second solenoid valve 16, which can be a back pressure valve. One end of the second solenoid valve 16 is connected to the other ends of the first solenoid valve 4 and the third solenoid valve 15, respectively, and the other end of the second solenoid valve 16 is connected to the outlet of the fuel cell system 100. This connection method allows air to be discharged from the fuel cell system after the first solenoid valve 4 and the third solenoid valve 16 have cooperated to control the flow of air in the fuel cell system 100. For example, as Figure 3 As shown, when the first end of the first three-way valve 17 is connected to the second end, the second solenoid valve 16 can be controlled to be in the open state, allowing air to flow from the first port on the air side to the second port, then to the third solenoid valve 15, and finally to the second solenoid valve 16 before being discharged. At this time, air can be discharged from the system through the second solenoid valve 16, ensuring that the gas pressure in the system is maintained within the set range. Additionally, as... Figure 4 As shown, when the first end of the first three-way valve 17 is connected to the third end, the second solenoid valve 16 can be controlled to be in the open state, allowing air to flow from the second port on the air side of the fuel cell to the first port, then to the first solenoid valve 4, and finally to the second solenoid valve 16 before being discharged. At this time, air can be discharged from the system through the second solenoid valve 16, ensuring that the gas pressure in the system is maintained within the set range.

[0049] It should be noted that during the operation of the fuel cell system 100, the flow and pressure changes of the gas are crucial to the system's performance and safety. If the pressure within the fuel cell system 100 is too high or too low, it may affect the fuel cell's power generation efficiency, the lifespan of the membrane electrode assembly, and even pose safety hazards. Therefore, the pressure within the system can be adjusted by controlling the opening size of the back pressure valve to ensure it is maintained within a set range.

[0050] According to one embodiment of this application, such as Figure 3 or Figure 4As shown, the fuel cell system 100 further includes: a fourth solenoid valve 5, one end of which is connected to the second end of the second three-way valve 6 and the first hydrogen-side port of the fuel cell stack 14, and the other end of which is connected to the outlet of the fuel cell system 100; and a fifth solenoid valve 13, one end of which is connected to the second hydrogen-side port and the third end of the second three-way valve 6, and the other end of which is connected to the outlet; wherein, when the first and third ends of the second three-way valve 6 are in a conductive state, the fourth solenoid valve 5 is configured to be in an open state and the fifth solenoid valve 13 is configured to be in a closed state; when the first and second ends of the second three-way valve 6 are in a conductive state, the fourth solenoid valve 5 is configured to be in a closed state and the fifth solenoid valve 13 is configured to be in an open state.

[0051] Specifically, the fuel cell system 100 also includes a fourth solenoid valve 5 and a fifth solenoid valve 13 for further precise control of the hydrogen flow path. This involves coordinating the control of the solenoid valves and the three-way valve to optimize the hydrogen entry and exit paths, thereby improving system efficiency and reliability. One end of the fourth solenoid valve 5 is connected to the second end of the second three-way valve 6 and the first hydrogen-side port of the fuel cell stack 14, respectively. The other end of the fourth solenoid valve 5 is connected to the outlet of the fuel cell system 100. One end of the fifth solenoid valve 13 is connected to the second hydrogen-side port and the third end of the second three-way valve 6, respectively. The other end of the fifth solenoid valve 13 is connected to the outlet. This connection method allows the fourth solenoid valve 5 and the fifth solenoid valve 13 to flexibly control the hydrogen flow path according to the state of the second three-way valve 6, ensuring that the hydrogen entry and exit paths in the fuel cell stack 14 meet the system design requirements.

[0052] The conduction status of the second three-way valve 6 is determined, such as... Figure 3 As shown, when the first and third ends of the second three-way valve 6 are in a conductive state, hydrogen enters the second hydrogen-side port of the fuel cell stack 14 from the third end of the second three-way valve 6. At this time, the fourth solenoid valve 5 is in an open state, and the fifth solenoid valve 13 is in a closed state. Hydrogen enters the second hydrogen-side port of the fuel cell stack 14 through the third end of the second three-way valve 6. The fourth solenoid valve 5 is open, allowing hydrogen to flow from the first hydrogen-side port of the fuel cell stack 14 to the gas-liquid separator 11. The fifth solenoid valve 13 is closed, preventing hydrogen from flowing from the second hydrogen-side port to the outlet. That is, hydrogen mainly enters the fuel cell stack 14 through the second hydrogen-side port, while the hydrogen discharged from the first hydrogen-side port enters the outlet through the fourth solenoid valve 5 for subsequent processing.

[0053] The conduction status of the second three-way valve 6 is determined, such as... Figure 4As shown, when the first and second ends of the second three-way valve 6 are in a conductive state, hydrogen enters the first hydrogen-side port of the fuel cell stack 14 from the second end of the second three-way valve 6. At this time, the fourth solenoid valve 5 is configured to be closed and the fifth solenoid valve 13 is configured to be open. Hydrogen enters the first hydrogen-side port of the fuel cell stack 14 through the second end of the second three-way valve 6. The fourth solenoid valve 5 is closed, preventing hydrogen from flowing from the first hydrogen-side port to the outlet. The fifth solenoid valve 13 is open, allowing hydrogen to flow from the second hydrogen-side port to the outlet. That is, hydrogen mainly enters the fuel cell stack 14 through the first hydrogen-side port, while the hydrogen discharged from the second hydrogen-side port flows to the outlet through the fifth solenoid valve 13 for subsequent processing.

[0054] Therefore, the introduction of the fourth solenoid valve 5 and the fifth solenoid valve 13 enables the system to flexibly switch the hydrogen flow path according to the state of the second three-way valve 6. This flexibility ensures that the system can optimize the hydrogen inlet and outlet paths under different operating modes. Furthermore, by controlling the on / off states of the fourth solenoid valve 5 and the fifth solenoid valve 13, the hydrogen flow direction can be precisely controlled, ensuring that the hydrogen inlet and outlet paths meet the design requirements. This improves the overall performance and reliability of the system and significantly extends its service life, demonstrating significant practical value and innovation.

[0055] According to one embodiment of this application, such as Figure 3 or Figure 4 As shown, the fuel cell system 100 also includes a gas-liquid separator 11. The other end of the fourth solenoid valve 5 and the other end of the fifth solenoid valve 13 are connected to the outlet of the fuel cell system 100 through the input end of the gas-liquid separator 11. The output end of the gas-liquid separator 11 is connected to the outlet of the fuel cell system 100 through the drain valve 12 and the exhaust valve 10.

[0056] Specifically, the fuel cell system 100 may further include a gas-liquid separator 11. The other ends of the fourth solenoid valve 5 and the fifth solenoid valve 13 are connected to the outlet of the fuel cell system 100 through the input end of the gas-liquid separator 11. The output end of the gas-liquid separator 11 is connected to the outlet of the fuel cell system 100 through a drain valve 12 and an exhaust valve 10. That is, the drain valve 12 is used to discharge the liquid (usually water) separated in the gas-liquid separator 11, the exhaust valve 10 is used to discharge the gas (usually unreacted hydrogen or air) separated in the gas-liquid separator 11, and the outlet is the outlet of the fuel cell system 100 used to discharge excess liquid and gas, ensuring the gas and liquid balance inside the system.

[0057] During the operation of the fuel cell system 100, hydrogen and air react to produce water vapor, and unreacted hydrogen or air may also be present inside the system. Direct discharge or circulation of these gas-liquid mixtures can lead to performance degradation or damage to the system. The gas-liquid separator 11 separates the liquid (e.g., water) and gas (e.g., hydrogen, air) from these mixtures, ensuring that the medium for subsequent processing or discharge is pure. If the separated liquid (e.g., water) is not discharged promptly, it may accumulate inside the system, causing damage to the fuel cell stack or other components. Excess liquid can be discharged through the gas-liquid separator 11 and drain valve 12, protecting the normal operation of system components. Furthermore, the gas-liquid separator 11 ensures that the gas entering the fuel cell stack is dry, preventing excessive moisture in the membrane electrode assembly (MEA) or blockage of gas channels by excessive water vapor, thereby improving the fuel cell's power generation efficiency. By separating and discharging excess liquid and gas, the gas-liquid separator 11 helps maintain pressure and temperature balance within the system, optimizing the fuel cell's operating conditions.

[0058] Therefore, the gas-liquid separator 11 ensures the purity of the medium inside the system by separating liquid and gas, protecting system components, improving operating efficiency, and enhancing the system's safety and environmental friendliness. The output end of the gas-liquid separator 11 is connected to the outlet of the fuel cell system 100 through a drain valve 12 and an exhaust valve 10, realizing the effective discharge and treatment of excess liquid and gas. The addition of the gas-liquid separator 11 further optimizes the overall performance and reliability of the fuel cell system 100.

[0059] According to one embodiment of this application, such as Figure 3 or Figure 4 As shown, the fuel cell system 100 also includes a proportional valve 7 and a circulation pump 9. One end of the circulation pump 9 is connected to the output end of the gas-liquid separator 11, and the other end of the circulation pump 9 is connected to the output end of the proportional valve 7. The input end of the proportional valve 7 is connected to the output end of the hydrogen cylinder 8.

[0060] Specifically, the fuel cell system 100 may further include a proportional valve 7 and a circulation pump 9. The input end of the proportional valve 7 can be connected to the output end of the hydrogen tank 8, one end of the circulation pump 9 can be connected to the output end of the gas-liquid separator 11, and the other end of the circulation pump 9 can be connected to the output end of the proportional valve 7. That is to say, the gas-liquid separator 11 can separate liquids (such as water) from the hydrogen, ensuring the purity of the hydrogen. The separated hydrogen is reused through the circulation pump 9. The proportional valve 7 can adjust the amount of hydrogen supplied from the hydrogen tank 8 to the fuel cell stack 14, thereby improving the operating efficiency and economy of the entire fuel cell system 100. In addition, the use of the circulation pump 9 can ensure smoother flow of hydrogen throughout the system, avoid system performance degradation caused by hydrogen accumulation or waste, and reduce safety hazards caused by hydrogen leakage or incomplete utilization, thereby improving system safety.

[0061] Thus, by feeding unused hydrogen back into the fuel cell stack 14 to participate in the chemical reaction, hydrogen recycling is achieved, improving the system's economy and safety. This not only enhances the operating efficiency of the fuel cell system 100 but also meets the requirements of environmental protection and sustainable development.

[0062] According to one embodiment of this application, such as Figure 3 or Figure 4 As shown, the fuel cell system 100 also includes an intercooler 18, one end of which is connected to the output end of the air compressor 3, and the other end of which is connected to the first end of the first three-way valve 17.

[0063] Specifically, the fuel cell system 100 may also include an intercooler 18. Since the temperature of the air will rise after being compressed by the air compressor 3, it needs to be cooled by the intercooler 18. This can be achieved by connecting one end of the intercooler 18 to the output end of the air compressor 3 and connecting the other end of the intercooler 18 to the first end of the first three-way valve 17, so that the cooled air enters the first three-way valve 17 through the output end of the intercooler 18 and is then distributed to different paths according to the needs of the fuel cell system 100.

[0064] In other words, after air is compressed by air compressor 3, its temperature rises significantly. High-temperature air entering the fuel cell stack may cause the membrane electrode assembly (MEA) to overheat, affecting its performance and lifespan. The intercooler 18 cools the high-temperature compressed air to a suitable temperature, ensuring that the air temperature entering the fuel cell stack meets design requirements, thereby improving the fuel cell's operating efficiency and stability. Furthermore, the relatively high humidity of the cooled air helps maintain the moisture level of the MEA. The performance of a proton exchange membrane fuel cell is highly dependent on the MEA's moisture content; appropriate humidity can improve proton conduction efficiency, thus enhancing the fuel cell's power generation performance. By regulating the air temperature through intercooler 18, the dryness and performance degradation of the MEA caused by high-temperature air can be avoided. Moreover, by lowering the air temperature, intercooler 18 reduces damage to the MEA caused by high-temperature and dry environments, thereby extending the MEA's lifespan.

[0065] Therefore, the intercooler 18 reduces the temperature of the compressed air, ensuring that the temperature and humidity of the air entering the fuel cell stack are suitable, thereby improving the performance of the fuel cell, protecting the membrane electrode, and optimizing the operating efficiency of the entire system. The addition of the intercooler 18 further enhances the technical advantages of this application in improving the lifespan of the fuel cell membrane electrode.

[0066] In addition, such as Figure 3 or Figure 4 As shown in the embodiments of this application, the fuel cell system 100 may further include an air filter 1 and a flow meter 2. One end of the flow meter 2 is connected to the air filter 1, and the other end of the flow meter 2 is connected to an air compressor 3. That is, the fuel cell system 100 requires high-purity air as an oxidant to support the hydrogen oxidation reaction. However, ambient air typically contains dust, particulate matter, microorganisms, and other impurities. If these impurities enter the fuel cell stack 14, they may cause contamination, blockage, or damage to the membrane electrode assembly, thereby reducing the performance and lifespan of the fuel cell. The main function of the air filter 1 is to filter the air entering the system, removing dust, particulate matter, and other impurities to ensure that the air entering the fuel cell stack 100 is clean. Through efficient filtration, the potential damage of impurities to the fuel cell stack 100 can be significantly reduced.

[0067] In addition, the performance of the fuel cell stack 14 is highly dependent on the gas flow rate entering the fuel cell stack. If the gas flow rate is too high or too low, it may cause the performance of the fuel cell stack 14 to degrade, the efficiency to decrease, or the components to be damaged. The flow meter 2 can be used to accurately measure and control the air flow rate entering the fuel cell stack 14. By monitoring the flow rate in real time, the system can adjust the gas supply as needed to ensure that the fuel cell stack 14 operates under optimal conditions.

[0068] Thus, the air filter 1 and the flow meter 2 work together to ensure that the air entering the fuel cell stack 14 is both clean and has a moderate flow rate. This synergy can significantly improve the performance and reliability of the fuel cell system 100. By reducing the contamination of the system by impurities and optimizing the gas flow rate, the air filter 1 and the flow meter 2 can significantly extend the service life of the fuel cell stack 14 and other components and reduce maintenance costs.

[0069] In summary, according to the fuel cell system of this application embodiment, the first end of the first three-way valve is connected to the output end of the air compressor, the second end of the first three-way valve is connected to the first air-side port of the fuel cell stack, and the third end of the first three-way valve is connected to the second air-side port of the fuel cell stack. The first three-way valve is configured to switch the conduction circuit to change the direction of air entering the fuel cell stack. Therefore, this fuel cell system can change the flow direction of air into the fuel cell, alleviating the leakage degradation problem caused by air continuously entering the membrane electrode assembly (MEA) from the MEA side, and greatly improving the service life of the fuel cell.

[0070] Corresponding to the above embodiments, this application also proposes a vehicle.

[0071] like Figure 5 As shown, the vehicle 200 in this embodiment may include the fuel cell system 100 described above.

[0072] According to the vehicle in the embodiment of this application, the fuel cell system described above can change the direction of air flow into the fuel cell, alleviate the leakage attenuation problem caused by air continuously entering the membrane electrode from one side, and greatly improve the service life of the fuel cell.

[0073] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0074] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0078] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A fuel cell system, characterized in that, include: The fuel cell stack, air compressor, and first three-way valve; among which, The first end of the first three-way valve is connected to the output end of the air compressor, the second end of the first three-way valve is connected to the first air-side port of the fuel cell stack, and the third end of the first three-way valve is connected to the second air-side port of the fuel cell stack. The second end and the third end of the first three-way valve are configured to alternately connect with the first end of the first three-way valve to change the direction of air entering the fuel cell stack; It also includes: a second three-way valve and a hydrogen cylinder; among which, The first end of the second three-way valve is connected to the output end of the hydrogen cylinder, the second end of the second three-way valve is connected to the first hydrogen side port of the fuel cell stack, and the third end of the second three-way valve is connected to the second hydrogen side port of the fuel cell stack. The second end and the third end of the second three-way valve are configured to alternately connect with the first end of the second three-way valve to change the direction of hydrogen entering the fuel cell stack; When the first end and the second end of the first three-way valve are in a conductive state, the first end and the third end of the second three-way valve are in a conductive state. When the first end and the third end of the first three-way valve are in a conductive state, the first end and the second end of the second three-way valve are in a conductive state.

2. The fuel cell system according to claim 1, characterized in that, Also includes: A first solenoid valve, one end of which is connected to the second end of the first three-way valve and the first air-side port of the fuel cell stack, respectively; A third solenoid valve, one end of which is connected to the second air-side port of the fuel cell stack and the third end of the first three-way valve, respectively. When the first end and the second end of the first three-way valve are in a conductive state, the first solenoid valve is configured to be in a closed state and the third solenoid valve is configured to be in an open state.

3. The fuel cell system according to claim 2, characterized in that, Also includes: The second solenoid valve has one end connected to the other ends of the first solenoid valve and the third solenoid valve, respectively, and the other end connected to the outlet of the fuel cell system; wherein the second solenoid valve is configured to be in the open state when the first end and the second end of the first three-way valve are in a conducting state, or when the first end and the third end of the first three-way valve are in a conducting state.

4. The fuel cell system according to claim 1, characterized in that, Also includes: The fourth solenoid valve has one end connected to the second end of the second three-way valve and the first hydrogen side port of the fuel cell stack, and the other end connected to the outlet of the fuel cell system. The fifth solenoid valve has one end connected to the second port on the hydrogen side and the third end of the second three-way valve, and the other end connected to the outlet; wherein, When the first and third ends of the second three-way valve are in a conductive state, the fourth solenoid valve is configured to be in an open state, and the fifth solenoid valve is configured to be in a closed state. When the first end and the second end of the second three-way valve are in a conductive state, the fourth solenoid valve is configured to be in a closed state, and the fifth solenoid valve is configured to be in an open state.

5. The fuel cell system according to claim 4, characterized in that, Also includes: The gas-liquid separator has its other ends connected to the fuel cell system's outlet via the input end of the fourth solenoid valve and the other ends of the fifth solenoid valve. The output end of the gas-liquid separator is connected to the fuel cell system's outlet via a drain valve and an exhaust valve.

6. The fuel cell system according to claim 5, characterized in that, Also includes: A proportional valve and a circulating pump are provided. One end of the circulating pump is connected to the output end of the gas-liquid separator, and the other end of the circulating pump is connected to the output end of the proportional valve. The input end of the proportional valve is connected to the output end of the hydrogen cylinder.

7. The fuel cell system according to claim 1 or 6, characterized in that, Also includes: An intercooler, one end of which is connected to the output end of the air compressor, and the other end of which is connected to the first end of the first three-way valve.

8. A vehicle, characterized in that, Including the fuel cell system according to any one of claims 1-7.

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