Double-stack fuel cell air system

Abstract

The utility model relates to the field of fuel cells, in particular to a double-stack fuel cell air system which comprises a first electric stack, a second electric stack, an air inlet system and an exhaust system, the air inlet system comprises a main air inlet pipeline; the main air inlet pipeline is respectively connected with the first electric pile and the second electric pile through a branch air inlet pipeline; the exhaust system comprises a main air outlet pipeline; the first electric pile and the second electric pile are respectively connected with the main air outlet pipeline through a branch air outlet pipeline; a second throttle valve is arranged on the branch gas outlet pipeline connected with the first electric pile; a fourth throttle valve is arranged on the branch gas outlet pipeline connected with the second electric pile; according to the utility model, the second throttle valve and the fourth throttle valve are matched for use, so that the opening degrees of the second throttle valve and the fourth throttle valve can be controlled as required during subsequent use, and the consistency of the working pressure of the first electric pile and the working pressure of the second electric pile is ensured.

Description

Technical Field

[0001] The utility model relates to the field of fuel cells, and specifically to a dual-stack fuel cell air system. Background Art

[0002] The transformation and development of green energy have entered a fast track of acceleration. Against this background, hydrogen fuel cell vehicles, as one of the important carriers of hydrogen energy application, will play a huge demonstration role in the development of the hydrogen energy industry.

[0003] As the demand for the power of the system is getting higher and higher, a single-stack fuel cell can no longer meet the existing needs. Currently, the common solution of using two stacks in parallel increases the technical difficulty. At the same time, how to keep the performance of the two stacks consistent is the problem faced at present.

[0004] Moreover, as the system power increases, the demand for air by the system becomes greater, and the performance requirements for the air compressor will increase significantly, resulting in an increase in the parasitic power consumption of the system.

[0005] The existing patent 202410161766.1 - A fuel cell dual-stack hydrogen integration system does not clearly disclose the technical content for solving the above technical problems.

[0006] Therefore, in order to improve or solve at least one of the above problems, it is necessary to optimize the design of the existing dual-stack fuel cell air system. Summary of the Utility Model

[0007] The purpose of the utility model is to provide a dual-stack fuel cell air system that can ensure the consistency of the two stacks.

[0008] To achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0009] A dual-stack fuel cell air system includes a first stack, a second stack, an intake system, and an exhaust system;

[0010] The intake system includes a main intake pipeline, and the main intake pipeline is respectively connected to the first stack and the second stack through a branch intake pipeline;

[0011] The exhaust system includes a main exhaust pipeline, and the first stack and the second stack are respectively connected to the main exhaust pipeline through a branch exhaust pipeline;

[0012] A second throttle valve is provided on the branch exhaust pipeline connected to the first stack;

[0013] A fourth throttle valve is provided on the branch exhaust pipeline connected to the second stack.

[0014] A first throttle valve is provided on the branch intake pipe connected to the first fuel cell stack; a third throttle valve is provided on the branch intake pipe connected to the second fuel cell stack.

[0015] Temperature and pressure integrated sensors are provided on each of the branch outlet pipes and branch intake pipes.

[0016] The intake system further includes an air filter, a mass flow meter, an air compressor, and an intercooler provided on the main intake pipe; the air filter, the mass flow meter, the air compressor, and the intercooler are sequentially distributed and connected.

[0017] A gas-water separator is connected to the main outlet pipe.

[0018] The outlet of the gas-water separator is connected to an expander; the expander is connected to a muffler through a tail exhaust mixing pipe.

[0019] The air system further includes a humidification system; the humidification system includes a humidification pipe; an ultrasonic atomizer is provided on the humidification pipe; one end of the humidification pipe is connected to the drain outlet of the gas-water separator; the other end is connected to the main intake pipe between the air compressor and the intercooler.

[0020] The humidification pipe is connected to the tail exhaust mixing pipe through an outer exhaust pipe.

[0021] The humidification pipe and the outer exhaust pipe are connected through a three-way valve.

[0022] The main intake pipe is connected to the gas-water separator through a bypass pipe; a bypass valve is provided on the bypass pipe.

[0023] The air system further includes a purging system, and the purging system includes a purging intake pipe and a purging outlet pipe; one end of the purging intake pipe is connected to the main intake pipe, and the other end is respectively connected to the purging inlets of the first fuel cell stack and the second fuel cell stack; one end of the purging outlet pipe is respectively connected to the purging outlets of the first fuel cell stack and the second fuel cell stack; the other end is connected to the expander.

[0024] The advantages of the present utility model are as follows:

[0025] The present utility model discloses a dual-stack fuel cell air system.

[0026] Through the coordinated use of the second throttle valve and the fourth throttle valve, during subsequent use, the opening degrees of the second throttle valve and the fourth throttle valve can be controlled as needed, so as to ensure the consistency of the working pressures of the first fuel cell stack and the second fuel cell stack. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The following briefly describes the content expressed in each drawing of the specification of the present utility model and the marks in the drawings:

[0028] Figure 1 is a connection diagram of a dual-stack fuel cell air system

[0029] 1. Air filter, 2. Mass flow meter, 3. Air compressor, 4. Intercooler, 5. First throttle valve, 6. Second throttle valve, 7. Third throttle valve, 8. Fourth throttle valve, 9. Bypass valve, 10. Gas-water separator, 11. Expander, 12. Tail exhaust mixing pipe, 13. Muffler, 14. Electronic three-way valve, 15. Ultrasonic atomizer, 16. First fuel cell stack, 17. Second fuel cell stack. Specific embodiments

[0030] The following describes the specific embodiments of the present invention in further detail by describing the optimal embodiments with reference to the accompanying drawings.

[0031] A dual-stack fuel cell air system includes a first fuel cell stack 16, a second fuel cell stack 17, an intake system, and an exhaust system; the intake system includes a main intake pipeline 108, and the main intake pipeline 108 is respectively connected to the first fuel cell stack 16 and the second fuel cell stack 17 through a branch intake pipeline 102; the exhaust system includes a main exhaust pipeline, and the first fuel cell stack 16 and the second fuel cell stack 17 are respectively connected to the main exhaust pipeline through a branch exhaust pipeline 104; a second throttle valve 6 is provided on the branch exhaust pipeline 104 connected to the first fuel cell stack 16; a fourth throttle valve 8 is provided on the branch exhaust pipeline 104 connected to the second fuel cell stack 17; by the combined use of the second throttle valve 6 and the fourth throttle valve 8 in the present invention, during subsequent use, the opening degrees of the second throttle valve 6 and the fourth throttle valve 8 can be controlled as needed, so as to ensure the consistency of the working pressures of the first fuel cell stack 16 and the second fuel cell stack 17.

[0032] In the dual-stack fuel cell air system of the present invention, it mainly includes a first fuel cell stack 16, a second fuel cell stack 17, an intake system, and an exhaust system; the first fuel cell stack 16 and the second fuel cell stack 17 are arranged in parallel, the intake system is used to supply air to the first fuel cell stack 16 and the second fuel cell stack 17, and the exhaust system is used to perform subsequent exhaust operations on the first fuel cell stack 16 and the second fuel cell stack 17.

[0033] At the same time, in the present invention, the intake system includes a main intake pipeline 108, and the main intake pipeline 108 is respectively connected to the first fuel cell stack 16 and the second fuel cell stack 17 through a branch intake pipeline 102; the exhaust system includes a main exhaust pipeline, and the first fuel cell stack 16 and the second fuel cell stack 17 are respectively connected to the main exhaust pipeline through a branch exhaust pipeline 104; based on such a setting, it is convenient to connect the intake system and the exhaust system to the first fuel cell stack 16 and the second fuel cell stack 17.

[0034] In addition, in the present utility model, a second throttle valve 6 is provided on the branched air outlet pipe 104 connected to the first fuel cell stack 16; a fourth throttle valve 8 is provided on the branched air outlet pipe 104 connected to the second fuel cell stack 17; the settings of the second throttle valve 6 and the fourth throttle valve 8 can control the air output volume of the air outlet pipe, thereby changing the pressure inside the first fuel cell stack 16 and the second fuel cell stack 17.

[0035] Furthermore, in the present utility model, a first throttle valve 5 is provided on the branched air inlet pipe 102 connected to the first fuel cell stack 16; a third throttle valve 7 is provided on the branched air inlet pipe 102 connected to the second fuel cell stack 17; based on such settings, it is convenient to control the air intake volume of the first fuel cell stack 16 and the second fuel cell stack 17. At the same time, when not in use subsequently, through the on-off control of the first throttle valve 5, the third throttle valve 7, the second throttle valve 6, and the fourth throttle valve 8, the isolation control of the first fuel cell stack 16 and the second fuel cell stack 17 can be achieved.

[0036] In addition, in the present utility model, the first throttle valve 5, the third throttle valve 7, the second throttle valve 6, and the fourth throttle valve 8 are electronic throttle valves; this facilitates the automatic control of each valve body.

[0037] Furthermore, in the present utility model, a temperature and pressure integrated sensor 101 is provided on each of the branched air outlet pipes 104 and the branched air inlet pipes 102; the temperature and pressure integrated sensor 101 can be used to detect the temperature and pressure at the inlets and outlets of the first fuel cell stack 16 and the second fuel cell stack 17.

[0038] Furthermore, in the present utility model, the intake system further includes an air filter 1, a mass flow meter 2, an air compressor 3, and an intercooler 4 provided on the main air inlet pipe 108; the air filter 1, the mass flow meter 2, the air compressor 3, and the intercooler 4 are distributed and connected in sequence; the air filter 1 can perform physical filtration and chemical adsorption. Physical filtration can filter out impurities and dust in the air, and chemical filtration adsorbs harmful gases such as nitrogen compounds and sulfur compounds in the air that are harmful to the membrane electrode. After air filtration, clean air is provided for the fuel cell stack.

[0039] The mass flow meter 2 is used to monitor whether the intake air flow meets the requirements of the fuel cell stack.

[0040] The gas compressed by the air compressor 3 meets the air pressure requirements of the fuel cell stack, and the intercooler 4 cools the air pressurized by the air compressor 3 to reach the optimal operating temperature of 70 - 80 °C for the fuel cell stack to work. When the fuel cell system shuts down, the first electronic throttle valve and the third electronic throttle valve are fully closed to play a sealing role. When the fuel cell system is working, the first electronic throttle valve and the third electronic throttle valve are in a fully open state (100% opening degree) to reduce the flow resistance.

[0041] Furthermore, in the present utility model, a gas-water separator 10 is connected to the main air outlet pipe; in the present utility model, the gas-water separator 10 mainly separates gas and water from the externally discharged air.

[0042] In the present utility model, the air outlet of the gas-water separator 10 is connected to an expander 11; the expander 11 is connected to a muffler 13 through an exhaust mixing pipe 12; the gas-water separator 10 separates gas and liquid in the gas-liquid mixture generated when the first fuel cell stack 16 and the second fuel cell stack 17 work, preventing the weakly acidic liquid in the fuel cell stack operation from entering the expander 11 and causing mechanical damage and corrosion to the impeller.

[0043] The gas separated by the gas-water separator 10 enters the expander 11 to drive the impeller to generate electricity, improving the efficiency of the system.

[0044] The air flowing through the expander 11 enters the muffler 13 through the exhaust mixing pipe 12 and then is discharged. The muffler 13 reduces the noise generated by the air flowing in the pipeline during the system operation, improving the comfort of the system.

[0045] Furthermore, in the present utility model, the air system further includes a humidification system; the humidification system mainly humidifies the intake gas; specifically, in the present utility model, the humidification system includes a humidification pipe 106; an ultrasonic atomizer 15 is provided on the humidification pipe 106; one end of the humidification pipe 106 is connected to the drain outlet of the gas-water separator 10; the other end is connected to the main intake pipe 108 between the air compressor 3 and the intercooler 4; the ultrasonic atomizer 15 can atomize part of the water liquid flowing out of the gas-water separator 10 into a gaseous state to humidify and cool the high-temperature gas compressed by the air compressor 3.

[0046] Furthermore, in the present utility model, the humidification pipe 106 is connected to the exhaust mixing pipe 12 through an exhaust pipe 107; the humidification pipe 106 and the exhaust pipe 107 are connected through a three-way valve 14; the excess liquid after humidification flows into the exhaust mixing pipe 12 through the other outlet of the electronic three-way valve 14, and is discharged into the atmosphere through the muffler 13 together with the gas utilized by the expander 11 from the fuel cell system.

[0047] Furthermore, in the present utility model, the main intake pipe 108 is connected to the gas-water separator 10 through a bypass pipe 103; a bypass valve 9 is provided on the bypass pipe 103; through the setting of the bypass pipe 103 and the bypass valve 9, the gas compressed by the air compressor 3 can flow out through the bypass valve 9 while meeting the needs of the fuel cell stack, and at the same time, the air compressor 3 can be prevented from surging.

[0048] Further, in the present utility model, the air system further includes a purging system, which includes a purging intake pipeline 109 and a purging outlet pipeline 105; one end of the purging intake pipeline 109 is connected to the main intake pipeline 108, and the other end is respectively connected to the purging inlets of the first stack 16 and the second stack 17; one end of the purging outlet pipeline 105 is respectively connected to the purging outlets of the first stack 16 and the second stack 17; the other end is connected to the expander 11; the first stack 16 and the second stack 17 are provided with purging inlets, and the gas is led out after the intercooler 4 to purge the first stack 16 and the second stack 17; the first stack 16 and the second stack 17 are provided with purging outlets, and the gases purged by the first stack 16 and the second stack 17 converge and then converge with the gas separated from the gas-water separator 10 at the front section of the expander 11 and then flow to the expander 11; the gas used by the expander 11 enters the tail exhaust mixing pipe 12 and then passes through the muffler 13 to reduce noise, and finally is exhausted from the fuel cell system into the atmosphere; in the present utility model, the gases discharged from the purging outlets of the first stack 16 and the second stack 17 enter the inlet of the expander 11, increasing the intake air flow of the expander 11 and improving the power generation.

[0049] Specifically:

[0050] The present utility model discloses a dual-stack fuel cell air system, which mainly includes a first stack 16, a second stack 17, an intake system, an exhaust system, a purging system and a humidifying system.

[0051] By the coordinated use of the first throttle valve 5, the third throttle valve 7, the second throttle valve 6 and the fourth throttle valve 8 in the present utility model, the problem of the consistency of the air intake pressure of the first stack 16 and the second stack 17 can be solved. At the same time, the expander 11 is used to reduce the power consumption of the fuel cell system, and the liquid water discharged from the fuel cell system is used to humidify the fuel cell.

[0052] The air intake systems and the exhaust systems of the first stack 16 and the second stack 17 in the present utility model are in a parallel relationship, and a air humidifying system is provided at the same time.

[0053] The air intake system includes an air filter 1, a mass flow meter 2, an air compressor 3, an intercooler 4, a first throttle valve 5, a third throttle valve 7 and a bypass valve 9.

[0054] The first throttle valve 5 and the third throttle valve 7 are branched out from before the first bypass valve 9. The first throttle valve 5 is connected to the inlet of the first stack 16, and the third throttle valve 7 is connected to the inlet of the second stack 17. A temperature and pressure integrated sensor 101 is provided between the first electronic throttle valve, the third electronic throttle valve and the stack.

[0055] Further, the first stack 16 and the second stack 17 are provided with purge inlets, and gas is led out after the intercooler 4 to purge the first stack 16 and the second stack 17.

[0056] Further, the air exhaust system includes a second electronic throttle valve, a fourth electronic throttle valve, a gas-liquid separator 10, an expander 11, an exhaust mixing pipe 12, a muffler 13, and a second bypass valve 9.

[0057] The second throttle valve 6 is connected to the outlet of the first stack 16, and the fourth throttle valve 8 is connected to the outlet of the second stack 17. A temperature and pressure integrated sensor 101 is provided between the second electronic throttle valve and the fourth electronic throttle valve. After the second electronic throttle valve and the fourth electronic throttle valve converge, the air flowing out of the bypass valve 9 enters the gas-liquid separator 10 together for gas-liquid separation.

[0058] The gas-liquid separator 10 is not limited to the baffle type and vortex type separation forms.

[0059] Further, the first stack 16 and the second stack 17 are provided with purge outlets. After the gas purged by the first stack 16 and the second stack 17 converges, it converges with the gas separated from the gas-liquid separator 10 at the front section of the expander 11 and then flows to the expander 11; the gas after being utilized by the expander 11 enters the exhaust mixing pipe 12 and then passes through the muffler 13 to reduce noise, and finally is exhausted from the fuel cell system into the atmosphere.

[0060] Further, the air humidification system includes an electronic three-way valve 14 and an ultrasonic nebulizer 15. One outlet of the electronic three-way valve 14 is connected to the inlet of the ultrasonic nebulizer 15, and the other outlet is connected to the exhaust mixing pipe 12. The highly humid gas passing through the ultrasonic nebulizer 15 is mixed with the compressed gas after the air compressor 3 and then enters the intercooler 4 together.

[0061] The excess liquid flows into the exhaust mixing pipe 12 through the other outlet of the electronic three-way valve 14, and is discharged from the fuel cell system into the atmosphere together with the gas after being utilized by the expander 11 through the muffler 13.

[0062] The first stack 16 and the second stack 17 of the present utility model work independently.

[0063] The air intake system includes an air filter 1, a mass flow meter 2, an air compressor 3, an intercooler 4, a first throttle valve 5, a third throttle valve 7, and a bypass valve 9. The first throttle valve 5 and the third throttle valve 7 are branched out before the bypass valve 9. The first throttle valve 5 is connected to the inlet of the first stack 16, and the third throttle valve 7 is connected to the inlet of the second stack 17. A temperature and pressure integrated sensor 101 is provided between the first throttle valve 5 and the third throttle valve 7 and the stack.

[0064] Further, the air filter 1 can perform physical filtration and chemical adsorption. Physical filtration can filter out impurities and dust in the air, and chemical filtration can adsorb harmful gases such as nitrogen compounds and sulfur compounds in the air to the membrane electrode. After air filtration, clean air is provided for the stack. The mass flow meter 2 is used to monitor whether the intake air flow meets the stack requirements. The gas compressed by the air compressor 3 meets the air pressure requirements of the stack. The intercooler 4 cools the air pressurized by the air compressor 3 to reach the optimal operating temperature of 70-80 °C for the stack. When the fuel cell system is shut down, the first electronic throttle valve 5 and the third electronic throttle valve 7 are completely closed to play a sealing role. When the fuel cell system is working, the first electronic throttle valve 5 and the third electronic throttle 7 are in a fully open state (100% opening) to reduce the flow resistance. The bypass valve 9 allows the gas compressed by the air compressor 3 to meet the stack needs while discharging the excess air through the bypass valve 9, and at the same time, it can prevent the air compressor 3 from surging.

[0065] Further, the air intake system is in a parallel structure with the first stack 16 and the second stack 17

[0066] Further, the air compressor 3 is regulated by the air compressor 3 controller according to the flow rate and pressure required for the operation of the first stack 16 and the second stack 17 to meet their requirements.

[0067] Further, temperature and pressure integrated sensors are provided between the first electronic throttle valve 5 and the first stack 16, and between the third electronic throttle valve 7 and the second stack 17 to monitor the intake air pressure and temperature entering the first stack 16 and the second stack 17.

[0068] When the fuel cell is operating normally, a small amount of hydrogen and water vapor will seep into the interior of the stack housing. In this case, part of the gas is led out after the intercooler 4 and enters the purge inlets of the first stack 16 and the second stack 17 respectively.

[0069] Further, the air exhaust system includes a second throttle valve 6, a fourth throttle valve 8, a gas-liquid separator 10, an expander 11, a tail exhaust mixing pipe 12, and a muffler 13.

[0070] The second throttle valve 6 is connected to the outlet of the first stack 16, and the fourth throttle valve 8 is connected to the outlet of the second stack 17. A temperature and pressure integrated sensor 101 is provided between the second electronic throttle valve 6 and the first stack 16, and a temperature and pressure integrated sensor 101 is provided between the fourth electronic throttle valve 8 and the second stack 17. After the second electronic throttle valve 8 and the fourth electronic throttle valve 8 converge, they enter the gas-liquid separator 10 together with the air flowing out of the bypass valve 9 for gas-liquid separation. The gas-liquid separator 10 is not limited to the baffle type and vortex type separation forms.

[0071] Further, when the fuel cell system is operating normally, the second electronic throttle valve 6 and the fourth electronic throttle valve 8 respectively regulate the pressure of the first fuel cell stack 16 and the second fuel cell stack 17. When the fuel cell system shuts down, the second electronic throttle valve 6 and the fourth electronic throttle valve 7 are in the closed state to prevent air from entering the fuel cell stack. The gas-liquid separator 10 separates the gas and liquid in the gas-liquid mixture generated when the first fuel cell stack 16 and the second fuel cell stack 17 are operating, preventing the weak acidic liquid during the operation of the fuel cell stack from entering the expander 11 and causing mechanical damage and corrosion to the impeller. The gas separated by the gas-liquid separator 10 enters the expander 11 to drive the impeller to generate electricity and improve the efficiency of the system. The air flowing through the expander 11 enters the muffler 13 through the tail exhaust mixing pipe 12 and then is discharged. The muffler 13 reduces the noise generated by the air flowing in the pipeline during the operation of the system and improves the comfort of the system.

[0072] Further, a temperature and pressure integrated sensor is provided between the second electronic throttle valve 6 and the first fuel cell stack 16 to monitor the temperature and pressure of the first fuel cell stack 16 when it exits the stack, where the detected pressure is P1. Temperature and pressure integrated sensors are respectively provided between the fourth electronic throttle valve 8 and the second fuel cell stack 17 to monitor the temperature and pressure of the second fuel cell stack 17 when it exits the stack, where the detected pressure is P2. Additionally, the preset pressure of the first fuel cell stack 16 and the second fuel cell stack 17 at a certain operating point is set as P. When P1 < P, the opening degree of the second electronic throttle valve is reduced to make P1 = P. When P2 < P, the opening degree of the fourth electronic throttle valve is reduced to make P2 = P. When P2 > P, the opening degree of the fourth electronic throttle valve is increased to make P1 = P. When P2 > P, the opening degree of the fourth electronic throttle valve is increased to make P2 = P. The above can be adjusted in real time according to the instructions sent by the control system, and the response time of the electronic throttle valve is selected to be < 150 ms to meet the pressure consistency of the first fuel cell stack 16 and the second fuel cell stack 17.

[0073] Further, the gas discharged from the purge outlets of the first fuel cell stack 16 and the second fuel cell stack 17 enters the inlet of the expander 11, increasing the intake air flow of the expander 11 and improving the power generation.

[0074] Further, in the humidification system of the present utility model, it includes a humidification pipeline 106, an electronic three-way valve 14, and an ultrasonic nebulizer 15. At the same time, a humidity sensor is provided after the cooler 4 in the intake air system. According to the signal fed back by the humidity sensor, the corresponding opening degree of the electronic three-way valve 14 is adjusted, and the ultrasonic nebulizer 15 atomizes the liquid into a gaseous state to humidify and cool the high-temperature gas compressed by the air compressor 3.

[0075] Compared with using a humidifier to passively humidify the air, this embodiment actively humidifies the air, not only reducing costs but also improving the volume density of the system.

[0076] Further, the excess liquid after humidification flows into the tail exhaust mixing pipe 12 through another outlet of the electronic three-way valve 14, and is discharged into the atmosphere outside the fuel cell system together with the gas used by the expander 11 through the muffler 13.

[0077] Obviously, the specific implementation of the present utility model is not limited by the above-mentioned manner. As long as various non-substantive improvements are made by adopting the method concept and technical solution of the present utility model, they are all within the protection scope of the present utility model.

Claims

1. A dual-stack fuel cell air system, characterized in that: It includes a first battery stack, a second battery stack, an intake system and an exhaust system; The air intake system comprises a main air intake pipeline, and the main air intake pipeline is connected to the first battery stack and the second battery stack through a branch air intake pipeline respectively; The exhaust system comprises a main gas outlet pipeline, and the first battery stack and the second battery stack are respectively connected to the main gas outlet pipeline through a branch gas outlet pipeline; A second throttle valve is provided on the branch outlet pipeline connected to the first battery stack; A fourth throttle valve is provided on the branch outlet pipeline connected to the second battery stack.

2. A dual-stack fuel cell air system according to claim 1, characterized in that: A first throttle valve is provided on the branch air intake pipeline connected to the first battery stack; a third throttle valve is provided on the branch air intake pipeline connected to the second battery stack.

3. A dual-stack fuel cell air system according to claim 2, characterized in that: Each of the branch air outlet pipes and branch air inlet pipes is provided with an integrated temperature and pressure sensor.

4. A dual-stack fuel cell air system according to claim 1, characterized in that: The air intake system also includes an air filter, a mass flow meter, an air compressor and an intercooler arranged on the main air intake duct; the air filter, the mass flow meter, the air compressor and the intercooler are distributed and connected in sequence.

5. A dual-stack fuel cell air system according to claim 1, characterized in that: The main air outlet pipeline is connected with a gas-water separator.

6. A dual-stack fuel cell air system according to claim 5, characterized in that: The gas outlet of the gas-water separator is connected with an expander; the expander is connected with a muffler through a tail exhaust mixing pipe.

7. A dual-stack fuel cell air system according to claim 5, characterized in that: The air system also includes a humidification system; the humidification system includes a humidification pipe; an ultrasonic atomizer is provided on the humidification pipe; one end of the humidification pipe is connected to the drain outlet of the air-water separator; and the other end is connected to the main air intake pipe between the air compressor and the intercooler.

8. A dual-stack fuel cell air system according to claim 7, characterized in that: The humidification pipeline is connected to the tail discharge mixing pipe through an external discharge pipeline; the humidification pipeline and the external discharge pipeline are connected through a three-way valve.

9. A dual-stack fuel cell air system according to claim 7, characterized in that: The main air intake pipeline is connected to the air-water separator through a bypass pipeline; a bypass valve is provided on the bypass pipeline.

10. A dual-stack fuel cell air system according to claim 1, characterized in that: The air system also includes a purge system, which includes a purge inlet pipe and a purge outlet pipe; one end of the purge inlet pipe is connected to the main air inlet pipe, and the other end is respectively connected to the first battery stack purge inlet and the second battery stack purge inlet; one end of the purge outlet pipe is respectively connected to the first battery stack purge outlet and the second battery stack purge outlet; the other end is connected to the expander.

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