Removal device for fuel cell coolant

Abstract

The utility model provides a fuel cell coolant removal device, which comprises a target test board, a target fuel cell, a cooling path, a nitrogen supply unit and a coolant storage tank, wherein the cooling path comprises a coolant inlet pipe and a coolant discharge pipe; the coolant inlet pipe and the coolant outlet pipe are arranged between the target test board and the target fuel cell; the nitrogen supply unit is connected with the nitrogen inlet, the nitrogen inlet is communicated with the coolant inlet pipe, and the nitrogen supply unit is used for conveying nitrogen to the cooling path through the nitrogen inlet until the nitrogen conveying duration reaches a conveying duration threshold value; a coolant storage tank is connected to the coolant discharge pipe, and the coolant storage tank stores the coolant discharged from the coolant discharge pipe due to the nitrogen gas pressure. Through the device, the coolant in the cooling path can be quickly discharged by utilizing the air pressure of the nitrogen, so that the removal efficiency of the coolant in the cooling path is improved, and the removal time is shortened.

Description

Technical Field

[0001] The present application relates to the technical field of fuel cells, and in particular to a device for removing coolant from a fuel cell. Background Art

[0002] A fuel cell is a chemical device that converts the chemical energy of a fuel directly into electrical energy. In practical applications, in order to ensure the safety and reliability of the fuel cell, the fuel cell needs to be tested accordingly using a test bench. Since the fuel cell generates a lot of heat during the test, in order to ensure the normal operation of the fuel cell, it needs to be cooled accordingly, that is, the fuel cell needs to be cooled by a coolant during the test of the fuel cell. At this time, after the fuel cell test is completed, in order to successfully decouple the fuel cell from the test bench, the coolant needs to be discharged.

[0003] In the related art, the coolant in the cooling path is mainly discharged by gravity. Specifically, after the fuel cell test is completed on the test bench, the coolant in the cooling path can be discharged outward by its own gravity by properly placing the fuel cell.

[0004] Although the coolant in the cooling path can be drained by gravity, the draining efficiency of the coolant in the cooling path by gravity is low and the draining time required is long. Utility Model Content

[0005] The embodiments of the present application at least provide a device for removing coolant from a fuel cell, which can use the gas pressure of nitrogen to quickly remove the coolant in the cooling path, thereby improving the removal efficiency of the coolant in the cooling path and reducing the removal time.

[0006] The present application embodiment provides a device for removing coolant from a fuel cell, including a target test bench, a target fuel cell, a cooling path, a nitrogen supply unit, and a coolant storage tank:

[0007] The cooling circuit includes a coolant inlet pipe and a coolant outlet pipe, and the coolant inlet pipe and the coolant outlet pipe are both arranged between the target test bench and the target fuel cell;

[0008] The nitrogen supply unit is connected to the nitrogen inlet, the nitrogen inlet is communicated with the coolant inlet pipe, and the nitrogen supply unit is used to transport nitrogen to the cooling path through the nitrogen inlet until the nitrogen transport time reaches the transport time threshold;

[0009] The coolant storage tank is connected to the coolant discharge pipe, and the coolant storage tank is used to store the coolant discharged from the coolant discharge pipe due to the nitrogen gas pressure.

[0010] In a possible implementation, the target fuel cell includes a cell stack and a non-cell element, the cooling path includes a cell stack cooling path corresponding to the cell stack and a non-cell element cooling path corresponding to the non-cell element, the cell stack cooling path includes a cell stack coolant inlet pipe and a cell stack coolant outlet pipe, and the non-cell element cooling path includes a non-cell element coolant inlet pipe and a non-cell element coolant outlet pipe;

[0011] The nitrogen inlet includes a battery stack nitrogen inlet communicated with the battery stack coolant inlet pipe and a non-battery element nitrogen inlet communicated with the non-battery element coolant inlet pipe, and the nitrogen supply unit is connected to the battery stack nitrogen inlet and the non-battery element nitrogen inlet respectively;

[0012] The coolant storage tank includes a battery stack coolant storage tank corresponding to the battery stack cooling path and a non-battery element coolant storage tank corresponding to the non-battery element cooling path.

[0013] In one possible implementation, the battery stack cooling circuit also includes a primary heat exchanger and a secondary heat exchanger, the connection position between the primary heat exchanger and the battery stack coolant exhaust pipe is located after the battery stack coolant storage tank, and the connection position between the secondary heat exchanger and the battery stack coolant exhaust pipe is located between the battery stack and the battery stack coolant storage tank.

[0014] In a possible implementation, the non-battery component cooling path further includes a heat exchanger, and the connection position between the heat exchanger and the non-battery component coolant discharge pipe is located after the non-battery component coolant storage tank.

[0015] In a possible implementation, the delivery time threshold is greater than or equal to 1 minute.

[0016] In a possible implementation, the pressure of the nitrogen gas transported in the cooling circuit is greater than or equal to 3 bar.

[0017] In a possible implementation, a corresponding cooling path three-way valve is provided at the cooling path, and a corresponding nitrogen supply valve is provided at the nitrogen inlet.

[0018] In a possible implementation, a timer is provided on the nitrogen supply valve, and the timer is used to determine the duration of the nitrogen supply unit stopping the delivery of nitrogen.

[0019] In a possible implementation, a temperature sensor is provided on the target fuel cell.

[0020] In a possible implementation, the coolant storage tank is connected to the coolant inlet pipe, and the coolant storage tank is also used to provide recycled coolant to the coolant inlet pipe.

[0021] In summary, the present application provides a device for removing coolant from a fuel cell, the device comprising a target test bench, a target fuel cell, a cooling path, a nitrogen supply unit and a coolant storage tank: the cooling path comprises a coolant inlet pipe and a coolant outlet pipe, both of which are arranged between the target test bench and the target fuel cell; the nitrogen supply unit is connected to a nitrogen inlet, the nitrogen inlet is communicated with the coolant inlet pipe, the nitrogen supply unit is used to deliver nitrogen to the cooling path through the nitrogen inlet until the nitrogen delivery time reaches a delivery time threshold; the coolant storage tank is connected to the coolant outlet pipe, the coolant storage tank is used to store the coolant discharged from the coolant outlet pipe due to the nitrogen pressure. Through the above device, the nitrogen pressure can be used to achieve rapid discharge of the coolant in the cooling path, thereby improving the removal efficiency of the coolant in the cooling path and reducing the removal time.

[0022] Other advantages of the present application will be explained in more detail in conjunction with the following description and drawings.

[0023] It should be understood that the above description is only an overview of the technical solution of the present application, so that the technical means of the present application can be generally understood and then implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are specifically described below by way of example. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. The drawings herein are incorporated into the specification and constitute a part of the specification. These drawings illustrate embodiments that conform to the present application and are used together with the specification to illustrate the technical solutions of the present application. It should be understood that the drawings only illustrate certain embodiments of the present application and should not be regarded as limiting the scope of protection. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work. Moreover, the same reference numerals are used to represent the same components throughout the drawings. In the drawings:

[0025] Figure 1 A schematic diagram of a device for removing coolant from a fuel cell provided in an embodiment of the present application;

[0026] Figure 2 A schematic diagram of the locations of a nitrogen inlet for a battery stack and a nitrogen inlet for a non-battery element provided in an embodiment of the present application;

[0027] Figure 3 A schematic diagram of a nitrogen flow path for a battery stack provided in an embodiment of the present application;

[0028] Figure 4A schematic diagram of a nitrogen flow path for non-battery components provided in an embodiment of the present application.

[0029] In the drawings, the same or corresponding reference numerals represent the same or corresponding parts.

[0030] Among them, 1-target test bench; 2-target fuel cell; 201-cell stack; 202-non-cell element; 3-cooling path; 31-coolant inlet pipe; 32-coolant outlet pipe; 301-cell stack cooling path; 302-non-cell element cooling path; 3011-cell stack coolant inlet pipe; 3012-cell stack coolant outlet pipe; 3021-non-cell element coolant inlet pipe; 3022-non-cell element coolant outlet pipe; 4-nitrogen supply unit; 5-coolant storage tank; 501-cell stack coolant storage tank; 502-non-cell element coolant storage tank; 6-nitrogen inlet; 601-cell stack nitrogen inlet; 602-non-cell element nitrogen inlet; 701-primary heat exchanger; 702-secondary heat exchanger; 703-heat exchanger. DETAILED DESCRIPTION

[0031] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0032] In the description of the embodiments of the present application, it should be understood that terms such as "including" or "having" are intended to indicate the presence of the disclosed features, numbers, components, parts or a combination thereof in the present specification, and do not exclude the possibility of the presence of one or more other features, numbers, components, parts or a combination thereof.

[0033] Unless otherwise specified, “ / ” means or. For example, A / B can mean A or B. The “and / or” in this article is merely a way to describe the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0034] The terms "first", "second", etc. are used only to distinguish the same or similar technical features for the convenience of description, and should not be understood as indicating or implying the relative importance or quantity of these technical features. Thus, the features defined by "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present application, unless otherwise specified, the term "plurality" means two or more than two.

[0035] In the related art, the coolant in the cooling path is mainly discharged by gravity. Specifically, after the fuel cell test is completed on the test bench, the coolant in the cooling path can be discharged outward by its own gravity by properly placing the fuel cell.

[0036] Although the coolant in the cooling path can be removed by gravity, the removal efficiency of the coolant in the cooling path by gravity is low and the required removal time is long. For example, the removal time required to remove the coolant in the cooling path by gravity is usually 10 minutes.

[0037] In view of this, the present application provides a device for removing coolant from a fuel cell, which can use the gas pressure of nitrogen to quickly remove the coolant in the cooling path, thereby improving the removal efficiency of the coolant in the cooling path and reducing the removal time.

[0038] The present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0039] like Figure 1 As shown, Figure 1 A schematic diagram of a device for removing a fuel cell coolant provided in an embodiment of the present application, the device comprising:

[0040] Target test bench 1, target fuel cell 2, cooling circuit 3, nitrogen supply unit 4 and coolant storage tank 5:

[0041] The cooling circuit 3 includes a coolant inlet pipe 31 and a coolant outlet pipe 32, and the coolant inlet pipe 31 and the coolant outlet pipe 32 are both arranged between the target test bench 1 and the target fuel cell 2;

[0042] The nitrogen supply unit 4 is connected to the nitrogen inlet 6, and the nitrogen inlet 6 is communicated with the coolant inlet pipe 31. The nitrogen supply unit 4 is used to deliver nitrogen to the cooling path 3 through the nitrogen inlet 6 until the nitrogen delivery time reaches the delivery time threshold;

[0043] The coolant storage tank 5 is connected to the coolant discharge pipe 32 , and the coolant storage tank 5 is used to store the coolant discharged from the coolant discharge pipe 32 due to the nitrogen gas pressure.

[0044] Specifically, the cooling circuit 3 includes a coolant inlet pipe 31 and a coolant outlet pipe 32, and the coolant inlet pipe 31 and the coolant outlet pipe 32 are both arranged between the target test bench 1 and the target fuel cell 2. During the process of the target test bench 1 testing the target fuel cell 2, the coolant can cool the target fuel cell 2 through the cooling circuit 3 to ensure the normal operation of the target fuel cell 2. In actual applications, the coolant inlet pipe 31 and the coolant outlet pipe 32 can both be hoses.

[0045] The nitrogen supply unit 4 is connected to the nitrogen inlet 6, and the nitrogen inlet 6 is communicated with the cooling inlet pipe 31. In practical applications, when the coolant inlet pipe 31 and the coolant outlet pipe 32 are both hoses, in order to discharge the coolant in the cooling path 3 through nitrogen, a corresponding nitrogen inlet 6 can be provided on the metal pipe communicated with the coolant inlet pipe 31, so that the nitrogen supply unit 4 can deliver nitrogen to the cooling path 3 through the nitrogen inlet 6.

[0046] Since the nitrogen supply unit 4 is connected to the nitrogen inlet 6 and the nitrogen inlet 6 is connected to the coolant inlet pipe 31, after the target test bench 1 completes the test of the target fuel cell 2, the nitrogen supply unit 4 can deliver nitrogen to the cooling path 3 through the nitrogen inlet 6, so that the coolant in the cooling path 3 can be discharged to the coolant storage tank 5 by the nitrogen gas pressure.

[0047] The nitrogen delivery time refers to the time that the nitrogen supply unit 4 delivers nitrogen to the cooling path 3 through the nitrogen inlet 6 .

[0048] The delivery time threshold refers to the maximum time that the nitrogen supply unit 4 pre-sets to deliver nitrogen to the cooling path 3 through the nitrogen inlet 6 to remove the coolant. The relevant staff usually sets the delivery time threshold according to the removal of the coolant in the cooling path 3. For example, the time corresponding to the removal of 99% of the coolant in the cooling path 3 can be determined as the delivery time threshold. Since the delivery time threshold is usually related to the removal of the coolant in the cooling path 3, when the nitrogen delivery time reaches the delivery time threshold, it indicates that the nitrogen supply unit 4 has delivered nitrogen to the cooling path 3 through the nitrogen inlet 6 for a period of time to fully remove the coolant in the cooling path.

[0049] In a possible implementation, in order to achieve sufficient removal of the coolant, the delivery time threshold may be greater than or equal to 1 minute.

[0050] In a possible implementation, since too low a pressure of the nitrogen delivered will be disadvantageous for removing the coolant in the cooling path 3 , the pressure of the nitrogen delivered in the cooling path 3 may be greater than or equal to 3 bar.

[0051] By means of the device of the present application, the coolant in the cooling circuit 3 can usually be fully discharged within 2 minutes, which significantly improves the coolant discharge efficiency compared to the prior art which requires 10 minutes of discharge by gravity.

[0052] In a possible implementation, the target fuel cell 2 may include a battery stack 201 and a non-battery element 202, and the cooling path 3 may include a battery stack cooling path 301 corresponding to the battery stack 201 and a non-battery element cooling path 302 corresponding to the non-battery element 202. Figure 2As shown, a battery stack cooling path 301 and a non-battery component cooling path 302 are included between the target test bench 1 and the target fuel cell 2. The battery stack cooling path 301 includes a battery stack coolant inlet pipe 3011 and a battery stack coolant outlet pipe 3012. The non-battery component cooling path 302 includes a non-battery component coolant inlet pipe 3021 and a non-battery component coolant outlet pipe 3022. The battery stack cooling path 301 and the non-battery component cooling path 302 can be used to cool the battery stack 201 and the non-battery component 202 respectively.

[0053] Accordingly, in order to respectively realize the removal of the coolant in the battery stack cooling path 301 and the removal of the coolant in the non-battery element cooling path 302, the nitrogen inlet 6 may include a battery stack nitrogen inlet 601 communicating with the battery stack coolant inlet pipe 3011 and a non-battery element nitrogen inlet 602 communicating with the non-battery element coolant inlet pipe 3021, and the nitrogen supply unit 4 is respectively connected to the battery stack nitrogen inlet 601 and the non-battery element nitrogen inlet 602, such as Figure 2 As shown, a corresponding battery stack nitrogen inlet 601 can be provided on the metal tube communicating with the battery stack coolant inlet pipe 3011, and a corresponding non-battery element nitrogen inlet 602 can be provided on the metal tube communicating with the non-battery element coolant inlet pipe 3021. The battery stack nitrogen inlet 601 can be used to deliver nitrogen to the battery stack cooling path 301, and the non-battery element nitrogen inlet 602 can be used to deliver nitrogen to the non-battery element cooling path 302.

[0054] The coolant storage tank 5 includes a battery stack coolant storage tank 501 corresponding to the battery stack cooling path 301 and a non-battery element coolant storage tank 502 corresponding to the non-battery element cooling path 302. The battery stack coolant storage tank 501 is used to store the coolant discharged from the battery stack cooling path 301, and the non-battery element coolant storage tank 502 is used to store the coolant discharged from the non-battery element cooling path 302.

[0055] In one possible implementation, the battery stack cooling circuit 301 also includes a primary heat exchanger 701 and a secondary heat exchanger 702, and the connection position between the primary heat exchanger 701 and the battery stack coolant exhaust pipe 3012 is located after the battery stack coolant storage tank 501, and the connection position between the secondary heat exchanger 702 and the battery stack coolant exhaust pipe 3012 is located between the battery stack 201 and the battery stack coolant storage tank 501.

[0056] Specifically, for the battery stack 201 of the target fuel cell 2, the coolant can be cooled through the corresponding battery stack cooling circuit. In order to achieve effective cooling, the battery stack cooling circuit 301 can also include a primary heat exchanger 701 and a secondary heat exchanger 702. The coolant can transfer heat through the primary heat exchanger 601 and the secondary heat exchanger 602.

[0057] After the test of the target fuel cell 2 is completed, the nitrogen supply unit 4 can deliver nitrogen to the battery stack cooling path 301 through the battery stack nitrogen inlet 601, and the nitrogen will flow in the battery stack cooling path 301, so that the coolant in the battery stack cooling path 301 can be discharged to the battery stack coolant storage tank 501 by the nitrogen gas pressure. Since only the connection position between the secondary heat exchanger 702 and the battery stack coolant discharge pipe 3012 is located between the battery stack 201 and the battery stack coolant storage tank 501, and the connection position between the primary heat exchanger 701 and the battery stack coolant discharge pipe 3012 is located after the battery stack coolant storage tank 501, when the coolant is discharged from the battery stack coolant discharge pipe 3012 to the battery stack coolant storage tank 501, it only needs to pass through the secondary heat exchanger 702, and does not need to pass through the primary heat exchanger 701, thereby further ensuring the coolant removal efficiency.

[0058] In a possible implementation, the non-battery component cooling path 302 further includes a heat exchanger 703 , and the connection position between the heat exchanger 703 and the non-battery component coolant discharge pipe 3022 is located after the non-battery component coolant storage tank 502 .

[0059] Specifically, for the non-battery element 202 of the target fuel cell 2 , the coolant may be cooled through the corresponding non-battery element cooling path 302 . To achieve effective cooling, the coolant may pass through the heat exchanger 603 .

[0060] After the test of the target fuel cell 2 is completed, the nitrogen supply unit 4 can transport nitrogen to the non-battery component cooling path 302 through the non-battery component nitrogen inlet 602, and the nitrogen will flow in the non-battery component cooling path 302. The nitrogen gas pressure can discharge the coolant in the non-battery component cooling path 302 to the non-battery component coolant storage tank 502. Since the connection position between the heat exchanger 703 and the non-battery component coolant discharge pipe 3022 is located after the non-battery component coolant storage tank 502, the coolant does not need to pass through the heat exchanger 703 when it is discharged from the non-battery component coolant discharge pipe 3022 to the non-battery component coolant storage tank 502, thereby further ensuring the coolant discharge efficiency.

[0061] In a possible implementation, the cooling path 3 is provided with a corresponding cooling path three-way valve, and the nitrogen inlet 6 is provided with a corresponding nitrogen supply valve.

[0062] Specifically, the cooling path 3 can be provided with a corresponding cooling path three-way valve and the nitrogen inlet 6 can be provided with a corresponding nitrogen supply valve. After the target test bench 1 completes the test of the target fuel cell 2, in order to be able to decouple the target fuel cell 2 from the target test bench 1, the cooling path three-way valve can be opened so that the coolant in the cooling path 3 can be discharged. At the same time, the nitrogen supply valve can also be opened so that nitrogen can be delivered to the cooling path 3 through the nitrogen inlet 6; alternatively, when there is no need for the nitrogen supply unit 4 to deliver nitrogen to the cooling path 3, both the nitrogen supply valve and the cooling path three-way valve can be closed.

[0063] In a possible implementation, a timer is provided on the nitrogen supply valve, and the timer is used to determine the duration of the nitrogen supply unit 4 stopping the delivery of nitrogen.

[0064] Specifically, in the actual application of the present application, after stopping the supply of nitrogen to the cooling circuit 3, it may be necessary to release the pressure in the cooling circuit 3, that is, after the nitrogen supply unit 4 stops supplying nitrogen to the cooling circuit 3, it is not necessary to immediately control the cooling circuit three-way valve corresponding to the cooling circuit 3 and the nitrogen supply valve corresponding to the nitrogen inlet 6 to be closed. A timer is provided on the nitrogen supply valve, and the timer is used to determine the stop time of the nitrogen supply unit 4 stopping the supply of nitrogen. The stop time refers to the time corresponding to stopping the supply of nitrogen to the cooling circuit 3, so that after the stop time reaches the pressure release time threshold, the cooling circuit three-way valve and the nitrogen supply valve can be controlled to be closed. The pressure release time threshold refers to the maximum time corresponding to stopping the supply of nitrogen to the cooling circuit 3. The pressure release time threshold is related to the pressure release situation in the cooling circuit 3. In order to ensure that the pressure in the cooling circuit 3 is fully released, the pressure release time threshold may be greater than or equal to 10s.

[0065] It should be noted that in the actual application of the present application, if the cooling circuit 3 of the present application is an open circuit design, that is, there is no need to release the pressure in the cooling circuit 3, at this time, the nitrogen supply valve and the cooling circuit three-way valve can be directly controlled to be closed without a timer to determine the stop time.

[0066] In a possible implementation, a temperature sensor is provided on the target fuel cell 2 .

[0067] Specifically, when the target test bench 1 tests the target fuel cell 2, there is no need to deliver nitrogen to the cooling path 3, the nitrogen supply valve corresponding to the nitrogen inlet 6 can be closed, and a temperature sensor is set on the target fuel cell 2, and the temperature sensor is used to obtain the real-time temperature corresponding to the target fuel cell 2. The real-time temperature is positively correlated with the opening degree of the cooling path three-way valve. For example, when the real-time temperature is low, the opening degree of the cooling path three-way valve can be controlled to be smaller or even controlled to be in a closed state, and when the real-time temperature is high, the opening degree of the cooling path three-way valve can be controlled to be larger or even controlled to be in a fully open state. The real-time temperature of the target fuel cell 2 can be obtained by the temperature sensor, so as to control the opening degree of the cooling path three-way valve, so that the coolant can fully cool the target fuel cell 2, take away the corresponding heat, and play a role in temperature control.

[0068] In a possible implementation, the coolant storage tank 5 is connected to the coolant inlet pipe 31 , and the coolant storage tank is also used to provide recovered coolant to the coolant inlet pipe 31 .

[0069] Specifically, in the present application, the coolant storage tank 5 can be connected to the coolant inlet pipe 31 so that the coolant in the coolant storage tank 5 can be used multiple times in the cooling path 3, that is, after the test of the target fuel cell 2 is completed, the coolant in the cooling path 3 can be recovered through the coolant storage tank 5, and when the target test bench 1 tests the next fuel cell, the coolant storage tank 5 can provide the recovered coolant to the coolant inlet pipe 31 to cool the next fuel cell. In other words, the coolant storage tank 5 can be used to recycle and reuse the coolant, thereby reducing costs.

[0070] It can be seen that the present application provides a device for removing coolant from a fuel cell, the device includes a target test bench, a target fuel cell, a cooling path, a nitrogen supply unit and a coolant storage tank: the cooling path includes a coolant inlet pipe and a coolant outlet pipe, both of which are arranged between the target test bench and the target fuel cell; the nitrogen supply unit is connected to the nitrogen inlet, the nitrogen inlet is connected to the coolant inlet pipe, the nitrogen supply unit is used to deliver nitrogen to the cooling path through the nitrogen inlet until the nitrogen delivery time reaches the delivery time threshold; the coolant storage tank is connected to the coolant outlet pipe, and the coolant storage tank is used to store the coolant discharged from the coolant outlet pipe due to the nitrogen pressure. Through the above device, the nitrogen pressure can be used to achieve rapid discharge of the coolant in the cooling path, thereby improving the removal efficiency of the coolant in the cooling path and reducing the removal time.

[0071] In the description of this specification, the description with reference to the terms "some possible embodiments", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application, and the above terms do not necessarily represent the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0072] Although the spirit and principle of the present application have been described above with reference to several specific embodiments, it should be understood that the present application is not limited to the disclosed specific embodiments, and the division of various aspects does not mean that the features in these aspects cannot be combined. The present application is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the attached claims.

Claims

1. A device for removing coolant from a fuel cell, characterized in that: The device comprises a target test bench (1), a target fuel cell (2), a cooling circuit (3), a nitrogen supply unit (4) and a coolant storage tank (5): The cooling circuit (3) comprises a coolant inlet pipe (31) and a coolant outlet pipe (32), wherein the coolant inlet pipe (31) and the coolant outlet pipe (32) are both arranged between the target test bench (1) and the target fuel cell (2); The nitrogen supply unit (4) is connected to a nitrogen inlet (6), the nitrogen inlet (6) is in communication with the coolant inlet pipe (31), and the nitrogen supply unit (4) is used to deliver nitrogen to the cooling path (3) through the nitrogen inlet (6) until a nitrogen delivery time reaches a delivery time threshold; The coolant storage tank (5) is connected to the coolant discharge pipe (32), and the coolant storage tank (5) is used to store the coolant discharged from the coolant discharge pipe (32) due to the nitrogen gas pressure.

2. The device according to claim 1, characterized in that The target fuel cell (2) comprises a cell stack (201) and a non-cell element (202); the cooling path (3) comprises a cell stack cooling path (301) corresponding to the cell stack (201) and a non-cell element cooling path (302) corresponding to the non-cell element (202); the cell stack cooling path (301) comprises a cell stack coolant inlet pipe (3011) and a cell stack coolant outlet pipe (3012); the non-cell element cooling path (302) comprises a non-cell element coolant inlet pipe (3021) and a non-cell element coolant outlet pipe (3022); The nitrogen inlet (6) comprises a battery stack nitrogen inlet (601) communicating with the battery stack coolant inlet pipe (3011) and a non-battery element nitrogen inlet (602) communicating with the non-battery element coolant inlet pipe (3021), and the nitrogen supply unit (4) is connected to the battery stack nitrogen inlet (601) and the non-battery element nitrogen inlet (602), respectively; The coolant storage tank (5) includes a battery stack coolant storage tank (501) corresponding to the battery stack cooling path (301) and a non-battery element coolant storage tank (502) corresponding to the non-battery element cooling path (302).

3. The device according to claim 2, characterized in that The battery stack cooling circuit (301) further includes a primary heat exchanger (701) and a secondary heat exchanger (702); the connection position between the primary heat exchanger (701) and the battery stack coolant discharge pipe (3012) is located after the battery stack coolant storage tank (501); and the connection position between the secondary heat exchanger (702) and the battery stack coolant discharge pipe (3012) is located between the battery stack (201) and the battery stack coolant storage tank (501).

4. The device according to claim 2, characterized in that The non-battery component cooling path (302) further includes a heat exchanger (703), and the connection position between the heat exchanger (703) and the non-battery component coolant discharge pipe (3022) is located after the non-battery component coolant storage tank (502).

5. The device according to claim 1, characterized in that The delivery time threshold is greater than or equal to 1 minute.

6. The device according to claim 1, characterized in that The nitrogen gas pressure transported in the cooling circuit (3) is greater than or equal to 3 bar.

7. The device according to claim 1, characterized in that The cooling path (3) is provided with a corresponding cooling path three-way valve, and the nitrogen inlet (6) is provided with a corresponding nitrogen supply valve.

8. The device according to claim 7, characterized in that A timer is arranged on the nitrogen supply valve, and the timer is used to determine the duration of the nitrogen supply unit (4) stopping the delivery of nitrogen.

9. The device according to claim 7, characterized in that A temperature sensor is arranged on the target fuel cell (2).

10. The device according to claim 1, characterized in that The coolant storage tank (5) is connected to the coolant inlet pipe (31), and the coolant storage tank (5) is also used to provide recovered coolant to the coolant inlet pipe (31).

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