A fuel cell engine gas temperature control system and fuel cell engine

Abstract

The utility model relates to a kind of fuel cell engine gas temperature control system and fuel cell engine, including electric pile, air circuit and hydrogen circuit, air circuit is connected with electric pile cathode, including air compressor, intercooler, heat exchange device and humidifier, intercooler and heat exchange device are gas-gas heat exchanger, the air of air compressor outlet is in turn discharged to atmosphere by intercooler, heat exchange device, humidifier, electric pile cathode, humidifier, intercooler, and electric pile inlet air and electric pile outlet air are heat exchanged in intercooler;Hydrogen circuit is connected with electric pile anode, including hydrogen circulating pump and hydrogen source, hydrogen output by hydrogen source is connected with electric pile anode inlet after heat exchange device, electric pile anode outlet is connected with hydrogen circulating pump, electric pile inlet hydrogen and electric pile inlet air are heat exchanged in the heat exchange device, and electric pile inlet hydrogen is heated using electric pile inlet air.The utility model can make electric pile inlet hydrogen warm up fast, be conducive to low temperature start, also can make electric pile temperature distribution more uniform, be conducive to electric pile heat management.

Description

Technical Field

[0001] This utility model belongs to the field of fuel cell engine technology, and specifically relates to a fuel cell engine gas temperature control system and a fuel cell engine. Background Technology

[0002] A fuel cell engine is a device that converts chemical energy into electrical energy by reacting hydrogen and oxygen from the air on the surface of a catalyst inside the fuel cell stack. An air compressor primarily supplies air to the fuel cell at a specific flow rate and pressure.

[0003] When the fuel cell engine is running normally, the outlet air temperature of the air compressor is relatively high. It needs to be cooled and humidified by the intercooler before entering the fuel cell stack to ensure that the temperature, pressure, humidity and flow rate on the cathode side of the fuel cell stack are within a relatively comfortable range. At the same time, the hydrogen at the inlet of the fuel cell stack also needs to be heated to prevent the temperature from being too low, which would be detrimental to low-temperature start-up.

[0004] Current fuel cell engines typically cool high-temperature air using stack cooling water or equipment cooling water, while hydrogen is generally heated using stack cooling water or an external heat source. This method has the following drawbacks and shortcomings:

[0005] 1. The gas temperature control and cooling water system control are coupled, which is not conducive to the hydrothermal management of the fuel cell stack.

[0006] 2. During low-temperature startup, the large volume and heat capacity of the cooling water result in slow temperature rise, leading to a low hydrogen temperature at the fuel cell inlet, which is not conducive to low-temperature startup.

[0007] 3. During normal operation, the temperature of the fuel cell stack cooling water or equipment cooling water is relatively low, resulting in a large difference between the fuel cell stack inlet gas temperature and the fuel cell stack temperature, which can easily lead to uneven fuel cell stack temperature distribution. Utility Model Content

[0008] The main technical problem solved by this utility model is to provide a fuel cell engine gas temperature control system that allows for rapid heating of hydrogen gas at the fuel cell stack inlet, which is beneficial for low-temperature start-up and makes the temperature distribution of the fuel cell stack more uniform, thus facilitating the thermal management of the fuel cell stack. At the same time, a fuel cell engine using this fuel cell engine gas temperature control system is also provided.

[0009] To solve the above-mentioned technical problems, the first technical solution adopted by this utility model is:

[0010] A gas temperature control system for a fuel cell engine includes a fuel cell stack and further includes:

[0011] The air circuit, connected to the cathode of the fuel cell stack, includes an air compressor, an intercooler, a heat exchanger, and a humidifier connected in sequence through pipelines. Both the intercooler and the heat exchanger are air-to-air heat exchangers. The air from the air compressor outlet passes through the intercooler, heat exchanger, humidifier, fuel cell stack cathode, humidifier, and intercooler in sequence along the pipeline before being discharged to the atmosphere. The fuel cell stack inlet air and fuel cell stack outlet air exchange heat in the intercooler.

[0012] The hydrogen circuit, connected to the anode of the fuel cell stack, includes a hydrogen circulation pump and a hydrogen source. The hydrogen source is connected to a heat exchange device, the anode of the fuel cell stack, and the hydrogen circulation pump in sequence through pipelines. The hydrogen output from the hydrogen source enters the anode of the fuel cell stack after heat exchange in the heat exchange device. The outlet of the anode of the fuel cell stack is connected to the hydrogen circulation pump. The hydrogen at the fuel cell stack inlet exchanges heat with the air at the fuel cell stack inlet in the heat exchange device, and the hydrogen at the fuel cell stack inlet is heated by the air at the fuel cell stack inlet.

[0013] Furthermore, within the heat exchanger, the air and hydrogen flow in the same direction.

[0014] Furthermore, the gas-to-gas heat exchanger is a plate heat exchanger or a shell-and-tube heat exchanger.

[0015] Furthermore, an air filter is installed at the inlet end of the air compressor.

[0016] Furthermore, an air inlet flow detection device is installed between the air filter and the air compressor.

[0017] Furthermore, a back pressure valve is connected in series on the pipeline between the intercooler and the cathode outlet of the fuel cell stack. The back pressure valve is used to regulate the air pressure at the fuel cell stack outlet to the ambient pressure.

[0018] Furthermore, a hydrogen control valve is installed at the outlet end of the hydrogen source to regulate the flow rate of hydrogen supplied to the hydrogen circuit.

[0019] Furthermore, a muffler is connected in series in the pipe that discharges from the intercooler outlet to the atmosphere.

[0020] The second technical solution adopted in this utility model is:

[0021] A fuel cell engine employs the fuel cell engine gas temperature control system described above.

[0022] In summary, the gas temperature control system and fuel cell engine provided by this utility model have the following advantages compared with the prior art:

[0023] (1) This utility model solves the problem of coupling between gas temperature control and cooling water system control in the prior art. It decouples cooling water system control from gas temperature control, and air circulation and cooling water circulation form their own independent circulation systems. When the engine is running normally, the stack cooling system is only used for the temperature control of stack 1 and does not participate in the temperature control of air and hydrogen. This is beneficial to stack water and heat management and reduces the difficulty of cooling water system control. This system greatly simplifies the fuel cell engine system.

[0024] (2) This utility model uses a heat exchange device installed between the intercooler and the humidifier to heat the hydrogen gas at the inlet of the fuel cell stack by utilizing the temperature of the air at the inlet of the fuel cell stack, so that the hydrogen gas at the inlet of the fuel cell stack can be heated rapidly. This not only facilitates low-temperature start-up, but also eliminates the need for other heating devices, making the system structure simpler and reducing system costs.

[0025] (3) When the engine is running normally, the air at the outlet of the air compressor passes through the intercooler and the heat exchange device in sequence. The intercooler and the heat exchange device, which are gas-to-gas heat exchangers, are used to cool the air at the outlet of the air compressor twice, so that the temperature of the air at the fuel cell stack inlet is close to the operating temperature of the fuel cell stack. This makes the temperature distribution of the fuel cell stack more uniform, which solves the problem in the prior art that the air is cooled by using low-temperature cooling water, which causes a large difference between the temperature of the gas at the fuel cell stack inlet and the temperature of the fuel cell stack, resulting in uneven temperature distribution of the fuel cell stack.

[0026] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings. Attached Figure Description

[0027] The accompanying drawings, as part of this utility model, are used to provide a further understanding of the present utility model. The illustrative embodiments and descriptions of the present utility model are used to explain the present utility model, but do not constitute an undue limitation of the present utility model. Obviously, the drawings described below are merely some embodiments; those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0028] In the attached diagram:

[0029] Figure 1 This is a schematic diagram of the air temperature control system for the fuel cell engine of this utility model.

[0030] In the picture:

[0031] Fuel cell stack 1, cathode 11, cathode inlet 111, cathode outlet 112, anode 12, anode inlet 121, anode outlet 122, air compressor 2, intercooler 3, first inlet 31, first outlet 32, second inlet 33, second outlet 34, heat exchanger 4, first inlet 41, first outlet 42, second inlet 43, second outlet 44, humidifier 5, first inlet 51, first outlet 52, second inlet 53, second outlet 54, hydrogen circulation pump 6, outlet 61, inlet 62, hydrogen source 7, air filter 8, back pressure valve 9, hydrogen control valve 10.

[0032] It should be noted that the accompanying drawings and text description are not intended to limit the scope of the present invention in any way, but rather to illustrate the concept of the present invention to those skilled in the art by referring to specific embodiments. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0034] In the description of this utility model, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0035] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0036] like Figure 1 As shown, this utility model provides a gas temperature control system for a fuel cell engine, including a fuel cell stack 1. The cathode 11 of the fuel cell stack 1 is connected to an air circuit, and the anode 12 of the fuel cell stack 1 is connected to a hydrogen circuit. The air circuit is used to pressurize and humidify the air entering the fuel cell stack 1 to ensure that the temperature, pressure, humidity, and flow rate on the cathode 11 side of the fuel cell stack 1 are within a relatively comfortable range. The hydrogen circuit is used to heat the hydrogen entering the fuel cell stack 1.

[0037] In this embodiment, the air circuit includes an air compressor 2, an intercooler 3, a heat exchanger 4, and a humidifier 5 connected in sequence via pipelines. The hydrogen circuit includes a hydrogen circulation pump 6 and a hydrogen source 7 connected via pipelines.

[0038] The air compressor 1 pressurizes the air to provide the fuel cell stack 1 with gas at an appropriate pressure, ensuring that the pressure on the cathode 11 side of the fuel cell stack 1 remains within a relatively efficient range. After being compressed by the air compressor 2, the air temperature rises sharply. To ensure efficient operation of the fuel cell stack 1, the cathode 11 side needs to be kept within a suitable temperature range. The intercooler 3 and heat exchanger 4 are used to appropriately cool the compressed air. The humidifier 5 humidifies the air, acting as an intake air humidifier to improve the output performance of the fuel cell stack 1 and increase the efficiency of the fuel cell. The hydrogen circulation pump 6 circulates unreacted hydrogen from the anode 12 outlet of the fuel cell stack 1 and hydrogen from the hydrogen source 7 back to the anode 12 inlet of the fuel cell stack 1.

[0039] Both the intercooler 3 and the heat exchange device 4 are air-to-air heat exchangers. The air from the outlet of the air compressor 2 passes through the intercooler 3, the heat exchange device 4, the humidifier 5, the cathode inlet 111 of the fuel cell stack, the cathode outlet 112 of the fuel cell stack, the humidifier 5, and the intercooler 3 before being discharged to the atmosphere. The air at the cathode inlet 111 of the fuel cell stack and the air at the cathode outlet 112 of the fuel cell stack exchange heat in the intercooler 3, that is, the air at the cathode outlet 112 of the fuel cell stack is used to cool the air at the cathode inlet 111 of the fuel cell stack. Specifically, in this embodiment, the outlet of the air compressor 2 is connected to the first inlet 31 of the intercooler 3, the first outlet 32 ​​of the intercooler 3 is connected to the first inlet 41 of the heat exchange device 4, the first outlet 42 of the heat exchange device 4 is connected to the first inlet 51 of the humidifier 5, the first outlet 52 of the humidifier 5 is connected to the cathode inlet 111 of the fuel cell stack, the cathode outlet 112 of the fuel cell stack is connected to the second inlet 53 of the humidifier 5, the second outlet 54 of the humidifier 5 is connected to the second inlet 33 of the intercooler 3, and the second outlet 34 of the intercooler 3 is connected to the atmosphere. The function of the intercooler 3 is to use the humid air at the outlet of the fuel cell stack 1 to cool the dry air at the inlet. In this way, the air at the outlet of the air compressor 2 passes through the intercooler 3 and the heat exchange device 4 in sequence. The intercooler 3 and the heat exchange device 4, which perform air-to-air heat exchange, cool the air at the outlet of the air compressor 2 twice, so that the air temperature at the inlet of the fuel cell stack 1 is close to the operating temperature of the fuel cell stack. This makes the temperature distribution of the fuel cell stack more uniform, ensuring that the interior of the fuel cell stack can quickly reach a suitable temperature range, while ensuring that the cathode and anode sides are in the optimal working area.

[0040] Simultaneously, the hydrogen circuit flows through the heat exchanger 4. The hydrogen output from the hydrogen source 7, after passing through the heat exchanger 4, is connected to the anode inlet 121 of the fuel cell stack, and the anode outlet 122 of the fuel cell stack is connected to the hydrogen circulation pump 6. Specifically, the outlet 61 of the hydrogen circulation pump 6 is connected to the second inlet 43 of the heat exchanger 4, the second outlet 44 of the heat exchanger 4 is connected to the anode inlet 121 of the fuel cell stack, and the anode outlet 122 of the fuel cell stack is connected to the inlet 62 of the hydrogen circulation pump 6. The hydrogen circulation pump 6 drives the unreacted hydrogen in the fuel cell stack 1 to circulate between the anode outlet 122 and the anode inlet 121 of the fuel cell stack 1. The hydrogen at the anode inlet 121 of the fuel cell stack exchanges heat with the air at the cathode inlet 111 of the fuel cell stack within the heat exchanger 4. The function of the heat exchanger 4 is to use the air at the cathode inlet 111 of the fuel cell stack to heat the hydrogen at the anode inlet 121 of the fuel cell stack, so that the hydrogen at the fuel cell stack inlet is rapidly heated before entering the fuel cell stack 1. This not only facilitates low-temperature startup, ensuring that the fuel cell stack can quickly reach the appropriate temperature range, but also ensures that both sides of the anode are in the optimal working area. It also eliminates the need for other heating devices, making the system structure simpler and reducing system costs.

[0041] The system's air circulation and cooling water circulation form independent circulation systems, decoupling the cooling water system control from the gas temperature control. During normal engine operation, the stack cooling system is only used for the temperature control of stack 1 and does not participate in the temperature control of air and hydrogen. This is beneficial for stack hydrothermal management and reduces the difficulty of cooling water system control. The system greatly simplifies the fuel cell engine system.

[0042] In this embodiment, it is further preferred that the gas-to-gas heat exchangers of the intercooler 3 and the heat exchange device 4 are both plate heat exchangers, although shell-and-tube heat exchangers can also be used to ensure the heat exchange efficiency between the two gases. Even more preferably, the air and hydrogen flow in the same direction within the heat exchange device 4, allowing for sufficient heat exchange between them. The air heats the hydrogen, while the hydrogen simultaneously cools the air, which helps to improve the heat exchange efficiency between hydrogen and air.

[0043] In this embodiment, it is further preferred that an air filter 8 is provided at the inlet end of the air compressor 2, and the outlet of the air filter 8 is connected to the inlet of the air compressor 2. The function of the air filter 8 is to filter out impurities and dust in the air, so as to supply clean air to the cathode 11 of the fuel cell stack 1. Furthermore, an air inlet flow detection device (not shown in the figure) is also installed between the air filter 8 and the air compressor 2 to detect the inlet air flow of the air compressor 2.

[0044] In this embodiment, it is further preferred that a back pressure valve 9 is connected in series in the pipeline upstream of the intercooler 3. The back pressure valve 9 is connected in series between the second outlet 52 of the humidifier 5 and the second inlet 33 of the intercooler 3. The back pressure valve 9 is used to adjust the air pressure at the cathode outlet 112 of the fuel cell stack so that the air pressure at the cathode outlet 112 of the fuel cell stack is adjusted to the ambient pressure.

[0045] In this embodiment, the hydrogen source 7 is provided by a hydrogen storage tank. The outlet of the hydrogen source 7 is connected to a hydrogen control valve 10, and the outlet of the hydrogen control valve 10 is connected to the hydrogen circuit. The hydrogen control valve 10 is used to regulate the flow rate of hydrogen sent to the hydrogen circuit. The hydrogen circulation pump 6 is used to transport the unreacted hydrogen at the outlet of the fuel cell stack 1 and the hydrogen supplied by the hydrogen source 7 back to the anode 12 of the fuel cell stack 1.

[0046] In this embodiment, it is further preferred that temperature sensors are provided at the inlet and outlet of the cathode and the inlet and outlet of the anode of the fuel cell stack to precisely control the temperature of the air and hydrogen entering the fuel cell stack 1.

[0047] In this embodiment, it is further preferred that a muffler (not shown in the figure) is connected in series in the gas discharge pipe of the second outlet 34 of the intercooler 3 to reduce the noise during air exhaust.

[0048] The working process of the gas temperature control system for the fuel cell engine is as follows:

[0049] When the engine operates at low power (e.g., less than 30% power), the air temperature and humidity at the cathode outlet 112 of the fuel cell stack are relatively low, and the air compression ratio of the air compressor 2 is also low. However, the outlet air temperature of the air compressor 2 will still be higher than the ambient temperature (generally reaching 100℃). The air output from the air compressor 2 exchanges heat with the gas discharged from the second outlet 54 of the humidifier 5 in the intercooler 3. After heat exchange, the air continues to enter the heat exchange device 4 for secondary heat exchange and cooling. In the heat exchange device 4, it exchanges heat with the hydrogen gas at the anode outlet 122 of the fuel cell stack. After heat exchange, it enters the humidifier 5. After two heat exchanges and humidification by the humidifier 5, the air... Air enters the cathode 11 of the fuel cell stack. Since the operating temperature of the cathode 11 is relatively low at this time (generally around 60°C), the temperature of the air at the cathode inlet 111 can still be close to the operating temperature of the cathode, ensuring a more uniform temperature distribution in the fuel cell stack 1. At the same time, since the hydrogen flow rate is much smaller than that of air, the hydrogen at the anode outlet 122 of the fuel cell stack first exchanges heat with the air at the cathode inlet 111 of the fuel cell stack through the heat exchange device 4. After the temperature rises, it enters the anode 121 of the fuel cell stack, using the temperature of the air at the cathode inlet 111 of the fuel cell stack to heat the hydrogen at the anode inlet 121 of the fuel cell stack, causing the hydrogen at the anode inlet 121 of the fuel cell stack to heat up rapidly.

[0050] When the engine is running at high power (power greater than 60%), the air temperature and humidity at the cathode outlet 112 of the fuel cell stack are relatively high. The outlet air is saturated with humidity and contains a large number of droplets, resulting in a high heat capacity. The air compressor 2 has a high compression ratio, and the outlet air temperature is high. It is also dry air with low humidity and a low heat capacity. Simultaneously, the standard volumetric flow rates of the inlet and outlet air are approximately equal. At this time, the back pressure valve 9 is opened. After passing through the back pressure valve 9, the pressure drops to ambient pressure, and the flow rate increases. The dry air with low humidity and low heat capacity and the humid air with high humidity and high heat capacity pass through the intercooler 3. Heat exchange within the fuel cell stack allows the air temperature at the cathode inlet 111 to drop to the air temperature at the cathode outlet 112, ensuring a more uniform temperature distribution in the fuel cell stack 1. Simultaneously, since the hydrogen flow rate is much lower than that of air, the hydrogen at the anode inlet 121 of the fuel cell stack experiences a temperature increase after heat exchange with the air at the cathode inlet 111 within the heat exchange device 4, before entering the anode 121. Similarly, the temperature of the air at the cathode inlet 111 is used to heat the hydrogen at the anode inlet 121, enabling the hydrogen at the anode inlet 121 to rapidly heat up and preventing insufficient heating of the hydrogen.

[0051] During low-temperature startup, the hydrogen at the inlet of fuel cell stack 1 heats up rapidly, which is beneficial for cold-temperature startup. During normal engine operation, the temperatures of the air and hydrogen at the inlet of fuel cell stack 1 approach the operating temperature of fuel cell stack 1, resulting in a more uniform temperature distribution. Furthermore, the higher temperature of the air entering humidifier 5 facilitates humidification of the inlet air, thereby reducing the performance requirements of humidifier 5. Additionally, during normal engine operation, the fuel cell stack cooling system is only used for temperature control of fuel cell stack 1 and does not participate in the temperature control of air and hydrogen.

[0052] The above system has the following beneficial effects:

[0053] (1) The gas temperature control system solves the problem of coupling between gas temperature control and cooling water system control in the prior art. It decouples cooling water system control from gas temperature control, and air circulation and cooling water circulation form their own independent circulation systems. When the engine is running normally, the stack cooling system is only used for the temperature control of stack 1 and does not participate in the temperature control of air and hydrogen. This is beneficial to the hydrothermal management of the stack and reduces the difficulty of cooling water system control. This system greatly simplifies the fuel cell engine system.

[0054] (2) The gas temperature control system heats the hydrogen at the fuel cell inlet using the temperature of the air at the fuel cell inlet by installing a heat exchange device between the intercooler and the humidifier. This allows the hydrogen at the fuel cell inlet to heat up rapidly, which is beneficial for low-temperature start-up and ensures that the fuel cell can quickly reach a suitable temperature range inside the fuel cell. It also ensures that both sides of the anode are in the optimal working area. In addition, it eliminates the need for other heating devices, making the system structure simpler and reducing system costs.

[0055] (3) When the engine is running normally, the air at the outlet of the air compressor passes through the intercooler and the heat exchanger in sequence. The intercooler and the heat exchanger, which exchange heat between air and air, cool the air at the outlet of the air compressor twice, so that the temperature of the air at the fuel cell stack inlet is close to the operating temperature of the fuel cell stack. This makes the temperature distribution of the fuel cell stack more uniform, ensuring that the fuel cell stack can quickly reach the suitable temperature range. At the same time, it ensures that the cathode and anode are in the optimal working area. This solves the problem in the prior art that the use of low-temperature cooling water to cool the air causes a large difference between the temperature of the gas at the fuel cell stack inlet and the temperature of the fuel cell stack, resulting in uneven temperature distribution of the fuel cell stack.

[0056] (4) The air temperature entering the humidifier is relatively high, which is beneficial to the humidification of the air at the fuel cell inlet, thereby reducing the requirements for the performance of the humidifier.

[0057] This utility model also provides a fuel cell engine, which uses the fuel cell engine gas temperature control system described above to control the temperature of air and hydrogen in the fuel cell stack 1. The fuel cell stack 1 is also connected to a fuel cell stack cooling system, which controls the temperature of the fuel cell stack 1.

[0058] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-described technical content to create equivalent embodiments without departing from the scope of the present utility model. The implementation schemes in the above embodiments can be further combined or replaced. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A gas temperature control system for a fuel cell engine, comprising a fuel cell stack, characterized in that, Also includes: The air circuit, connected to the cathode of the fuel cell stack, includes an air compressor, an intercooler, a heat exchanger, and a humidifier connected in sequence via pipelines. Both the intercooler and the heat exchanger are air-to-air heat exchangers. The air from the air compressor outlet passes through the intercooler, the heat exchanger, the first inlet and the first outlet of the humidifier, the fuel cell stack cathode, the second inlet and the second outlet of the humidifier, and is discharged to the atmosphere after passing through the intercooler. The fuel cell stack inlet air and the fuel cell stack outlet air exchange heat in the intercooler. The hydrogen circuit, connected to the anode of the fuel cell stack, includes a hydrogen circulation pump and a hydrogen source. The hydrogen source is connected to a heat exchange device, the anode of the fuel cell stack, and the hydrogen circulation pump in sequence through pipelines. The hydrogen output from the hydrogen source enters the anode of the fuel cell stack after heat exchange in the heat exchange device. The outlet of the anode of the fuel cell stack is connected to the hydrogen circulation pump. The hydrogen at the fuel cell stack inlet exchanges heat with the air at the fuel cell stack inlet in the heat exchange device, and the hydrogen at the fuel cell stack inlet is heated by the air at the fuel cell stack inlet.

2. The fuel cell engine gas temperature control system according to claim 1, characterized in that: Inside the heat exchanger, air and hydrogen flow in the same direction.

3. The fuel cell engine gas temperature control system according to claim 1, characterized in that: The gas-to-gas heat exchanger is a plate heat exchanger or a shell-and-tube heat exchanger.

4. The fuel cell engine gas temperature control system according to any one of claims 1-3, characterized in that: An air filter is installed at the inlet end of the air compressor.

5. The fuel cell engine gas temperature control system according to claim 4, characterized in that: An air inlet flow detection device is installed between the air filter and the air compressor.

6. The fuel cell engine gas temperature control system according to any one of claims 1-3, characterized in that: A back pressure valve is connected in series on the pipeline between the intercooler and the cathode outlet of the fuel cell stack. The back pressure valve is used to regulate the air pressure at the fuel cell stack outlet to the ambient pressure.

7. The fuel cell engine gas temperature control system according to any one of claims 1-3, characterized in that: A hydrogen control valve is installed at the outlet end of the hydrogen source to regulate the flow rate of hydrogen supplied to the hydrogen circuit.

8. The fuel cell engine gas temperature control system according to any one of claims 1-3, characterized in that: A muffler is connected in series in the pipe that discharges to the atmosphere from the outlet of the intercooler.

9. A fuel cell engine, characterized in that: The fuel cell engine gas temperature control system described in any one of claims 1-8 is adopted.

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