JP5474606B2 - Automotive fuel cell stack - Google Patents

Description

  In the present invention, an electrolyte membrane / electrode structure provided with a pair of electrodes on both sides of a solid polymer electrolyte membrane and a separator are laminated, and a fuel gas channel and an oxidant gas channel constitute a counter flow. The present invention relates to an in-vehicle fuel cell stack that includes a fuel cell and in which a plurality of the fuel cells are stacked.

  For example, in a polymer electrolyte fuel cell, an electrolyte membrane / electrode structure (MEA) in which an anode side electrode and a cathode side electrode are disposed on both sides of an electrolyte membrane made of a polymer ion exchange membrane is provided by a pair of separators. The power generation unit is sandwiched. This type of fuel cell is usually used as, for example, an in-vehicle fuel cell stack by stacking a predetermined number (for example, several hundreds) of power generation units.

  In the above fuel cell, in the plane of the separator, a fuel gas channel for flowing fuel gas facing the anode side electrode, and an oxidant gas channel for flowing oxidant gas facing the cathode side electrode And are provided.

  In this case, condensate water is generated in the fuel gas flow path, and water generated by reaction is generated in the oxidant gas flow path, and stagnant water is generated in each flow path. easy. For this reason, there is a possibility that the fuel gas channel and the oxidant gas channel are blocked by the staying water, and the fuel gas and the oxidant gas are not properly supplied to the anode side electrode and the cathode side electrode.

  Therefore, for example, the fuel cell disclosed in Patent Document 1 includes separators 1a and 1b as shown in FIG. At the four corners of the separators 1a and 1b, a fuel gas supply port 2a, an oxidant gas supply port 3a, a fuel gas discharge port 2b and an oxidant gas discharge port 3b are provided penetrating in the stacking direction.

  A plurality of fuel gas passages 4 extending in the horizontal direction are formed in the separator 1a, and a plurality of oxidant gas passages 5 extending in the horizontal direction are formed in the separator 1b. . The fuel gas channel 4 and the oxidant gas channel 5 are formed so as to incline downward in the horizontal direction or toward the downstream side.

  Thereby, in the fuel gas flow path 4 and the oxidant gas flow path 5, water flows to the lower part by gravity, the water discharge is good, and the entire area of the fuel gas flow path 4 and the oxidant gas flow path 5 It is said that it will not be covered with water.

JP 2002-184428 A

  In the above-mentioned Patent Document 1, the fuel gas channel 4 and the oxidant gas channel 5 are formed so as to be inclined downward in the horizontal direction or toward the downstream side. For this reason, there are problems that the manufacturing cost of the separators 1a and 1b is increased and the configuration is complicated.

  In addition, in particular, in the case where pure hydrogen is used as the fuel gas in the fuel gas flow path 4, the supply path communicating with the fuel gas supply port 2a side and the discharge path communicating with the fuel gas discharge port 2b side are connected by an ejector. Thus, a configuration for circulating and supplying fuel gas is employed. In this type of system, since the flow rate of the circulated fuel gas is small, the condensed water tends to stay in the fuel gas channel 4 unless the fuel gas channel 4 is inclined considerably.

  Therefore, on both sides of the MEA, the intersection angle between the flow direction of the fuel gas flow path 4 and the flow direction of the oxidant gas flow path 5 becomes large. Thereby, there exists a problem that an effective electric power generation area reduces and the electric power generation efficiency of a fuel cell falls.

  In addition, in a system provided with a pump that forcibly circulates hydrogen, it may be possible to cope by increasing the capacity of the pump. However, since the density of the hydrogen gas is small, there is a problem that the load on the pump is remarkably increased and the efficiency is greatly reduced.

  The present invention solves this type of problem, and provides an in-vehicle fuel cell stack capable of easily and reliably discharging stagnant water from a fuel gas flow path of a fuel cell with a simple and compact configuration. For the purpose.

  In the present invention, an electrolyte membrane / electrode structure provided with a pair of electrodes on both sides of a solid polymer electrolyte membrane and a separator are laminated, and a fuel is provided along the electrode surface between one electrode and one separator. A fuel gas flow path for flowing gas in a straight line is formed, and an oxidant gas flow path for flowing oxidant gas in a straight line along the electrode surface is formed between the other electrode and the other separator. In addition, the present invention relates to an in-vehicle fuel cell stack including a fuel cell in which the fuel gas channel and the oxidant gas channel form a counter flow, and a plurality of the fuel cells are stacked.

In the fuel cell, the electrode surfaces are stacked in the vertical direction along the horizontal direction, the linear fuel gas flow path is disposed along the front-rear direction of the vehicle , and the fuel gas is forward in the front- rear direction of the vehicle. The fuel gas passage is circulated from the rear to the rear.

  Furthermore, the fuel cell stack is preferably mounted in the front box of the vehicle.

  The fuel gas channel and the oxidant gas channel may be any one that allows the fuel gas and the oxidant gas to circulate substantially linearly, and includes, for example, a wave shape.

According to the present invention, the fuel gas flows through the linear fuel gas flow path from the front to the rear of the vehicle (hereinafter also referred to as the traveling direction ) from the front to the rear. For this reason, when the vehicle accelerates, drainage of condensed water existing in the fuel gas flow path is promoted by acceleration, and good drainage treatment is reliably performed.

  Moreover, at the time of acceleration, since the amount of power generated by the fuel cell is rapidly increased due to the necessity of supplying power to the motor, a large amount of generated water is generated. The generated water generated on the oxidant gas flow path side also flows out to the fuel gas flow path through the solid polymer electrolyte membrane. At that time, since the fuel gas flow is surely drained, stable power generation is performed, effectively preventing deterioration of vehicle acceleration performance and efficiency, and damage to the polymer electrolyte membrane and electrodes. be able to.

  On the other hand, the flow rate of the oxidant gas flowing through the oxidant gas flow channel is larger than the flow rate of the fuel gas flowing through the fuel gas flow channel and the viscosity and density of the gas are high. The pressure difference between the inlet side and the outlet side is large. Moreover, since the flow rate of the oxidant gas is increased due to the necessity of power supply to the motor at the time of acceleration, even if the flow direction of the oxidant gas passage is from the rear in the traveling direction of the vehicle to the front, the pressure difference The generated water in the oxidant gas flow path is smoothly and reliably drained from the inlet side to the outlet side. For this reason, there is no stagnant water in the oxidant gas flow path, and good power generation is performed while maintaining the stoichiometry of the oxidant gas.

1 is a schematic explanatory diagram of a fuel cell vehicle equipped with a fuel cell stack according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram of a schematic configuration of the fuel cell stack. It is a principal part disassembled perspective explanatory drawing of the fuel cell which comprises the said fuel cell stack. The fuel cell stack that are related to the present invention is a schematic illustration of a fuel cell vehicle to be mounted. FIG. 2 is an explanatory diagram of a schematic configuration of the fuel cell stack. It is a schematic explanatory drawing of the other fuel cell vehicle by which the said fuel cell stack is mounted. It is explanatory drawing of the separator which comprises the fuel cell currently disclosed by patent document 1. FIG.

  As shown in FIG. 1, the fuel cell stack 10 according to the first embodiment of the present invention is incorporated in a fuel cell vehicle 12.

  The fuel cell stack 10 is accommodated in the front box 18 of the fuel cell vehicle 12 via the attachment portion 16. In the fuel cell stack 10, a plurality of fuel cells 20 are stacked in the vertical direction (arrow A direction) along the horizontal direction (arrow B direction) on the electrode surface. Each fuel cell 20 has an electrode surface arranged in parallel to the horizontal direction.

  As shown in FIG. 2, the fuel cell stack 10 is provided with a terminal plate 22 a, an insulating plate 24 a, and an end plate 26 a at the lower end in the stacking direction of the fuel cells 20. At the upper end of the fuel cell 20 in the stacking direction, a terminal plate 22b, an insulating plate 24b, and an end plate 26b are disposed.

  Both ends of a plurality of connecting bars 28 are fixed to the end plates 26a, 26b, and a predetermined tightening load is applied between the end plates 26a, 26b.

  As shown in FIG. 3, in the fuel cell 20, an electrolyte membrane / electrode structure (MEA) 30 is sandwiched between first and second metal separators 32 and 34. The first and second metal separators 32 and 34 are made of, for example, a steel plate, a stainless steel plate, an aluminum plate, a plated steel plate, or a vertically long metal plate that has been subjected to a surface treatment for anticorrosion.

  The first and second metal separators 32 and 34 have a rectangular planar shape, and are formed into a concavo-convex shape by pressing a metal thin plate into a corrugated plate shape. Instead of the first and second metal separators 32 and 34, for example, first and second carbon separators (not shown) may be employed.

  One end edge of the fuel cell 20 in the direction of arrow B communicates with each other in the direction of arrow A, which is the stacking direction, and an oxidant gas inlet communication hole 36a for supplying an oxidant gas, for example, an oxygen-containing gas, A fuel gas outlet communication hole 38b for discharging a fuel gas, for example, a hydrogen-containing gas, is provided.

  The other end edge of the fuel cell 20 in the direction of arrow B communicates with each other in the direction of arrow A, a fuel gas inlet communication hole 38a for supplying fuel gas, and an oxidant gas for discharging oxidant gas. An outlet communication hole 36b is provided.

  The both ends of the fuel cell 20 in the direction of arrow C communicate with each other in the direction of arrow A, and a cooling medium inlet communication hole 40a for supplying a cooling medium, and a cooling medium outlet communication hole for discharging the cooling medium. 40b.

  An oxidant gas flow path 42 communicating with the oxidant gas inlet communication hole 36a and the oxidant gas outlet communication hole 36b is provided on the surface 32a of the first metal separator 32 facing the electrolyte membrane / electrode structure 30. The oxidant gas flow channel 42 has a plurality of wave-shaped flow channel grooves 42a extending in the direction of arrow B, and an inlet buffer unit 43a and an outlet buffer unit 43b are provided upstream and downstream.

  A fuel gas flow path 44 communicating with the fuel gas inlet communication hole 38a and the fuel gas outlet communication hole 38b is provided on the surface 34a of the second metal separator 34 facing the electrolyte membrane / electrode structure 30. The fuel gas channel 44 has a plurality of wave-shaped channel grooves 42a extending in the direction of the arrow B, and an inlet buffer unit 45a and an outlet buffer unit 45b are provided upstream and downstream. The straight fuel gas flow path 44 is disposed along the traveling direction of the fuel cell vehicle 12 (arrow B2 direction), and the fuel gas flows from the front to the rear in the traveling direction of the fuel cell vehicle 12 (arrows). B1 direction), the fuel gas passage 44 is set to flow.

  The fuel gas flow path 44 and the oxidant gas flow path 42 constitute a so-called counter flow in which the flow directions are set in opposite directions. In place of the wave-shaped channel grooves 42a and 44a, straight channel grooves may be employed.

  The cooling medium inlet communication hole 40a and the cooling medium outlet communication hole 40b are communicated between the surface 32b of the first metal separator 32 and the surface 34b of the second metal separator 34 constituting the fuel cells 20 adjacent to each other. A cooling medium flow path 46 is provided. The cooling medium channel 46 is configured by overlapping the back surface shape of the oxidant gas channel 42 and the back surface shape of the fuel gas channel 44.

  The first seal member 48 is integrally or individually provided on the surfaces 32 a and 32 b of the first metal separator 32, and the second seal member 50 is integrally formed on the surfaces 34 a and 34 b of the second metal separator 34. Or individually.

  The first and second seal members 48 and 50 are, for example, EPDM, NBR, fluoro rubber, silicon rubber, fluorosilicon rubber, butyl rubber, natural rubber, styrene rubber, chloroprene, or acrylic rubber or the like, cushion material, Alternatively, a packing material is used.

  The electrolyte membrane / electrode structure 30 includes, for example, a solid polymer electrolyte membrane 52 in which a perfluorosulfonic acid thin film is impregnated with water, and a cathode side electrode 54 and an anode side electrode 56 that sandwich the solid polymer electrolyte membrane 52. With.

  The cathode side electrode 54 and the anode side electrode 56 are formed by uniformly applying a gas diffusion layer made of carbon paper or the like and porous carbon particles carrying a platinum alloy on the surface thereof to the surface of the gas diffusion layer. An electrode catalyst layer. The electrode catalyst layers are formed on both surfaces of the solid polymer electrolyte membrane 52.

  As shown in FIG. 2, a pipe manifold section 60 is attached to the end plate 26a. The pipe manifold 60 includes an oxidant gas inlet communication hole 36a, a fuel gas inlet communication hole 38a, a cooling medium inlet communication hole 40a, an oxidant gas outlet communication hole 36b, a fuel gas outlet communication hole 38b, and a cooling medium outlet communication hole 40b. Are provided with a plurality of independent manifold members communicating with each other. In FIG. 2, detailed description of each manifold member is omitted.

  The fuel cell stack 10 includes an air supply device 62 for supplying air as an oxidant gas, a hydrogen supply device 64 for supplying hydrogen gas as a fuel gas, and a cooling medium for supplying a cooling medium. A supply device 66 is connected.

  The air supply device 62 includes an air pump 68, and an air supply path 70 to which the air pump 68 is connected communicates with the oxidant gas inlet communication hole 36 a of the fuel cell stack 10 via a humidifier 72.

  The air supply device 62 has an air discharge path 74 that communicates with the oxidant gas outlet communication hole 36 b of the fuel cell stack 10, and the air discharge path 74 extends outside the vehicle via a humidifier 72. The humidifier 72 humidifies the new air by exchanging water between the used humidified air discharged to the air discharge path 74 and new air introduced to the air supply path 70. .

  The hydrogen supply device 64 includes a hydrogen tank 76 that stores high-pressure hydrogen, and the hydrogen tank 76 is disposed in a hydrogen supply path 78. The hydrogen supply path 78 communicates with the fuel gas inlet communication hole 38a of the fuel cell stack 10, and a pressure reducing valve 80 and an ejector 82 are disposed. A hydrogen discharge path 84 communicates with the suction port of the ejector 82, and the hydrogen discharge path 84 communicates with the fuel gas outlet communication hole 38 b of the fuel cell stack 10 via a gas-liquid separator 86.

  The cooling medium supply device 66 includes a radiator 88. A cooling medium circulation path 90 is connected to the radiator 88, and both ends of the cooling medium circulation path 90 are connected to the cooling medium inlet communication hole 40 a and the cooling medium outlet communication hole 40 b of the fuel cell stack 10. A refrigerant pump 92 is interposed in the cooling medium circulation path 90.

  As shown in FIG. 1, in the fuel cell vehicle 12, in the front box 18, in addition to the fuel cell stack 10, a radiator 88, an air pump 68, various auxiliary devices (including a humidifier 72) 111, a traveling motor 112. In addition, an air conditioner 114 and the like are provided. The traveling motor 112 is driven by electric power output from the fuel cell stack 10.

  A hydrogen tank 76 is disposed on the rear side of the fuel cell vehicle 12, and a battery 116 is disposed in front of the hydrogen tank 76. The battery 116 can supply power to the traveling motor 112 in addition to the auxiliary machine 111 and the air conditioner 114, and is charged by the power from the fuel cell stack 10.

  The operation of the fuel cell stack 10 configured as described above will be described below.

  First, when an ignition switch (not shown) of the fuel cell vehicle 12 is turned on, power is supplied from the battery 116 to the auxiliary device 111 and the like, and the operation of the fuel cell stack 10 is started.

  As shown in FIG. 2, in the air supply device 62, the compressed air led to the air supply path 70 under the driving action of the air pump 68 is humidified by the humidifier 72 and then the oxidant gas inlet of the fuel cell stack 10. It is supplied to the communication hole 36a.

  In the hydrogen supply device 64, the high-pressure hydrogen stored in the hydrogen tank 76 is reduced in pressure via the pressure reducing valve 80 and sent to the hydrogen supply path 78. The fuel gas (hydrogen gas) is ejected from the nozzle portion of the ejector 82, and used fuel gas to be described later is sucked and supplied to the fuel gas inlet communication hole 38 a of the fuel cell stack 10.

  On the other hand, in the cooling medium supply device 66, the cooling medium is supplied from the cooling medium circulation path 90 to the cooling medium inlet communication hole 40 a of the fuel cell stack 10 under the action of the refrigerant pump 92.

  Therefore, as shown in FIG. 3, the oxidant gas is introduced into the oxidant gas flow path 42 of the first metal separator 32 from the oxidant gas inlet communication hole 36a. The oxidant gas is supplied to the cathode side electrode 54 constituting the electrolyte membrane / electrode structure 30 while moving in the arrow B2 direction along the oxidant gas flow path 42.

  On the other hand, the fuel gas is introduced into the fuel gas flow path 44 of the second metal separator 34 from the fuel gas inlet communication hole 38a. The fuel gas is supplied to the anode side electrode 56 constituting the electrolyte membrane / electrode structure 30 while moving in the arrow B1 direction along the fuel gas flow path 44.

  Therefore, in the electrolyte membrane / electrode structure 30, the oxidant gas supplied to the cathode side electrode 54 and the fuel gas supplied to the anode side electrode 56 are consumed by an electrochemical reaction in the electrode catalyst layer to generate power. Is done.

  Next, the oxidant gas consumed by being supplied to the cathode side electrode 54 moves in the direction of arrow A along the oxidant gas outlet communication hole 36b and is discharged to the air discharge path 74 (see FIG. 2). The oxidant gas is humidified with a new oxidant gas by the humidifier 72 and then discharged outside the vehicle.

  On the other hand, the consumed fuel gas supplied to the anode side electrode 56 moves in the direction of arrow A along the fuel gas outlet communication hole 38b and is discharged to the hydrogen discharge path 84 (see FIG. 2). This fuel gas is mixed with new fuel gas under the suction action of the ejector 82, introduced into the hydrogen supply path 78, and supplied to the fuel cell stack 10 as fuel gas.

  Further, the cooling medium (pure water, ethylene glycol, oil, etc.) supplied to the cooling medium inlet communication hole 40a is a cooling medium flow path 46 between the first and second metal separators 32 and 34 as shown in FIG. Circulated in the direction of arrow C. The cooling medium cools the electrolyte membrane / electrode structure 30 and then is discharged to the cooling medium outlet communication hole 40b. As shown in FIG. 2, the cooling medium is returned to the cooling medium circulation path 90, cooled by the radiator 88, and then circulated and supplied to the fuel cell stack 10.

  In this case, in the fuel cell stack 10 according to the first embodiment, as shown in FIGS. 1 and 2, the linear fuel gas flow path 44 extends along the traveling direction of the fuel cell vehicle 12 (arrow B2 direction). The fuel gas is set to flow through the fuel gas passage 44 from the front to the rear in the traveling direction of the fuel cell vehicle 12 (in the direction of arrow B1).

  For this reason, when the fuel cell automobile 12 accelerates, as shown in FIG. 1, an acceleration (G) acting in the direction of the arrow B <b> 1 acts on the fuel cell stack 10. Accordingly, in the fuel gas channel 44 in the fuel cell stack 10, drainage of condensed water existing in the fuel gas channel 44 is promoted by acceleration (G). Thereby, the effect that a favorable waste water treatment is performed with a simple and compact structure is acquired.

  In addition, when the fuel cell vehicle 12 is accelerated, the amount of power generated by the fuel cell 20 is rapidly increased due to the necessity of power supply to the traveling motor 112, so that a large amount of generated water is generated. The generated water generated on the oxidant gas channel 42 side also flows out to the fuel gas channel 44 via the solid polymer electrolyte membrane 52. At that time, since the fuel gas passage 44 is surely drained, stable power generation is performed, the acceleration performance and efficiency of the fuel cell vehicle 12 are reduced, and the solid polymer electrolyte membrane 52 and the cathode side electrode 54 are further reduced. In addition, damage to the anode-side electrode 56 can be effectively prevented.

  Further, when the fuel cell vehicle 12 is accelerated, the amount of power generation increases rapidly and the flow rate circulating in the hydrogen supply device 64 increases. As a result, gas-liquid separation in the gas-liquid separator 86 becomes insufficient, and liquid water is easily introduced into the fuel gas flow paths 44 from the fuel gas inlet communication holes 38a.

  At that time, since acceleration (G) acts on the fuel gas flow path 44 in the flow direction of the fuel gas, the liquid water introduced into the fuel gas flow path 44 is easily and reliably supplied to the fuel gas outlet communication hole 38b. It will be discharged and stable power generation can be performed.

  On the other hand, in the oxidant gas flow path 42, the oxidant gas flows from the rear in the traveling direction of the fuel cell vehicle 12 toward the front (in the direction of arrow B2). Here, the flow rate of the oxidant gas that flows through the oxidant gas flow channel 42 is larger than the flow rate of the fuel gas that flows through the fuel gas flow channel 44, and the viscosity and density of the gas are high. The pressure difference between both ends of the oxidant gas passage 42 is large.

  In addition, during acceleration, the flow rate of the oxidant gas passage 42 increases from the rear in the traveling direction of the fuel cell vehicle 12 because the flow rate of the oxidant gas is increased due to the necessity of supplying power to the traveling motor 112. Even if it is heading, the generated water in the oxidant gas flow path 42 from the inlet side (oxidant gas inlet communication hole 36a side) to the outlet side (oxidant gas outlet communication hole 36b side) using the pressure difference. It drains smoothly and reliably. For this reason, there is no stagnant water in the oxidant gas flow path, and good power generation is performed while maintaining the stoichiometry of the oxidant gas.

  In addition, the fuel gas flow direction in the fuel gas flow path 44 and the oxidant gas flow direction in the oxidant gas flow path 42 are set to counterflow (reverse direction). Therefore, both the oxidant gas and the fuel gas are maintained in a good humidified state because both the inlet side where the humidification is likely to be insufficient and the outlet side of the counter electrode rich in condensed water sandwiching the solid polymer electrolyte membrane 52 are present. . Thereby, in the air supply apparatus 62, there exists an effect that the humidifier 72 can be abolished or reduced in size.

4, the fuel cell stack 120 that are related to the present invention is a schematic illustration of a fuel cell vehicle 12 to be incorporated.

  The same components as those of the fuel cell stack 10 according to the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the fuel cell stack 120, a plurality of fuel cells 20 are stacked in the horizontal direction (vehicle width direction) along the vertical direction (arrow A direction) on the electrode surface (see FIGS. 4 and 5). The oxidant gas flow path 42 and the fuel cell 20 constitute a counter flow. The fuel gas passage 44 is arranged along the traveling direction (arrow B2 direction) of the fuel cell vehicle 12, and the fuel gas flows from the front to the rear in the traveling direction of the fuel cell vehicle 12 (arrow B1 direction). The fuel gas passage 44 is set to flow.

As a result, in the fuel cell stack 120 , when the fuel cell vehicle 12 accelerates, in the fuel gas channel 44, condensation existing in the fuel gas channel 44 under the action of acceleration (G) in the direction of the arrow B1. Water drainage is promoted. Therefore, effects such as good wastewater treatment can be obtained.

6, the fuel cell stack 10 and / or according to the first embodiment is a schematic illustration of a fuel cell vehicle 12a to fuel cell stack 120 is accommodated.

  The fuel cell vehicle 12 a has a center tunnel 132 in a cabin (vehicle compartment) 130, and the fuel cell stack 10 (120) is disposed in the center tunnel 132.

For this reason, in the fuel cell vehicle 12a , there are advantages that other facilities can be easily accommodated in the front box 18 and that the space in the center tunnel 132 can be effectively used.

DESCRIPTION OF SYMBOLS 10, 120 ... Fuel cell stack 12, 12a ... Fuel cell vehicle 16 ... Mounting part 18 ... Front box 20 ... Fuel cell 30 ... Electrolyte membrane / electrode structure 32, 34 ... Separator 36a ... Oxidant gas inlet communication hole 36b ... Oxidation Agent gas outlet communication hole 38a ... Fuel gas inlet communication hole 38b ... Fuel gas outlet communication hole 40a ... Cooling medium inlet communication hole 40b ... Cooling medium outlet communication hole 42 ... Oxidant gas channel 44 ... Fuel gas channel 46 ... Cooling medium Flow path 52 ... Solid polymer electrolyte membrane 54 ... Cathode side electrode 56 ... Anode side electrode 60 ... Pipe manifold 62 ... Air supply device 64 ... Hydrogen supply device 66 ... Cooling medium supply device 68 ... Air pump 72 ... Humidifier 82 ... Ejector 88 ... Radiator 112 ... Driving motor 116 ... Battery 130 ... Cabin 132 ... Center tunnel

Claims (2)

An electrolyte membrane / electrode structure provided with a pair of electrodes on both sides of a solid polymer electrolyte membrane and a separator are laminated. Between one electrode and one separator, fuel gas is linear along the electrode surface. A fuel gas flow path that circulates through the electrode, and an oxidant gas flow path that circulates the oxidant gas linearly along the electrode surface between the other electrode and the other separator, and The fuel gas flow path and the oxidant gas flow path include a fuel cell that constitutes a counter flow, and an on-vehicle fuel cell stack in which a plurality of the fuel cells are stacked,
The fuel cell is stacked in the vertical direction along the horizontal direction of the electrode surface,
The linear fuel gas flow path is disposed along the front-rear direction of the vehicle , and the fuel gas flows through the fuel gas flow path from the front to the rear in the front- rear direction of the vehicle. Automotive fuel cell stack. The fuel cell stack according to claim 1 Symbol placement, the fuel cell stack, automotive fuel cell stack, characterized in that mounted in the front box of the vehicle.

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