DE102022103984A1 - Cooling device for at least partial cooling of a fuel cell system in a vehicle - Google Patents

Abstract

The present invention relates to a cooling device (10) for at least partially cooling a fuel cell system (100) in a vehicle (200), having a primary cooling circuit (20) for conducting a primary coolant (PK) with a receiving section (22) for absorbing heat from the fuel cell system (100) in the primary coolant (PK), further comprising a secondary cooling circuit (30) with a receiving container (32) for receiving water as the secondary coolant (SK) and a pressure generator (34) for generating a defined receiving pressure (AP) in the receiving container (32), a heat exchanger (26) being arranged in the receiving container (32) for conducting the primary coolant (PK) as part of the primary cooling circuit (20) for dissipating heat from the primary coolant (PK) to that in the receiving container ( 32) located secondary coolant (SK), further the receiving container (32) at least one semi-permeable wall section (36) in the form of an evaporator ungsabschnitts (38) has for an evaporation of secondary coolant (SK) through the evaporation section (38) through into the environment for generating an evaporative cooling of the secondary coolant (SK) in the receptacle (32).

Description

The present invention relates to a cooling device for at least partially cooling a fuel cell system in a vehicle, a vehicle having such a cooling device, and a method for cooling a fuel cell system of a vehicle.

It is known that fuel cell systems are to be used in order to support the drive of a vehicle or to provide it completely. Such known fuel cell systems are usually equipped with a fuel cell stack with a large number of fuel cells, which use a fuel gas, in particular hydrogen, to generate electricity for driving with the aid of an electric motor. In this case, compliance with an operating temperature window is necessary for the operation of the fuel cell system. In the case of hydrogen fuel cells, so-called PEM fuel cells, this operating temperature range is around 100°C. In order to maintain this temperature window during operation, known fuel cell systems are usually equipped with cooling devices and cooling circuits. These cooling circuits circulate a coolant which can absorb heat in the coolant within the fuel cell system, for example via heat exchangers in the fuel cell stack. The coolant heated in this way transports this heat away from the fuel cell system and releases it to the environment, for example via a discharge section in the front of the vehicle. The coolant, which has been cooled again in this way, is fed back into the circuit and is available for renewed transport of heat from the fuel cell system to the environment.

A disadvantage of the known solutions is that such cooling devices have to be designed for the peak load situation and thus over the entire operating range of a fuel cell system. This also applies if a peak load occurs only for very short periods of time and/or only very rarely. If the vehicle is, for example, a commercial vehicle, a peak load will only occur if, for example, driving uphill takes place with a full load or during a short start-up process with a heavy load. Most of the time, for example when driving on the freeway, the commercial vehicle and thus also the fuel cell system are in an operating situation which is well below the peak load. However, the design of the cooling device for the peak load means that a very high weight, correspondingly high costs and a high space requirement for this cooling device must be taken into account. For example, larger flow diameters, a larger amount of coolant and larger cooling surfaces at the discharge sections to the environment are necessary. This leads to corresponding cost disadvantages, weight disadvantages and a poorer use of space in the commercial vehicle.

It is the object of the present invention to at least partially eliminate the disadvantages described above. In particular, it is the object of the present invention to ensure cooling in a cost-effective and simple manner and at the same time to build lighter, more cost-effectively and/or smaller.

The above object is achieved by a cooling device having the features of claim 1, a vehicle having the features of claim 9 and a method having the features of claim 12. Further features and details of the invention result from the dependent claims, the description and the drawings . Features and details that are described in connection with the cooling device according to the invention naturally also apply in connection with the vehicle according to the invention and the method according to the invention and vice versa, so that the disclosure of the individual aspects of the invention is or can always be referred to alternately.

According to the invention, a cooling device is used for at least partial cooling of a fuel cell system in a vehicle. For this purpose, a primary cooling circuit is provided for conducting a primary coolant, which is equipped with an absorbing section for absorbing heat from the fuel cell system in the primary coolant. Furthermore, the cooling device has a secondary cooling circuit with a receptacle for receiving water as a secondary coolant. A pressure generator is also provided in the secondary cooling circuit to generate a defined intake pressure in the receptacle. A heat exchanger is arranged in the receptacle for conducting the primary coolant as part of the primary cooling circuit for dissipating heat from the primary coolant to the secondary coolant located in the receptacle. Furthermore, the receptacle has at least one semi-permeable wall section in the form of an evaporation section for evaporation of secondary coolant through the evaporation section into the environment for generating evaporative cooling of the secondary coolant in the receptacle.

A core idea of the invention is based on the fact that the known solutions with a single cooling circuit can be converted into two separate cooling circuits. The primary cooling circuit can be designed for a regular operating situation, for example up to around 80% of the peak load of the fuel cell system, and in this way can provide the basic cooling function. The secondary cooling circuit allows additional cooling, which can be switched on in particular in a peak load situation in order to provide an additional cooling function in such a peak load situation. It can already be seen here that, overall, a primary cooling circuit and a secondary cooling circuit can be designed to be smaller, lighter and more cost-effective than would be possible with a single, large main cooling circuit.

Alternatively, an operating strategy is also conceivable in which the secondary cooling circuit is permanently or essentially permanently in operation. Since the secondary cooling circuit does not require any flow through the vehicle, this secondary cooling effect can be achieved with little or even at low load for the fuel cell system without any significant flow. The low or even essentially avoided flow reduces the air resistance when operating the vehicle and thus directly the fuel consumption and load on the fuel cell system. For example, mechanical closing of a flow path through a discharge section of the primary cooling circuit, for example by means of a blind mechanism, is conceivable.

According to the invention, this advantage is further enhanced in that the secondary cooling circuit can provide passive cooling. This is based on the fact that during evaporation, i.e. during the phase transition from the liquid phase to the gaseous phase below the boiling point, water removes an evaporation enthalpy from the remaining liquid water. In a cooling device according to the invention, this means that water, which is arranged as a secondary coolant in the secondary cooling circuit and there in the receiving container, can provide a cooling effect for cooling the remaining water through appropriate evaporation. In order to ensure this evaporation, the receptacle is equipped with at least one semi-permeable wall section. This is to be understood as meaning a wall section through which water in the vapor phase can pass. However, water and thus secondary coolant in the liquid phase cannot escape through this semipermeable wall section, so that the receptacle is prevented from leaking. As will be explained later, the evaporation section can be correspondingly correlated with an outer body section of the vehicle, so that the arrangement in an area of the body of the vehicle around which there is a flow leads to the evaporation of water from the receptacle through the evaporation section to the environment is supported. As already explained, this evaporation takes place with the removal of the evaporation enthalpy from the remaining liquid secondary coolant in the receiving container, so that it is cooled by the evaporation process. Secondary coolant cooled in this way in the receiving container can now be used by the arrangement of the heat exchanger inside the receiving container to exert an additional cooling effect on the primary coolant inside this heat exchanger.

As can be seen from the explanation above, passive cooling is possible. This means that no active components such as compressors, blowers or the like are required to ensure this additional cooling. In particular, easy evaporation can be provided by the driving force of the pressure difference between the receiving pressure in the receiving container and the ambient pressure in the environment outside the receiving container. As will be explained later, an active control can of course take place, for example by increasing the intake pressure and thus increasing the pressure difference to the environment, to further enhance this evaporation effect and thus to intensify the additional cooling.

As will also be explained later, product water that arises during operation of the fuel cell system can be diverted for use in the receptacle.

Another advantage of the present invention is that plain water can be used as the secondary coolant. It is therefore not necessary to resort to expensive or chemically complex secondary coolants, but rather a simple, inexpensive fluid that is available everywhere can be used as the secondary coolant.

As will also be explained in more detail later, the evaporative cooling is further supported by the fact that the evaporative section can be arranged, for example, in areas of the vehicle around which there is a relatively strong flow. Especially at high flow speeds of the surrounding air flow, this leads to an increased air exchange and thus an increased concentration difference, which in turn intensifies the evaporation effect. In addition, there is a strong flow around, for example the arrangement of the evaporation section on a side edge of the vehicle, to the fact that the surrounding flow pressure decreases at this position and the pressure ratio is adjusted with a higher pressure difference to the intake pressure. This also leads to an intensification of the cooling effect explained.

There can be advantages if, in a cooling device according to the invention, the primary cooling circuit has a discharge section, in particular downstream of the heat exchanger, for discharging heat from the primary coolant to the environment. If, depending on the overall cooling capacity required, a cooling device can also provide the desired cooling effect solely through evaporative cooling, a separate delivery section is preferably provided for the primary cooling circuit as the main cooling function. This can also be arranged, for example, in a front part of the vehicle, so that the air flow flows around it and in this way, through heat transfer, dissipates heat from the primary coolant to the environment. A support of this heat transfer, for example by a fan, is of course conceivable here. In this embodiment, the primary cooling circuit is used for the main cooling of the fuel cell system during normal operation and the secondary cooling circuit is used to support the main cooling function in the form of an additional cooling function. As has already been explained, the secondary cooling circuit can also be operated continuously, in particular in operating situations with a low cooling demand. For this purpose, the dispensing section is preferably equipped with a closure means, for example in the form of a venetian blind device, in order to block the dispensing section from air flowing through. As already explained, a reduced air resistance for the operation of the vehicle can be achieved by shutting off the flow through the dispensing section for these operating situations. It is also advantageous if, in a cooling device according to the invention, the secondary cooling circuit has a removal section for receiving product water from a discharge section of the fuel cell system. While a cooling device according to the invention basically also works with refilled water in the receiving container, a connection to the exhaust gas section entails a further reduction in complexity, costs and effort. In this way, product water, which is produced in a condensed manner or in the vapor phase during the operation of the fuel cell system, can be fed to the receptacle via the collected exhaust gas in the exhaust gas section without the need for refilling. This can take place in addition to or as an alternative to manual refilling. In other words, in this embodiment, product water generated by the fuel cell system is used to compensate for the evaporation loss in the receptacle. In this case, a separating device can recycle already condensed liquid product water or else a condenser section in the exhaust gas section of the fuel cell system can support and/or carry out the condensation.

It is also advantageous if, in a cooling device according to the invention, the evaporation section has a reinforcement structure for mechanical reinforcement of the semipermeable wall section. For example, silicone, rubber or neoprene materials can be used as materials for the semipermeable wall section. A combination of different membranes is also conceivable here in order to provide the desired semi-permeable properties. The use of a reinforcement structure, for example in the form of reinforcement ribs, reinforcement supports and/or reinforcement grids, means that an even freer choice of material can be made available for the evaporation section. The reinforcement structure for the mechanical reinforcement preferably exerts little or no influence on the evaporation surface, ie in particular it does not cover it or covers it only to a very small extent.

Further advantages can result if, in a cooling device according to the invention, the reinforcement structure is designed to be flow-guiding, at least in sections, for guiding the air flow along the evaporation section. For example, guide ribs or guide walls can be used to reduce the flow resistance for the air flow along the reinforcement structure. It is also possible that the air flow is further accelerated by this guiding function, which in turn leads to a further reduced surrounding flow pressure in this area and thus an increased pressure difference to the receiving pressure.

It is also advantageous if, in a cooling device according to the invention, the receiving container has a refill opening for refilling with water as the secondary coolant. This can be provided in addition to or as an alternative to the already explained connection of the receiving container to the receiving of product water from an exhaust gas section. The refill opening thus makes it possible, for example when the cooling device is used for the first time or after a long period of inactivity, to charge or pre-charge the additional cooling function of the secondary cooling section, so to speak. Such a refill opening can also be used tion, additives, such as antifreeze or similar, can be added.

It is also advantageous if at least one variation means is provided in a cooling device according to the invention for varying the evaporation quantity of secondary coolant via the evaporation section. For example, it is possible to provide control of the overpressure, so that by increasing the intake pressure, an increased pressure difference to the surrounding flow pressure correspondingly intensifies the cooling function. It is also possible for the evaporation section itself to be directly influenced, for example by applying a voltage, so that in this way the permeability and thus the evaporation resistance for the penetration of vaporous water is varied. A mechanical configuration of the variation means for increased or reduced covering of the evaporation section is also conceivable.

It is also advantageous if, in a cooling device according to the invention, the secondary cooling circuit has a filter device downstream of the receiving container for filtering out solid particles from the secondary coolant. In particular, if product water is to be obtained from the exhaust gas section of the fuel cell system, it can be ensured in this way that an undesired clogging of the evaporation section by remaining particles is avoided. The entry of other contaminants in solid form can also be reduced in this way.

The present invention also relates to a vehicle, in particular a commercial vehicle, having a fuel cell system for driving and/or supporting the drive of the vehicle, further having a cooling device according to the invention for cooling the fuel cell system. A vehicle according to the invention thus brings with it the same advantages as have been explained in detail with reference to a cooling device according to the invention.

It is advantageous if, in a vehicle according to the invention, the evaporation section of the receptacle is arranged in a negative pressure section of the body of the vehicle around which the air flows. In particular, this arrangement is formed on or essentially on a vehicle edge of the vehicle. Negative pressure sections of a body of the vehicle around which air flows arise where the air flow flowing along it is accelerated by the geometric contour of the body of the vehicle. This acceleration occurs, for example, at the two front side edges as vehicle edges of the vehicle. The acceleration of the air flow leads to the generation of a negative pressure and thus to an increase in the differential pressure to the receiving pressure in the receiving container. As has already been explained several times, an increased pressure difference results in an increased evaporation effect and thus brings improved additional cooling. In this way, evaporative cooling can be further intensified and carried out more efficiently, particularly when the outside temperatures are very hot.

There are also advantages if, in a vehicle according to the invention, the cooling device has at least two receptacles, in particular in an identical or essentially identical design. The cooling circuit can keep the receiving pressure in both receiving containers identical with a common pressure generator. In principle, however, different intake pressures are also possible. The receptacles are preferably arranged, for example, in the two front outer edges of the vehicle along the vertical axis. The secondary cooling circuit can integrate the two receptacles in a common secondary cooling circuit or each have secondary partial cooling circuits. With appropriate valve devices, a targeted control of the flow or the filling, the respective heat exchanger and the respective receptacle is possible.

• - Erfassen des Kühlbedarfs des Brennstoffzellensystems,
• - Erzeugen eines Aufnahmedrucks im Aufnahmebehälter als Überdruck relativ zum Umgebungsdruck.

Another subject matter of the present invention is a method for cooling a fuel cell system of a vehicle according to the invention, having the following steps:

• - recording the cooling requirement of the fuel cell system,
• - Generation of a receiving pressure in the receiving container as overpressure relative to the ambient pressure.

Such a method entails the same advantages as have been explained in detail with reference to a cooling device according to the invention. It serves in particular to support the evaporation through the pressure difference generated, in particular at relatively high ambient temperatures, and thus to provide the additional cooling functionality already explained several times.

There can be advantages if, in a method according to the invention, the surrounding flow pressure present at the evaporation section is detected and the intake pressure is generated on the basis of the detected surrounding flow pressure. The surrounding flow pressure usually differs from the normal ambient pressure. Into the Especially in low-pressure sections, the flow pressure along the body is lower than the normal ambient pressure and leads to an increase in the pressure difference already explained several times. The ambient flow pressure can be determined directly by pressure sensors, for example. An indirect determination, for example by detecting the speed of the vehicle, is of course also conceivable within the scope of the present invention.

It can also be advantageous if, in a method according to the invention, the intake pressure is varied on the basis of the cooling requirement detected. For example, the current operating situation of the fuel cell system is recorded so that an increased need for additional cooling can be assumed in a peak load situation. The greater the need for additional cooling, the higher the intake pressure can be set in order to provide an increase in evaporative cooling by increasing the pressure difference to the environment.

There are also advantages if, in a method according to the invention, the filling level of the receptacle with secondary coolant and the operating situation of the fuel cell system are monitored. Based on the filling level and the operating situation, product water is transferred from the exhaust gas section of the fuel cell system to the storage tank. Operation-dependent refilling of the receptacle can therefore be made available. This takes place in particular in addition to or as an alternative to manual refilling, for example using a refill opening.

• 1 eine Ausführungsform einer erfindungsgemäßen Kühlvorrichtung,
• 2 eine weitere Ausführungsform einer erfindungsgemäßen Kühlvorrichtung,
• 3 eine weitere Ausführungsform einer erfindungsgemäßen Kühlvorrichtung,
• 4 eine weitere Ausführungsform einer erfindungsgemäßen Kühlvorrichtung,
• 5a eine weitere Ausführungsform einer erfindungsgemäßen Kühlvorrichtung,
• 5b die Kühlvorrichtung der 5a mit geschlossenem Verschlussmittel
• 6 eine Ausführungsform eines erfindungsgemäßen Fahrzeugs,
• 7 die Ausführungsform der 6 in Vorderansicht des Fahrzeugs.

Further advantages, features and details of the invention result from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. They show schematically:

• 1 an embodiment of a cooling device according to the invention,
• 2 a further embodiment of a cooling device according to the invention,
• 3 a further embodiment of a cooling device according to the invention,
• 4 a further embodiment of a cooling device according to the invention,
• 5a a further embodiment of a cooling device according to the invention,
• 5b the cooling device 5a with closed closure means
• 6 an embodiment of a vehicle according to the invention,
• 7 the embodiment of 6 in front view of the vehicle.

1 1 schematically shows a possible embodiment of a cooling device 10 in a fuel cell system 100. The fuel cell system 100 is equipped with a fuel cell stack 110, through which the primary cooling circuit 20 is guided. Within the fuel cell stack 110, a receiving section 22, for example with a heat exchanger, is provided here. Primary coolant PK is conveyed through fuel cell stack 110 by a conveying device, where it absorbs heat and transports it away. The heated primary coolant PK now enters the heat exchanger section 26 which is arranged inside the receptacle 32 .

Inside the receptacle 32 is liquid product water PW as a secondary coolant SK. This liquid secondary coolant SK cannot escape from the receptacle 32 in liquid form. However, since part of the wall section 36 is semipermeable as an evaporation section 38 , liquid secondary coolant SK can evaporate inside the receptacle 32 and escape from the receptacle 32 in the vapor phase. The energy required for the evaporation is withdrawn from the liquid secondary coolant SK in the receptacle 32 so that its temperature drops. Temperature reduced in this way within the receptacle 32 allows heat to be absorbed from the heated primary coolant PK via the heat exchanger 26.

According to the additional evaporative cooling, the primary coolant PK cooled in the heat exchanger 26 can now be recirculated back to the receiving section 22 in the fuel cell stack 110 .

While, in principle, the secondary coolant SK within the receptacle 32 can also be supplied from the outside, a connection to an exhaust gas section 140 of the fuel cell system 100 is provided here. In a removal section 31, for example with a condenser section and/or a separating section, liquid product water PW can now be separated off and fed to the receiving container 32 via a pump as a pressure generator 34 under receiving pressure AP.

the 2 shows a further development of the embodiment of FIG 1 . For example, a buffer 37 is provided here, which allows the current operating situation for the product decouple water PW in the exhaust section 140 from the current fill level and replenishment requirement in the receptacle 32 for the secondary coolant SK. A separate pressure generator 34 is also provided here, which can set the intake pressure AP even more precisely and accurately. The basic cooling function, in particular the primary cooling function and secondary cooling function, are identical to the explanation for 1 .

In the 3 a further embodiment of the cooling device 10 is shown. A filter device 35 is provided here to ensure that no solid contaminants get into the receptacle 32 . In this way, in particular, an undesired clogging of the semipermeable wall section 36, ie the evaporation section 38, is avoided. Also shows the 3 an embodiment in which, independently of the evaporative cooling, heat can be released from the primary coolant PK to the environment. A discharge section 24 with a separate fan is shown here for this purpose, which is able to primarily discharge the heat from the primary coolant PK to the environment.

the 4 FIG. 10 also shows an embodiment of the cooling device 10. Here the evaporation section 38 is equipped with a reinforcement structure 39. FIG. This reinforcement structure 39 serves to mechanically stabilize the evaporation section 38 and can have a lattice structure, for example. Frame elements are also shown here at the upper and at the lower end, which provide a guiding function for the air flow LS sweeping along. This guiding function serves, on the one hand, to reduce the air resistance and, on the other hand, to increase the flow rate of the air flow LS.

Also the 5 shows a cooling device 10 according to the invention. Here, a refill opening 33 is arranged in the receptacle 32 in order to be able to refill either additives or water directly as the secondary coolant SK. Also is in the 5 a variation means 40 is shown. This is shown here as a mechanical variation means 40, which can increase or decrease the surface of the evaporation section 38 by a movement. This makes it possible to vary the evaporated amount of secondary coolant SK and in this way to influence the additional cooling functionality.

Next, for a dispensing section 24, as in the embodiments of 3 and 4 is shown, also a in 5a and 5b Closing means 25 shown can be provided, in particular for a mechanical closing of the dispensing section 24. Flow through the dispensing section 24 can thus be qualitatively and/or quantitatively reduced and/or switched off when the primary cooling circuit 20 is switched off. the 5a shows here a fully open closure means 25 and the 5b the closure means 25 in the closed state. Of course, other variants of an adjustable mechanical closure means 25 are also conceivable within the scope of the present invention.

the 6 and 7 show a vehicle 200 as a commercial vehicle with a fuel cell system 100 and a cooling device 10 integrated therein 1 until 5 , operated and cooled. Exhaust gas from the fuel cell stack 110 is discharged via the exhaust gas section 140 and product water PW is separated off in accordance with the explanations above. In the cooling device 10, shown here schematically, the secondary coolant SK can now ensure the additional cooling by evaporative cooling in the receiving container 32. To provide this, two receptacles 32 are symmetrically positioned on the left and right front vehicle edges 202 of the vehicle 200 . The delivery section 24 of the primary cooling circuit 20 is arranged in the middle, below the windscreen of the vehicle 200 .

The above explanation of the embodiments describes the present invention exclusively in the context of examples.

Reference List

10

cooler

20

primary cooling circuit

22

recording section

24

delivery section

25

means of closure

26

heat exchanger

30

secondary cooling circuit

31

extraction section

32

receptacle

33

refill opening

34

pressure generator

35

filter device

36

wall section

37

cache

38

evaporation section

39

reinforcement structure

40

mean of variation

100

fuel cell system

110

fuel cell stack

140

exhaust section

200

vehicle

202

vehicle edge

210

vacuum section

PC

primary coolant

SK

secondary coolant

pw

product water

AP

recording pressure

UP

flow pressure

LS

airflow

Claims (15)

Cooling device (10) for at least partially cooling a fuel cell system (100) in a vehicle (200), having a primary cooling circuit (20) for conducting a primary coolant (PK) with an absorption section (22) for absorbing heat from the fuel cell system (100) in the primary coolant (PK), further comprising a secondary cooling circuit (30) with a receiving container (32) for receiving water as the secondary coolant (SK) and a pressure generator (34) for generating a defined receiving pressure (AP) in the receiving container (32) , wherein a heat exchanger (26) is arranged in the receiving container (32) for conducting the primary coolant (PK) as part of the primary cooling circuit (20) for dissipating heat from the primary coolant (PK) to the secondary coolant located in the receiving container (32). (SK), the receptacle (32) further having at least one semi-permeable wall section (36) in the form of an evaporation section (38) for a Ve evaporating secondary coolant (SK) through the evaporative section (38) into the environment to produce evaporative cooling of the secondary coolant (SK) in the receptacle (32). Cooling device (10) according to one of the preceding claims, characterized in that the primary cooling circuit (20), in particular downstream of the heat exchanger (26), has a release section (24) for releasing heat from the primary coolant (PK) to the environment. Cooling device (10) according to one of the preceding claims, characterized in that the secondary cooling circuit (30) has a removal section (31) for receiving product water (PW) from an exhaust gas section (140) of the fuel cell system (100). Cooling device (10) according to one of the preceding claims, characterized in that the evaporation section (38) has a reinforcement structure (39) for mechanical reinforcement of the semipermeable wall section (36). Cooling device (10) after claim 4 , characterized in that the reinforcement structure (39) is designed at least in sections to guide an air flow (LS) along the evaporation section (38). Cooling device (10) according to one of the preceding claims, characterized in that the receptacle (32) has a refill opening (33) for refilling with water as the secondary coolant (SK). Cooling device (10) according to one of the preceding claims, characterized in that at least one variation means (40) is provided for varying the evaporation quantity of secondary coolant (SK) via the evaporation section (38). Cooling device (10) according to one of the preceding claims, characterized in that the secondary cooling circuit (30) has a filter device (35) upstream of the receptacle (32) for filtering out solid particles from the secondary coolant (SK). Vehicle (200), in particular commercial vehicle, having a fuel cell system (100) for driving and / or to support the drive of the vehicle (200), further having a cooling device (10) with the features of one of Claims 1 until 8th for cooling the fuel cell system (100). vehicle (200) after claim 9 , characterized in that the evaporation section (38) of the receptacle (32) is arranged in a negative pressure section (210) of the body of the vehicle (200) around which the air flows, in particular on or essentially on a vehicle edge (202) of the vehicle (200). Vehicle (200) according to one of claims 9 or 10 , characterized in that the cooling device (10) has at least two receptacles (32), in particular in an identical or substantially identical configuration. Method for cooling a fuel cell system (100) of a vehicle (200) with the features of one of claims 9 until 11 , having the following steps: - detecting the cooling requirement of the fuel cell system (100), - generating a receiving pressure (AP) in the receiving container (32) as an overpressure relative to the ambient pressure. procedure after claim 12 , characterized in that the at the evaporation section (38) adjacent flow pressure (UP) is detected and the intake pressure (AP) is generated based on the detected flow pressure (UP). Procedure according to one of Claims 12 or 13 , characterized in that the intake pressure (AP) is varied based on the detected cooling requirement. Procedure according to one of Claims 12 until 14 , characterized in that the fill level of the receptacle (32) with secondary coolant (SK) and the operating situation of the fuel cell system (100) is monitored, with product water (PW) from an exhaust gas section (140) of the fuel cell system ( 100) is transferred into the receiving container (32).

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