Fuel cell device having a throttle valve in a bypass line bypassing a heat exchanger
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- ROBERT BOSCH GMBH
- Filing Date
- 2024-07-30
- Publication Date
- 2026-06-17
Smart Images
Figure EP2024071594_13022025_PF_FP_ABST
Abstract
Description
[0001] Description
[0002] title
[0003] FUEL CELL DEVICE WITH A THROTTLE VALVE IN A BYPASS LINE BYPASSING A HEAT EXCHANGER
[0004] State of the art
[0005] A fuel cell device has already been proposed with a fuel cell stack and with a fresh air supply unit, which is provided for supplying the fuel cell stack with fresh air, and with a heat exchanger for heating the fresh air, wherein the fresh air supply unit has at least a first fresh air line leading through the heat exchanger and a bypass line leading past the heat exchanger, and with a flow adjustment unit, which is arranged in the bypass line and is provided for adjusting a flow through the bypass line.
[0006] Disclosure of the invention
[0007] The invention is based on a fuel cell device with a fuel cell stack and with a fresh air supply unit which is provided for supplying the fuel cell stack with fresh air, and with a heat exchanger for heating the fresh air, wherein the fresh air supply unit has at least a first fresh air line leading through the heat exchanger and a bypass line leading past the heat exchanger, and with a flow adjustment unit which is arranged in the bypass line and is provided for adjusting a flow through the bypass line.
[0008] It is proposed that the flow adjustment unit comprise a throttle valve that is designed to automatically move into a closed position in a deactivated state. The inventive design of the fuel cell device makes it particularly advantageous to provide a fuel cell device whose fresh air supply can be particularly advantageously adjusted via a bypass line leading past a heat exchanger, wherein backflow through the bypass line, particularly in a deactivated state, can be advantageously and easily prevented.
[0009] A “fuel cell device” should preferably be understood as a device which has at least one fuel cell / electrolysis cell, preferably in particular a fuel cell stack comprising a plurality of fuel cells / electrolysis cells, and is intended for stationary and / or mobile generation of electrical and / or thermal energy. The at least one fuel cell / electrolysis cell is designed, for example, as a solid oxide fuel cell (SOFC) / electrolysis cell (SOEC), as a molten carbonate fuel cell / electrolysis cell, as a direct methanol fuel cell / electrolysis cell, as a polymer electrolyte fuel cell / electrolysis cell or the like. The fuel cell device is designed, for example, for the conversion of a preferably hydrogen-containing, methane-containing and / or ammonia-containing fuel, in particular natural gas or biogas, and an oxygen-containing fluid, in particular air.as reactants for generating electrical power. The product produced is, for example, an exhaust gas containing carbon dioxide and / or water. A "fuel cell stack" is preferably understood to mean a stack of at least two, preferably several, fuel cells / electrolysis cells connected to one another to form a unit. A "fresh air supply unit" is preferably understood to mean a unit that is provided for supplying fresh air to the fuel cell stack, in particular to the fuel cells / electrolysis cells of the fuel cell stack. The fresh air supply unit has a fresh air inlet through which fresh air can flow into a fresh air line of the fresh air supply unit. The fresh air supply unit preferably has an air conveying unit that is providedto convey the fresh air. The air conveying unit is preferably designed as a fan or a pump. A "heat exchanger" should preferably be understood as a unit that is intended to transfer thermal energy from a first medium to a second medium, in particular to the fresh air. A "bypass line" should preferably be understood as a fluid line that forms a flow path that leads past a component, such as in particular the heat exchanger. Via the bypass line, a portion of the fresh air flowing through the fresh air line can be guided past the heat exchanger, so that this portion of the fresh air is in particular not heated. A "flow adjustment unit" should preferably be understood as a unit that is intended to adjust a flow, in particular a flow through the one line, in particular the bypass line.The flow adjustment unit is designed to adjust the volume flow of fresh air flowing through a line, in particular the bypass line, between 100% and 0%. 100% represents the maximum volume flow through the flow adjustment unit, and 0% represents a blockage of the flow adjustment unit. The flow adjustment unit can adjust the amount of fresh air that is passed past the heat exchanger via the bypass line. The flow adjustment unit can adjust the ratio between a portion of the fresh air flowing through the heat exchanger and a portion of the fresh air flowing past the heat exchanger via the bypass line, which makes it particularly easy to adjust the temperature of the fresh air supplied to the fuel cell stack. A "throttle valve" is preferably understood to mean a valvewhich has a variable flow cross-section for a fluid, in particular fresh air, wherein a volume flow of fresh air flowing through the throttle valve can be adjusted by changing the flow cross-section. The throttle valve preferably has a housing that forms a flow channel that defines a maximum flow cross-section, and a throttle element that is movably mounted and changes the flow cross-section of the throttle valve through movement. The throttle element can preferably be designed as a rotatable element. In principle, it would also be conceivable for the throttle element to be designed as a linearly displaceable element. The throttle valve preferably has an actuating element that is intended to adjust the throttle element between its maximum open position and its closed position. The throttle valve has a maximum open position,in which a maximum volume flow can flow through the throttle valve. The throttle element is in its fully open position when the throttle valve is in its fully open position. The throttle valve has a closed position in which the throttle valve is blocked and no volume flow of fresh air can flow through the throttle valve.
[0010] A "deactivated state" should preferably be understood as a state of the throttle valve in which no input signal acts on the throttle valve, for example, when the throttle valve is de-energized. In the deactivated state, no volume flow is adjusted by means of the throttle valve. The throttle valve is switched to the deactivated state, for example, when the fuel cell device is switched off or during an emergency shutdown of the fuel cell device.
[0011] It is further proposed that the throttle valve be designed as a spring-loaded throttle valve. This allows the throttle valve to be designed particularly simply and cost-effectively for automatic adjustment into its closed position. Advantageously, the use of a spring-loaded throttle valve can particularly advantageously reduce the system complexity of the fuel cell device and lower costs. A “spring-loaded throttle valve” should preferably be understood to mean a valve that has at least one spring element that automatically moves the throttle valve into its closed position in a deactivated state. The spring element of the spring-loaded throttle valve is provided to move the throttle element of the throttle valve into its closed position in the deactivated state. The spring valve is preferably designed as a mechanical spring.For example, the spring element can be designed as a tension spring or a compression spring. For example, the spring element is designed as a spiral spring. In principle, it would also be conceivable for the spring element of the spring-loaded throttle valve to be designed as a gas spring.
[0012] It is further proposed that the throttle valve comprise a throttle element and a spring element, wherein the spring element exerts a spring force on the throttle element. This allows the throttle valve to be designed particularly simply. Advantageously, a throttle valve can be provided that, in an open state, exhibits an advantageously low pressure drop, thereby achieving, in particular, high system efficiency of the fuel cell device. Furthermore, it is proposed that the flow adjustment unit comprise only the throttle valve. This allows the flow adjustment unit to be designed particularly simply and cost-effectively.
[0013] It is further proposed that the fuel cell device have a further flow adjustment unit which is arranged in the fresh air line and provided for adjusting a flow through the fresh air line, wherein the flow adjustment unit has a throttle valve which is provided to automatically move into a closed position in a deactivated state. As a result, a backflow of a fluid through the fresh air line, which runs parallel to the bypass line, can advantageously be easily prevented, particularly in a switched-off state. The flow adjustment unit is preferably introduced into the fresh air line between a point at which the bypass line is connected to the fresh air line and the heat exchanger. A flow of fresh air through the fresh air line to the heat exchanger can preferably be controlled via the flow adjustment unit.Preferably, the flow adjustment unit located in the fresh air line completely opens or closes only a certain flow cross-section, i.e., the throttle valve is only adjusted between a fully open and a closed position. In principle, it would also be conceivable for the throttle valve to be operated in different positions, thus allowing the flow of fresh air through the fresh air line to be adjusted.
[0014] It is further proposed that the additional flow adjustment unit be arranged upstream of the heat exchanger in the fresh air line. This allows the flow adjustment unit to be arranged particularly advantageously and prevents backflow of a fluid, in particular potentially contaminated fresh air, from the heat exchanger.
[0015] It is further proposed that the throttle valve be designed as a spring-loaded throttle valve. This allows the throttle valve to be designed particularly simply. The throttle valve of the flow adjustment unit, which is arranged in the fresh air line, can thus be closed particularly easily in a switched-off state, thus preventing a fluid from flowing back through the fresh air line. Furthermore, it is proposed that the throttle valve of the further flow adjustment unit be designed identically to the throttle valve of the first flow adjustment unit. This allows for a particularly advantageous fuel cell device to be provided with identical components.
[0016] The fuel cell device according to the invention is not intended to be limited to the application and embodiment described above. In particular, the fuel cell device according to the invention may have a number of individual elements, components, and units that differs from the number stated herein to fulfill a function described herein. Furthermore, in the value ranges specified in this disclosure, values within the stated limits are also to be considered disclosed and can be used arbitrarily.
[0017] drawing
[0018] Further advantages will become apparent from the following description of the drawings. The drawings illustrate an exemplary embodiment of the invention. The drawings, the description, and the claims contain numerous features in combination. Those skilled in the art will also expediently consider the features individually and combine them into useful further combinations.
[0019] They show:
[0020] Fig. 1 is a schematic representation of a fuel cell device with a fresh air supply unit having a bypass line with a flow adjustment unit and
[0021] Fig. 2 is an exemplary representation of a spring-loaded throttle valve of the flow adjustment unit.
[0022] Description of the embodiment
[0023] Figure 1 shows part of a fuel cell device 10 according to the invention in a highly simplified schematic flow diagram. The fuel cell device 10 comprises at least one fuel cell stack 12. The fuel cell stack 12 comprises a plurality of fuel cells 14. The fuel cell stack 12 has a plurality of fuel cells 14, although only one fuel cell 14 is shown schematically here. The fuel cells 14 are preferably designed as solid oxide fuel cells (SOFCs). The fuel cell stack 12 is designed as a solid oxide fuel cell stack. The fuel cell stack is intended for converting a fuel and fresh air into electrical energy.
[0024] The fuel cell device 10 comprises a fuel supply unit 44. The fuel supply unit 44 is provided for supplying the at least one fuel cell stack 12 with a fuel. The fuel supply unit 44 is preferably provided as an anode supply unit for supplying the fuel cells 14 of the fuel cell stack 12 with a fuel as a reactant. The fuel supply unit 44 comprises, for example, a compressor for subjecting the fuel to a defined pre-pressure and / or a purification unit, in particular a desulfurizer, for separating pollutants from the fuel.
[0025] The fuel cell device 10 comprises at least one fresh air supply unit 16. The fresh air supply unit 16 is preferably provided as a cathode supply unit for supplying the at least one fuel cell stack 12 with oxygen, in particular ambient air. The fuel cells 14 of the fuel cell stack 12 are provided to electrochemically convert the fuel and the oxygen, thereby producing a cathode-side exhaust gas and an anode-side exhaust gas as products. The fuel cell device 10 comprises, for example, an exhaust gas disposal module 46 for jointly disposing of the cathode-side exhaust gas and the anode-side exhaust gas. The exhaust gas disposal module 46 comprises, for example, an exhaust gas heat exchanger for recovering heat from the exhaust gas and / or a chimney for discharging an exhaust gas emerging from the fuel cell stack 12 to the environment.
[0026] The fresh air supply unit 16 preferably comprises an air inlet for an inlet of ambient air into the fresh air supply unit 16. The fresh air supply unit 16 has a fresh air line 18. The fresh air line 18 forms the air inlet of the fresh air supply unit 16 at a first end. The fresh air line 18 forms a main line of the fresh air supply unit 16. The air inlet is preferably equipped with an air filter 20. The fresh air supply unit 16 comprises, for example, an air conveying unit 22, which is arranged downstream of the air inlet. The fresh air supply unit 16 preferably comprises a heat exchanger 24, which is arranged in particular downstream of the air conveying unit 22. The heat exchanger 24 is arranged on the fresh air line 18. The heat exchanger 24 is provided to heat the air flowing through the fresh air line 18.The heat exchanger 24 is provided for heating the fresh air supplied to the fuel cell stack 12. For example, the heat exchanger 24 can be supplied with thermal energy from the exhaust gas heat exchanger to heat the fresh air to recover heat from the exhaust gas. The fresh air supply unit 16 comprises a supply line 26 located downstream of the heat exchanger 24. The supply line 26 connects the fresh air supply unit 16 to the fuel cell stack 12. During operation, fresh air flows into the fuel cell stack 12 via the supply line 26.
[0027] The fresh air supply unit 16 has a bypass line 28. The bypass line 28 is designed to direct fresh air past the heat transfer device. The bypass line 28 is arranged between the fresh air line 18 and the supply line 26 of the fresh air supply unit 16. The bypass line 28 runs parallel to the heat exchanger 24. The bypass line 28 is connected in parallel to the heat exchanger 24 of the fresh air supply unit 16. The bypass line 28 is connected at its first end to the fresh air line 18, between the air conveying unit 22 and the heat exchanger 24. The bypass line 28 is connected at a second end to the supply line 26. The fresh air flowing through the bypass line 28 is mixed again in the supply line 28 with the fresh air heated by the heat exchanger 24.The bypass line 28 is provided so that fresh air can be supplied to the fuel cell stack 12 without being passed through the heat exchanger 24. Fresh air can flow from the fresh air line 18 directly into the supply line 26 and thus to the fuel cell stack 12 through the bypass line 28. By means of the bypass line 28, a portion of the fresh air supplied to the fuel cell stack 12 by the fresh air supply unit 16 can bypass the heat exchanger 28 and thus not be heated, which allows a particularly advantageous and simple adjustment of the temperature of the fresh air supplied to the fuel cell stack 12.
[0028] The fuel cell device 10 has a flow adjustment unit 30 arranged in the bypass line 28. The flow adjustment unit 30 is provided to regulate a volume flow of fresh air flowing through the bypass line 28. By means of the flow adjustment unit 30, a ratio of a portion of fresh air that is passed through the heat exchanger 24 and a portion of fresh air that is passed through the bypass line 28 can be adjusted. The flow adjustment unit 30 is provided to adjust a flow of fresh air through the bypass line 28. The flow adjustment unit 30 is provided to interrupt a flow of fresh air through the bypass line 28 when closed. When the flow adjustment unit 30 is closed, no fresh air can flow through the bypass line 28.In a maximally open state of the flow adjustment unit 30, a maximum volume flow of fresh air can flow through the bypass line 28. Between the closed state and the maximally open state, the flow adjustment unit 30 can adjust a volume flow of fresh air flowing through the bypass line 28, preferably continuously.
[0029] The flow adjustment unit 30 has a throttle valve 32. The flow adjustment unit 30 has the throttle valve 32 for adjusting the flow of fresh air in the bypass line 28. The throttle valve 32 is provided to provide a variable flow cross-section in order to regulate a volume flow of fresh air flowing through the throttle valve 32 and thus a flow of fresh air through the bypass line 28. The throttle valve 32 has a maximum open position and a closed position. In the maximum open position of the throttle valve 32, the flow adjustment unit 30 is in its maximum open state. In the closed position of the throttle valve 32, the flow adjustment unit 30 is in its closed state. In the closed position, no fresh air can flow through the throttle valve 32. In the closed state, a flow cross-section of the throttle valve 32 is completely closed.The throttle valve 32 is designed to be controlled by a control unit, preferably a control unit of the fuel cell device 10. The throttle valve 32 is actuated by the control unit. The throttle valve 32 is controlled based on an input signal provided by the control unit. Based on the input signal, the throttle valve 32 is set to its maximum open position, its closed position, or any position in between to adjust the appropriate flow of fresh air.
[0030] The throttle valve 32 is designed to automatically move into its closed position in a deactivated state. The deactivated state is configured as a state in which the throttle valve 32 receives no input signal for setting a specific flow of fresh air. The deactivated state is set, for example, when the fuel cell device 10 is switched off, in particular also during an emergency shutdown of the fuel cell device 10. The throttle valve 32 is designed to automatically move into the closed position when the fuel cell device 10 is deactivated and to prevent a flow, in particular also a backflow, of a fluid through the bypass line 28.
[0031] The throttle valve 32 is designed as a spring-loaded throttle valve. The throttle valve 32 automatically moves to the closed position due to a spring load when the fuel cell device 10 is deactivated. The spring-loaded throttle valve 32 has a housing 34. The housing 34 of the spring-loaded throttle valve 32 forms a flow channel that defines a flow cross-section of the throttle valve 32. The spring-loaded throttle valve 32 has a throttle element 36. The throttle element 36 is movably mounted. In the exemplary embodiment shown in Figure 2, the throttle element 36 is designed as a pivotable flap. The throttle element 36 is pivotally mounted in the housing via a bearing pin 38. The throttle element 36 can also be designed as a linearly displaceable element. In a closed position, the throttle element 36 closes off an entire flow cross-section of the throttle valve 32.The throttle valve 32 is thus in its closed position. The throttle element 36 has an open position in which the throttle element 36 reduces the flow cross-section of the throttle valve 32 to the least extent. In the present exemplary embodiment, the pivotable throttle element 36 is pivoted 90 degrees to its closed position. In principle, it would also be conceivable for the throttle element 36 to be moved completely out of the flow cross-section of the throttle valve 32 in the open position.
[0032] The throttle valve 32 has a spring element 40. The spring element 40 is provided for automatically returning the throttle valve 32 to its closed position. The spring element 40 is designed, for example, as a spiral spring element. The spring element 40 exerts a closing force on the throttle element 36, which moves it into its closed position. The spring element 40 is preferably functionally arranged between the housing 34 and the throttle element 36 of the throttle valve 32. In principle, it is also conceivable for the spring element 40 to be designed in a different way.
[0033] The throttle valve 32 has an actuating element 42. The actuating element 42 is provided for actively adjusting the throttle element 36 and thus for adjusting a flow through the throttle valve 32. The actuating element can be designed, for example, as an electric servomotor. In principle, it would also be conceivable for the actuating element 42 to be designed as a piezoelectric or electromagnetic actuating element. The actuating element 42 adjusts the throttle element 36 counter to the spring force of the spring element 40. In a deactivated state, the actuating element 42 preferably exerts no force on the throttle element 36, at most a force that is smaller than the spring force of the spring element 40. As a result, the spring element 40 can automatically move the throttle element 36 into its closed position in a deactivated state and thereby automatically bring the spring-loaded throttle valve 32 into the closed position.
[0034] The flow adjustment unit 30 only has the throttle valve 32. The flow adjustment unit 30 has no further components for adjusting the flow of fresh air through the bypass line 28. This allows the fresh air supply unit 16 to be designed particularly simply and cost-effectively. The fuel cell device 10 has a further flow adjustment unit 48, which is arranged in the fresh air line 18. The further flow adjustment unit 48 is connected upstream of the heat exchanger 24. The flow adjustment unit 48 is arranged between a branch, at which the bypass line 28 is connected with its first end to the fresh air line 18, and the heat exchanger 24 in the fresh air line 18. The flow adjustment unit 48 is provided to regulate a volume flow of fresh air flowing via the fresh air line 18 to the heat exchanger 24.By means of the flow adjustment unit 48, a flow of fresh air in the fresh air line 18 can advantageously be permitted or prevented. The flow adjustment unit 48 is fundamentally provided to adjust a flow of fresh air through the fresh air line 18. The flow adjustment unit 48 is provided to interrupt a flow of fresh air through the fresh air line 18 when closed. When the flow adjustment unit 48 is closed, no fresh air can flow through the fresh air line 18. In particular, in the closed state, no fresh air or other fluids can flow back from the heat exchanger 24 in the fresh air line 18. When the flow adjustment unit 30 is fully open, a maximum volume flow of fresh air can flow through the fresh air line 18.Between the closed state and the fully open state, the flow adjustment unit 48 can generally adjust, preferably continuously, a volume flow of fresh air flowing through the fresh air line 18. This could occur, in particular, in an operating state in which the fresh air flowing through the heat exchanger 24 needs to be reduced in order to reduce the temperature of the fresh air supplied to the fuel cell stack 12. Preferably, the flow adjustment unit 48 is predominantly designed to be fully open during normal operation in order to allow a maximum volume flow of fresh air to be supplied to the heat exchanger 24 through the fresh air line 18.
[0035] The flow adjustment unit 48 has a throttle valve 50. The flow adjustment unit 48 has the throttle valve 50 for blocking and releasing the flow of fresh air through the fresh air line 18. The flow adjustment unit 48 also has the throttle valve 50 for adjusting the flow of fresh air in the fresh air line 18. The throttle valve 50 is intended to provide a variable flow cross-section in order to regulate a volume flow of fresh air flowing through the throttle valve 50 and thus a flow of fresh air through the fresh air line 18. The throttle valve 50 has a maximum open position and a closed position. In the maximum open position of the throttle valve 50, the flow adjustment unit 48 is in its maximum open state. In the closed position of the throttle valve 50, the flow adjustment unit 48 is in its closed state.In the closed position, no fresh air can flow through the throttle valve 50. In the closed state, a flow cross-section of the throttle valve 50 is completely closed. The throttle valve 50 is intended to be controlled by the control unit, preferably the control unit of the fuel cell device 10. The throttle valve 50 is actuated by the control unit. The throttle valve 50 is controlled based on an input signal provided by the control unit. Based on the input signal, the throttle valve 50 is set to its maximum open position for normal operation in order to allow fresh air to flow to the heat exchanger 24.In principle, it would also be conceivable that the throttle valve 50 of the further flow adjustment unit 48 is used together with the throttle valve 32 of the first flow adjustment unit 30, by setting a variable volume flow, to adjust the ratio of fresh air flowing through the bypass line 28 and heated fresh air flowing through the heat exchanger 24.
[0036] The throttle valve 50 is designed to automatically move into its closed position in a deactivated state. The deactivated state is designed as a state in which the throttle valve 50 does not receive an input signal for setting a specific flow of fresh air. The deactivated state is set, for example, when the fuel cell device 10 is switched off, in particular also during an emergency shutdown of the fuel cell device 10. The throttle valve 50 is designed to automatically move into the closed position when the fuel cell device 10 is deactivated and to prevent a flow, in particular also a backflow, of a fluid through the fresh air line 18. The throttle valve 50 is designed as a spring-loaded throttle valve.The throttle valve 50 automatically moves to the closed position due to a spring load when the fuel cell device 10 is deactivated. The further flow adjustment unit 48 arranged in the fresh air line 18 is essentially designed identically to the flow adjustment unit 30 arranged in the bypass line 28. In particular, the throttle valve 50 of the further flow adjustment unit 48 is preferably designed identically to the throttle valve 32 of the first flow adjustment unit 30. A more detailed description of the throttle valve 50 will therefore be omitted at this point; the description of the throttle valve 32 of the first flow adjustment unit 30 can be used to explain the throttle valve 50.
[0037] The two flow adjustment units 30, 48, in particular the corresponding throttle valves 32, 50, are designed to automatically move to their closed position in a deactivated state. The two throttle valves 32, 50 of the flow adjustment units 30, 48 can advantageously prevent a fluid from flowing back through the bypass line 28 and the fresh air line 18, i.e., a fluid from flowing back through the fresh air supply unit 16, particularly when the fuel cell device 10 is switched off. This advantageously increases the safety of the fuel cell device 10.
Claims
Claims 1. A fuel cell device with a fuel cell stack (12) and with a fresh air supply unit (16) which is provided for supplying the fuel cell stack (12) with fresh air, and with a heat exchanger (24) for heating the fresh air, wherein the fresh air supply unit (16) has at least a first fresh air line (18) leading through the heat exchanger (24) and a bypass line (28) leading past the heat exchanger (24), and with a flow adjustment unit (30) which is arranged in the bypass line (28) and is provided for adjusting a flow through the bypass line (28), characterized in that the flow adjustment unit (30) has a throttle valve (32) which is provided to move automatically into a closed position in a deactivated state.
2. Fuel cell device according to claim 1, characterized in that the throttle valve (32) is designed as a spring-loaded throttle valve.
3. Fuel cell device according to claim 1 or 2, characterized in that the throttle valve (32) has a throttle element (36) and a spring element (40), wherein the spring element (40) exerts a spring force on the throttle element (36).
4. Fuel cell device according to one of the preceding claims, characterized in that the flow adjustment unit (30) has only the throttle valve (32).
5. Fuel cell device according to one of the preceding claims, characterized by a further flow adjustment unit (48) which is arranged in the fresh air line (18) and for adjusting a Flow through the fresh air line (18) is provided, wherein the flow adjustment unit (48) has a throttle valve (50) which is intended to move automatically into a closed position in a deactivated state.
6. Fuel cell device according to claim 5, characterized in that the further flow adjustment unit (48) in the fresh air line (18) is connected upstream of the heat exchanger (24).
7. Fuel cell device according to claim 5, characterized in that the throttle valve (50) is designed as a spring-loaded throttle valve.
8. Fuel cell device according to claim 5 or 6, characterized in that the throttle valve (50) of the further flow adjustment unit (48) is designed identically to the throttle valve (32) of the first flow adjustment unit (30).