Fuel cell system and vehicle

Abstract

The utility model discloses a fuel cell system and a vehicle. The fuel cell system comprises a fuel cell stack, a pump device, a heat dissipation device, a bypass passage, a valve device, a circulation loop, a liquid storage tank and a first gas vent, the bypass passage bypasses the heat dissipation device, so that the cooling liquid flows through the bypass passage; the valve device is used for adjusting the flow ratio between the cooling liquid flowing through the heat dissipation device and the cooling liquid flowing through the bypass passage; the circulation loop connects the fuel cell stack, the heat dissipation device, the valve device and the pump device in a ring shape; the cooling liquid can flow out of the liquid storage tank to the circulation loop or flow into the liquid storage tank from the circulation loop; the first air outlet is formed in the bypass channel and connected with the liquid storage tank. The gas in the bypass passage can be discharged into the liquid storage tank through the first gas vent, so that the temperature control effect of the fuel cell stack can be improved, the stability of the system can be improved, and the service life of the system can be prolonged.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a fuel cell system and a vehicle. Background Art

[0002] Fuel cell vehicles are an important development direction of new energy vehicles. Fuel cell systems generate electricity to power electric motors, which drive vehicles. Compared with internal combustion engines, fuel cell vehicles have the advantages of zero emissions, low noise and high energy efficiency.

[0003] Conventional fuel cell systems usually include a fuel cell and a cooling system for the fuel cell. The cooling system usually includes a radiator, a pump, and a tank for storing coolant. The cooling system is used to control the temperature of the fuel cell. However, there is a problem that excess gas cannot be removed from the cooling system of a conventional fuel cell system, which not only affects the temperature control effect of the fuel cell, but also affects the stability and service life of the fuel cell system. Utility Model Content

[0004] In view of the above-mentioned problems existing in the prior art, the present application provides a fuel cell system and a vehicle. The technical solution adopted in the embodiments of the present application is as follows.

[0005] The first aspect of the present application provides a fuel cell system, which is mounted on a vehicle and includes:

[0006] Fuel cell stack;

[0007] A pump device, located at an upstream side of the fuel cell stack in a flow direction of the coolant, for circulating the coolant;

[0008] A heat dissipation device, located at the downstream side of the fuel cell stack in the flow direction of the coolant, to dissipate heat from the coolant;

[0009] a bypass passage that bypasses the heat dissipation device to allow the coolant to flow through;

[0010] a valve device for adjusting a flow ratio between the coolant flowing through the heat dissipation device and the coolant flowing through the bypass passage;

[0011] A circulation loop, which connects the fuel cell stack, the heat dissipation device, the valve device and the pump device in a ring shape;

[0012] A liquid storage tank, from which the coolant can flow out to the circulation loop or flow from the circulation loop into the liquid storage tank;

[0013] The first air release port is arranged in the bypass passage and is connected to the liquid storage tank.

[0014] In some embodiments, the first air release port is located at the highest point of the bypass passage in a vehicle height direction.

[0015] In some embodiments, at least a portion of the bypass passage is formed by a first pipe, a middle portion of the first pipe is arched upward in a vehicle height direction, and the first air release port is disposed in the middle portion of the first pipe.

[0016] In some embodiments, the bypass passage is provided with an ion adsorption passage connected in parallel, and the ion adsorption passage is provided with an ion adsorption device;

[0017] The first air release port is located on the upstream side of a branch point between the ion adsorption passage and the bypass passage in the flow direction of the coolant.

[0018] In some embodiments, a ratio of the fluid flow rate flowing out through the first vent port to the total fluid flow rate in the bypass passage is less than or equal to 5%.

[0019] In some embodiments, it also includes:

[0020] A second air vent is provided between the coolant outlet of the fuel cell stack and the valve device, and the second air vent is connected to the liquid storage tank.

[0021] In some embodiments, it also includes:

[0022] A third air vent is provided on the heat dissipation device, and the third air vent is connected to the liquid storage tank.

[0023] In some embodiments, at least one of the second air release port and the third air release port is higher than the first air release port in a vehicle height direction.

[0024] In some embodiments, at least one of the second air release port and the third air release port is lower than the first air release port in a vehicle height direction.

[0025] A second aspect of the present application provides a vehicle comprising the fuel cell system as described above.

[0026] In the fuel cell system of the embodiment of the present application, a first vent is provided on the bypass passage, and the first vent is connected to the liquid storage tank, and the gas in the bypass passage can be discharged into the liquid storage tank through the first vent. In this way, the temperature control of the fuel cell stack can be prevented from being affected by the gas in the bypass passage and the circulation loop, which is beneficial to improving the temperature control effect of the fuel cell stack, improving the system stability, and extending the service life of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1This is a schematic structural diagram of a fuel cell system according to the first embodiment of the present application.

[0028] Figure 2 This is a schematic cross-sectional view of the first pipeline according to an embodiment of the present application.

[0029] Figure 3 This is a schematic structural diagram of a fuel cell system according to a second embodiment of the present application.

[0030] Description of reference numerals:

[0031] 11-fuel cell stack; 12-circulation loop; 13-valve device; 14-heat dissipation device; 15-bypass passage; 16-ion adsorption passage; 17-ion adsorption device; 18-liquid storage tank; 19-pump device; 21-first vent port; 22-second vent port; 23-third vent port; 24-first vent passage; 25-second vent passage; 26-third vent passage; 31-first pipeline. DETAILED DESCRIPTION

[0032] Various aspects and features of the present application are described herein with reference to the accompanying drawings.

[0033] It should be understood that various modifications may be made to the embodiments of the present application. Therefore, the above description should not be considered as limiting, but only as an example of an embodiment. Other modifications within the scope and spirit of the present application will occur to those skilled in the art.

[0034] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present application and, together with the general description of the present application given above and the detailed description of the embodiments given below, serve to explain the principles of the present application.

[0035] These and other characteristics of the present application will become apparent from the following description of a preferred form of embodiment given as a non-limiting example with reference to the accompanying drawings.

[0036] It should also be understood that although the present application has been described with reference to some specific examples, many other equivalent forms that can be implemented by those skilled in the art should be considered to be within the scope of protection defined by the present application.

[0037] The above and other aspects, features and advantages of the present application will become more apparent in view of the following detailed description when taken in conjunction with the accompanying drawings.

[0038] Specific embodiments of the present application are described hereinafter with reference to the accompanying drawings; however, it should be understood that the embodiments applied for are merely examples of the present application, which may be implemented in a variety of ways. Well-known and / or repeated functions and structures are not described in detail to avoid unnecessary or redundant details that obscure the present application. Therefore, the specific structural and functional details applied for herein are not intended to be limiting, but merely serve as a basis and representative basis for the claims to teach those skilled in the art to use the present application in a variety of ways with substantially any suitable detailed structure.

[0039] This specification may use the phrases "in one embodiment," "in another embodiment," "in yet another embodiment," or "in other embodiments," all of which may refer to one or more of the same or different embodiments according to the present application.

[0040] An embodiment of the present application provides a fuel cell system, which can be arranged on a vehicle as a power source of the vehicle and can be used to supply power to electrical loads such as electric motors on the vehicle. Figure 1 This is a schematic structural diagram of a fuel cell system according to a first embodiment of the present application. Figure 1 The arrows in the figure show the direction of fluid flow at different locations in the fuel cell system. Figure 1 As shown, the fuel cell system of the embodiment of the present application may include a fuel cell stack 11, a circulation loop 12, a heat dissipation device 14, a pump device 19, a liquid storage tank 18, a bypass passage 15, a valve device 13 and a first vent port 21.

[0041] The fuel cell stack 11 is used to generate electricity by electrochemical reaction. The fuel cell stack 11 includes but is not limited to a proton exchange membrane fuel cell stack, a phosphoric acid fuel cell stack, a molten carbonic acid fuel cell stack, an alkaline fuel cell stack or a solid oxide fuel cell stack.

[0042] The circulation loop 12 connects the fuel cell stack 11, the heat dissipation device 14, the valve device 13 and the pump device 19 in a ring shape, so that the coolant circulates to cool the fuel cell stack 11. Optionally, the fuel cell stack 11 may have a coolant inlet and a coolant outlet, the inflow end of the circulation loop 12 may be connected to the coolant outlet of the fuel cell stack 11, and the outflow end of the circulation loop 12 may be connected to the coolant inlet of the fuel cell stack 11.

[0043] The pump device 19 is located at the upstream side of the fuel cell stack 11 in the coolant flow direction. The pump device 19 is used to drive the coolant to circulate in the circulation loop 12. Optionally, the pump device 19 can also be used as a power source for the coolant circulation in the bypass passage 15. The structure and type of the pump device 19 are not limited here. In practical applications, various pumps that can provide power for the flow of coolant can be selected.

[0044] The heat sink 14 may be located on the downstream side of the fuel cell stack 11 in the direction of the coolant flow, and the heat sink 14 is used to dissipate heat from the coolant. Specifically, the coolant flows through the fuel cell stack 11 to exchange heat with the heat source and absorb the heat from the heat source. After the coolant flows out of the fuel cell stack 11, it can be dissipated through the heat sink 14 to reduce the temperature of the coolant. The cooled coolant can flow back to the fuel cell stack 11 through the circulation loop 12 to achieve the purpose of controlling the temperature of the fuel cell stack 11. Optionally, the heat sink 14 includes but is not limited to air-cooled radiators, radiation radiators, water-cooled radiators, and the like. Taking the heat sink 14 as an example, the air-cooled radiator may include a heat exchanger and a fan. The heat exchanger may be arranged in the circulation loop 12, and the fan may be used to guide the airflow to flow through the heat exchanger, thereby dissipating the heat in the coolant into the air.

[0045] The bypass passage 15 bypasses the heat sink 14 to allow the coolant to flow through. Specifically, the bypass passage 15 branches out from a branch point on the circulation loop 12 located on the upstream side of the heat sink 14 in the coolant flow direction, and the bypass passage 15 is connected to the circulation loop 12 at a confluence point located on the downstream side of the heat sink 14 in the coolant flow direction, so that all or part of the coolant can bypass the heat sink 14 and flow back to the fuel cell stack 11.

[0046] Optionally, the confluence point of the bypass passage 15 and the circulation loop 12 may be located on the upstream side of the pump device 19 in the coolant flow direction. In this way, the pump device 19 can not only provide power for the coolant flow in the circulation loop 12, but also provide power for the coolant flow in the bypass passage 15, which is conducive to simplifying the system structure and reducing production costs.

[0047] Optionally, the confluence point of the bypass passage 15 and the circulation loop 12 may be located at the upstream side of the connection point of the liquid storage tank 18 and the circulation loop 12. In this way, after the coolant in the bypass passage 15 and the circulation loop 12 converges, the pressure in the circulation loop 12 can be adjusted by the liquid storage tank 18, which is conducive to maintaining the pressure in the circulation loop 12 stable.

[0048] The valve device 13 is used to adjust the flow ratio between the coolant flowing through the heat dissipation device 14 and the coolant flowing through the bypass passage 15. Optionally, the valve device 13 may be arranged at a branch point between the bypass passage 15 and the circulation loop 12. Optionally, the valve device 13 may include a single valve or a valve assembly composed of multiple valves. Exemplarily, the valve device 13 may include a three-way valve.

[0049] The liquid storage tank 18 is connected to the circulation loop 12, and the liquid storage tank 18 is used to store coolant, and the coolant can flow out of the liquid storage tank 18 to the circulation loop 12 or flow into the liquid storage tank 18 from the circulation loop 12. Optionally, the liquid storage tank 18 can be connected to the circulation loop 12 through, for example, a pressure valve. The pressure valve can be configured to connect the liquid storage tank 18 and the circulation loop 12 when the pressure of the circulation loop 12 is less than a first threshold value, so that the coolant in the liquid storage tank 18 can flow into the circulation loop 12. The pressure valve can also be configured to connect the liquid storage tank 18 and the circulation loop 12 when the pressure of the circulation loop 12 is greater than a second threshold value, so that the coolant in the circulation loop 12 can flow back to the liquid storage tank 18.

[0050] Optionally, the liquid storage tank 18 may be connected to the upstream side of the pump device 19 in the coolant flow direction. The pump device 19 is prone to pressure drop on the upstream side of the coolant flow direction, and the coolant in the liquid storage tank 18 may be controlled to flow from the upstream side of the pump device 19 into the circulation loop 12 to avoid pressure reduction in the circulation loop 12 and the pump device 19, thereby preventing cavitation in the circulation loop 12 and the pump device 19 due to pressure reduction.

[0051] The first air vent 21 may be disposed in the bypass passage 15, and the first air vent 21 is connected to the liquid storage tank 18. Optionally, the liquid storage tank 18 may have a first air inlet, and the first air vent 21 may be connected to the liquid storage tank 18 through a first air vent passage 24. The gas in the bypass passage 15 may be discharged into the liquid storage tank 18 through the first air vent 21.

[0052] In the fuel cell system of the embodiment of the present application, a first vent 21 is provided on the bypass passage 15, and the first vent 21 is connected to the liquid storage tank 18, and the gas in the bypass passage 15 can be discharged into the liquid storage tank 18 through the first vent 21. In this way, it is possible to avoid the temperature control of the fuel cell stack 11 being affected by the gas in the bypass passage 15 and the circulation loop 12, which is conducive to improving the temperature control effect of the fuel cell stack 11, improving the system stability, and extending the service life of the system.

[0053] In some embodiments, the first air vent 21 is located at the highest point of the bypass passage 15 in the vehicle height direction. Compared with coolant, gas is more likely to gather at a high position of the bypass passage 15. Placing the first air vent 21 at the highest point of the bypass passage 15 in the vehicle height direction is conducive to discharging gas in the bypass passage 15 and reducing coolant discharge.

[0054] Cooperate Figure 2As shown, in some embodiments, at least part of the bypass passage 15 is formed by a first pipe 31, the middle part of the first pipe 31 is arched upward in the vehicle height direction, and the first air outlet 21 is arranged in the middle part of the first pipe 31. Since the middle part of the first pipe 31 is arched upward in the vehicle height direction, the first pipe 31 includes an ascending section, a descending section, and an inflection point at the junction of the ascending section and the descending section. The inflection point is conducive to gas accumulation, and the first air outlet 21 is arranged at the inflection point to facilitate the discharge of gas in the bypass passage 15, thereby improving the temperature control effect of the fuel cell stack.

[0055] It is understandable that the bypass passage 15 is not limited to being formed by the bent first pipe 31, and the first air vent 21 is not limited to being arranged on the first pipe 31. When the bypass passage 15 does not have an inflection point similar to that on the first pipe 31, the first air vent 21 may also be arranged at the highest point of the bypass passage 15 in the vehicle height direction according to the actual arrangement of the bypass passage 15.

[0056] Cooperate Figure 3 As shown, in some embodiments, the bypass passage 15 is provided with an ion adsorption passage 16 connected in parallel, and the ion adsorption passage 16 is provided with an ion adsorption device 17. The first vent 21 is located at the upstream side of the branch point of the ion adsorption passage 16 and the bypass passage 15 in the flow direction of the coolant. Specifically, the first vent 21 is located between the branch point of the ion adsorption passage 16 and the bypass passage 15 and the branch point of the bypass passage 15 and the circulation loop 12.

[0057] On the bypass passage 15, the closer to the upstream side in the flow direction of the coolant, the higher the temperature and pressure, which is more conducive to gas discharge. Therefore, setting the first vent 21 at the upstream side of the branch point between the ion adsorption passage 16 and the bypass passage 15 in the flow direction of the coolant is conducive to the discharge of gas in the bypass passage 15. Moreover, it can prevent the gas from affecting the ion adsorption device 17 located on the downstream side, which is conducive to improving the operating stability of the ion adsorption device 17 and extending the service life of the ion adsorption device 17.

[0058] Optionally, a branch point between the bypass passage 15 and the circulation loop 12 and a branch point between the ion adsorption passage 16 and the bypass passage 15 may be connected via the first pipeline 31 .

[0059] In some embodiments, the ratio of the fluid flow rate flowing out through the first venting port 21 to the total fluid flow rate in the bypass passage is less than or equal to 5%, preferably less than or equal to 2%. In this way, the gas venting demand of the bypass passage 15 can be met, and excessive coolant can be prevented from being discharged along with the gas, which is conducive to maintaining the pressure in the bypass passage 15 and the circulation loop 12 stable.

[0060] It can be understood that, in a specific implementation, the cross-sectional area of ​​the first vent port 21, the cross-sectional area of ​​the bypass passage 15 and the proportional relationship between the two can be constructed so that the ratio of the fluid flow rate flowing out through the first vent port 21 during the operation of the fuel cell system to the total fluid flow rate in the bypass passage 15 is less than or equal to 5%.

[0061] Cooperate Figure 3 As shown, in some embodiments, the fuel cell system may further include a second vent 22, which may be disposed between the coolant outlet of the fuel cell stack 11 and the valve device 13, and the second vent 22 is connected to the liquid storage tank 18. In this way, the gas in the circulation loop 12 between the coolant outlet of the fuel cell stack 11 and the valve device 13 can be discharged, which can improve the venting effect of the fuel cell system, thereby improving the temperature control effect of the fuel cell stack 11, and can also prevent the gas from causing damage to the valve device 13 and the equipment located on the downstream side of the valve device 13.

[0062] Optionally, the second air release port 22 is disposed at the highest point of the circulation loop 12 between the coolant outlet of the fuel cell stack 11 and the valve device 13 in the vehicle height direction or at a position close to the highest point. In this way, the air release effect can be improved.

[0063] Optionally, the second venting port 22 may be connected to the first venting passage 24 via a second venting passage 25, and the gas may be discharged to the first venting passage 24 via the second venting passage 25, and then the gas may be discharged into the liquid storage tank 18 via the first venting passage 24. Figure 3 Of course, the second air release port 22 can also be directly connected to the liquid storage tank 18 through the second air release passage 25.

[0064] Optionally, the ratio of the fluid flow rate flowing out through the second vent port 22 to the total fluid flow rate in the circulation loop 12 may be less than or equal to 5%, preferably less than or equal to 2%. In this way, the discharge amount of the coolant through the second vent port 22 can be reduced while meeting the venting requirement.

[0065] It is understandable that the total fluid flow in the circulation loop 12 refers to the total fluid flow at a position close to the second air vent 22. In a specific implementation, the cross-sectional area of ​​the second air vent 22, the cross-sectional area of ​​the circulation loop and the proportional relationship between the two can be configured so that the ratio of the fluid flow flowing out through the second air vent 22 to the total fluid flow in the circulation loop 12 is less than or equal to 5%.

[0066] In some embodiments, the fuel cell system may further include a third vent 23, which is disposed on the heat sink 14 and connected to the liquid storage tank 18. In this way, the gas in the heat sink 14 can be discharged, further improving the venting effect, preventing the gas from affecting the pump device 19 and other equipment located on the downstream side of the heat sink 14, which is conducive to extending the service life of the pump device 19.

[0067] Optionally, the third air release port 23 may be disposed at the highest point of the heat dissipation device 14 in the vehicle height direction or at a position close to the highest point, which is beneficial to improving the air release effect.

[0068] Optionally, the third air vent 23 may be connected to the liquid storage tank 18 via a third air vent passage 26. Figure 3 The third venting port 23 can also be connected to the first venting passage 24 through the third venting passage 26, and the gas is discharged into the liquid storage tank 18 through the first venting passage 24. This is conducive to simplifying the pipeline structure.

[0069] Optionally, the ratio of the fluid flow rate flowing out through the third air vent 23 to the total fluid flow rate of the coolant flow path in the heat sink 14 is less than or equal to 5%, preferably less than or equal to 2%. In this way, while meeting the air venting requirement, the discharge amount of the coolant through the third air vent 23 can be reduced, which is conducive to maintaining the pressure of the heat sink 14.

[0070] It can be understood that the total fluid flow rate of the flow path where the coolant in the heat sink 14 is located refers to the total fluid flow rate near the third air vent 23. In specific implementation, the cross-sectional area of ​​the third air vent 23, the cross-sectional area of ​​the flow path where the coolant in the heat sink 14 is located, and the proportional relationship between the two can be configured so that the ratio between the fluid flow rate flowing out through the third air vent 23 during the operation of the fuel cell system and the total fluid flow rate of the flow path where the coolant in the heat sink 14 is located is less than or equal to 5%.

[0071] In some embodiments, at least one of the second air outlet 22 and the third air outlet 23 is higher than the first air outlet 21 in the vehicle height direction. Alternatively, at least one of the second air outlet 22 and the third air outlet 23 is lower than the first air outlet 21 in the vehicle height direction.

[0072] Optionally, the second air outlet 22 and the third air outlet 23 may be higher than the first air outlet 21 in the vehicle height direction, or one of the second air outlet 22 and the third air outlet 23 may be higher than the first air outlet 21 in the vehicle height direction, and the other may be the same height as the first air outlet 21 or lower than the first air outlet 21 in the vehicle height direction.

[0073] Optionally, the second air outlet 22 and the third air outlet 23 may be lower than the first air outlet 21 in the vehicle height direction, or one of the second air outlet 22 and the third air outlet 23 may be lower than the first air outlet 21 in the vehicle height direction, and the other may be the same height as the first air outlet 21 or higher than the first air outlet 21 in the vehicle height direction.

[0074] Exemplarily, the second air release port 22 may be lower than the first air release port 21 in the vehicle height direction, and the third air release port 23 may be higher than the first air release port 21 in the vehicle height direction.

[0075] Optionally, at least one of the first air vent 21, the second air vent 22 and the third air vent 23 may be located at the highest point in the pipeline forming the circulation loop 12 and the bypass passage 15 in the vehicle height direction. In this way, it is beneficial to discharge the gas in the circulation loop 12 and the bypass passage 15.

[0076] It should be noted that, in a specific implementation, only the first air release port 21 may be provided. Figure 1 As shown. The first air outlet 21 and the second air outlet 22 may also be provided at the same time, or the first air outlet 21 and the third air outlet 23 may also be provided at the same time. Alternatively, Figure 3 As shown, a first air release port 21, a second air release port 22 and a third air release port 23 are provided at the same time. Of course, other air release ports can also be provided at other positions where air release is required to achieve the purpose of air release.

[0077] The embodiment of the present application provides a vehicle, including a fuel cell system as described in any of the above embodiments. The vehicle in the embodiment of the present application may be a "car", "vehicle" and "entire vehicle" or other similar terms including general motor vehicles, such as sedans, SUVs, MPVs, buses, trucks and other cargo or passenger vehicles, watercraft including various ships and boats, and aircraft, etc., including hybrid vehicles and fuel cell vehicles. Among them, a hybrid vehicle refers to a vehicle with two or more power sources.

[0078] The above embodiments are only exemplary embodiments of the present application and are not intended to limit the present application. The protection scope of the present application is defined by the claims. Those skilled in the art may make various modifications or equivalent substitutions to the present application within the essence and protection scope of the present application, and such modifications or equivalent substitutions shall also be deemed to fall within the protection scope of the present application.

Claims

1. A fuel cell system, characterized in that: Mounted on the vehicle, including: Fuel cell stack; A pump device, located at an upstream side of the fuel cell stack in a flow direction of the coolant, for circulating the coolant; A heat dissipation device, located at the downstream side of the fuel cell stack in the flow direction of the coolant, to dissipate heat from the coolant; a bypass passage that bypasses the heat dissipation device to allow the coolant to flow through; a valve device for adjusting a flow ratio between the coolant flowing through the heat dissipation device and the coolant flowing through the bypass passage; A circulation loop, which connects the fuel cell stack, the heat dissipation device, the valve device and the pump device in a ring shape; A liquid storage tank, from which the coolant can flow out to the circulation loop or flow from the circulation loop into the liquid storage tank; The first air release port is arranged in the bypass passage and is connected to the liquid storage tank.

2. The fuel cell system according to claim 1, characterized in that: The first air release port is located at a highest point of the bypass passage in a vehicle height direction.

3. The fuel cell system according to claim 1, characterized in that: At least a portion of the bypass passage is formed by a first pipe, a middle portion of the first pipe is arched upward in a height direction of the vehicle, and the first air release port is arranged in the middle portion of the first pipe.

4. The fuel cell system according to claim 1, characterized in that: The bypass passage is provided with an ion adsorption passage connected in parallel, and the ion adsorption passage is provided with an ion adsorption device; The first air release port is located on the upstream side of a branch point between the ion adsorption passage and the bypass passage in the flow direction of the coolant.

5. The fuel cell system according to claim 1, characterized in that: The ratio of the fluid flow rate flowing out through the first air release port to the total fluid flow rate in the bypass passage is less than or equal to 5%.

6. The fuel cell system according to any one of claims 1 to 5, characterized in that: Also includes: A second air vent is provided between the coolant outlet of the fuel cell stack and the valve device, and the second air vent is connected to the liquid storage tank.

7. The fuel cell system according to claim 6, characterized in that: Also includes: A third air vent is provided on the heat dissipation device, and the third air vent is connected to the liquid storage tank.

8. The fuel cell system according to claim 7, characterized in that: At least one of the second air release port and the third air release port is higher than the first air release port in a vehicle height direction.

9. The fuel cell system according to claim 7, characterized in that: At least one of the second air release port and the third air release port is lower than the first air release port in a vehicle height direction.

10. A vehicle, characterized in that: A fuel cell system comprising the fuel cell system as claimed in any one of claims 1 to 9.

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