Radiator and fuel cell system

Abstract

The present disclosure proposes a heat sink and a fuel cell system. The heat sink includes a heat sink plate; and a first fairing located at a first side of the heat sink plate, the first fairing having a first proximal end and a first distal end spaced apart from each other, wherein the first proximal end defines a first proximal opening and is connected to the heat sink plate such that the first proximal opening is covered by the heat sink plate, and the first distal end defines a first distal opening in communication with the first proximal opening, wherein the heat sink plate includes a plurality of heat sink tubes for a cooling liquid to flow therein, wherein adjacent heat sink tubes are spaced apart from each other by a gap therebetween, wherein each gap extends through the heat sink plate along a thickness direction to communicate the first side with a second side of the heat sink plate, and wherein the second side is opposite to the first side along the thickness direction.

Description

Technical Field

[0001] This disclosure relates to the field of fuel cell thermal management technology, and more specifically, to a radiator for a fuel cell system and a fuel cell system including the radiator. Background Technology

[0002] Fuel cells have become one of the main power generation technologies due to their high power generation efficiency, low environmental pollution, and high specific energy. As a typical fuel cell, the proton exchange membrane fuel cell (PEMFC) is a popular type of fuel cell used in vehicles. PEMFCs generally consist of a solid polymer electrolyte proton exchange membrane, such as a perfluorosulfonic acid membrane. The anode and cathode typically comprise finely divided catalyst particles, usually platinum (Pt), supported on carbon particles and mixed with ionomers. The catalyst mixture is deposited on opposite sides of the membrane. The combination of the anode catalyst mixture, the cathode catalyst mixture, and the membrane defines the catalyst coating (CCM), while the catalyst coating and the two gas diffusion layers on either side define the membrane electrode assembly (MEA).

[0003] A fuel cell stack includes a series of bipolar plates positioned between several MEAs (Mechanical Exchange Assemblies) within the stack, with the bipolar plates and MEAs located between two end plates. Each bipolar plate includes an anode side and a cathode side for adjacent fuel cell units within the stack. An anode gas flow channel is provided on the anode side of the bipolar plate, allowing anode reactant gases to flow to the corresponding MEA. A cathode gas flow channel is provided on the cathode side of the bipolar plate, allowing cathode reactant gases to flow to the corresponding MEA. The anode and cathode gases flowing to both sides of the MEA diffuse to both sides of the proton exchange membrane and undergo an electrochemical reaction in the presence of a catalyst to generate electrical energy, while simultaneously producing water and heat as byproducts.

[0004] To prevent overheating inside the fuel cell stack, fuel cell systems are typically equipped with a thermal management unit that circulates coolant between the stack and the radiator to help cool the stack. Existing radiators often use fans to drive airflow, which cools the coolant through heat exchange with the pipes supplying the coolant. However, the inventors of this application have discovered that the hot air, heated by heat exchange downstream, often flows back upstream, causing the upstream air, which has not undergone heat exchange, to heat up—a phenomenon known as backflow temperature rise. Backflow temperature rise reduces the temperature difference between the air and the coolant, thereby reducing heat exchange efficiency and potentially preventing the coolant from effectively cooling, leading to thermal runaway of the fuel cell stack.

[0005] Therefore, there is an urgent need in this field for a technical solution that can reliably avoid backflow temperature rise and thus effectively help cool the coolant. Utility Model Content

[0006] To address the problems in the prior art described above, this disclosure proposes an improved heat sink comprising: a heat sink plate; and a first shroud located on a first side of the heat sink plate, the first shroud plate having a first proximal end and a first distal end spaced apart from each other, wherein the first proximal end defines a first proximal opening and is connected to the heat sink plate such that the first proximal opening is covered by the heat sink plate, and the first distal end defines a first distal opening communicating with the first proximal opening, wherein the heat sink plate includes a plurality of heat dissipation tubes for coolant to flow therethrough, wherein adjacent heat dissipation tubes are spaced apart by gaps between them, wherein each gap extends through the heat sink plate in a thickness direction to communicate a first side of the heat sink plate with a second side, and wherein the second side is opposite to the first side in a thickness direction.

[0007] According to an alternative embodiment of this disclosure, the heat sink further includes an annular frame defining a central hole extending from a first side to a second side of the heat sink, and the plurality of heat dissipation pipes are arranged in the central hole.

[0008] According to an alternative embodiment of this disclosure, the first proximal end is connected to the annular frame and abuts against the annular frame around the entire circumference, such that a sealing region arranged around the entire circumference is formed between the first proximal end and the annular frame.

[0009] According to an optional embodiment of the present disclosure, the heat sink further includes a second shroud located on a second side of the heat sink plate, the second shroud defining a second proximal opening and a second distal opening at both ends and connected to the annular frame at one end, such that the second proximal opening is covered by the heat sink plate.

[0010] According to an alternative embodiment of this disclosure, the second shroud abuts against the annular frame along its entire circumference, thereby forming a circumferentially arranged sealing region between the second shroud and the annular frame.

[0011] According to an alternative embodiment of this disclosure, the heat sink further includes a fan located on a second side of the heat sink plate, the fan being positioned at the second distal opening.

[0012] According to an alternative embodiment of this disclosure, the fan has an air inlet and an air outlet, and the fan is positioned such that the air inlet faces the heat sink and the air outlet faces away from the heat sink.

[0013] According to an optional embodiment of this disclosure, the heat sink further includes an inlet pipe and an outlet pipe fixed to the annular frame, and each heat sink is connected to the inlet pipe and the outlet pipe.

[0014] According to an alternative embodiment of this disclosure, the first shroud is configured to expand as it moves away from the heat sink, such that the size of the first distal opening is larger than the size of the first proximal opening.

[0015] Similarly, to address the problems in the prior art described above, this disclosure also proposes an improved fuel cell system, comprising: a fuel cell stack; and a thermal management unit, the thermal management unit including: a coolant supply line for supplying coolant to the fuel cell stack; a coolant discharge line for receiving coolant discharged from the fuel cell stack; and a radiator as described in this disclosure, the radiator being disposed between the coolant supply line and the coolant discharge line, and each heat dissipation pipe of the radiator connecting the coolant supply line and the coolant discharge line.

[0016] This disclosure may be embodied in the illustrative embodiments shown in the accompanying drawings. However, it should be noted that the drawings are merely illustrative, and any variations contemplated under the teachings of this disclosure should be considered to be included within the scope of this disclosure. Attached Figure Description

[0017] The accompanying drawings illustrate exemplary embodiments of this disclosure. These drawings should not be construed as necessarily limiting the scope of this disclosure, wherein:

[0018] Figure 1 This is a schematic block diagram of a fuel cell system according to one embodiment of the present disclosure;

[0019] Figure 2 This is a schematic perspective view of a radiator according to one embodiment of the present disclosure; and

[0020] Figure 3 yes Figure 2 Another schematic perspective view of the heat sink shown. Detailed Implementation

[0021] Further features and advantages of this disclosure will become more apparent from the following description with reference to the accompanying drawings. Exemplary embodiments of this disclosure are shown in the drawings, and the drawings are not necessarily drawn to scale. However, this disclosure can be implemented in many different forms and should not be construed as necessarily limited to the exemplary embodiments shown herein. Rather, these exemplary embodiments are provided merely to illustrate this disclosure and to convey the spirit and essence of this disclosure to those skilled in the art.

[0022] This disclosure aims to provide an improved radiator and a fuel cell system including the radiator. The radiator according to this disclosure, due to its novel design, reliably avoids backflow temperature rise, thereby enabling effective cooling of the coolant. Effective cooling of the coolant helps to more reliably maintain the internal temperature of the fuel cell at a suitable operating temperature, thereby improving the fuel cell's efficiency and extending its service life.

[0023] Various alternative, but non-limiting, embodiments of the fuel cell system and its heat sink according to this disclosure are described in detail below with reference to the accompanying drawings. It should be noted that although the heat sink according to this disclosure will be described below with reference to the length direction LL', width direction WW', and thickness direction TT' which are generally perpendicular to each other (i.e., transverse to each other), reference to these directions is merely intended to convey the teachings of this disclosure more intuitively in conjunction with the accompanying drawings and should not be construed in any way as limiting the scope of this disclosure.

[0024] refer to Figure 1 A schematic block diagram of a fuel cell system according to one embodiment of the present disclosure is shown. Figure 1 As shown, the fuel cell system 10 generally includes a stack 100, a cathode gas supply unit 200, an anode gas supply unit 300, and a thermal management unit 400. The cathode gas supply unit 200 supplies cathode gas (e.g., oxygen or other oxygen-containing gas) to the stack 100, and the anode gas supply unit 300 supplies anode gas (e.g., hydrogen or other hydrogen-containing gas) to the stack 100, so that the stack 100 can generate electrical energy through the electrochemical reaction of the cathode gas and the anode gas. The thermal management unit 400 dissipates the heat generated by the electrochemical reaction to prevent the stack 100 from overheating.

[0025] Specifically, the cathode gas supply unit 200 includes a cathode gas supply line 210 and a cathode gas discharge line 220 that are in fluid communication with the fuel cell stack 100. The cathode gas supply line 210 is connected to the cathode gas inlet 110 of the fuel cell stack 100, allowing the cathode gas to be supplied to the fuel cell stack 100 through the cathode gas inlet 110. The cathode gas discharge line 220 is connected to the cathode gas outlet 120 of the fuel cell stack 100, allowing the fuel cell stack 100 to discharge any unused cathode gas into the cathode gas discharge line 220 through the cathode gas outlet 120. Additionally, the cathode gas supply unit 200 includes a filter 211, a compressor 212, and a supply valve 213 installed on the cathode gas supply line 210, and a discharge valve 221 installed on the cathode gas discharge line 220. When the fuel cell stack 100 is running, after starting the compressor 212 and opening the supply valve 213 and the discharge valve 221, the cathode gas supply line 210 can deliver air from the atmosphere and filtered by the filter 211 to the compressor 212, and then deliver the compressed air through the cathode gas inlet 110 into the fuel cell stack 100 so that the oxygen in the air can participate in the electrochemical reaction as the cathode gas. After the electrochemical reaction, the fuel cell stack 100 can discharge the air through the cathode gas outlet 120 into the cathode gas discharge line 220 and then discharge the air into the atmosphere through the cathode gas discharge line 220.

[0026] The anode gas supply unit 300 includes an anode gas supply line 310 and an anode gas discharge line 320 in fluid communication with the fuel cell stack 100. The anode gas supply line 310 is connected to the anode gas inlet 130 of the fuel cell stack 100, allowing the supply line 310 to supply anode gas to the fuel cell stack 100 through the inlet 130. The anode gas discharge line 320 is connected to the anode gas outlet 140 of the fuel cell stack 100, allowing the fuel cell stack 100 to discharge any unused anode gas into the anode gas discharge line 320 through the outlet 140. Additionally, the anode gas supply unit 300 includes a hydrogen storage tank 311, a supply valve 312, and an injector 313 mounted on the anode gas supply line 310; a discharge valve 321 mounted on the anode gas discharge line 320; and an anode gas circulation pump 330 bridging the anode gas supply line 310 and the anode gas discharge line 320. When the fuel cell stack 100 is running, after starting the anode gas circulation pump 330 and opening the supply valve 312 and the discharge valve 321, the anode gas supply line 310 can deliver hydrogen from the hydrogen storage tank 311 to the ejector 313, and then deliver the hydrogen accelerated by the ejector 313 to the fuel cell stack 100 through the anode gas inlet 130, so that the hydrogen can participate in the electrochemical reaction as an anode gas. After the electrochemical reaction, the fuel cell stack 100 can discharge hydrogen into the anode gas discharge line 320 through the anode gas outlet 140, and the anode gas circulation pump 330 can deliver the hydrogen discharged from the fuel cell stack 100 to the anode gas supply line 310. This not only supplies fresh hydrogen to the fuel cell stack 100, but also recovers and reuses hydrogen that has not been consumed by the fuel cell stack 100.

[0027] The thermal management unit 400 includes a coolant supply line 410 and a coolant discharge line 420 in fluid communication with the fuel cell stack 100. The coolant supply line 410 is connected to the coolant inlet 150 of the fuel cell stack 100 so that the coolant supply line 410 can supply coolant to the fuel cell stack 100 through the coolant inlet 150. The coolant discharge line 420 is connected to the coolant outlet 160 of the fuel cell stack 100 so that the fuel cell stack 100 can discharge coolant into the coolant discharge line 420 through the coolant outlet 160. In addition, the thermal management unit 400 also includes a coolant circulation pump 421 disposed on the coolant discharge line 420 and a radiator 500 bridging the coolant supply line 410 and the coolant discharge line 420. When the fuel cell stack 100 is running, after the coolant circulation pump 421 is started, the coolant supply line 410 can deliver coolant to the fuel cell stack 100 through the coolant inlet 150, and the fuel cell stack 100 can discharge coolant to the coolant discharge line 420 through the coolant outlet 160. The coolant in the coolant discharge line 420 can be delivered to the coolant supply line 410 through the radiator 500, so that the coolant can circulate between the fuel cell stack 100 and the radiator 500 under the drive of the coolant circulation pump 421.

[0028] Furthermore, after the cathode gas supply unit 200 supplies cathode gas (i.e., oxygen) to the fuel cell stack 100 and the anode gas supply unit 300 supplies anode gas (i.e., hydrogen) to the fuel cell stack 100, the cathode gas and anode gas diffuse into the cathode catalyst layer and anode catalyst layer on both sides of each proton exchange membrane, respectively, inside the fuel cell stack 100. At the anode catalyst layer, the anode gas decomposes into protons and electrons under the action of the catalyst material (i.e., undergoes an oxidation reaction: 2H₂→4H₂). + +4e - ), of which, proton (H + Electrons can pass through the proton exchange membrane to reach the cathode catalyst layer, but electrons (e) - Because it cannot pass through the proton exchange membrane, the gas can only reach the cathode catalyst layer through an external circuit. At the cathode catalyst layer, the cathode gas combines with protons and electrons under the action of the catalyst material to generate water (i.e., a reduction reaction occurs: O₂ + 4H₂O). + +4e -→2H2O). In the above manner, the fuel cell stack 100 can convert chemical energy into electrical energy through the electrochemical reaction (also known as redox reaction) of the anode gas and cathode gas, thereby supplying power to the load on the external circuit. At the same time, water and heat are generated as byproducts. The water will be discharged into the cathode gas discharge pipe 220 along with the unconsumed cathode gas, while the heat will be absorbed by the coolant flowing through the fuel cell stack 100 and dissipated into the surrounding environment by the radiator 500 when the coolant flows through the radiator 500. This can make the temperature distribution inside the fuel cell stack 100 uniform to avoid the occurrence of local hot spots, and can maintain the temperature inside the fuel cell stack 100 at the appropriate temperature required for the electrochemical reaction, so as to maintain the activity of the catalyst material and protect the proton exchange membrane from damage by high temperature.

[0029] To effectively dissipate the heat of the coolant in order to accurately control the internal temperature of the fuel cell stack 100, this disclosure proposes a heat sink with a novel design, referencing Figure 2 A schematic perspective view of a heat sink according to one embodiment of the present disclosure is shown. Figure 2 As shown, the heat sink 500 includes a heat sink 510, which is generally plate-shaped and its thickness is oriented in the thickness direction TT', such that the heat sink 510 has two opposite sides along the thickness direction TT', i.e., a first side and a second side opposite along the thickness direction TT'. Figure 2 In the orientation shown, the first side faces the reader's left front, while the second side faces the reader's right rear. The heat sink 500 also includes a first shroud 520 located on the first side of the heat sink 510 and a fan 530 located on the second side of the heat sink 510. (Reference) Figure 3 , which shows Figure 2 Another schematic perspective view of the radiator shown, in Figure 3 In the orientation shown, the first side faces the reader's left rear and the second side faces the reader's right front. The first air deflector 520 has a first proximal end 521 and a first distal end 522, which are generally spaced apart along the thickness direction TT'. The first proximal end 521 defines a first proximal opening 523, and the first distal end 522 defines a first distal opening 524. The first air deflector 520 is generally cylindrical, thereby defining a first channel 525 extending from the first proximal opening 523 to the first distal opening 524. In other words, the first air deflector 520 defines a first channel 525 with the first proximal opening 523 and the first distal opening 524 as its two ends. In addition, the first proximal end 521 of the first air deflector 520 is connected to a heat sink 510, so that the first proximal opening 523 is covered by the heat sink 510. This also causes the first channel 525 to extend from the first distal opening 524 to the first side of the heat sink 510.

[0030] Continue to refer to Figure 3 The heat sink 510 includes a plurality of heat sink pipes 511 through which coolant flows. Each heat sink pipe 511 is oriented along the length direction LL' and spaced apart from other heat sink pipes 511 along the width direction WW', such that gaps 512 are formed between adjacent heat sink pipes 511. That is, the plurality of heat sink pipes 511 define a plurality of gaps 512 between each other, and adjacent heat sink pipes 511 are separated by the gaps 512 between them. Each of these gaps 512 extends through the heat sink 510 along the thickness direction TT', so that the first side and the second side of the heat sink 510 are in fluid communication with each other by means of these gaps 512, which also makes the first proximal opening 523 of the first shroud 520 in fluid communication with the second side of the heat sink 510.

[0031] Under the above configuration, during the operation of the coolant circulation pump 421, the coolant in the fuel cell stack 100 can be discharged into the coolant discharge line 420, and the coolant in the coolant discharge line 420 will be distributed to each heat sink 511 and flow along the length direction LL' in each heat sink 511. After flowing through each heat sink 511, the coolant in each heat sink 511 will be collected into the coolant supply line 410 and transported back to the fuel cell stack 100 through the coolant supply line 410, thereby realizing the circulation of coolant between the fuel cell stack 100 and each heat sink 511. If the fan 530 is positioned such that its air inlet faces the heat sink 510 and its air outlet faces away from the heat sink 510, then after starting, the fan 530 will drive air to flow from the second side of the heat sink 510 in a direction away from the heat sink 510. This will cause the air pressure on the second side of the heat sink 510 to be lower than that on the first side, thereby driving the air on the first side of the heat sink 510 to flow through the gaps 512 to the second side of the heat sink 510. During the passage through the gaps 512, the air will exchange heat with the heat pipes 511, thereby absorbing the heat of the coolant in the heat pipes 511, which can help cool the coolant. Therefore, driven by the fan 530, air will enter the first channel 525 from the first far side opening 524 of the first shroud 520, and reach the first near side opening 523 along the first channel 525. Then, it will pass through the gaps 512 of the heat sink 510 to reach the second side of the heat sink 510, and finally be discharged by the fan 530 from the second side of the heat sink 510 in a direction away from the heat sink 510. It is worth mentioning that, due to the heat exchange with each heat pipe 511 as described above, the air will heat up when passing through each gap 512. Therefore, the temperature of the air discharged by the fan 530 will be higher than the temperature of the air entering the first guide shroud 520. However, due to the obstruction of the first guide shroud 520, the hot air discharged by the fan 530 cannot flow back directly to the first side of the heat sink 510. This can prevent the hot air discharged by the fan 530 from causing the air temperature intended to exchange heat with each heat pipe 511 to rise (this temperature rise can be simply referred to as the return flow temperature rise). The avoidance of the return flow temperature rise helps to ensure that there is a sufficient temperature difference between the air intended to exchange heat with each heat pipe 511 and each heat pipe 511. This can reliably maintain the heat exchange efficiency between the air and each heat pipe 511, thereby effectively helping the coolant to cool down. In particular, if the first shroud 520 is fitted with other structures on an electrical-consuming device (e.g., an electric vehicle), it may completely block the path of hot air exhausted by the fan 530 back toward the first side of the heat sink 510, thereby enabling the radiator 500 to help cool the coolant more effectively.Of course, the above arrangement of the fan 530 is merely an example. If the fan 530 is positioned such that its air outlet faces the heat sink 510 and its air inlet faces away from the heat sink 510, then the first air guide shroud 520 can guide the air that has exchanged heat with each heat pipe 511 to flow away from the heat sink 510, which also helps to avoid backflow temperature rise, so as to effectively help the coolant cool down.

[0032] like Figure 2 and Figure 3 As shown, the heat sink 510 also includes a generally annular frame 513, which defines or surrounds a central hole 514 extending from a first side to a second side of the heat sink 510. Each heat sink pipe 511 is arranged in the central hole 514 such that a portion of the central hole 514 is occupied by the heat sink pipe 511, while the portion of the central hole 514 not occupied by the heat sink pipe 511 forms a gap 512. The annular frame 513 surrounds or encircles each heat sink pipe 511. Specifically, the annular frame 513 may also have a distribution chamber (not shown) and a collection chamber (not shown) inside it. The distribution chamber and the collection chamber may be located on opposite sides of each heat sink pipe 511 along its length LL' and are in fluid communication with each heat sink pipe 511, so that the distribution chamber can distribute coolant to each heat sink pipe 511, and the collection chamber can collect coolant from each heat sink pipe 511. Specifically, as... Figure 2 As shown, the heat sink 510 may further include an inlet pipe 515 and a drain pipe 516 fixed to the annular frame 513. The inlet pipe 515 is in fluid communication with the distribution chamber and can be connected to the coolant discharge line 420, while the drain pipe 516 is in fluid communication with the collection chamber and can be connected to the coolant supply line 410. In this configuration, the inlet pipe 515 can deliver coolant from the coolant discharge line 420 to the distribution chamber, which can distribute the coolant to each heat sink 511. After the coolant flows through each heat sink 511, the collection chamber can collect the coolant from each heat sink 511 and discharge it into the drain pipe 516, which can discharge the coolant into the coolant supply line 410. Specifically, the heat sink 510 also includes a plurality of heat dissipation fins (not shown), each of which is arranged in one of a plurality of gaps 512 and contacts the heat dissipation pipes 511 on both sides. For example, each heat dissipation fin may have a meandering shape to contact the heat dissipation pipes 511 on both sides. In this configuration, the heat dissipation fins increase the area for heat exchange with the air, thereby helping to improve the heat exchange efficiency between the air and the individual heat dissipation pipes 511, thus more effectively helping to cool the coolant.

[0033] like Figure 2 and Figure 3 As shown, the first proximal end 521 of the first air deflector 520 is connected to the annular frame 513 of the heat sink 510, and the first proximal end 521 abuts against the annular frame 513 around its circumference, thereby forming a circumferentially sealed area between the first proximal end 521 and the annular frame 513, that is, the gap between the first proximal end 521 and the annular frame 513 is completely sealed. In this configuration, by means of the circumferentially sealed area formed between the first proximal end 521 and the annular frame 513, hot air exhausted by the fan 530 can be reliably prevented from flowing back through the gap between the first proximal end 521 and the annular frame 513 to the first side of the heat sink 510, thereby more reliably preventing backflow temperature rise and thus more effectively helping the coolant cool down. Specifically, the first air deflector 520 is configured such that the size of the first distal opening 524 is larger than the size of the first proximal opening 523, that is, the first air deflector 520 is configured to enlarge as it moves away from the heat sink 510. In this configuration, the first air deflector 520 not only prevents the hot air discharged by the fan 530 from flowing back to the first side of the heat sink 510, but also guides this hot air away from the heat sink 510. This helps to prevent the hot air discharged by the fan 530 from mixing with the air entering the first channel 525, thus more reliably preventing backflow temperature rise and more effectively helping the coolant to cool down. Specifically, the first air deflector 520 includes a plurality of air deflector plates 526 connected together. Each air deflector plate 526 has a proximal edge 526a and a distal edge 526b spaced apart along the thickness direction TT', and two side edges 526c located between the proximal edge 526a and the distal edge 526b. A first proximal end 521 of the first air deflector 520 is formed by the proximal edge 526a of each air deflector plate 526, while a first distal end 522 is formed by the distal edge 526b of each air deflector plate 526. Each side edge 526c of each air deflector plate 526 is connected to the side edge 526c of the adjacent air deflector plate 526, such that the plurality of air deflector plates 526 together surround or define the first channel 525. More specifically, each air deflector plate 526 is arranged obliquely relative to the thickness direction TT', such that the first air deflector 520 expands as it moves away from the heat sink 510, as described above.

[0034] like Figure 2 and Figure 3As shown, the heat sink 500 also includes a second shroud 540 located on the second side of the heat sink 510. The second shroud 540 has a second proximal end 541 and a second distal end 542 spaced apart along the thickness direction TT'. The second proximal end 541 defines a second proximal opening (not shown), and the second distal end 542 defines a second distal opening 543. The second shroud 540 also defines a second channel 544 extending from the second proximal opening to the second distal opening 543. In other words, the second shroud 540 defines a second channel 544 with the second proximal opening and the second distal opening 543 as its two ends. In addition, the second proximal end 541 of the second shroud 540 is connected to the heat sink 510 such that the second proximal opening is covered by the heat sink 510, which also causes the second channel 544 to extend from the second distal opening 543 to the second side of the heat sink 510. Additionally, the fan 530 is mounted on the second shroud 540 and positioned at the second distal opening 543, such that the air inlet of the fan 530 faces the heat sink 510 while its outlet faces away from the heat sink 510. In this configuration, as described above, the fan 530 will, upon startup, lower the air pressure on the second side of the heat sink 510 compared to the first side, causing air to pass through the gaps 512 from the first proximal opening 523 of the first shroud 520 to the second proximal opening of the second shroud 540, then be guided by the second channel 544 to the second distal opening 543, and finally exhausted from the second distal opening 543 via the fan 530. Specifically, the second proximal end 541 of the second shroud 540 is connected to the annular frame 513 of the heat sink 510, and the second proximal end 541 abuts against the annular frame 513 around its circumference, thereby forming a circumferentially sealed area between the second proximal end 541 and the annular frame 513, that is, the gap between the second proximal end 541 and the annular frame 513 is completely sealed. In this configuration, by means of the circumferentially sealed area formed between the second proximal end 541 and the annular frame 513, air can only flow from the first side of the heat sink 510 through the gaps 512 to the second side of the heat sink 510, and cannot flow to the second side of the heat sink 510 through other paths. This allows the fan 530 to more reliably establish a pressure difference between the first and second sides of the heat sink 510, thereby promoting airflow through the gaps 512, which also helps to cool the coolant more effectively.

[0035] The accompanying drawings have described in detail optional, but not limiting, embodiments of the radiator and fuel cell system according to this disclosure. Modifications and additions to the technology and structure, as well as recombinations of features in the various embodiments, will be readily apparent to those skilled in the art without departing from the spirit and essence of this disclosure and should be considered within its scope. Therefore, all such modifications and additions conceivable under the teachings of this disclosure should be considered part of this disclosure. The scope of this disclosure includes equivalent technologies known at the filing date of this disclosure and equivalent technologies not yet foreseen.

Claims

1. A radiator, characterized in that, include: Heat sink (510); as well as A first airflow deflector (520) is located on a first side of the heat sink (510). The first airflow deflector (520) has a first proximal end (521) and a first distal end (522) spaced apart from each other. The first proximal end (521) defines a first proximal opening (523) and is connected to the heat sink (510) such that the first proximal opening (523) is covered by the heat sink (510). The first distal end (522) defines a first distal opening (524) communicating with the first proximal opening (523). The heat sink (510) includes a plurality of heat sink pipes (511) through which coolant flows, wherein adjacent heat sink pipes (511) are separated from each other by gaps (512), wherein each gap (512) extends through the heat sink (510) along the thickness direction (TT') to connect a first side and a second side of the heat sink (510), and wherein the second side is opposite to the first side along the thickness direction (TT').

2. The radiator according to claim 1, characterized in that, The heat sink (510) also includes an annular frame (513) defining a central hole (514) extending from a first side to a second side of the heat sink (510), and the plurality of heat pipes (511) are arranged in the central hole (514).

3. The radiator according to claim 2, characterized in that, The first proximal end (521) is connected to the annular frame (513) and abuts against the annular frame (513) around the circumference, such that a sealing area arranged around the circumference is formed between the first proximal end (521) and the annular frame (513).

4. The radiator according to claim 2, characterized in that, The radiator further includes a second shroud (540) located on the second side of the heat sink (510), the second shroud (540) defining a second proximal opening and a second distal opening (543) at both ends and connected to the annular frame (513) at one end, such that the second proximal opening is covered by the heat sink (510).

5. The radiator according to claim 4, characterized in that, The second flow deflector (540) abuts against the annular frame (513) around the entire circumference, thereby forming a circumferentially arranged sealing area between the second flow deflector (540) and the annular frame (513).

6. The radiator according to claim 4 or 5, characterized in that, The radiator also includes a fan (530) located on the second side of the heat sink (510), the fan (530) being positioned at the second distal opening (543).

7. The radiator according to claim 6, characterized in that, The fan (530) has an air inlet and an air outlet, and the fan (530) is positioned such that the air inlet faces the heat sink (510) and the air outlet faces away from the heat sink (510).

8. The radiator according to any one of claims 2-5, characterized in that, The heat sink (510) also includes an inlet pipe (515) and an outlet pipe (516) fixed to the annular frame (513), and each heat sink (511) is connected to the inlet pipe (515) and the outlet pipe (516).

9. The radiator according to any one of claims 1-5, characterized in that, The first shroud (520) is configured to expand as it moves away from the heat sink (510) such that the size of the first distal opening (524) is larger than the size of the first proximal opening (523).

10. A fuel cell system, characterized in that, include: fuel cell stack (100); as well as A thermal management unit (400), the thermal management unit (400) comprising: Coolant supply line (410) for supplying coolant to the fuel cell stack (100); A coolant drain line (420) for receiving coolant discharged from the fuel cell stack (100); and According to any one of claims 1-9, the radiator is arranged between the coolant supply line (410) and the coolant discharge line (420), and each heat dissipation pipe (511) of the radiator connects the coolant supply line (410) and the coolant discharge line (420).

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