Fuel cell cooling system and fuel cell

Abstract

The utility model provides a fuel cell cooling system and a fuel cell, the cooling system comprises a first flow path, a second flow path, a galvanic pile and a radiator, the first flow path and the second flow path are arranged between the galvanic pile and the radiator, cooling liquid flows out of the galvanic pile, passes through the first flow path, the radiator and the second flow path, and then flows back to the galvanic pile. The system further comprises a hydrogen preheater and an intercooler, the hydrogen preheater is arranged between the galvanic pile and the hydrogen source, the intercooler is arranged between the galvanic pile and the compressed air source, the hydrogen preheater comprises a first water inlet, and the first water inlet is communicated with the first flow path so that cooling liquid flowing out of the galvanic pile can flow into the hydrogen preheater; the intercooler comprises a second water inlet, and the second water inlet is communicated with the second flow path, so that the cooling liquid flowing out of the electric pile flows into the intercooler. Through the arrangement, the energy of the fuel cell cooling liquid is recovered, the power consumption of the air compressor and the hydrogen preheater is reduced, the parasitic power consumption of the system is reduced, and the energy utilization rate of the fuel cell system is improved.

Description

Technical Field

[0001] The utility model relates to a fuel cell cooling system and a fuel cell. Background Art

[0002] Fuel cell stacks are the core of the hydrogen energy industry, and proton exchange membrane fuel cells have become the most promising power source due to their rapid startup, high power density, long life, reliable operation, and environmental friendliness. The fuel cell stack structure is also constantly innovating and breaking through in order to achieve better operating results.

[0003] The temperature of hydrogen and air entering the fuel cell stack must be consistent with the outlet temperature of the fuel cell coolant, or within ±3°C of the outlet temperature of the coolant. The hydrogen of a traditional fuel cell enters the stack directly from the hydrogen bottle through the pre-treatment device; the temperature of compressed air is approximately between 150-200°C, and the compressed air is cooled by the intercooler.

[0004] At the same time, after cooling the fuel cell stack, the coolant of the fuel cell directly dissipates heat through the air-cooled radiator, and the capacity of the coolant is dissipated to the external environment. The energy consumption of the air-cooled radiator is relatively large. The tail gas of the fuel cell is directly discharged into the external environment. Under rated conditions, the temperature of the tail gas will reach 80℃-90℃ and be directly discharged into the external environment. The capacity of the coolant and the tail gas cannot be utilized, and the energy utilization rate of the fuel cell is low. Utility Model Content

[0005] The technical problem to be solved by the utility model is to overcome the defects of the prior art that the energy of the fuel cell coolant cannot be reused and the air-cooled radiator has a large energy consumption, and to provide a fuel cell cooling system and a fuel cell.

[0006] The utility model solves the above technical problems through the following technical solutions:

[0007] A fuel cell cooling system comprises a first flow path, a second flow path, a fuel cell stack and a radiator, wherein the first flow path and the second flow path are arranged between the fuel cell stack and the radiator, and a coolant flows out of the fuel cell stack and passes through the first flow path, the radiator and the second flow path, and then flows back to the fuel cell stack.

[0008] It also includes a hydrogen preheater and an intercooler, wherein the hydrogen preheater is arranged between the fuel cell stack and the hydrogen source, and the intercooler is arranged between the fuel cell stack and the compressed air source.

[0009] The hydrogen preheater includes a first water inlet, which is connected to the first flow path so that the coolant flowing out of the battery stack flows into the hydrogen preheater; the intercooler includes a second water inlet, which is connected to the second flow path so that the coolant flowing out of the battery stack flows into the intercooler.

[0010] In this solution, the coolant in the first flow path is a high-temperature coolant, and the coolant in the second flow path is a low-temperature coolant. Among them, "high temperature" and "low temperature" are relative concepts. The hydrogen is preheated by a hydrogen preheater so that the temperature of the hydrogen is consistent with the coolant temperature at the coolant outlet, or within ±3°C of the coolant outlet temperature. Part of the high-temperature coolant flowing out of the stack enters the hydrogen preheater, and the heat of the high-temperature coolant is used to preheat the hydrogen, reducing the amount of coolant that needs to be cooled by the radiator, while reducing the energy consumption of the radiator and the hydrogen preheater. The compressed air is cooled by the intercooler, and part of the low-temperature coolant enters the intercooler to cool the compressed air, which can reduce the energy consumption of the intercooler. The energy of the fuel cell coolant is recovered by the above-mentioned setting, the power consumption of the air compressor and the hydrogen preheater is reduced, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system.

[0011] Preferably, the hydrogen preheater comprises a first water outlet, and the first water outlet is connected to the second flow path, so that the coolant flows out of the hydrogen preheater from the first water outlet and returns to the second flow path.

[0012] In this solution, high-temperature coolant enters the hydrogen preheater from the first flow path, exchanges heat with hydrogen, cools down, and is converted into low-temperature coolant and returns to the second flow path. It can also enter the fuel cell stack or intercooler, and by recovering the energy of the coolant, reduce the load of the radiator, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system. Between the first flow path and the second flow path, the hydrogen preheater is no longer connected to other components that exchange heat with the coolant, so it is convenient to control the temperature of the coolant that eventually returns to the second flow path by adjusting the flow of the coolant, and it is convenient to control the coolant temperature at different positions in the cooling system, and it is convenient to set up the cooling system.

[0013] Preferably, the intercooler comprises a second water outlet, and the second water outlet is connected to the first flow path, so that the coolant flows out of the intercooler from the second water outlet and returns to the first flow path.

[0014] In this solution, between the second flow path and the first flow path, the intercooler is no longer connected to other components that exchange heat with the coolant, so it is convenient to control the temperature of the coolant that finally returns to the first flow path by adjusting the flow rate of the coolant, thereby facilitating the control of the coolant temperature at different positions in the cooling system and facilitating the setting of the cooling system.

[0015] Preferably, the cooling system comprises a first stop valve, which is used to adjust the flow rate of the coolant through the hydrogen preheater; and / or, the cooling system comprises a second stop valve, which is used to adjust the flow rate of the coolant through the intercooler.

[0016] In this solution, by adjusting the opening of the first stop valve and the second stop valve, the flow rate of the coolant passing through the hydrogen preheater and the intercooler can be adjusted, so that the temperature regulation requirements of the fuel cell stack, intercooler and hydrogen preheater can be met in different working environments, and the use of the cooling system and fuel cell can be facilitated.

[0017] Preferably, the cooling system further comprises a temperature sensor, and the temperature sensor is used to detect the temperature of the coolant, and the temperature sensor is at least arranged at one end of the second flow path connected to the fuel cell stack.

[0018] In this solution, a temperature sensor is provided to ensure that the temperature of the coolant when entering the fuel cell stack reaches a temperature sufficient to cool the fuel cell stack, thereby ensuring normal use of the fuel cell.

[0019] A fuel cell comprises the above-mentioned fuel cell cooling system, wherein the fuel cell stack has a coolant outlet and a coolant inlet, wherein the coolant outlet is connected to the first flow path, and the coolant inlet is connected to the second flow path.

[0020] In this solution, the coolant in the first flow path is a high-temperature coolant, and the coolant in the second flow path is a low-temperature coolant. Among them, "high temperature" and "low temperature" are relative concepts. The hydrogen is preheated by a hydrogen preheater so that the temperature of the hydrogen is consistent with the coolant temperature at the coolant outlet, or within ±3°C of the coolant outlet temperature. Part of the high-temperature coolant flowing out of the stack enters the hydrogen preheater, and the heat of the high-temperature coolant is used to preheat the hydrogen, reducing the amount of coolant that needs to be cooled by the radiator, while reducing the energy consumption of the radiator and the hydrogen preheater. The compressed air is cooled by the intercooler, and part of the low-temperature coolant enters the intercooler to cool the compressed air, which can reduce the energy consumption of the intercooler. The energy of the fuel cell coolant is recovered by the above-mentioned setting, the power consumption of the air compressor and the hydrogen preheater is reduced, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system.

[0021] Preferably, it further comprises an air compressor, wherein the air compressor has a turbine mechanism, and the turbine mechanism is directly or indirectly connected to the tail exhaust outlet of the fuel cell stack.

[0022] In this scheme, the temperature of the tail gas of the fuel cell is about 80°C and the pressure is between 150 and 200 Kpag. By directly or indirectly connecting the tail outlet to the turbine mechanism of the air compressor, the kinetic energy and internal energy of the tail gas are converted into mechanical energy for air compression, thereby reducing the energy consumption of the air compressor, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system.

[0023] Preferably, the fuel cell further includes a steam-water separator, and the tail outlet, the steam-water separator and the turbine mechanism of the air compressor are connected in sequence.

[0024] In this scheme, before the exhaust gas enters the turbine mechanism of the air compressor, it needs to pass through a steam-water separator to remove water vapor in the exhaust gas, so as to prevent the water vapor from corroding the internal components of the turbine mechanism after entering the turbine mechanism of the air compressor, thereby benefiting the service life of the air compressor.

[0025] Preferably, the air compressor further comprises a compression mechanism, and the air source is connected to the air inlet of the fuel cell stack via the compression mechanism.

[0026] In this solution, compressed air is used to provide the fuel cell with the oxygen required for the electrochemical reaction, which helps to increase the power density of the fuel cell stack, reduce the cost of the fuel cell, and achieve lightweighting of the fuel cell.

[0027] Preferably, the intercooler is arranged between the compression mechanism and the air inlet of the fuel cell stack.

[0028] In this solution, since the temperature of the compressed air is relatively high, the compressed air is cooled by an intercooler to prevent the air temperature from being too high and damaging the proton membrane or motor of the fuel cell stack, and to prevent high-temperature air from damaging the membrane electrode. At the same time, it has the effect of cooling and increasing humidity, which is beneficial to the service life of the fuel cell stack.

[0029] The positive and progressive effects of the utility model are:

[0030] The coolant in the first flow path is a high-temperature coolant, and the coolant in the second flow path is a low-temperature coolant. The hydrogen is preheated by a hydrogen preheater so that the temperature of the hydrogen is consistent with the coolant temperature at the coolant outlet, or within ±3°C of the coolant outlet temperature. Part of the high-temperature coolant flowing out of the stack enters the hydrogen preheater, and the heat of the high-temperature coolant is used to preheat the hydrogen, reducing the amount of coolant that needs to be cooled by the radiator, while reducing the energy consumption of the radiator and the hydrogen preheater. The compressed air is cooled by the intercooler, and part of the low-temperature coolant enters the intercooler to cool the compressed air, which can reduce the energy consumption of the intercooler. The energy of the fuel cell coolant is recovered by the above-mentioned setting, the power consumption of the air compressor and the hydrogen preheater is reduced, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of the structure of the cooling system of Example 1 of the utility model.

[0032] Figure 2 This is a schematic diagram of the structure of the fuel cell of Example 2 of the utility model.

[0033] Description of reference numerals:

[0034] Battery stack 1

[0035] First flow path 12

[0036] Second flow path 13

[0037] Hydrogen source 2

[0038] Hydrogen preheater 3

[0039] Radiator 4

[0040] Intercooler 5

[0041] Steam separator 6

[0042] Air compressor 7

[0043] Turbine mechanism 71

[0044] Compression mechanism 72

[0045] Throttle 8

[0046] Air filter 9

[0047] First stop valve 10

[0048] Second stop valve 11

[0049] Temperature sensor 14 DETAILED DESCRIPTION

[0050] A preferred embodiment is given below, and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0051] Example 1

[0052] This embodiment provides a fuel cell cooling system. Figure 1As shown, it includes a first flow path 12, a second flow path 13, a stack 1 and a radiator 4. The first flow path 12 and the second flow path 13 are arranged between the stack 1 and the radiator 4. The coolant flows out of the stack 1 and passes through the first flow path 12, the radiator 4 and the second flow path 13, and then flows back to the stack 1. It also includes a hydrogen preheater 3 and an intercooler 5. The hydrogen preheater 3 is arranged between the stack 1 and the hydrogen source 2. The intercooler 5 is arranged between the stack 1 and the compressed air source. The hydrogen preheater 3 includes a first water inlet, which is connected to the first flow path 12 so that the coolant flowing out of the stack 1 flows into the hydrogen preheater 3; the intercooler 5 includes a second water inlet, which is connected to the second flow path 13 so that the coolant flowing out of the stack 1 flows into the intercooler 5. Among them, the radiator 4 is an air-cooled radiator 4, the hydrogen source 2 is a hydrogen bottle, and the compressed air source is air passing through the air compressor 7.

[0053] The coolant in the first flow path 12 is a high-temperature coolant, and the coolant in the second flow path 13 is a low-temperature coolant. Here, "high temperature" and "low temperature" are relative concepts, and the temperature of the high-temperature coolant is about 70°C. Figure 1 In the figure, the dotted arrow indicates the flow direction of the coolant, wherein the dotted line with a hollow arrow indicates a low-temperature coolant, and the dotted line with a solid arrow indicates a high-temperature coolant. The hydrogen is preheated by the hydrogen preheater 3 so that the temperature of the hydrogen is consistent with the coolant temperature at the coolant outlet of the stack 1, or within ±3°C of the coolant outlet temperature. Part of the high-temperature coolant flowing out of the stack 1 enters the hydrogen preheater 3, and the heat of the high-temperature coolant is used to preheat the hydrogen, thereby reducing the amount of coolant that needs to be cooled by the radiator 4, and reducing the energy consumption of the radiator 4 and the hydrogen preheater 3. The compressed air is cooled by the intercooler 5, and part of the low-temperature coolant enters the intercooler 5 to cool the compressed air, which can reduce the energy consumption of the intercooler 5. The energy of the fuel cell coolant is recovered by the above-mentioned setting, the power consumption of the air compressor 7 and the hydrogen preheater 3 is reduced, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system.

[0054] As a preferred embodiment, the hydrogen preheater 3 includes a first water outlet, which is connected to the second flow path 13, so that the coolant flows out of the hydrogen preheater 3 from the first water outlet and returns to the second flow path 13. Specifically, the coolant flows out from the first flow path 12, flows into the hydrogen preheater 3 through the first water inlet, and flows out from the first water outlet and returns to the second flow path 13.

[0055] The high-temperature coolant enters the hydrogen preheater 3 from the first flow path 12, exchanges heat with the hydrogen, cools down, and is converted into low-temperature coolant and returns to the second flow path 13. It can also enter the fuel cell stack 1 or the intercooler 5, and by recovering the energy of the coolant, the load of the radiator 4 is reduced, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system. Between the first flow path 12 and the second flow path 13, the hydrogen preheater 3 is no longer connected to other components that exchange heat with the coolant, so that it is convenient to control the temperature of the coolant that finally returns to the second flow path 13 by adjusting the flow rate of the coolant, and it is convenient to control the coolant temperature at different positions in the cooling system, and it is convenient to set up the cooling system.

[0056] As a preferred embodiment, the intercooler 5 includes a second water outlet, which is connected to the first flow path 12, so that the coolant flows out of the intercooler 5 from the second water outlet and returns to the first flow path 12. Specifically, the coolant flows out from the second flow path 13, flows into the intercooler 5 through the second water inlet, and flows out from the second water outlet and returns to the first flow path 12.

[0057] Between the second flow path 13 and the first flow path 12, the intercooler 5 is no longer connected to other components that perform heat exchange with the coolant, so that it is convenient to control the temperature of the coolant that finally returns to the first flow path 12 by adjusting the flow rate of the coolant, thereby facilitating the control of the coolant temperature at different positions in the cooling system and facilitating the setting of the cooling system.

[0058] As a preferred embodiment, the cooling system includes a first stop valve 10, which is used to adjust the flow rate of the coolant through the hydrogen preheater 3; and / or, the cooling system includes a second stop valve 11, which is used to adjust the flow rate of the coolant through the intercooler 5.

[0059] In a preferred embodiment, in the flow direction of the coolant, the connection position of the second water outlet and the first flow path 12, the connection position of the first flow path 12 and the first water inlet, and the radiator 4 are arranged in sequence; the radiator 4, the connection position of the first water outlet and the second flow path 13, and the connection position of the second flow path 13 and the intercooler 5 are arranged in sequence. Through the above arrangement, it is convenient to adjust the flow rate of the coolant passing through the hydrogen preheater 3 and the intercooler 5.

[0060] In this embodiment, the first stop valve 10 is arranged between the first water outlet and the second flow path 13, and the second stop valve 11 is arranged between the second water outlet and the first flow path 12. In the specific use process, it is necessary to test the opening and closing degree of the first stop valve 10 and the second stop valve 11, and adjust them to meet the temperature regulation required when the coolant enters the fuel cell stack 1.

[0061] In other alternative embodiments, the first stop valve 10 may be disposed between the first flow path 12 and the first water inlet and the second flow path 13, and the second stop valve 11 may be disposed between the second flow path 13 and the second water inlet. Alternatively, the flow rate of the coolant passing through the hydrogen cooling device and the intercooler 5 may be adjusted by adjusting the pipe diameter, the water pump pressure, etc.

[0062] By adjusting the opening of the first stop valve 10 and the second stop valve 11, the flow rate of the coolant passing through the hydrogen preheater 3 and the intercooler 5 can be adjusted, so that the temperature regulation requirements of the fuel cell stack 1, the intercooler 5 and the hydrogen preheater 3 can be met in different working environments, and the use of the cooling system and the fuel cell can be facilitated.

[0063] As a preferred embodiment, the cooling system further includes a temperature sensor 14, which is used to detect the temperature of the coolant. The temperature sensor 14 is at least arranged at one end of the second flow path 13 connected to the fuel cell stack 1.

[0064] By providing the temperature sensor 14 , it is ensured that the temperature of the coolant when entering the fuel cell stack 1 reaches a temperature capable of cooling the fuel cell stack 1 , thereby ensuring the normal use of the fuel cell.

[0065] As a preferred embodiment, in the cooling system, temperature sensors 14 can be provided at both the coolant inlet and the coolant outlet of the fuel cell stack 1. By detecting the coolant temperature at the coolant inlet and the coolant outlet of the stack 1, as well as the difference between the two, it can help determine the working condition of the fuel cell stack 1, which is beneficial to the safety of the fuel cell.

[0066] Example 2

[0067] This embodiment provides a fuel cell, such as Figure 2 As shown, the fuel cell includes the fuel cell cooling system in Example 1, and the fuel cell stack 1 has a coolant outlet and a coolant inlet, wherein the coolant outlet is connected to the first flow path 12, and the coolant inlet is connected to the second flow path 13.

[0068] The coolant in the first flow path 12 is a high-temperature coolant, and the coolant in the second flow path 13 is a low-temperature coolant. Here, "high temperature" and "low temperature" are relative concepts, and the temperature of the high-temperature coolant is about 70°C. Figure 2In the figure, the dotted arrow indicates the flow direction of the coolant, and the solid arrow indicates the flow direction of the gas. The dotted line with a hollow arrow indicates a low-temperature coolant, and the dotted line with a solid arrow indicates a high-temperature coolant; the solid line with a hollow arrow represents a gas medium with a lower temperature in the same gas, and the solid line with a solid arrow represents a gas medium with a higher temperature in the same gas. The hydrogen is preheated by the hydrogen preheater 3 so that the temperature of the hydrogen is consistent with the coolant temperature at the coolant outlet, or within ±3°C of the coolant outlet temperature. Part of the high-temperature coolant flowing out of the stack 1 enters the hydrogen preheater 3, and the heat of the high-temperature coolant is used to preheat the hydrogen, reducing the amount of coolant that needs to be cooled by the radiator 4, while reducing the energy consumption of the radiator 4 and the hydrogen preheater 3. The compressed air is cooled by the intercooler 5, and part of the low-temperature coolant enters the intercooler 5 to cool the compressed air, which can reduce the energy consumption of the intercooler 5. The above arrangement recovers the energy of the fuel cell coolant, reduces the power consumption of the air compressor 7 and the hydrogen preheater 3, and further reduces the parasitic power consumption of the system, thereby improving the energy utilization rate of the fuel cell system.

[0069] As a preferred embodiment, the fuel cell further includes an air compressor 7 , which has a turbine mechanism 71 , and the turbine mechanism 71 is directly or indirectly connected to the tail exhaust outlet of the fuel cell stack 1 .

[0070] The temperature of the tail gas of the fuel cell is about 80°C and the pressure is between 150 and 200 Kpag. By directly or indirectly connecting the tail outlet to the turbine mechanism 71 of the air compressor 7, the kinetic energy and internal energy of the tail gas are converted into mechanical energy for air compression, thereby reducing the energy consumption of the air compressor 7, thereby reducing the parasitic power consumption of the system and improving the energy utilization rate of the fuel cell system.

[0071] As a preferred embodiment, the fuel cell further includes a steam-water separator 6, and the tail exhaust outlet, the steam-water separator 6 and the turbine mechanism 71 of the air compressor 7 are connected in sequence. Specifically, the turbine mechanism 71 has a rotating element, including but not limited to a rotor or an impeller, and the rotor or the impeller is arranged on the turbine shaft, and drives the turbine shaft to rotate under the action of the tail exhaust gas to generate mechanical energy.

[0072] Before the exhaust gas enters the turbine mechanism 71 of the air compressor 7, it needs to pass through the steam-water separator 6 to remove water vapor in the exhaust gas to prevent the water vapor from corroding the internal components of the turbine mechanism 71 after entering the turbine mechanism 71 of the air compressor 7, thereby benefiting the service life of the air compressor 7.

[0073] As a preferred embodiment, the air compressor 7 further includes a compression mechanism 72 , and the air source is connected to the air inlet of the fuel cell stack 1 via the compression mechanism 72 .

[0074] Providing the fuel cell with oxygen required for the electrochemical reaction through compressed air helps to increase the power density of the fuel cell stack 1, reduce the cost of the fuel cell, and achieve lightweighting of the fuel cell.

[0075] As a preferred embodiment, the intercooler 5 is arranged between the compression mechanism 72 and the air inlet.

[0076] Since the temperature of compressed air is relatively high, the compressed air is cooled by the intercooler 5 to prevent the air temperature from being too high to damage the proton membrane or motor of the fuel cell stack 1, and to prevent high-temperature air from damaging the membrane electrode. At the same time, it has the effect of cooling and increasing humidity, which is beneficial to the service life of the fuel cell stack 1.

[0077] As a preferred embodiment, the fuel cell can be provided with temperature sensors 14 at both the hydrogen inlet and the hydrogen outlet of the hydrogen preheater 3. By detecting the hydrogen temperature at the hydrogen outlet, it can be ensured that the hydrogen is preheated to a specified temperature, which is beneficial to the normal use of the fuel cell stack 1. By detecting the hydrogen temperature at the hydrogen inlet and the hydrogen outlet, it can help determine whether the hydrogen preheater 3 is in a normal working state, facilitate maintenance of the hydrogen preheater 3, and facilitate the safe use of the fuel cell.

[0078] As a preferred embodiment, the fuel cell can be provided with temperature sensors 14 at both the air inlet and the air outlet of the intercooler 5. By detecting the air temperature at the air outlet, it can be ensured that the air is cooled to a specified temperature, which is beneficial to the normal use of the fuel cell stack 1. By detecting the air temperature at the air inlet and the air outlet, it can help determine whether the intercooler 5 is in a normal working state, facilitate maintenance of the intercooler 5, and facilitate the safe use of the fuel cell.

[0079] As a preferred embodiment, the fuel cell can be provided with a temperature sensor 14 at the tail exhaust outlet, between the steam-water separator 6 and the turbine mechanism 71 of the air compressor 7, and between the turbine mechanism 71 and the air throttle 8. The tail exhaust leaves the fuel cell through the air throttle 8. By detecting the air temperature between the tail exhaust outlet and the steam-water separator 6 and the turbine mechanism 71, it can help determine whether the steam-water separator 6 is in a normal working state, which is convenient for the maintenance of the steam-water separator 6 and is beneficial to the safe use of the fuel cell. By detecting the air temperature between the steam-water separator 6 and the turbine mechanism 71, and between the turbine mechanism 71 and the air throttle 8, it can help determine whether the turbine mechanism 71 is in a normal working state, which is convenient for the maintenance of the air compressor 7 and is beneficial to the safe use of the fuel cell.

[0080] As a preferred embodiment, air enters the compression mechanism 72 of the air compressor 7 through the air filter 9 to prevent impurities in the air from damaging the fuel cell stack 1.

[0081] Although the specific implementations of the utility model are described above, those skilled in the art should understand that this is only an example, and the protection scope of the utility model is defined by the attached claims. Those skilled in the art can make various changes or modifications to these implementations without departing from the principle and essence of the utility model, but these changes and modifications fall within the protection scope of the utility model.

Claims

1. A fuel cell cooling system, comprising a first flow path, a second flow path, a fuel cell stack and a radiator, wherein the first flow path and the second flow path are arranged between the fuel cell stack and the radiator, and a coolant flows out of the fuel cell stack and passes through the first flow path, the radiator and the second flow path, and then flows back to the fuel cell stack, characterized in that: It also includes a hydrogen preheater and an intercooler, wherein the hydrogen preheater is arranged between the fuel cell stack and the hydrogen source, and the intercooler is arranged between the fuel cell stack and the compressed air source. The hydrogen preheater includes a first water inlet, which is connected to the first flow path so that the coolant flowing out of the battery stack flows into the hydrogen preheater; the intercooler includes a second water inlet, which is connected to the second flow path so that the coolant flowing out of the battery stack flows into the intercooler.

2. The fuel cell cooling system according to claim 1, characterized in that: The hydrogen preheater includes a first water outlet, and the first water outlet is connected to the second flow path, so that the coolant flows out of the hydrogen preheater from the first water outlet and returns to the second flow path.

3. The fuel cell cooling system according to claim 1, characterized in that: The intercooler includes a second water outlet, and the second water outlet is connected to the first flow path, so that the coolant flows out of the intercooler from the second water outlet and returns to the first flow path.

4. The fuel cell cooling system according to claim 1, characterized in that: The cooling system comprises a first stop valve, which is used to adjust the flow rate of the coolant passing through the hydrogen preheater; And / or, the cooling system comprises a second shut-off valve, and the second shut-off valve is used to adjust the flow rate of the coolant passing through the intercooler.

5. The fuel cell cooling system according to any one of claims 1 to 4, characterized in that: The cooling system further includes a temperature sensor, which is used to detect the temperature of the coolant. The temperature sensor is at least arranged at one end of the second flow path connected to the fuel cell stack.

6. A fuel cell, characterized in that: The fuel cell comprises a fuel cell cooling system as described in any one of claims 1 to 5, and the fuel cell stack has a coolant outlet and a coolant inlet, wherein the coolant outlet is connected to the first flow path, and the coolant inlet is connected to the second flow path.

7. The fuel cell according to claim 6, wherein: It also includes an air compressor, which has a turbine mechanism, and the turbine mechanism is directly or indirectly connected to the tail exhaust outlet of the fuel cell stack.

8. The fuel cell according to claim 7, wherein: The fuel cell also includes a steam-water separator, and the tail outlet, the steam-water separator and the turbine mechanism of the air compressor are connected in sequence.

9. The fuel cell according to claim 8, characterized in that The air compressor also includes a compression mechanism, and the air source is connected to the air inlet of the fuel cell stack through the compression mechanism.

10. The fuel cell according to claim 9, wherein: The intercooler is arranged between the compression mechanism and the air inlet of the fuel cell stack.

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