Fuel cell cooling system and vehicle

Abstract

This utility model discloses a fuel cell cooling system and a vehicle. The fuel cell cooling system includes: a fuel cell stack, the fuel cell stack including: a membrane electrode assembly (MEA) with a first slot; and a heat exchange assembly including: a first heat exchange element, the first heat exchange element being snapped into the first slot, and the first heat exchange element exchanging heat with the MEA. By snapping the first heat exchange element into the first slot of the MEA and exchanging heat with the MEA, the heat dissipation efficiency of the fuel cell can be improved, allowing heat to be quickly conducted from the fuel cell stack, greatly reducing the risk of local overheating of the fuel cell stack and extending the life of the fuel cell. In addition, by precisely controlling the layout of the first heat exchange element, the temperature uniformity within the fuel cell stack can be greatly improved, thereby avoiding local overheating or overcooling and improving power generation efficiency.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a fuel cell cooling system and a vehicle. Background Technology

[0002] In related technologies, a fuel cell cooling system includes a fuel cell stack, a water pump, a vehicle radiator, a first heat exchanger, a second heat exchanger, and a phase change material (PCM) storage tank. The fuel cell stack, water pump, vehicle radiator, and first heat exchanger are connected to form a fuel cell coolant circulation. The first heat exchanger, second heat exchanger, and PCM storage tank are connected to form a PCM cooling circulation. By connecting the first heat exchanger to the fuel cell cooling system, the latent heat of the PCM can be used to significantly increase the heat dissipation capacity, improve the working performance of the fuel cell in high-temperature, high-altitude, and dry harsh environments, and at the same time reduce the parasitic energy consumption of the fuel cell and improve system efficiency.

[0003] However, existing fuel cell cooling systems also have significant drawbacks: the heat exchange components are attached to the main heat dissipation pipeline of the system, which cannot effectively control the heat dissipation state inside the fuel cell stack and cannot solve problems such as uneven temperature distribution and local overheating in the stack. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a fuel cell cooling system that can improve the heat dissipation efficiency of the fuel cell, allowing heat to be rapidly conducted from the stack, greatly reducing the risk of localized overheating of the stack, and extending the lifespan of the fuel cell.

[0005] This utility model further proposes a vehicle.

[0006] The fuel cell cooling system according to this utility model includes: a fuel cell stack, the fuel cell stack including: a membrane electrode assembly (MEA) having a first slot; and a heat exchange assembly including: a first heat exchange element, the first heat exchange element being snapped into the first slot, and the first heat exchange element exchanging heat with the MEA.

[0007] According to the fuel cell cooling system of this utility model, by fastening the first heat exchanger to the first slot of the membrane electrode assembly, and by exchanging heat between the first heat exchanger and the membrane electrode assembly, the heat dissipation efficiency of the fuel cell can be improved, allowing heat to be quickly conducted from the stack, greatly reducing the risk of local overheating of the stack and extending the life of the fuel cell. In addition, by precisely controlling the layout of the first heat exchanger, the temperature uniformity within the stack can be greatly improved, thereby avoiding local overheating or overcooling and improving power generation efficiency.

[0008] In some examples of this utility model, the membrane electrode includes: a proton exchange membrane layer, a porous dielectric layer, and an electrode layer, wherein the porous dielectric layer is connected between the proton exchange membrane layer and the electrode layer, and the electrode layer is provided with the first slot.

[0009] In some examples of this utility model, the fuel cell cooling system further includes a hydrogen heat exchanger, and the heat exchange component further includes a second heat exchange element, which is connected to the first heat exchange element, and the second heat exchange element exchanges heat with the hydrogen heat exchanger.

[0010] In some examples of this utility model, the hydrogen heat exchanger is provided with a second slot, and the second heat exchange element is snapped into the second slot.

[0011] In some examples of this utility model, the heat exchange assembly further includes: a first connector, a second connector, a valve, and a throttling device. The first connector is connected between the outlet end of the first heat exchanger and the inlet end of the second heat exchanger. The second connector is connected between the inlet end of the second heat exchanger and the outlet end of the second heat exchanger. The valve is disposed on the first connector, and the throttling device is disposed on the second connector.

[0012] In some examples of this utility model, the valve is a two-way valve or a multi-way valve.

[0013] In some examples of this utility model, the first heat exchanger, the second heat exchanger, the first connector, the second connector, the valve, and the throttling device are integrally formed structural components.

[0014] In some examples of this utility model, the fuel cell cooling system further includes: a vehicle radiator, a water pump, and a three-way valve. The water pump is connected between the vehicle radiator and the fuel cell stack. The three-way valve is provided with a first connection port, a second connection port, and a third connection port. The first connection port is connected to the vehicle radiator, the second connection port is connected to the hydrogen heat exchanger, and the third connection port is connected between the vehicle radiator and the fuel cell stack.

[0015] In some examples of this utility model, there are multiple heat exchange components, each heat exchange component is provided with a first heat exchange element, and there are multiple membrane electrodes, with a one-to-one correspondence between the multiple first heat exchange elements and the multiple membrane electrodes.

[0016] The vehicle according to this utility model includes: the fuel cell cooling system described above.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the first part of the fuel cell cooling system according to an embodiment of the present utility model;

[0020] Figure 2 This is a schematic diagram of the membrane electrode structure;

[0021] Figure 3 This is a partial cross-sectional view of a fuel cell cooling system according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of the second part of the fuel cell cooling system according to an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the third part of the fuel cell cooling system according to an embodiment of the present utility model;

[0024] Figure 6 This is a schematic diagram of a hydrogen heat exchanger.

[0025] Figure 7 This is a structural block diagram of a fuel cell cooling system according to an embodiment of the present invention.

[0026] Figure label:

[0027] 1. Fuel cell cooling system;

[0028] 10. Fuel cell stack; 100. Membrane electrode assembly; 101. First slot; 102. Proton exchange membrane layer; 103. Porous dielectric layer; 104. Electrode layer; 20. Heat exchange assembly; 200. First heat exchanger; 201. Second heat exchanger; 202. First connector; 203. Second connector; 204. Valve; 205. Throttling device; 30. Hydrogen heat exchanger; 300. Second slot; 40. Vehicle radiator; 50. Water pump; 60. Three-way valve; 600. First connection port; 601. Second connection port; 602. Third connection port. Detailed Implementation

[0029] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0030] The following is for reference. Figures 1-7 A fuel cell cooling system 1 according to an embodiment of the present invention is described.

[0031] like Figure 1 , Figure 4 and Figure 7 As shown, the fuel cell cooling system 1 according to an embodiment of the present invention includes: a fuel cell stack 10 and a heat exchange component 20. The fuel cell stack 10 is the core component of the fuel cell cooling system 1, which directly converts fuel and oxidant into electrical energy through an electrochemical reaction. The heat exchange component 20 mainly serves to dissipate heat, ensuring that the fuel cell stack 10 operates within an ideal temperature range. The heat exchange component 20 can be configured as an ultra-thin heat pipe.

[0032] like Figure 1 , Figure 3 Figure 4 and Figure 7 As shown, the fuel cell stack 10 includes a membrane electrode 100, which is provided with a first slot 101. The heat exchange assembly 20 includes a first heat exchange element 200, which is snapped into the first slot 101 and exchanges heat with the membrane electrode 100.

[0033] It should be noted that the membrane electrode 100 is a component of the fuel cell stack 10 and is a key component for converting chemical energy into electrical energy. The membrane electrode 100 is provided with a first slot 101, which serves to fix and support the components and can be used to securely connect other parts. The heat exchange assembly 20 includes a first heat exchange element 200, which absorbs heat, causes phase change, drives steam flow, and maintains temperature uniformity. The first heat exchange element 200 is secured to the first slot 101. At this point, the first heat exchange element 200 and the membrane electrode 100 are encapsulated as a single unit. The phase exchange heat exchange between the first heat exchanger 200 and the membrane electrode 100 improves the heat dissipation efficiency of the fuel cell, allowing heat to be rapidly conducted from the fuel cell stack 10. This significantly reduces the risk of local overheating in the fuel cell stack 10 and extends the fuel cell's lifespan. In other words, the phase exchange heat exchange between the first heat exchanger 200 and the membrane electrode 100 not only effectively removes excess heat generated by the fuel cell stack 10 but also ensures that the fuel cell remains within an ideal temperature range, thereby improving its performance and lifespan. Furthermore, by precisely controlling the layout of the first heat exchanger 200, the temperature uniformity within the fuel cell stack 10 can be greatly improved, thus avoiding local overheating or overcooling and improving power generation efficiency. It should be noted that the first heat exchanger 200 includes two main heat exchange sections and multiple auxiliary heat exchange sections. The auxiliary heat exchange sections are connected between the two main heat exchange sections and are spaced apart to avoid interference between them. This also allows for a wider distribution of the auxiliary heat exchange sections, enabling the first heat exchanger 200 to effectively absorb heat from the fuel cell stack 10, thereby extending the fuel cell's lifespan. In this heat exchange component 20, the ethanol heat-conducting working medium can absorb the heat generated by the fuel cell stack 10 through the heat conduction of the outer copper shell of the first heat exchange component 200 and evaporate into ethanol vapor. The first heat exchange component 200 can be set as the hot end of a heat pipe.

[0034] Therefore, by attaching the first heat exchanger 200 to the first slot 101 of the membrane electrode 100, and by having the first heat exchanger 200 and the membrane electrode 100 exchange heat, the heat dissipation efficiency of the fuel cell can be improved, allowing heat to be quickly conducted from the stack 10, greatly reducing the risk of local overheating of the stack 10 and extending the life of the fuel cell. In addition, by precisely controlling the layout of the first heat exchanger 200, the temperature uniformity within the stack 10 can be greatly improved, thereby avoiding local overheating or overcooling and improving power generation efficiency.

[0035] Specifically, such as Figure 2 and Figure 3As shown, the membrane electrode 100 includes a proton exchange membrane layer 102, a porous dielectric layer 103, and an electrode layer 104. The porous dielectric layer 103 is connected between the proton exchange membrane layer 102 and the electrode layer 104, and the electrode layer 104 is provided with a first slot 101. The proton exchange membrane layer 102, the porous dielectric layer 103, and the electrode layer 104 are components of the membrane electrode 100. The proton exchange membrane layer 102 allows protons and hydrogen ions to transfer from the anode to the cathode while preventing electrons and gases from passing through. The porous dielectric layer 103 provides an effective gas diffusion path. In addition, the porous dielectric layer 103 helps conduct electricity and drain the generated water. The electrode layer 104 can distribute fuel gas hydrogen and oxidant oxygen or air to the corresponding electrodes and collect current. The porous dielectric layer 103 is connected between the proton exchange membrane layer 102 and the electrode layer 104. At this time, the membrane electrode 100 meets the actual working conditions and can convert chemical energy into electrical energy. The electrode layer 104 is provided with a first slot 101, which can play a fixing and supporting role and can be used to connect other components. Through the first slot 101, the first heat exchanger 200 and the membrane electrode 100 can be packaged into a whole. It should be noted that the thickness of the first slot 101 is less than 0.5mm, and the first slot 101 and the first heat exchanger 200 are interference fit. This ensures that the two components, the first slot 101 and the first heat exchanger 200, are in close contact, thereby achieving good heat conduction, preventing loosening, and improving the stability of the overall structure. The first heat exchanger 200 and the membrane electrode 100 can be fully welded together, which can enhance the structural strength between the first heat exchanger 200 and the membrane electrode 100, and can better conduct heat and electricity.

[0036] In addition, such as Figure 1 , Figure 4 , Figure 5 and Figure 7As shown, the fuel cell cooling system 1 further includes a hydrogen heat exchanger 30, and the heat exchange assembly 20 further includes a second heat exchange element 201. The second heat exchange element 201 is connected to the first heat exchange element 200, and the second heat exchange element 201 undergoes phase exchange heat transfer with the hydrogen heat exchanger 30. The hydrogen heat exchanger 30 can promote heat exchange between hydrogen and other media such as coolant, air, or other gases, thereby allowing the hydrogen to be regulated to a suitable temperature before entering the fuel cell stack 10, which can optimize reaction conditions and protect the fuel cell. The heat exchange assembly 20 also includes the second heat exchange element 201, which can release heat, condense vapor, return liquid, and maintain a temperature difference. The second heat exchange element 201 is connected to the first heat exchange element 200. At this time, the heat exchange assembly 20 provides a direct path for vapor to the second heat exchange element 201, while allowing coolant to flow back from the second heat exchange element 201 to the first heat exchange element 200, thus achieving efficient heat exchange. Heat transfer occurs through a phase change between the second heat exchanger 201 and the hydrogen heat exchanger 30. This utilizes the high latent heat of the phase change process, enabling more efficient energy transfer. Understandably, the ethanol vapor temperature within the heat exchanger 20 is higher than the hydrogen temperature in the hydrogen heat exchanger 30. Heat can be exchanged between them via thermal conduction, allowing for waste heat recovery and hydrogen heating. This enhances the reactivity of the hydrogen-side catalyst, improving energy efficiency while effectively controlling temperature. Fully utilizing waste heat to preheat hydrogen reduces the need for additional heating equipment, lowers energy consumption, simplifies the system structure, and improves the economy and reliability of the entire fuel cell cooling system 1. The second heat exchanger 201 can be configured as the cold end of a heat pipe.

[0037] Of course, such as Figures 4-6 As shown, the hydrogen heat exchanger 30 is provided with a second slot 300, and the second heat exchange component 201 is snapped into the second slot 300. The second slot 300 serves to fix and support, and can be used to snap other components together. When the second heat exchange component 201 is snapped into the second slot 300, the second heat exchange component 201 and the hydrogen heat exchanger 30 are encapsulated as a whole, facilitating heat exchange between the second heat exchange component 201 and the hydrogen heat exchanger 30 through thermal conduction. This enables the recovery and utilization of waste heat and the heating of hydrogen, which can improve the reaction activity of the hydrogen-side catalyst. This allows for effective temperature control while improving energy utilization efficiency, fully utilizing waste heat to preheat hydrogen, reducing the need for additional heating equipment, lowering energy consumption, simplifying the system structure, and improving the economy and reliability of the entire fuel cell cooling system 1. The second heat exchange component 201 and the hydrogen heat exchanger 30 are connected by welding at their structural edges, ensuring precise dimensions, a simple and elegant structure, and guaranteeing the robustness and reliability of the connection between the second heat exchange component 201 and the hydrogen heat exchanger 30.

[0038] Furthermore, such as Figure 1 , Figure 4 and Figure 7 As shown, the heat exchange assembly 20 further includes: a first connector 202, a second connector 203, a valve 204, and a throttling device 205. The first connector 202 is connected between the outlet end of the first heat exchanger 200 and the inlet end of the second heat exchanger 201. The second connector 203 is connected between the inlet end of the second heat exchanger 201 and the outlet end of the second heat exchanger 201. The valve 204 is disposed on the first connector 202, and the throttling device 205 is disposed on the second connector 203.

[0039] It should be noted that the first connector 202, the second connector 203, the valve 204, and the throttling device 205 are components of the heat exchange assembly 20. The first connector 202 connects the first heat exchanger 200 and the second heat exchanger 201, ensuring smooth fluid flow throughout the heat exchange assembly 20 and allowing it to withstand certain pressure and temperature conditions. The second connector 203 connects the first heat exchanger 200 and the second heat exchanger 201, ensuring smooth fluid flow throughout the heat exchange assembly 20 and allowing it to withstand certain pressure and temperature conditions. The valve 204 is a key component for fluid flow within the heat exchange assembly 20. Used to regulate flow, control direction, isolate a part of the system, or prevent backflow, in the heat exchange assembly 20, valve 204 can be used to precisely control the flow rate of the medium entering the second heat exchanger 201, thereby affecting heat exchange efficiency and response speed. Throttling element 205 provides a path for liquid to return from the second heat exchanger 201 to the first heat exchanger 200, which is crucial for maintaining continuous circulation within the heat exchange assembly 20, helping to improve heat exchange efficiency. Simultaneously, it can promote rapid evaporation and condensation processes, thereby accelerating the response speed of the entire system. First connector 202 connects the outlet end of the first heat exchanger 200 to the inlet end of the second heat exchanger 201. Connector 203 connects the inlet end of the second heat exchanger 201 and the outlet end of the second heat exchanger 201. At this time, the first heat exchanger 200 and the second heat exchanger 201 can be connected through the first connector 202 and the second connector 203. The heat exchange assembly 20 provides a direct path for steam to the second heat exchanger 201, while simultaneously allowing coolant to flow back from the second heat exchanger 201 to the first heat exchanger 200, thus achieving efficient heat transfer. Valve 204 is located on the first connector 202, and throttling device 205 is located on the second connector 203. Valve 204 and throttling device 205 are respectively located on the first connector 202 and the second connector 203. 203. In this way, the ethanol heat transfer medium in the heat exchange component 20 absorbs the heat generated by the fuel cell stack 10 through the heat conduction of the outer copper shell of the first heat exchange component 200, evaporates into ethanol vapor, and then flows through valve 204 to the second heat exchange component 201, releasing heat to the outside and condensing into ethanol liquid. The ethanol coolant flows back to the first heat exchange component 200 through the throttling device 205. Thus, the heat exchange component 20 transfers the heat of the fuel cell stack 10 to the outside through the phase change process of ethanol evaporation and condensation. The heat exchange of the heat exchange component 20 utilizes the phase change process of the refrigerant itself and does not consume power, thus greatly reducing parasitic power consumption. Among them, valve 204 can be a miniature solenoid valve with a diameter of less than 3mm, and the throttling device 205 can be set as a capillary structure, which can be made using conventional structures such as groove type, wire mesh type, sintered powder type, and composite type.It should be noted that by rationally selecting and adjusting the refrigerant, the temperature distribution inside the fuel cell stack 10 can be controlled to a great extent. In the lower temperature region, the refrigerant does not undergo or undergoes less phase change heat transfer, while in the higher temperature region, the refrigerant undergoes intense phase change, thus improving the heat exchange efficiency and making the temperature difference inside the fuel cell stack 10 less than 5℃.

[0040] Among them, such as Figure 1 , Figure 4 and Figure 7 As shown, valve 204 is either a two-way valve or a multi-way valve. Valve 204 can be configured as either a two-way valve or a multi-way valve. A two-way valve is one of the most basic types of valves 204, primarily used to control fluid flow along a single path. It includes two ports, an inlet and an outlet, which can open or close the fluid passage and regulate the amount of fluid passing through the valve 204. Multi-way valves can achieve more complex fluid distribution and mixing operations, enabling fluid switching between multiple different sources or destinations, mixing fluids from two different sources, or splitting a single fluid into two or more streams directed to different locations. In the case of multiple heat exchange components 20, each heat exchange component 20... Multiple two-way valves in multiple heat exchange components 20 can be connected in parallel, each using a separate two-way valve. These valves are used to precisely control the flow rate of the medium entering the second heat exchange component 201. This design is simple, easy to maintain, and low in cost. Alternatively, multi-way valves can be used to achieve the same control effect as multiple parallel two-way valves, depending on actual needs. The control logic can also achieve single-control switching by controlling the independent switching of each passage of the multi-way valve. This reduces the control wiring harness of the valves 204 in the system, thereby improving the system's flexibility and controllability, reducing the number of valves 204 required, and simplifying the piping layout.

[0041] In addition, such as Figure 1 , Figure 4 and Figure 7 As shown, the first heat exchanger 200, the second heat exchanger 201, the first connector 202, the second connector 203, the valve 204, and the throttling device 205 are all integrally formed structural components. In this case, the heat exchange assembly 20 is a single-piece structure, which is more stable and robust, easier to install, simplifies subsequent maintenance, saves costs, and requires only one processing mold, facilitating manufacturing. Furthermore, the integral molding reduces the number of joints between multiple components, thereby reducing the possibility of leakage and improving the system's sealing and overall reliability. In addition, the integrated heat exchange assembly 20 allows for better control of the heat transfer path, reducing energy loss and improving thermal efficiency, thus ensuring that the fuel cell stack 10 operates within an ideal temperature range. The connection between the first heat exchanger 200 and the first connector 202 and the second connector 203 has a bend angle. This angle can be changed according to the actual arrangement of the fuel cell without affecting the operation of the heat exchange assembly 20.

[0042] It should be noted that, as Figure 7 As shown, the fuel cell cooling system 1 also includes: a vehicle radiator 40, a water pump 50, and a three-way valve 60. The water pump 50 is connected between the vehicle radiator 40 and the fuel cell stack 10. The three-way valve 60 is provided with a first connection port 600, a second connection port 601, and a third connection port 602. The first connection port 600 is connected to the vehicle radiator 40, the second connection port 601 is connected to the hydrogen heat exchanger 30, and the third connection port 602 is connected between the vehicle radiator 40 and the fuel cell stack 10.

[0043] It should be noted that the vehicle radiator 40, water pump 50, and three-way valve 60 are components of the fuel cell cooling system 1. The vehicle radiator 40 absorbs heat from the coolant and dissipates it into the air, thereby lowering the coolant temperature. The water pump 50 circulates the coolant throughout the cooling system, ensuring that the coolant effectively flows from the fuel cell stack 10 to the vehicle radiator 40 for cooling. The three-way valve 60 allows the control system to adjust the coolant flow direction and distribution as needed, changing the proportion of coolant flowing through different paths. Pump 50 is connected between the vehicle radiator 40 and the fuel cell stack 10. Pump 50 can circulate the coolant throughout the cooling system, ensuring that the coolant can effectively flow from the fuel cell stack 10 to the vehicle radiator 40 for cooling. Three-way valve 60 is provided with a first connection port 600, a second connection port 601, and a third connection port 602. All three ports can be used for connection, allowing the three-way valve 60 to communicate with other components. The first connection port 600 is connected to the vehicle radiator 40. When it is necessary to lower the coolant temperature, the three-way valve 60 can direct the high-temperature coolant from the fuel cell stack 10 or the hydrogen heat exchanger 30 to the vehicle radiator 40 for cooling. The second connection port 601 is connected to the hydrogen heat exchanger 30, allowing adjustment of the coolant flow rate into the hydrogen heat exchanger 30 to ensure that the hydrogen can be effectively heated or cooled to a suitable temperature to meet the operating requirements of the fuel cell. The third connection port 602 is connected between the vehicle radiator 40 and the fuel cell stack 10, allowing coolant to flow directly from the fuel cell stack 10 to the vehicle radiator 40. Cooling can be achieved by bypassing certain components, such as the hydrogen heat exchanger 30, as needed to achieve more efficient heat management. The first connection port 600, the second connection port 601, and the third connection port 602 are respectively connected to the vehicle radiator 40, the hydrogen heat exchanger 30, and the vehicle radiator 40 and the fuel cell stack 10. At this time, the three-way valve 60 can flexibly manage the flow path of the coolant between the vehicle radiator 40, the hydrogen heat exchanger 30, and the fuel cell stack 10. The flow direction and distribution of the coolant can be adjusted according to different operating conditions to optimize the operating temperature of each component.

[0044] The working mode of the fuel cell cooling system 1 can be controlled according to the different operating conditions of the fuel cell engine: when the fuel cell engine is in a cold start condition, the engine needs to heat up quickly, so no external heat dissipation is required. At this time, the fuel cell cooling system 1 controls the three-way valve 60 to open the small circulation of the cooling system, and the coolant does not flow through the vehicle radiator 40. At the same time, the heat exchange component 20 heat dissipation circulation valve 204 is closed to block the heat dissipation of the heat exchange component 20 heat dissipation circulation. When the fuel cell engine is in normal operating condition, the engine cooling circuit works normally, and the opening of the three-way valve 60 is controlled by the fuel cell engine control strategy. At this time, the heat exchange component 20's heat dissipation circulation valve 204 is normally open. The opening of valve 204 can be controlled according to the output voltage value of the fuel cell unit. When the unit voltage value is 0.66mV, the valve 204 is set to fully open. When the unit voltage value is 0.85mV, the valve 204 is fully closed. The intermediate opening of valve 204 is linearly interpolated according to the actual unit voltage. At the same time, the opening of valve 204 can be recalibrated according to the target temperature value of the fuel cell stack 10. The basic principle is that when the target temperature of the fuel cell stack 10 is increased, the opening of valve 204 can be reduced according to the calibration.

[0045] In addition, such as Figure 4 As shown, there are multiple heat exchange components 20, each equipped with a first heat exchange element 200. There are also multiple membrane electrode 100s, with each first heat exchange element 200 corresponding to one of the multiple membrane electrode 100s. Depending on the fuel cell cooling channel and anode / cathode inlet channel, there can be multiple heat exchange components 20, which can be arranged in an array. Each heat exchange component 20 is equipped with a first heat exchange element 200, which absorbs heat, causes phase change, drives steam flow, and maintains temperature uniformity. There are also multiple membrane electrode 100s, which are components of the fuel cell stack 10 and are key components for converting chemical energy into electrical energy. Multiple membrane electrode 100s can be configured, with each first heat exchange element 200 corresponding to one of the multiple membrane electrode 100s. In other words, multiple first heat exchange elements 200 and multiple membrane electrode 100s are packaged into multiple integrated units, and multiple... The first heat exchanger 200 and multiple membrane electrode 100 exchange heat in a one-to-one manner, which can improve the heat dissipation efficiency of the fuel cell, allowing heat to be quickly conducted from the stack 10, greatly reducing the risk of local overheating of the stack 10 and extending the life of the fuel cell. In other words, the one-to-one heat exchange between the first heat exchanger 200 and the membrane electrode 100 can not only effectively remove the excess heat generated by the stack 10, but also ensure that the fuel cell is maintained within an ideal temperature range, thereby improving its performance and lifespan. The arrangement angle and density of the heat exchange components 20 can be determined according to the temperature field distribution of the fuel cell stack 10. Through the above operations, the internal temperature distribution and heat dissipation efficiency of the fuel cell stack 10 can be controlled, thereby extending the life of the fuel cell.

[0046] The vehicle according to an embodiment of the present invention includes: the fuel cell cooling system 1 described in the above embodiments.

[0047] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0048] In the description of this utility model, "first feature" and "second feature" may include one or more of the features. In the description of this utility model, "multiple" means two or more. In the description of this utility model, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. In the description of this utility model, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0049] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0050] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A fuel cell cooling system (1), characterized in that, include: The fuel cell stack (10) includes a membrane electrode (100) having a first slot (101). The heat exchange assembly (20) includes: a first heat exchange element (200), which is snapped into the first slot (101) and exchanges heat with the membrane electrode (100).

2. The fuel cell cooling system (1) according to claim 1, characterized in that, The membrane electrode (100) includes a proton exchange membrane layer (102), a porous dielectric layer (103), and an electrode layer (104). The porous dielectric layer (103) is connected between the proton exchange membrane layer (102) and the electrode layer (104). The electrode layer (104) is provided with the first slot (101).

3. The fuel cell cooling system (1) according to claim 1, characterized in that, Also includes: The hydrogen heat exchanger (30) further includes a second heat exchanger (201), which is connected to the first heat exchanger (200) and undergoes phase exchange heat exchange with the hydrogen heat exchanger (30).

4. The fuel cell cooling system (1) according to claim 3, characterized in that, The hydrogen heat exchanger (30) is provided with a second slot (300), and the second heat exchange element (201) is snapped into the second slot (300).

5. The fuel cell cooling system (1) according to claim 3, characterized in that, The heat exchange assembly (20) further includes: a first connector (202), a second connector (203), a valve (204), and a throttling device (205). The first connector (202) is connected between the outlet end of the first heat exchanger (200) and the inlet end of the second heat exchanger (201). The second connector (203) is connected between the inlet end of the second heat exchanger (201) and the outlet end of the second heat exchanger (201). The valve (204) is disposed on the first connector (202), and the throttling device (205) is disposed on the second connector (203).

6. The fuel cell cooling system (1) according to claim 5, characterized in that, The valve (204) is a two-way valve or a multi-way valve.

7. The fuel cell cooling system (1) according to claim 5, characterized in that, The first heat exchanger (200), the second heat exchanger (201), the first connector (202), the second connector (203), the valve (204), and the throttling device (205) are integrally formed structural components.

8. The fuel cell cooling system (1) according to claim 3, characterized in that, Also includes: The vehicle includes a radiator (40), a water pump (50), and a three-way valve (60). The water pump (50) is connected between the vehicle radiator (40) and the fuel cell stack (10). The three-way valve (60) is provided with a first connection port (600), a second connection port (601), and a third connection port (602). The first connection port (600) is connected to the vehicle radiator (40), the second connection port (601) is connected to the hydrogen heat exchanger (30), and the third connection port (602) is connected between the vehicle radiator (40) and the fuel cell stack (10).

9. The fuel cell cooling system (1) according to claim 1, characterized in that, There are multiple heat exchange components (20), each heat exchange component (20) is provided with a first heat exchange element (200), there are multiple membrane electrodes (100), and the multiple first heat exchange elements (200) are provided in a one-to-one correspondence with the multiple membrane electrodes (100).

10. A vehicle, characterized in that, include: The fuel cell cooling system (1) according to any one of claims 1-9.

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