CN108808035B - Power system of fuel cell automobile capable of being cold started at ultralow temperature below-40 DEG C - Google Patents
Power system of fuel cell automobile capable of being cold started at ultralow temperature below-40 DEG C Download PDFInfo
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- CN108808035B CN108808035B CN201810697271.5A CN201810697271A CN108808035B CN 108808035 B CN108808035 B CN 108808035B CN 201810697271 A CN201810697271 A CN 201810697271A CN 108808035 B CN108808035 B CN 108808035B
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/02—Details
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04029—Heat exchange using liquids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
- H01M8/04097—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with recycling of the reactants
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
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Abstract
The invention discloses a power system of a fuel cell automobile capable of being started at ultralow temperature, which comprises: the fuel cell comprises a proton exchange membrane fuel cell and a lithium battery, wherein the feeding end of the proton exchange membrane fuel cell is connected with a power generation hydrogen input pipe and a power generation air input pipe, the power generation hydrogen input pipe is communicated with a hydrogen cylinder, the power generation air input pipe is communicated with an air compressor, a refrigerant circulating pipe is arranged between the feeding end and the discharging end of the proton exchange membrane fuel cell, the discharging end of the proton exchange membrane fuel cell is connected with an air exhaust pipe, a hydrogen circulating pipe, a condensed water exhaust pipe and a heating exhaust pipe, a plurality of heating units are arranged in the proton exchange membrane fuel cell, each heating unit is arranged between a pair of adjacent single cells, an exhaust heat preservation pipe is arranged outside the lithium battery, and the heating exhaust pipe is communicated with the input end of the exhaust heat preservation pipe. The invention has the advantages that: can be started under the ultralow temperature condition, and has the advantages of less hydrogen consumption during cold start, short cold start time and good running stability.
Description
Technical Field
The invention relates to the technical field of proton exchange membrane fuel cell automobiles, in particular to a power system of a proton exchange membrane fuel cell automobile.
Background
The proton exchange membrane fuel cell is an electrochemical power generation device which takes hydrogen and oxygen as raw materials to carry out electrochemical reaction to generate water and simultaneously convert chemical energy into electric energy, and has the characteristics of cleanness, high efficiency, energy conservation, environmental protection, high energy conversion rate and the like, so the proton exchange membrane fuel cell is increasingly and more widely applied to automobiles.
A power system for a proton exchange membrane fuel cell vehicle comprising: the fuel cell comprises a proton exchange membrane fuel cell and a lithium battery, wherein two ends of the proton exchange membrane fuel cell are respectively provided with a feed end and a discharge end, the feed end of the proton exchange membrane fuel cell is connected with a power generation hydrogen input pipe with a power generation hydrogen electromagnetic valve and a power generation air input pipe with a power generation air electromagnetic valve, the power generation hydrogen input pipe is communicated with a hydrogen cylinder through a hydrogen input main pipe, the power generation air input pipe is communicated with an air compressor through an air input main pipe, a refrigerant circulating pipe with a refrigerant circulating pump and a refrigerant electromagnetic valve is arranged between the feed end and the discharge end of the proton exchange membrane fuel cell, and the discharge end of the proton exchange membrane fuel cell is connected with an air exhaust pipe, a hydrogen circulating pipe and a condensed water external exhaust pipe. The structure of the proton exchange membrane fuel cell mainly comprises: a pair of end plates, a plurality of single cells are arranged in series between the end plates. In the battery system, a proton exchange membrane fuel cell is used as a main power source, and a lithium battery is used as an auxiliary power source. When the automobile needs high power output, the lithium battery works together with the proton exchange membrane fuel cell, and the proton exchange membrane fuel cell can convey the store to the lithium battery.
The power system in the current proton exchange membrane fuel cell automobile has the following defects: 1. because water generated by chemical reaction can remain in the proton exchange membrane fuel cell, liquid water in the proton exchange membrane fuel cell can freeze in a low-temperature environment below the freezing point, and the reaction heat generated during the starting of the proton exchange membrane fuel cell is insufficient for dissolving ice, the starting of the whole cell system is influenced, and problems of slow starting, difficult starting or failed starting and the like can occur in a severe low-temperature environment cell operation system. 2. When the ambient temperature is lower than the freezing point temperature, the efficiency of the lithium battery is greatly reduced, and the electric quantity of the lithium battery is lower than the energy required for starting the proton exchange membrane fuel cell. 3. Under the low-temperature environment below the freezing point, the lithium battery can consume the electric quantity of the proton exchange membrane fuel cell greatly, so that the driving mileage of the automobile is shortened greatly.
Disclosure of Invention
The purpose of the invention is that: provides a power system of a fuel cell automobile which can be started at ultralow temperature below-40 ℃.
In order to achieve the above purpose, the invention adopts the following technical scheme: a power system for a fuel cell vehicle capable of cold starting at an ultra low temperature below-40 ℃, comprising: the fuel cell comprises a proton exchange membrane fuel cell and a lithium battery, wherein two ends of the proton exchange membrane fuel cell are respectively provided with a feed end and a discharge end, the feed end of the proton exchange membrane fuel cell is connected with a power generation hydrogen input pipe with a power generation hydrogen electromagnetic valve and a power generation air input pipe with a power generation air electromagnetic valve, the power generation hydrogen input pipe is communicated with a hydrogen cylinder through a hydrogen input main pipe, the power generation air input pipe is communicated with an air compressor through an air input main pipe, a refrigerant circulating pipe with a refrigerant circulating pump and a refrigerant electromagnetic valve is arranged between the feed end and the discharge end of the proton exchange membrane fuel cell, and the discharge end of the proton exchange membrane fuel cell is connected with an air exhaust pipe, a hydrogen circulating pipe and a condensed water external exhaust pipe; the discharge end of the proton exchange membrane fuel cell is also connected with a heating exhaust pipe with an exhaust pump, and the structure of the proton exchange membrane fuel cell comprises: the device comprises a pair of end plates, a plurality of single cells and a plurality of heating units, wherein the single cells are arranged between the pair of end plates and are connected in series, each heating unit is arranged between the adjacent pair of single cells, an air collecting and distributing cavity, a collecting cavity, a hydrogen collecting and distributing cavity, a plurality of air flow channels and a plurality of hydrogen flow channels are arranged in each heating unit, inlet ends of the air flow channels are communicated with the air collecting and distributing cavity, outlet ends of the air flow channels are communicated with the collecting cavity, the air flow channels are in one-to-one correspondence with the hydrogen flow channels, inlet ends of the hydrogen flow channels are communicated with the hydrogen collecting and distributing cavity, combustion ports which are communicated with the corresponding hydrogen flow channels are formed in flow channel walls of each air flow channel, hydrogen in each hydrogen flow channel can enter the corresponding air flow channel through the combustion ports, and an igniter is arranged at the combustion port in each air flow channel; the air collecting and distributing cavity of each heating unit is communicated with a heating air channel, the heating air channel is connected with a heating air input pipe with a heating air electromagnetic valve, and the heating air input pipe is connected with an air input main pipe; the hydrogen collecting and distributing cavity of each heating unit is communicated with a heating hydrogen channel, the heating hydrogen channel is connected with a heating hydrogen input pipe with a heating hydrogen electromagnetic valve, and the heating hydrogen input pipe is connected with a hydrogen input main pipe; the collecting cavity of each heating unit is communicated with an exhaust channel and a drainage channel, the exhaust channel is connected with a heating exhaust pipe, and the drainage channel is connected with a condensed water outer drain pipe; the lithium battery be provided with the waste gas heat preservation pipe outward, the heating waste gas pipe be linked together with the input of waste gas heat preservation pipe, the output of waste gas heat preservation pipe is connected with the heating air and diffuses the pipe.
Further, in the power system of the fuel cell automobile capable of being started at ultralow temperature below minus 40 ℃, a humidifier is arranged on the power generation air input pipe, an air diffusing pipe is arranged on the humidifier, the air exhaust pipe is communicated with the humidifier, and air exhaust generated by proton exchange membrane fuel cell power generation enters the humidifier through the air exhaust pipe to humidify air for power generation and is discharged from the air diffusing pipe; the hydrogen circulation pipe is provided with a hydrogen circulation pump, the hydrogen circulation pipe is communicated with a power generation hydrogen input pipe, and hydrogen remained in power generation of the proton exchange membrane fuel cell enters the power generation hydrogen input pipe through the hydrogen circulation pipe, so that the hydrogen for power generation is humidified; the coolant circulating pipe is also provided with a radiator and a deionizing device, and the coolant is output from the discharge end of the proton exchange membrane fuel cell, cooled by the radiator and deionized by the deionizing device and then flows back to the feed end of the proton exchange membrane fuel cell.
Furthermore, the power system of the fuel cell automobile capable of being cold started at the ultralow temperature below-40 ℃ is characterized in that a refrigerant heat-preserving pipe is further arranged outside the lithium ion battery, and the waste gas heat-preserving pipe and the refrigerant heat-preserving pipe are arranged at intervals; the cold circulation pipe is provided with a cold branch pipe, the cold branch pipe is provided with a cold branch pipe electromagnetic valve, the cold branch pipe is communicated with the input end of the cold heat preservation pipe, the output end of the cold heat preservation pipe is converged to the cold circulation pipe, and the cold output in the cold heat preservation pipe enters the cold circulation pipe and flows back to the feed end of the proton exchange membrane fuel cell after being cooled by the radiator and deionized by the deionized device.
Furthermore, in the power system of the fuel cell automobile capable of being cold started at the ultralow temperature below minus 40 ℃, a fuel cell thermocouple for monitoring the internal temperature of the proton exchange membrane fuel cell is arranged in the proton exchange membrane fuel cell, a lithium cell thermocouple for monitoring the internal temperature of the lithium cell is arranged in the lithium cell, and the fuel cell thermocouple and the lithium cell thermocouple are respectively in communication connection with a system control module.
Furthermore, the power system of the fuel cell automobile capable of being cold started at the ultralow temperature below-40 ℃ is in communication connection with the system control module.
Further, in the power system of the fuel cell automobile capable of being cold started at the ultralow temperature below minus 40 ℃, each heating unit comprises a cover plate and a combustion plate which are sealed and fixedly arranged by each other, the combustion plate is provided with a heating reaction area which is concave inwards and is right opposite to the surface of the cover plate, the heating reaction area is divided into an air collecting and distributing area, an air guiding area and a collecting area, a plurality of guiding ribs are arranged in the air guiding area, the air guiding area is divided into a plurality of air guiding grooves by the guiding ribs, the inlet ends of the air guiding grooves are communicated with the air collecting and distributing area, the outlet ends of the air guiding grooves are communicated with the collecting area, a hydrogen collecting and distributing cavity and a plurality of hydrogen flow channels are arranged in the plate body of the combustion plate, the hydrogen flow channels are in one-to-one correspondence with the air guiding grooves, the combustion plate in each air guiding groove is provided with a combustion port, each combustion port is communicated with the corresponding hydrogen flow channel, and hydrogen in each hydrogen flow channel can enter the corresponding air guiding groove through the combustion port; the cover plate and the air collecting and distributing area, each air diversion trench and the collecting area of the sealing cover are combined on the combustion plate to form an air collecting and distributing cavity, a plurality of air flow channels and a collecting cavity respectively; each igniter is arranged on the cover plate.
Furthermore, in the power system of the fuel cell vehicle capable of being cold started at the ultralow temperature below-40 ℃, the air distribution cavity and the hydrogen distribution cavity of each heating unit are respectively positioned at two side parts of the upper end part of the combustion plate, the air distribution cavity and the hydrogen distribution cavity are both positioned above the collecting cavity, the air flow channel is radially led downwards from the air distribution cavity to the collecting cavity, and the hydrogen flow channel is radially led downwards from the hydrogen distribution cavity to the combustion port.
Furthermore, in the power system of the fuel cell vehicle capable of being cold started at the ultralow temperature below-40 ℃, each combustion port is positioned at the bottom end of the corresponding hydrogen flow passage, and all the combustion ports are flush at the same height of the middle part of the heating unit.
Furthermore, the power system of the fuel cell automobile capable of being cold started at the ultralow temperature below minus 40 ℃ is characterized in that the heating air channel is formed by correspondingly communicating air inlets respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the heating hydrogen channel is formed by correspondingly communicating hydrogen inlets respectively formed in a penetrating way on the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the exhaust channel is formed by correspondingly communicating exhaust ports respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the drainage channel is formed by correspondingly communicating drainage ports respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate in a penetrating way; the exhaust port and the water outlet are positioned at two side parts of each collecting cavity, the exhaust port is higher than the water outlet, and the water outlet is arranged at the bottom part of the collecting cavity.
Furthermore, in the aforementioned power system of the fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃, a power generation air inlet, a refrigerant inlet, a power generation hydrogen inlet, a power generation air outlet, a refrigerant outlet and a power generation hydrogen outlet are respectively and correspondingly communicated one by one on the end plate, the single cell, the cover plate of each heating unit and the combustion plate, so that a power generation air inlet channel, a refrigerant inlet, a power generation hydrogen inlet, a power generation air outlet, a power generation hydrogen outlet are respectively formed; the power generation air input pipe is communicated with the power generation air inlet channel, and air enters the power generation air inlet channel through the power generation air input pipe; two ends of the refrigerant circulating pipe are respectively communicated with the refrigerant inlet channel and the refrigerant outlet channel, and the refrigerant in the refrigerant circulating pipe enters from the refrigerant inlet channel and flows out from the refrigerant outlet channel; the air exhaust pipe is communicated with the power generation air outflow channel, and air exhaust generated by power generation of the proton exchange membrane fuel cell enters the air exhaust pipe through the power generation air outflow channel; the hydrogen generating hydrogen input pipe is communicated with the hydrogen generating hydrogen entering channel, and hydrogen enters the hydrogen generating hydrogen entering channel through the hydrogen generating hydrogen input pipe; the hydrogen circulation pipe is communicated with the power generation hydrogen outflow channel, and hydrogen generated in the proton exchange membrane fuel cell enters the hydrogen circulation pipe through the power generation hydrogen outflow channel.
The invention has the advantages that: 1. the power system in the proton exchange membrane fuel cell automobile can be stably and reliably started under the ultralow temperature condition below minus 40 ℃, the consumed hydrogen amount is small during cold start, and the cold start time is short, so that the battery system can reliably operate under the severe low-temperature environment. 2. The heated air generated by combustion during cold start of the proton exchange membrane fuel cell heats the lithium battery, so that the temperature of the lithium battery is improved, and then the refrigerant during operation of the proton exchange membrane fuel cell keeps the temperature of the lithium battery further improved, and the temperature of the lithium battery can be kept at a required working temperature, so that the situation that the lithium battery consumes a large amount of electric quantity of the proton exchange membrane fuel cell due to too low temperature can be effectively avoided, and the working stability of the whole power system is further ensured.
Drawings
FIG. 1 is a schematic diagram of the power system of the fuel cell vehicle capable of cold starting at ultra-low temperature below-40 ℃.
Fig. 2 is a schematic diagram of the proton exchange membrane fuel cell of fig. 1.
Fig. 3 is a schematic diagram of a front view of the heating unit of fig. 2.
Fig. 4 is a schematic diagram of an assembled structure of the heating unit of fig. 2.
Fig. 5 is a schematic view of the structure of the burner plate of fig. 4.
Fig. 6 is a schematic view of the internal structure of the burner plate of fig. 5.
Fig. 7 is a schematic view of the mounting structure of the igniter on the cover plate of fig. 4.
Fig. 8 is a schematic view showing an arrangement structure of an exhaust gas insulating pipe and a refrigerant insulating pipe outside the lithium battery in fig. 1.
Description of the embodiments
The invention will be described in further detail with reference to the drawings and the preferred embodiments.
As shown in fig. 1, a power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃, comprising: proton exchange membrane fuel cell 400 and lithium cell 600. The proton exchange membrane fuel cell 400 has two ends, a feed end and a discharge end. The feed end of the proton exchange membrane fuel cell 400 is connected with a power generation hydrogen input pipe 402 with a power generation hydrogen electromagnetic valve 401 and a power generation air input pipe 404 with a power generation air electromagnetic valve 403, the power generation hydrogen input pipe 402 is communicated with a hydrogen cylinder 406 through a hydrogen input main pipe 405, and the power generation air input pipe 404 is communicated with an air compressor 408 through an air input main pipe 407. A refrigerant circulating pipe 411 with a refrigerant circulating pump 409 and a refrigerant electromagnetic valve 410 is arranged between the feeding end and the discharging end of the proton exchange membrane fuel cell 400, and the discharging end of the proton exchange membrane fuel cell 400 is connected with an air exhaust pipe 412, a hydrogen circulating pipe 419 and a condensed water external drain pipe 413. In this embodiment, a humidifier 416 is disposed on the power generation air input pipe 404, an air diffusing pipe 417 is disposed on the humidifier 416, the air exhaust pipe 412 is connected to the humidifier 416, and air exhaust generated by the power generation of the pem fuel cell 400 enters the humidifier 416 through the air exhaust pipe 412 to humidify the air for power generation and is then discharged from the air diffusing pipe 417. The hydrogen circulation pump 418 is arranged on the hydrogen circulation pipe 419, the hydrogen circulation pipe 419 is communicated with the power generation hydrogen input pipe 402, and hydrogen generated by the proton exchange membrane fuel cell 400 enters the power generation hydrogen input pipe 402 through the hydrogen circulation pipe 419, so that the hydrogen for power generation is humidified. In this embodiment, a heating exhaust pipe 415 with an exhaust pump 414 is also connected to the discharge end of the pem fuel cell 400. The lithium battery 600 is externally provided with an exhaust gas heat preservation pipe 601, the heating exhaust gas pipe 415 is communicated with the input end of the exhaust gas heat preservation pipe 601, and the output end of the exhaust gas heat preservation pipe 601 is connected with a heating air diffusing pipe 602.
The coolant circulation pipe 411 in this embodiment is further provided with a radiator 425 and a deionizing device 426, and the coolant is output from the discharge end of the proton exchange membrane fuel cell 400, and flows back to the feed end of the proton exchange membrane fuel cell 400 after being deionized by the radiator 425 and the deionizing device 426.
As shown in fig. 8, a coolant heat-insulating pipe 603 is further provided outside the lithium ion battery 600, and the exhaust gas heat-insulating pipe 601 and the coolant heat-insulating pipe 603 are disposed at intervals. The refrigerant circulation pipe 411 is provided with a refrigerant branch pipe 604, the refrigerant branch pipe 604 is provided with a refrigerant branch pipe electromagnetic valve 605, the refrigerant branch pipe 604 is communicated with the input end of the refrigerant heat preservation pipe 603, the output end of the refrigerant heat preservation pipe 603 is converged to the refrigerant circulation pipe 411, and the refrigerant output in the refrigerant heat preservation pipe 603 enters the refrigerant circulation pipe 411 and flows back to the feed end of the proton exchange membrane fuel cell 400 after being deionized by the radiator 425 and the deionizing device 426 in sequence.
As shown in fig. 2, 3 and 7, the proton exchange membrane fuel cell 400 includes: a pair of end plates 1, a plurality of single cells 2 arranged in series with each other, and a plurality of heating units 3 are arranged between the pair of end plates 1. Each heating unit 3 is disposed between an adjacent pair of unit cells 2. In order to improve the uniformity of heating, the heating units 3 are uniformly arranged throughout the proton exchange membrane fuel cell 400. An air distributing chamber 301, a collecting chamber 302, a hydrogen distributing chamber 303, a plurality of air flow channels 304 and a plurality of hydrogen flow channels 305 are arranged in each heating unit 3. The inlet ends of the air flow channels 304 are communicated with the air collecting and distributing cavities 301, the outlet ends of the air flow channels 304 are communicated with the collecting cavities 302, the air flow channels 304 are in one-to-one correspondence with the hydrogen flow channels 305, the inlet ends of the hydrogen flow channels 305 are communicated with the hydrogen collecting and distributing cavities 303, combustion ports 306 communicated with the corresponding hydrogen flow channels 305 are formed in the flow channel walls of each air flow channel 304, hydrogen in each hydrogen flow channel 305 can enter the corresponding air flow channel 304 through the combustion ports 306, and igniters 311 are arranged at the combustion ports 306 in each air flow channel 304. The air distribution chamber 301 of each heating unit 3 is connected to a heated air passage 11, the heated air passage 11 is connected to a heated air inlet pipe 421 having a heated air solenoid valve 420, and the heated air inlet pipe 421 is connected to an air inlet manifold 407. The hydrogen collecting and distributing chamber 303 of each heating unit 3 is communicated with a heating hydrogen channel 12, the heating hydrogen channel 12 is connected with a heating hydrogen input pipe 423 with a heating hydrogen electromagnetic valve 422, and the heating hydrogen input pipe 423 is communicated with the hydrogen input main pipe 405. The collecting chamber 302 of each heating unit 3 is connected to an exhaust channel 13 and a drain channel 14, said exhaust channel 13 being connected to a heated exhaust pipe 415, said drain channel 14 being connected to a condensate drain 413. In order to improve the heating uniformity, in this embodiment, each of the combustion ports 306 is located at the bottom end of the corresponding hydrogen flow channel 305, and all the combustion ports 306 are flush at the same height in the middle of the heating unit 3. The air in the heating air channel 11 enters the air flow channels 304 through the air distribution chamber 301, which can make the air uniformly distributed in the air distribution chamber 301 so that the air flow rate in each air flow channel 304 is the same; the hydrogen in the heating hydrogen channel 12 enters the hydrogen flow channels 305 through the hydrogen collecting and distributing cavities 303, so that the hydrogen is uniformly distributed in the hydrogen collecting and distributing cavities 303, and the hydrogen flow in each hydrogen flow channel 305 is the same; thereby ensuring uniformity of heat generated by combustion of the combustion port 306.
As shown in fig. 4, fig. 5, fig. 6 and fig. 7, in this embodiment, each heating unit 3 includes a cover plate 31 and a combustion plate 32 that are sealed and fixed with each other, an inwardly recessed heating reaction area is disposed on a plate surface of the combustion plate 32 opposite to the cover plate 31, the heating reaction area is divided into an air distributing area 321, an air guiding area 322 and a collecting area 323, a plurality of guiding ribs 324 are disposed in the air guiding area 322, the air guiding area 322 is divided into a plurality of air guiding grooves 325 by the guiding ribs 324, inlet ends of the air guiding grooves 325 are all communicated with the air distributing area 321, outlet ends of the air guiding grooves 325 are all communicated with the collecting area 323, the hydrogen distributing chamber 303 and the plurality of hydrogen channels 305 are disposed in a plate body of the combustion plate 32, the hydrogen channels 305 are in one-to-one correspondence with the air guiding grooves 325, combustion ports 306 are all disposed on the combustion plate 32 in each air guiding groove 325, each combustion port 306 is all communicated with the corresponding hydrogen channels 305, and hydrogen in each hydrogen channel 305 can enter the corresponding air guiding grooves 325 through the combustion ports 306. The cover plate 31 and the air distributing area 321, each air guiding groove 325 and the collecting area 323, which are sealed on the combustion plate 32, respectively form an air distributing cavity 301, a plurality of air flow channels 304 and a collecting cavity 302. Each igniter 311 is provided on the cover plate 31. In order to facilitate the delivery of air and hydrogen, the air distribution chamber 301 and the hydrogen distribution chamber 303 of each heating unit 3 are respectively located at two side portions of the upper end portion of the combustion plate 32. The heating unit 3 adopts a covering structure of the cover plate 31 and the combustion plate 32, which greatly facilitates the manufacture and production of the heating unit 3 and the subsequent maintenance.
The air collecting and distributing cavity 301 and the hydrogen collecting and distributing cavity 303 are both located above the collecting cavity 302, the air flow channel 304 is radially led downwards from the air collecting and distributing cavity 301 to the collecting cavity 302, and the hydrogen flow channel 305 is radially led downwards from the hydrogen collecting and distributing cavity 303 to be communicated with the combustion port 306. The air flow channel 304 and the hydrogen flow channel 305 may be of a zigzag type or an arc type.
In this embodiment, a fuel cell thermocouple 424 for monitoring temperature is provided in the pem fuel cell 400. A lithium battery thermocouple 606 for monitoring the internal temperature of the lithium battery 600 is provided in the lithium battery 600. For automatic control, the fuel cell thermocouple 424, the lithium cell thermocouple 606, the power generation hydrogen solenoid valve 401, the power generation air solenoid valve 403, the refrigerant circulation pump 409, the refrigerant solenoid valve 410, the hydrogen circulation pump 418, the heating air solenoid valve 420, the heating hydrogen solenoid valve 422, the exhaust gas pump 414, and the refrigerant split solenoid valve 605 are all in communication connection with the system control module 500.
The heating air passage 11 described in the present embodiment is formed by corresponding communication of the air inlets 110 formed through the cover plate 31 and the combustion plate 32 of the end plate 1, the unit cells 2, and each of the heating units 3, respectively. The heating hydrogen channel 12 is formed by correspondingly communicating the hydrogen inlets 120 respectively penetrating the cover plate 31 and the combustion plate 32 of the end plate 1, the single cells 2 and each heating unit 3. The exhaust channel 13 is formed by communicating the cover plate 31 and the exhaust port 130 of the combustion plate 32, which are respectively penetrated through the end plate 1, the single cells 2 and each heating unit 3. The water drain channel 14 is formed by corresponding communication of a water drain 140 formed on the cover plate 31 and the combustion plate 32 of the end plate 1, the single cells 2 and each heating unit 3. The exhaust port 130 and the water outlet 140 are positioned at two sides of the collecting cavity 302, the exhaust port 130 is higher than the water outlet 140, and the water outlet 140 is positioned at the bottom of the collecting cavity 302. The heating air channel 11, the heating hydrogen channel 12, the exhaust channel 13 and the water drainage channel 14 of the structure pass through the end plate 1, the single cells 2, the cover plate 31 of each heating unit 3 and the plate body of the combustion plate 32 and are arranged along the longitudinal direction of the proton exchange membrane fuel cell, so that air and hydrogen can respectively enter each heating unit 3 quickly, water and gas generated in each heating unit 3 can be discharged quickly, water residues are effectively reduced, and the volume of the whole proton exchange membrane fuel cell is reduced.
In this embodiment, the end plate 1, the unit cell 2, the cover plate 31 and the combustion plate 32 of each heating unit 3 are all provided with a power generation air inlet 5, a refrigerant inlet 6, a power generation hydrogen inlet 7, a power generation air outlet 8, a refrigerant outlet 9 and a power generation hydrogen outlet 10 in a penetrating manner, and the power generation air inlet 5, the refrigerant inlet 6, the power generation hydrogen inlet 7, the power generation air outlet 8, the refrigerant outlet 9 and the power generation hydrogen outlet 10 are respectively in one-to-one correspondence and are respectively communicated, so as to form a power generation air inlet channel 50, a refrigerant inlet channel 60, a power generation hydrogen inlet channel 70, a power generation air outlet channel 80, a refrigerant outlet channel 90 and a power generation hydrogen outlet channel 100. The power generation air input pipe 404 is communicated with the power generation air inlet channel 50, and air enters the power generation air inlet channel 50 through the power generation air input pipe 404; both ends of the refrigerant circulation pipe 411 are respectively communicated with the refrigerant inlet channel 60 and the refrigerant outlet channel 90, and the refrigerant in the refrigerant circulation pipe 411 enters from the refrigerant inlet channel 60 and flows out from the refrigerant outlet channel 90; the air exhaust pipe 412 is communicated with the power generation air outflow channel 80, and air exhaust generated by power generation of the proton exchange membrane fuel cell enters the air exhaust pipe 412 through the power generation air outflow channel 80; the power generation hydrogen input pipe 402 is communicated with the power generation hydrogen inlet channel 70, and hydrogen enters the power generation hydrogen inlet channel 70 through the power generation hydrogen input pipe 402; the hydrogen circulation pipe 419 is communicated with the power generation hydrogen outflow channel 100, and hydrogen generated in the proton exchange membrane fuel cell is introduced into the hydrogen circulation pipe 419 through the power generation hydrogen outflow channel 100.
The working principle is as follows.
And a first step of low-temperature cold start. The fuel cell thermocouple 424 sends a temperature monitoring signal to the system control module 500, and when the temperature is below freezing, the system control module 500 sends an open command to the heated air solenoid valve 420, the heated hydrogen solenoid valve 422. The air for combustion assistance enters the air distribution chamber 301 of each heating unit 3 through the air compressor 408, the heating air input pipe 421 and the heating air channel 11 in sequence. The hydrogen for heating combustion enters the hydrogen distribution chamber 303 of each heating unit 3 from the hydrogen cylinder 406 through the heating hydrogen input pipe 423 and the heating hydrogen channel 12 in sequence. The air in the air distribution chamber 301 in each heating unit 3 enters each air flow channel 304, the hydrogen in the hydrogen distribution chamber 303 in each heating unit 3 enters each hydrogen flow channel 305, and the hydrogen in each hydrogen flow channel 305 enters the air flow channel 304 from the combustion port 306. The igniter 311 at each combustion port 306 is ignited, thereby burning hydrogen gas and releasing heat. To ensure complete combustion of the hydrogen, the igniter 311 may be ignited uninterruptedly. Each heating unit 3 transfers heat to the unit cell 2, so that the temperature of the entire proton exchange membrane fuel cell system is rapidly increased. The condensed water generated by the combustion in each heating unit 3 is discharged to the outside through the collecting chamber 302, the drain passage 14, and the condensed water drain pipe 413 in this order.
The system control module 500 issues an on command to the exhaust pump 414. Under the action of the waste air pump 414, the air which burns excessive and is heated in each heating unit 3 is discharged to the waste air heat preservation pipe 601 through the collecting cavity 302, the exhaust channel 13 and the heating waste air pipe 415 in sequence, so that the lithium battery 600 is heated, and the air which releases heat is discharged from the heating air discharging pipe 602. The exhaust gas heat preservation pipe 601 has a good heating effect on the lithium battery 600, and fully utilizes heat energy generated during cold start.
In order to explain the consumption amount of hydrogen at the time of cold start at low temperature and the time of cold start, specific examples are given below.
Example one.
Environmental conditions: graphite specific heat 710J/(kg.K); hydrogen heating value 1.4X10 8 J/kg; the mass of the cell stack is 200kg; ambient temperature-30 ℃; the temperature is 0 ℃ after the temperature is raised; the heat dissipation rate is 5%.
Hydrogen consumption= (temperature after temperature increase-ambient temperature) ×graphite specific heat×cell stack mass × hydrogen heating value × (1+ heat dissipation rate).
Hydrogen consumption = 30 x 710 x 200 ≡ (1.4 x 10) 8 ）×1.05=0.032kg 。
Example two.
Environmental conditions: ambient temperature-20 ℃; the temperature is 0 ℃ after the temperature is raised; the hydrogen consumption flow rate is 0.048kg/min; graphite specific heat 710J/(kg.K); hydrogen heating value 1.4X10 8 J/kg; the mass of the cell stack is 200kg; the heat dissipation rate is 5%.
Wherein: the hydrogen consumption flow is determined according to the hydrogen supply capacity of the hydrogen supply system for the fuel cell system, and the hydrogen consumption amount of the fuel cell under the rated power of the fuel cell is taken as an example of 36kw fuel cells.
Hydrogen consumption= (temperature after temperature increase-ambient temperature) ×graphite specific heat×cell stack mass × hydrogen heating value × (1+ heat dissipation rate).
Hydrogen consumption = 20 x 710 x 200 ≡ (1.4 x 10) 8 ）×1.05=0.022kg 。
Cold start time = hydrogen consumption +.hydrogen flow.
Cold start time=0.022 +.0.048=0.46 min=28 s.
Namely: the temperature was raised from ambient temperature-20℃to 0℃for 28 s.
Example three.
Environmental conditions: ambient temperature-10 ℃; the temperature is 0 ℃ after the temperature is raised; the hydrogen consumption flow rate is 0.048kg/min; graphite specific heat 710J/(kg.K); hydrogen heating value 1.4X10 8 J/kg; the mass of the cell stack is 200kg; the heat dissipation rate is 5%.
Wherein: the hydrogen consumption flow is determined according to the hydrogen supply capacity of the hydrogen supply system for the fuel cell system, and the hydrogen consumption amount of the fuel cell under the rated power of the fuel cell is taken as an example of 36kw fuel cells.
Hydrogen consumption= (temperature after temperature increase-ambient temperature) ×graphite specific heat×cell stack mass × hydrogen heating value × (1+ heat dissipation rate).
Hydrogen consumption = 10 x 710 x 200 ≡ (1.4 x 10) 8 ）×1.05=0.011kg 。
Cold start time = hydrogen consumption +.hydrogen flow.
Cold start time=0.011/0.048=0.23 min=14 s.
Namely: the temperature was raised from ambient temperature-10℃to 0℃and the time spent 14 s.
This gives: the first step of low temperature cold start consumes less hydrogen, has short cold start time and can realize ultralow temperature cold start.
The second step of battery system operation. The fuel cell thermocouple 424 sends a temperature monitoring signal to the system control module 500, and when the temperature reaches above freezing, the system control module 500 sends a close command to the heated air solenoid valve 420 and the heated hydrogen solenoid valve 422, thereby stopping heating. The system control module 500 sends a shutdown command to the exhaust pump 414.
The system control module 500 sends an open command to the power generation hydrogen solenoid valve 401, the power generation air solenoid valve 403, the hydrogen circulation pump 418, the refrigerant circulation pump 409, the refrigerant solenoid valve 410, and the refrigerant split solenoid valve 605. The proton exchange membrane fuel cell starts the power generation operation.
Air for power generation is introduced into the power generation air inlet passage 50 through the air compressor 408, the power generation air inlet pipe 404, the humidifier 416 in this order. The air off-gas generated by the proton exchange membrane fuel cell 400 enters the humidifier 416 through the power generation air outflow passage 80 and the air off-gas pipe 412 in this order, thereby humidifying the air for power generation, and is then discharged from the air discharge pipe 417.
The hydrogen for power generation is introduced into the power generation hydrogen inlet passage 70 through the hydrogen cylinder 406 and the power generation hydrogen inlet pipe 402 in this order. Under the action of the hydrogen circulation pump 418, hydrogen remaining in the proton exchange membrane fuel cell 400 after power generation sequentially passes through the power generation hydrogen outflow channel 100 and the hydrogen circulation pipe 419 to enter the power generation hydrogen input pipe 402, so that the hydrogen for power generation is humidified.
The refrigerant enters the refrigerant inlet channel 60 from the refrigerant circulation pipe 411 to cool the pem fuel cell 400 by the refrigerant circulation pump 409, and then flows back to the refrigerant circulation pipe 411 from the refrigerant outlet channel 90. Part of the refrigerant in the refrigerant circulation pipe 411 enters the refrigerant branch pipe 604, the refrigerant in the refrigerant branch pipe 604 enters the refrigerant heat preservation pipe 603, the temperature of the refrigerant for cooling the proton exchange membrane fuel cell 400 is raised, typically by about 70 ℃, and the refrigerant with the raised temperature enters the refrigerant heat preservation pipe 603 so as to perform heat preservation function on the lithium battery 600. The refrigerant outputted from the refrigerant heat-insulating pipe 603 is collected into the refrigerant circulation pipe 411,
the refrigerant in the refrigerant circulation pipe 411 is cooled by the radiator 425, deionized by the deionized device 426, and then flows back to the proton exchange membrane fuel cell 400. The setting of the refrigerant heat preservation pipe 603 can enable the lithium battery 600 to keep a certain temperature, so that the normal operation of the lithium battery 600 is ensured, the phenomenon that the lithium battery 600 consumes the electric quantity of the proton exchange membrane fuel cell greatly due to the fact that the temperature is too low is avoided, and the mileage of the fuel cell automobile is effectively ensured.
The lithium battery thermocouple 606 inside the lithium battery 600 continuously sends a monitoring signal to the system control module 500, and if the measured temperature inside the lithium battery 600 is higher than the preset temperature, the system control module 500 sends a command to the refrigerant manifold solenoid valve 605 to reduce the opening degree, thereby reducing the inside of the lithium battery 600 by reducing the refrigerant flow. In contrast, if the measured temperature inside the lithium battery 600 is lower than the preset temperature, the system control module 500 sends a command to the refrigerant-side solenoid valve 605 to increase the opening degree, thereby increasing the temperature inside the lithium battery 600 by increasing the flow rate of the refrigerant. Thus, the temperature of the lithium battery 600 can be controlled within a set temperature interval, which can further ensure that the lithium battery 600 works in a good temperature environment, thereby ensuring that the lithium battery 600 and the proton exchange membrane fuel cell 400 provide sufficient power for the proton exchange membrane fuel cell automobile.
The invention has the advantages that: 1. the power system in the proton exchange membrane fuel cell automobile can be reliably started under the ultralow temperature condition below minus 40 ℃, the consumed hydrogen amount is small during cold start, and the cold start time is short, so that the battery system can reliably operate under the severe low-temperature environment. 2. The heated air generated by combustion during cold start of the proton exchange membrane fuel cell heats the lithium battery 600, so that the temperature of the lithium battery 600 is increased, and then the refrigerant during operation of the proton exchange membrane fuel cell keeps the temperature of the lithium battery 600 further increased, and the temperature of the lithium battery can be kept at a required working temperature, so that the situation that the lithium battery is excessively low in temperature and consumes a large amount of electric quantity of the proton exchange membrane fuel cell is effectively avoided, and the working stability of the whole power system is further ensured.
Claims (10)
1. A power system for a fuel cell vehicle capable of cold starting at an ultra low temperature below-40 ℃, comprising: the fuel cell comprises a proton exchange membrane fuel cell and a lithium battery, wherein two ends of the proton exchange membrane fuel cell are respectively provided with a feed end and a discharge end, the feed end of the proton exchange membrane fuel cell is connected with a power generation hydrogen input pipe with a power generation hydrogen electromagnetic valve and a power generation air input pipe with a power generation air electromagnetic valve, the power generation hydrogen input pipe is communicated with a hydrogen cylinder through a hydrogen input main pipe, the power generation air input pipe is communicated with an air compressor through an air input main pipe, a refrigerant circulating pipe with a refrigerant circulating pump and a refrigerant electromagnetic valve is arranged between the feed end and the discharge end of the proton exchange membrane fuel cell, and the discharge end of the proton exchange membrane fuel cell is connected with an air exhaust pipe, a hydrogen circulating pipe and a condensed water external exhaust pipe; the method is characterized in that: the discharge end of the proton exchange membrane fuel cell is also connected with a heating exhaust pipe with an exhaust pump, and the structure of the proton exchange membrane fuel cell comprises: the device comprises a pair of end plates, a plurality of single cells and a plurality of heating units, wherein the single cells are arranged between the pair of end plates and are connected in series, each heating unit is arranged between the adjacent pair of single cells, an air collecting and distributing cavity, a collecting cavity, a hydrogen collecting and distributing cavity, a plurality of air flow channels and a plurality of hydrogen flow channels are arranged in each heating unit, inlet ends of the air flow channels are communicated with the air collecting and distributing cavity, outlet ends of the air flow channels are communicated with the collecting cavity, the air flow channels are in one-to-one correspondence with the hydrogen flow channels, inlet ends of the hydrogen flow channels are communicated with the hydrogen collecting and distributing cavity, combustion ports which are communicated with the corresponding hydrogen flow channels are formed in flow channel walls of each air flow channel, hydrogen in each hydrogen flow channel can enter the corresponding air flow channel through the combustion ports, and an igniter is arranged at the combustion port in each air flow channel; the air collecting and distributing cavity of each heating unit is communicated with a heating air channel, the heating air channel is connected with a heating air input pipe with a heating air electromagnetic valve, and the heating air input pipe is connected with an air input main pipe; the hydrogen collecting and distributing cavity of each heating unit is communicated with a heating hydrogen channel, the heating hydrogen channel is connected with a heating hydrogen input pipe with a heating hydrogen electromagnetic valve, and the heating hydrogen input pipe is connected with a hydrogen input main pipe; the collecting cavity of each heating unit is communicated with an exhaust channel and a drainage channel, the exhaust channel is connected with a heating exhaust pipe, and the drainage channel is connected with a condensed water outer drain pipe; the lithium battery be provided with the waste gas heat preservation pipe outward, the heating waste gas pipe be linked together with the input of waste gas heat preservation pipe, the output of waste gas heat preservation pipe is connected with the heating air and diffuses the pipe.
2. The power system of a fuel cell vehicle capable of cold starting at ultra-low temperatures below-40 ℃ according to claim 1, wherein: the power generation air input pipe is provided with a humidifier, the humidifier is provided with an air diffusing pipe, the air exhaust pipe is communicated with the humidifier, and air exhaust generated by the proton exchange membrane fuel cell power generation enters the humidifier through the air exhaust pipe to humidify air for power generation and is discharged from the air diffusing pipe; the hydrogen circulation pipe is provided with a hydrogen circulation pump, the hydrogen circulation pipe is communicated with a power generation hydrogen input pipe, and hydrogen remained in power generation of the proton exchange membrane fuel cell enters the power generation hydrogen input pipe through the hydrogen circulation pipe, so that the hydrogen for power generation is humidified; the coolant circulating pipe is also provided with a radiator and a deionizing device, and the coolant is output from the discharge end of the proton exchange membrane fuel cell, cooled by the radiator and deionized by the deionizing device and then flows back to the feed end of the proton exchange membrane fuel cell.
3. The power system of a fuel cell vehicle capable of cold starting at ultra-low temperatures below-40 ℃ according to claim 2, wherein: the lithium ion battery is also provided with a refrigerant heat-preserving pipe, and the waste gas heat-preserving pipe and the refrigerant heat-preserving pipe are arranged at intervals; the cold circulation pipe is provided with a cold branch pipe, the cold branch pipe is provided with a cold branch pipe electromagnetic valve, the cold branch pipe is communicated with the input end of the cold heat preservation pipe, the output end of the cold heat preservation pipe is converged to the cold circulation pipe, and the cold output in the cold heat preservation pipe enters the cold circulation pipe and flows back to the feed end of the proton exchange membrane fuel cell after being cooled by the radiator and deionized by the deionized device.
4. A power system of a fuel cell vehicle capable of cold starting at ultra-low temperature below-40 ℃ as claimed in claim 3, wherein: the fuel cell thermocouple is used for monitoring the internal temperature of the proton exchange membrane fuel cell, the lithium battery thermocouple is used for monitoring the internal temperature of the lithium battery, and the fuel cell thermocouple and the lithium battery thermocouple are respectively in communication connection with the system control module.
5. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 4, wherein: the power generation hydrogen electromagnetic valve, the power generation air electromagnetic valve, the refrigerant circulating pump, the refrigerant electromagnetic valve, the hydrogen circulating pump, the heating air electromagnetic valve, the heating hydrogen electromagnetic valve, the waste gas pump and the refrigerant branch pipe electromagnetic valve are all in communication connection with the system control module.
6. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 1 or 2 or 3 or 4 or 5, wherein: each heating unit comprises a cover plate and a combustion plate which are fixedly arranged in a sealing manner, the combustion plate is provided with a heating reaction area which is concaved inwards and is right opposite to the plate surface of the cover plate, the heating reaction area is divided into an air collecting and distributing area, an air guiding area and a collecting area, a plurality of guiding ribs are arranged in the air guiding area, the air guiding area is divided into a plurality of air guiding grooves by the guiding ribs, the inlet ends of the air guiding grooves are communicated with the air collecting and distributing area, the outlet ends of the air guiding grooves are communicated with the collecting area, a hydrogen collecting and distributing cavity and a plurality of hydrogen flow channels are arranged in the plate body of the combustion plate, the hydrogen flow channels are in one-to-one correspondence with the air guiding grooves, the combustion plate in each air guiding groove is provided with a combustion port, each combustion port is communicated with a corresponding hydrogen flow channel, and hydrogen in each hydrogen flow channel can enter the corresponding air guiding groove through the combustion port; the cover plate and the air collecting and distributing area, each air diversion trench and the collecting area of the sealing cover are combined on the combustion plate to form an air collecting and distributing cavity, a plurality of air flow channels and a collecting cavity respectively; each igniter is arranged on the cover plate.
7. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 6, wherein: the air collecting and distributing cavity and the hydrogen collecting and distributing cavity of each heating unit are respectively positioned at two side parts of the upper end part of the combustion plate, the air collecting and distributing cavity and the hydrogen collecting and distributing cavity are both positioned above the collecting cavity, the air flow channel is radially led downwards from the air collecting and distributing cavity to the collecting cavity, and the hydrogen flow channel is radially led downwards from the hydrogen collecting and distributing cavity to be communicated to the combustion port.
8. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 7, wherein: every combustion port all is located the bottom that corresponds the hydrogen runner, and all combustion ports all flush the setting in the same high department of heating unit middle part.
9. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 6, wherein: the heating air channel is formed by correspondingly communicating air inlets respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the heating hydrogen channel is formed by correspondingly communicating hydrogen inlets respectively formed in a penetrating way on the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the exhaust channel is formed by correspondingly communicating exhaust ports respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate; the drainage channel is formed by correspondingly communicating drainage ports respectively formed in the end plate, the single cells, the cover plate of each heating unit and the combustion plate in a penetrating way; the exhaust port and the water outlet are positioned at two side parts of each collecting cavity, the exhaust port is higher than the water outlet, and the water outlet is arranged at the bottom part of the collecting cavity.
10. The power system of a fuel cell vehicle capable of cold starting at an ultra-low temperature below-40 ℃ according to claim 6, wherein: the end plate, the single cell, the cover plate of each heating unit and the combustion plate are respectively and correspondingly communicated with each other to form a power generation air inlet channel, a refrigerant inlet channel, a power generation hydrogen inlet channel, a power generation air outlet channel, a refrigerant outlet channel and a power generation hydrogen outlet channel; the power generation air input pipe is communicated with the power generation air inlet channel, and air enters the power generation air inlet channel through the power generation air input pipe; two ends of the refrigerant circulating pipe are respectively communicated with the refrigerant inlet channel and the refrigerant outlet channel, and the refrigerant in the refrigerant circulating pipe enters from the refrigerant inlet channel and flows out from the refrigerant outlet channel; the air exhaust pipe is communicated with the power generation air outflow channel, and air exhaust generated by power generation of the proton exchange membrane fuel cell enters the air exhaust pipe through the power generation air outflow channel; the hydrogen generating hydrogen input pipe is communicated with the hydrogen generating hydrogen entering channel, and hydrogen enters the hydrogen generating hydrogen entering channel through the hydrogen generating hydrogen input pipe; the hydrogen circulation pipe is communicated with the power generation hydrogen outflow channel, and hydrogen generated in the proton exchange membrane fuel cell enters the hydrogen circulation pipe through the power generation hydrogen outflow channel.
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