Multi-module fuel cell tail gas utilization system and automobile

Abstract

The utility model relates to the technical field of fuel cells, and particularly discloses a multi-module fuel cell tail gas utilization system and an automobile, and according to the technical scheme, the multi-module fuel cell tail gas utilization system comprises an electric pile, a tail gas treatment device, a hydrothermal management system, a first cycle and a second cycle. When a low-power single electric pile or a part of electric piles operate, tail gas of the electric piles which are in operation is used for preheating the electric piles which are not in operation, waste energy is utilized, the temperature of the electric piles which are not in operation is increased, and when the system is in low power but not in high power, the electric piles which are not in operation are put into use, and the electric piles which are not in operation are heated by the tail gas. The time for reaching the optimal working temperature can be shortened, the poor performance of the electric pile in the temperature rising process is avoided, the irreversible performance degradation of the electric pile is avoided, meanwhile, the switching of the system between low power and high power is quicker and smoother, and the electric pile cannot be excessively damaged even if the switching is frequent.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of fuel cell technology, and in particular to a multi-module fuel cell exhaust gas utilization system and a vehicle. Background Art

[0002] A fuel cell is a power generation device that converts the chemical energy in fuel and oxidant into electrical energy. Due to the high power density, zero emission pollution, and good adaptability to complex environments of fuel cells, fuel cell vehicles are regarded as the ultimate form of new energy vehicles. At present, major vehicle manufacturers in the world have started the research and development and promotion of fuel cell vehicles.

[0003] During the operation of the multi-module fuel cell system, if the power demand of the whole vehicle is not high, in order to reduce the operating voltage of the single cell as much as possible and avoid the catalyst attenuation caused by high potential, only one module will work and the other modules will not work. However, when the power demand of the whole vehicle increases, the temperature of the non-working stack is close to the ambient temperature, and it takes a certain amount of time to heat up to the optimal operating temperature (about 70-90°C). During the heating process, the performance of the stack is poor, and even irreversible performance degradation may occur. At the same time, the exhaust gas intermittently emitted by the stack contains a certain concentration of hydrogen, which will pose certain safety risks in poorly ventilated scenarios. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art or related technology.

[0005] To this end, a first aspect of the utility model provides a multi-module fuel cell exhaust gas utilization system.

[0006] A second aspect of the utility model provides a car.

[0007] In view of this, according to a first aspect of an embodiment of the present application, a multi-module fuel cell tail gas utilization system is proposed, comprising:

[0008] A battery stack, wherein the number of the battery stack is multiple;

[0009] An exhaust gas treatment device, which is arranged between two-stage fuel cell stacks. When the number of fuel cell stacks is n, the number of exhaust gas treatment devices is n. The exhaust gas treatment device is used to convert the exhaust gas of the fuel cell into heat energy;

[0010] A water thermal management system, when the number of battery stacks is n, the number of the water thermal management systems is also n, and the water thermal management system includes a first cycle and a second cycle;

[0011] a first cycle, wherein the first cycle is connected to the fuel cell stack, and the heat energy output by the tail gas treatment device enters the first cycle and is used to heat the fuel cell stack connected to the first cycle;

[0012] The second cycle is connected to the battery stack and is used to dissipate heat for the battery stack connected to the second cycle.

[0013] In a feasible implementation manner, the water thermal management system further includes:

[0014] A water pump, the water pump is connected to the fuel cell stack, and the first cycle and the second cycle, and is used to provide power for the working medium to enter the first cycle or the second cycle;

[0015] A first three-way valve, the water pump is connected to the battery stack, the first cycle and the second cycle through the first three-way valve, and the first three-way valve is used to connect the working medium to enter the first cycle or the second cycle;

[0016] A temperature control device, wherein a detection end of the temperature control device is arranged at the fuel cell stack, and a control end of the temperature control device is arranged at the first three-way valve;

[0017] A tail exhaust is connected to the tail gas treatment device.

[0018] In a feasible implementation manner, the first cycle includes:

[0019] A heat exchanger, wherein the heat exchanger is used to heat the working medium;

[0020] The PTC heater is used to heat the coolant in the first cycle.

[0021] In a feasible implementation manner, the second cycle includes:

[0022] The heat dissipation integration is used to dissipate the heat of the working fluid entering the second cycle.

[0023] In a feasible implementation, it also includes:

[0024] An air supply system, the air supply system being used to supply air to the exhaust gas treatment device;

[0025] A hydrogen supply system is used to supply hydrogen to the fuel cell stack.

[0026] In a possible implementation, the air supply system includes:

[0027] An air filter, wherein the air filter is used to filter the air;

[0028] An air compressor, the air compressor is used to provide power for air to enter the air supply system;

[0029] An intercooler, which is arranged at the outlet side of the air compressor and is used to cool the air pressurized by the air compressor;

[0030] A membrane humidifier, wherein the membrane humidifier is used to humidify the introduced air;

[0031] A throttle valve is disposed between the membrane humidifier and the fuel cell stack to allow air to flow from the membrane humidifier side to the fuel cell stack side;

[0032] A back pressure valve is provided between the membrane humidifier and the fuel cell stack to allow gas to flow from the fuel cell stack side to the membrane humidifier side.

[0033] In a feasible implementation manner, the hydrogen supply system includes:

[0034] A hydrogen bottle, which is used to provide hydrogen required by the fuel cell stack;

[0035] A pressure reducing valve connected to the output end of the hydrogen bottle;

[0036] A solenoid valve connected to an output end of the pressure reducing valve;

[0037] A proportional valve connected to the output end of the solenoid valve;

[0038] A hydrogen ejector, wherein a first inlet of the hydrogen ejector is connected to an output end of the proportional valve, and a second inlet of the hydrogen ejector is connected to an anode outlet of the fuel cell stack;

[0039] A water vapor separator, the water vapor separator being arranged between the hydrogen ejector and the fuel cell stack;

[0040] A water drain / hydrogen valve is provided between the water vapor separator and the tail gas treatment device.

[0041] In a feasible embodiment, the first circulation is arranged downstream of the membrane humidifier.

[0042] In a feasible implementation manner, the exhaust gas treatment device is provided with two input ends and one output end;

[0043] The input end of the tail gas treatment device is respectively connected to the output end of the membrane humidifier and the hydrogen supply system;

[0044] The output end of the exhaust gas treatment device is connected to the input end of the first cycle.

[0045] According to a second aspect of an embodiment of the present application, a car is provided, comprising:

[0046] Car body;

[0047] Any of the above multi-module fuel cell tail gas utilization systems.

[0048] Compared with the prior art, the utility model includes at least the following beneficial effects: the technical solution can be used in a multi-module fuel cell system, when a low-power single stack or part of the stack is running, to preheat the non-operating stack through the exhaust gas of the running stack, and to increase the temperature of the non-operating stack by utilizing waste energy; when the system switches from low power to high power, the non-operating stack is put into use, and at this time the non-operating stack has been heated by the exhaust gas, which can shorten the time to reach the optimal operating temperature, avoid poor performance of the stack during the heating process, and avoid irreversible performance degradation of the stack; at the same time, the system can switch between low power and high power more quickly and smoothly, and frequent switching will not cause excessive damage to the stack. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0050] Figure 1 A schematic structural block diagram of a multi-module fuel cell tail gas utilization system according to an embodiment of the present application;

[0051] in, Figure 1 The corresponding relationship between the reference numerals and the component names is as follows:

[0052] 100, fuel cell stack; 200, tail gas treatment device; 300, water and heat management system; 400, air supply system; 500, hydrogen supply system;

[0053] 310, first cycle; 320, second cycle; 330, water pump; 340, first three-way valve; 350, tail exhaust; 360, second three-way valve;

[0054] 410, air filter; 420, air compressor; 430, intercooler; 440, membrane humidifier; 450, throttle; 460, back pressure valve;

[0055] 510, hydrogen bottle; 520, pressure reducing valve; 530, solenoid valve; 540, proportional valve; 550, hydrogen ejector; 560, water vapor separator; 570, water drainage / hydrogen valve;

[0056] 311. Heat exchanger; 312. PTC heater. DETAILED DESCRIPTION

[0057] In order to better understand the above-mentioned technical scheme, the technical scheme of the embodiments of the present application is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present application and the specific features in the embodiments are detailed descriptions of the technical scheme of the embodiments of the present application, rather than limitations on the technical scheme of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments may be combined with each other.

[0058] like Figure 1 As shown, according to the first aspect of the embodiment of the present application, a multi-module fuel cell exhaust gas utilization system is proposed, including: a fuel cell stack 100, the number of which is multiple; an exhaust gas treatment device 200, the exhaust gas treatment device 200 is arranged between two levels of fuel cells 100, when the number of fuel cells 100 is n, the number of exhaust gas treatment devices 200 is n, and the exhaust gas treatment device 200 is used to convert the fuel cell exhaust gas into heat energy; a water heat management system 300, when the number of fuel cells 100 is n, the water heat pipe The number of the water thermal management system 300 is the same as n, and the water thermal management system 300 includes a first cycle 310 and a second cycle 320; the first cycle 310, the first cycle 310 is connected to the fuel cell stack 100, and the heat energy output by the exhaust gas treatment device 200 enters the first cycle 310, and is used to heat the fuel cell stack 100 connected to the first cycle 310; the second cycle 320, the second cycle 320 is connected to the fuel cell stack 100, and is used to dissipate heat from the fuel cell stack 100 connected to the second cycle 320.

[0059] The multi-module fuel cell exhaust gas utilization system provided in the embodiment of the present application includes a fuel cell stack 100, an exhaust gas treatment device 200, a water thermal management system 300, a first cycle 310 and a second cycle 320.

[0060] Among them, several fuel cell stacks 100 can be configured according to usage requirements, and the exhaust gas treatment device 200 is arranged between the two-stage fuel cell stacks 100 and between the head and tail electrodes to form a cycle. The number of exhaust gas treatment devices 200 is the same as that of the fuel cell stacks 100. The exhaust gas treatment device 200 is preferably arranged in a physical space with the shortest pipeline. The exhaust gas treatment device 200 is used to catalyze the reaction of hydrogen exhaust gas discharged by the fuel cell with air exhaust gas and convert it into heat energy.

[0061] Among them, the hydrothermal management system 300 is connected to the fuel cell stack 100, and the number is consistent with the number of the fuel cell stack 100. The hydrothermal management system 300 includes a first cycle 310 and a second cycle 320, and the first cycle 310 and the second cycle 320 are both connected to the fuel cell stack 100. The exhaust gas treatment device 200 outputs the mixed exhaust gas that is heated by the catalytic reaction and enters the first cycle 310. When the working fluid of the fuel cell stack 100 enters the first cycle 310, the heating of the fuel cell stack 100 can be achieved by utilizing the exhaust gas of the fuel cell stack 100.

[0062] When the working fluid of the fuel cell stack 100 enters the second cycle 320 , the heat of the fuel cell stack 100 can be dissipated through the second cycle 320 .

[0063] In this embodiment, two fuel cells 100 are taken as an example, and they are set as fuel cell stack No. 1 100 and fuel cell stack No. 2 100. When the required power consumption is low, the system only starts one fuel cell 100. It is assumed that only fuel cell stack No. 1 100 is enabled in the working system this time, and fuel cell stack No. 2 100 is in standby state. At this time, the exhaust gas generated by fuel cell stack No. 1 100 enters the exhaust gas treatment device 200 between fuel cell stack No. 1 100 and fuel cell stack No. 2 100. The exhaust gas treatment device 200 transmits the heat energy converted from the exhaust gas to the first cycle 310. At the same time, the working fluid of fuel cell stack No. 2 100 enters the first cycle 310, so as to realize heating of fuel cell stack No. 2 100 by using the exhaust gas of fuel cell stack No. 1 100; when the required power consumption changes from low power consumption to high power consumption, fuel cell stack No. 2 100 is enabled. At this time, the working fluid of fuel cell stack No. 2 100 still enters the first cycle 310. When fuel cell stack No. 2 100 reaches the operating temperature. The first cycle 310 is deactivated, and the working fluid of the No. 2 fuel cell stack 100 enters the second cycle 320 .

[0064] It is understandable that when the device is started at low power, the system can select different fuel cell stacks 100 for startup, and may not only enable fuel cell stack No. 1 100. This embodiment is for illustration only.

[0065] This technical solution can be used in a multi-module fuel cell system. When a low-power single stack 100 or part of the stack 100 is in operation, the exhaust gas of the operating stack 100 can be used to preheat the non-operating stack 100, and the waste energy can be used to increase the temperature of the non-operating stack 100. When the system output power increases, the non-operating stack is put into use. At this time, the non-operating stack has been heated by the exhaust gas, which can shorten the time to reach the optimal operating temperature, avoid poor performance of the stack 100 during the heating process, and avoid irreversible performance degradation of the stack 100. At the same time, the system can switch between low power and high power more quickly and smoothly, and even frequent switching will not cause excessive damage to the stack 100.

[0066] like Figure 1 As shown, the water thermal management system 300 also includes: a water pump 330, the water pump 330 is connected to the fuel cell stack 100, and the first cycle 310 and the second cycle 320, and is used to provide power for the working medium to enter the first cycle 310 or the second cycle 320; a first three-way valve 340, the water pump 330 is connected to the fuel cell stack 100, the first cycle 310 and the second cycle 320 through the first three-way valve 340, and the first three-way valve 340 is used to connect the working medium to enter the first cycle 310 or the second cycle 320; a temperature control device, the detection end of the temperature control device is arranged on the fuel cell stack 100, and the control end of the temperature control device is arranged on the first three-way valve 340; a tail exhaust 350, and the tail exhaust 350 is connected to the exhaust gas treatment device.

[0067] In this technical solution, the water thermal management system 300 also includes a water pump 330 , a first three-way valve 340 , a temperature control device and a tail exhaust 350 .

[0068] Among them, the water pump 330 is arranged in the main channel of the water thermal management system 300, one end of the water pump 330 is connected to the fuel cell stack 100, and the other end of the water pump 330 is connected to the first cycle 310 and the second cycle 320. The water pump 330 can provide power to the working fluid of the fuel cell stack 100 so that the working fluid can enter the first cycle 310 and the second cycle 320.

[0069] The water pump 330 is connected to the first circulation 310 and the second circulation 320 through the first three-way valve 340 , and the opening end of the first three-way valve 340 determines whether the working fluid of the fuel cell stack 100 enters the first circulation 310 or the second circulation 320 .

[0070] Among them, the detection end of the temperature control device is set on the fuel cell stack 100, the control end of the temperature control device is set on the first three-way valve 340, and the temperature control device presets a temperature threshold. When the temperature of the measured fuel cell stack 100 is lower than the threshold, the temperature control device controls the open end of the first three-way valve 340 to make the working fluid of the fuel cell stack 100 enter the first cycle 310. When the temperature of the measured fuel cell stack 100 exceeds the threshold, the temperature control device controls the open end of the first three-way valve 340 to make the working fluid of the fuel cell stack 100 enter the second cycle 320.

[0071] It is understandable that it is difficult to make the temperature of the fuel cell stack 100 exceed the high point of the operating temperature by only using the exhaust gas of the fuel cell for heating, so there will be no situation that affects the preheating of the fuel cell.

[0072] like Figure 1 As shown, the first cycle 310 includes: a heat exchanger 311, wherein the heat exchanger 311 is used to heat the working medium; and a PTC heater 312, wherein the PTC heater 312 is used to heat the cooling in the first cycle.

[0073] In this technical solution, the first cycle 310 includes a heat exchanger 311 and a PTC heater 312, wherein the PTC heater 312 is used to heat the coolant in the first cycle.

[0074] like Figure 1 As shown, the second cycle 320 includes: a heat dissipation integration, and the heat dissipation integration is used to dissipate the heat of the working medium entering the second cycle 320.

[0075] In this technical solution, the second cycle 320 includes a heat dissipation integration, and the heat dissipation integration is used to dissipate the heat of the working medium entering the second cycle 320.

[0076] like Figure 1As shown, it also includes: an air supply system 400, which is used to supply air to the fuel cell stack 100 and the exhaust gas treatment device 200; and a hydrogen supply system 500, which is used to supply hydrogen to the fuel cell stack 100 and the exhaust gas treatment device 200.

[0077] In this technical solution, the air supply system 400 first provides the air required for the reaction to the fuel cell stack 100, and the air exhaust gas not consumed by the fuel cell stack 100 enters the exhaust gas treatment device 200 to provide air for the catalytic reaction of the exhaust gas treatment device 200. The hydrogen supply system 500 provides the hydrogen required for the reaction to the fuel cell stack 100, and the hydrogen that is not completely consumed by the fuel cell stack 100 enters the exhaust gas treatment device 200, undergoes a catalytic reaction in the exhaust gas treatment device 200, and increases the temperature of the mixed exhaust gas.

[0078] like Figure 1 As shown, the air supply system 400 includes: an air filter 410, wherein the air filter 410 is used to filter the air; an air compressor 420, wherein the air compressor 420 is used to provide power for the air to enter the air supply system 400; an intercooler 430, wherein the intercooler 430 is arranged at the outlet side of the air compressor 420; a membrane humidifier 440, wherein the membrane humidifier 440 is used to humidify the introduced air; a throttle valve 450, wherein the throttle valve 450 is arranged between the membrane humidifier 440 and the fuel cell stack 100, so that the air flows from the side of the membrane humidifier 440 to the side of the fuel cell stack 100; and a back pressure valve 460, wherein the back pressure valve 460 is arranged between the membrane humidifier 440 and the fuel cell stack 100, so that the gas flows from the side of the fuel cell stack 100 to the side of the membrane humidifier 440.

[0079] In this technical solution, when the fuel cell is working, the membrane inside the stack 100 needs to be humidified in order to transfer protons, so the air entering the stack 100 needs to be humidified. The external air is humidified through one side of the membrane humidifier 440 and then enters the stack 100 through the regulator door. After the air reacts in the stack 100, the exhausted exhaust gas is relatively moist and enters the other side of the membrane humidifier 440 through the back pressure valve 460 to humidify the air newly entering the membrane humidifier 440. Subsequently, the remaining water molecules and the remaining air enter the exhaust gas treatment device 200 to provide oxygen for the exhaust gas treatment device 200.

[0080] like Figure 1As shown, the hydrogen supply system 500 includes: a hydrogen bottle 510, which is used to provide the hydrogen required by the fuel cell stack 100; a pressure reducing valve 520, which is arranged at the output end of the hydrogen bottle 510; a solenoid valve 530, which is connected to the output end of the pressure reducing valve 520; a proportional valve 540, which is connected to the output end of the solenoid valve 530; a hydrogen ejector 550, which is connected to the output end of the proportional valve 540, a water vapor separator 560, which is arranged between the hydrogen ejector 550 and the fuel cell stack 100; and a water / hydrogen valve 570, which is arranged between the water vapor separator 560 and the exhaust gas treatment device 200.

[0081] In this technical solution, hydrogen enters the fuel cell stack 100 through the water vapor separator 560 to react. The exhaust gas after the reaction in the fuel cell stack 100 has a high content of water molecules. The exhaust gas after the reaction flows back to the water vapor separator 560 under the action of the hydrogen ejector 550, and the separated water molecules remain in the water vapor separator 560. The separated hydrogen enters the fuel cell stack 100 to continue to react to form a cycle. When there is enough water in the water vapor separator 560, the water / hydrogen valve 570 between the water vapor separator 560 and the exhaust gas treatment device 200 is opened, and part of the hydrogen in the water vapor separator 560 will be discharged during the discharge process. This part of hydrogen provides fuel for the exhaust gas treatment device 200. Sometimes, even if the water in the water vapor separation device is insufficient to meet the emission standard, the discharge valve of the water vapor separator 560 will be opened to discharge hydrogen due to the strategic needs of the fuel cell stack 100.

[0082] like Figure 1 As shown, the first circulation 310 is disposed downstream of the membrane humidifier 440 .

[0083] like Figure 1 As shown, the exhaust gas treatment device 200 is provided with two input ends and one output end; the input end of the exhaust gas treatment device 200 is respectively connected to the output ends of the membrane humidifier 440 and the hydrogen supply system 500; the output end of the exhaust gas treatment device 200 is connected to the input end of the first cycle 310.

[0084] In this technical solution, the exhaust gas treatment device 200 includes two input ends and one output end, and the two input ends respectively input humidified air and exhaust gas, wherein the output end of the hydrogen supply system 500 is the outlet of the drain / hydrogen valve 570 in this embodiment.

[0085] According to a second aspect of an embodiment of the present application, a car is proposed, comprising: a car body; and any one of the above-mentioned multi-module fuel cell exhaust gas utilization systems.

[0086] An automobile provided in an embodiment of the present application includes any of the above-mentioned multi-module fuel cell exhaust gas utilization systems. During use, the operation mode is switched according to the operation condition of the entire vehicle and the state of the fuel cell system itself, including the following modes:

[0087] Mode 1: Single module first cycle 310 fast start mode. When the multi-module fuel cell system is cold-started, if the power demand of the whole vehicle is not high, the single module fuel cell system can be used to supply energy. At this time, the single module first cycle 310 fast start mode is entered, and the second cycle 320 where the heat dissipation integration is located does not work. The PTC heater 312 in the first cycle 310 is used to heat the cooling circuit to quickly increase the temperature, thereby increasing the performance improvement rate of the stack 100. Taking the working condition where the No. 1 stack 100 is working and the No. 2 stack 100 is not working as an example, at this time, the air exhaust gas of the No. 1 stack 100 and the waste hydrogen of the water / hydrogen valve 570 are catalytically reacted through the exhaust gas treatment device 200, and the temperature of the treated exhaust gas increases, and the second three-way valve 360 ​​is adjusted to allow the treated exhaust gas to pass through the heat exchanger 311. The water pump 330 also works to make full use of the exhaust gas of the stack 100 to increase the temperature of the No. 2 stack 100 as much as possible.

[0088] Mode 2: Multi-module first cycle 310 fast start mode. When the multi-module fuel cell system is cold-started, if the vehicle requires high power, the multi-module fuel cell system needs to work together to supply energy. At this time, the multi-module first cycle 310 fast start mode is entered, and the second cycle 320 where the heat dissipation integration is located does not work. The coolant of each single-module fuel cell system is heated through the first cycle 310. At the same time, the second three-way valve 360 ​​switches its position to allow the exhaust gas of the No. 1 stack 100 to pass through the No. 2 heat exchanger 311 after the catalytic reaction of the exhaust gas treatment device 200, and the exhaust gas of the No. 2 stack 100 to pass through the No. 1 heat exchanger 311 after the catalytic reaction of the exhaust gas treatment device 200, to assist the stack 100 in heating up and increase the performance improvement rate of the stack 100.

[0089] Mode three: Single-module normal operating mode. When the whole vehicle is operating normally, the required power is not high and can be supplied by the single-module fuel cell system. At this time, the single-module normal operating mode is entered. Take the working condition where the No. 1 stack 100 is working and the No. 2 stack 100 is not working as an example. At this time, the second cycle 320 of the water thermal management system 300 of the No. 1 stack 100 is working, and the second three-way valve 360 ​​switches its position to allow the exhaust gas after the catalytic reaction of the exhaust treatment device 200 to pass through the No. 2 heat exchanger 311. The first cycle 310 of the water thermal management system 300 of the No. 2 stack 100 is working, and the water pump 330 is running, making full use of the exhaust gas of the No. 1 stack 100 to increase the temperature of the No. 2 stack 100 as much as possible.

[0090] Mode 4: Multi-module normal operation mode. When the vehicle is in normal operation, the required power is large and needs to be supplied by the multi-module fuel cell system. At this time, the multi-module normal operation mode is entered, and the coolant passes through the respective second circulation 320. The second three-way valve 360 ​​switches its position so that the exhaust gas after the catalytic reaction of the exhaust treatment device 200 does not pass through the heat exchanger 311, but directly enters the tail exhaust 350.

[0091] In the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance; the term "plurality" refers to two or more, unless otherwise clearly defined. The terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0092] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by terms such as "up", "down", "left", "right", "front" and "back" are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or unit referred to must have a specific direction, be constructed and operated in a specific orientation, and therefore, cannot be understood as a limitation on the present invention.

[0093] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. 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 utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0094] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may be subject to various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A multi-module fuel cell tail gas utilization system, characterized in that: include: A battery stack, wherein the number of the battery stack is multiple; An exhaust gas treatment device, which is arranged between two-stage fuel cell stacks. When the number of fuel cell stacks is n, the number of exhaust gas treatment devices is n. The exhaust gas treatment device is used to convert the exhaust gas of the fuel cell into heat energy; A water thermal management system, when the number of battery stacks is n, the number of the water thermal management systems is also n, and the water thermal management system includes a first cycle and a second cycle; a first cycle, wherein the first cycle is connected to the fuel cell stack, and the heat energy output by the tail gas treatment device enters the first cycle and is used to heat the fuel cell stack connected to the first cycle; The second cycle is connected to the battery stack and is used to dissipate heat for the battery stack connected to the second cycle.

2. The multi-module fuel cell tail gas utilization system according to claim 1, characterized in that: The water thermal management system further comprises: A water pump, the water pump is connected to the fuel cell stack, and the first cycle and the second cycle, and is used to provide power for the working medium to enter the first cycle or the second cycle; A first three-way valve, the water pump is connected to the battery stack, the first cycle and the second cycle through the first three-way valve, and the first three-way valve is used to connect the working medium to enter the first cycle or the second cycle; A second three-way valve, wherein the second three-way valve is connected to the tail gas treatment device, the tail exhaust and the first circulation; A temperature control device, wherein a detection end of the temperature control device is arranged at the fuel cell stack, and a control end of the temperature control device is arranged at the first three-way valve; A tail exhaust is connected to the tail gas treatment device.

3. The multi-module fuel cell tail gas utilization system according to claim 2, characterized in that: The first cycle includes: A heat exchanger, wherein the heat exchanger is used to heat the working medium; The PTC heater is used to heat the coolant in the first cycle.

4. The multi-module fuel cell tail gas utilization system according to claim 3, characterized in that: The second cycle includes: The heat dissipation integration is used to dissipate the heat of the working fluid entering the second cycle.

5. The multi-module fuel cell tail gas utilization system according to claim 1, characterized in that: Also includes: An air supply system, the air supply system is used to supply air to the fuel cell stack and the tail gas supply device; A hydrogen supply system is used to supply hydrogen to the fuel cell stack and the tail gas supply device.

6. The multi-module fuel cell tail gas utilization system according to claim 5, characterized in that: The air supply system includes: An air filter, wherein the air filter is used to filter the air; An air compressor, the air compressor is used to provide power for air to enter the air supply system; An intercooler, which is arranged at the outlet side of the air compressor and is used to cool the air pressurized by the air compressor; A membrane humidifier, wherein the membrane humidifier is used to humidify the introduced air; A throttle valve is disposed between the membrane humidifier and the fuel cell stack to allow air to flow from the membrane humidifier side to the fuel cell stack side; A back pressure valve is provided between the membrane humidifier and the fuel cell stack to allow gas to flow from the fuel cell stack side to the membrane humidifier side.

7. The multi-module fuel cell tail gas utilization system according to claim 5, characterized in that: The hydrogen supply system includes: A hydrogen bottle, which is used to provide hydrogen required by the fuel cell stack; A pressure reducing valve connected to the output end of the hydrogen bottle; A solenoid valve connected to an output end of the pressure reducing valve; A proportional valve connected to the output end of the solenoid valve; A hydrogen ejector, wherein a first inlet of the hydrogen ejector is connected to an output end of the proportional valve, and a second inlet of the hydrogen ejector is connected to an anode outlet of the fuel cell stack; A water vapor separator, the water vapor separator being arranged between the hydrogen ejector and the fuel cell stack; A water drain / hydrogen valve is provided between the water vapor separator and the tail gas treatment device.

8. The multi-module fuel cell tail gas utilization system according to claim 6, characterized in that: The first circulation is arranged downstream of the membrane humidifier.

9. The multi-module fuel cell tail gas utilization system according to claim 6, characterized in that: The tail gas treatment device is provided with two input ends and one output end; The input end of the tail gas treatment device is respectively connected to the output end of the membrane humidifier and the hydrogen supply system; The output end of the exhaust gas treatment device is connected to the input end of the first cycle.

10. An automobile, characterized in that: include: Car body; A multi-module fuel cell tail gas utilization system as described in any one of claims 1 to 9.

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