EP4690331A1 - Fuel cell system - Google Patents

Fuel cell system

Info

Publication number
EP4690331A1
EP4690331A1 EP24704716.0A EP24704716A EP4690331A1 EP 4690331 A1 EP4690331 A1 EP 4690331A1 EP 24704716 A EP24704716 A EP 24704716A EP 4690331 A1 EP4690331 A1 EP 4690331A1
Authority
EP
European Patent Office
Prior art keywords
fuel cell
cell system
compressor
valve
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24704716.0A
Other languages
German (de)
French (fr)
Inventor
Michael Eckel
Richard Cunrath
Franz Albert ROGALSKI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Stellantis Auto SAS
Original Assignee
Stellantis Auto SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Stellantis Auto SAS filed Critical Stellantis Auto SAS
Publication of EP4690331A1 publication Critical patent/EP4690331A1/en
Pending legal-status Critical Current

Links

Classifications

    • 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
    • H01M8/04111—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants using a compressor turbine assembly
    • 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
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells

Definitions

  • the present invention relates to a fuel cell system, in particular for the energy supply of a drive motor of a vehicle which is driven electrically or in a hybrid manner and, if applicable, of further consumers on board the vehicle.
  • a fuel cell In order to operate in an energy-efficient manner, a fuel cell must have a predetermined operating temperature which can, indeed, be different according to the construction type of the cell, but which, generally, lies above the ambient temperature. This operating temperature is not maintained in a time in which the vehicle is parked with consumers substantially switched off; for this reason, the starting of the vehicle after parking must be preceded by a heating-up phase, in which the fuel cell is brought to the operating temperature again.
  • the output power of the fuel cell does not fall below a predetermined minimum output power during the heating-up phase, on the other hand the output power can also not be greater than the power which the connected consumers are capable of receiving at the same time.
  • the power consumption of its drive motor is negligible.
  • a vehicle battery is indeed generally also available as further high-power consumer, but even at a low temperature it may be necessary to limit its power consumption in order to prevent damage to the battery. If, however, the consumers are not able to receive the output power of the fuel cell, their power must be throttled or the fuel cell must even be switched off entirely. A throttling of the power lengthens the heating-up phase. A switching off of the fuel cell during the heating-up phase is harmful for the durability.
  • a fuel cell system is known from US 10 826 094 B2, in which the temperature of a fuel cell stack is controlled by a coolant circuit, in which coolant is circulated by a pump.
  • the coolant circuit must have a high thermal capacity, the heat released by the heating contributes only little to the shortening of the heating up phase, on the other hand the heating and a chamber in which it can exchange heat with the cooling increase manufacturing costs, weight and the susceptibility to malfunction of the fuel cell system.
  • An object of the invention is to create a fuel cell system in which excess power of the fuel cell can be dissipated with minimal expenditure in terms of weight and manufacturing costs.
  • the pump in a fuel cell system with a fuel cell and a pump for circulating an operating medium of the fuel cell system, being a compressor for compressing the gaseous operating medium, and by a valve being arranged in order to divert compressed operating medium into a low pressure reservoir.
  • the compressed operating medium can be a coolant; by it being condensed during compressing and being delivered to the fuel cell in liquid form, the coolant circuit can be kept compact and thereby light and economical.
  • the operating medium is a reactant of the reaction occurring in the fuel cell
  • an outlet of the compressor is connected to an inlet of the fuel cell in order to feed the reactant into the fuel cell.
  • the reactant can be fresh air;
  • a compressor for fresh air is conventionally present in many fuel cell systems, in order to increase the oxygen supply in the fuel cell; such a compressor can be additionally used for the purposes of the present invention.
  • the low pressure reservoir into which fresh air which is compressed beyond the requirement of the fuel cell is discharged can be the environment of the fuel cell system itself.
  • the valve branches off from a line which connects the compressor to the inlet of the fuel cell.
  • a control unit can be provided for controlling the opening and closing of the valve.
  • the control unit can furthermore be connected to the compressor and configured in order to raise the power of the compressor on opening of the valve, in order to prevent or at least limit a pressure decrease of the operating medium.
  • control unit is configured to compare an output power of the fuel cell with a required power and to control the valve and/or the compressor by means of the comparison.
  • the possibility of diverting the compressed operating medium via the valve can be restricted to a heating-up phase of the fuel cell.
  • a subject of the invention is a vehicle with a drive motor which is supplied by a fuel cell system as described above.
  • the problem is further solved by a method for operating the fuel cell system or the vehicle as respectively described above, with the steps comparing an output power of the fuel cell with a required output; and diverting compressed operating medium via the valve when the output power is greater than the required power.
  • Fig. 1 a block diagram of a motor vehicle with a fuel cell system according to the invention
  • Fig. 2 a flow diagram of an operating method of the fuel cell system.
  • Figure 1 shows schematically a motor vehicle with wheels 2 driven by an electric machine 1.
  • the electric machine 1 is associated ere with the front wheels 2 which are turned under the control of a steering wheel 3, but could, instead, also act on the wheels 2 of the rear axle, or an electric machine 1 could be associated with each wheel 2.
  • An inverter 4 supplies the electric machine 1 with electrical energy from a battery 5 and a fuel cell 6.
  • the fuel cell 6 is dimensioned in order to cover, on average, in normal driving operation, the energy requirement of the electric machine 1 and of further simultaneously running consumers such as, for instance, an electronic control unit 13, lighting, heating/cooling, whereas the battery 5 serves to cover peaks of the energy requirement, which exceed the present power of the fuel cell 6, by energy which has previously been generated beyond the requirement of the consumers at the time and which has been stored intermediately in the battery 5.
  • the further consumers can be supplied directly from the battery or indirectly via a converter, not shown, for operating voltage adjustment.
  • the fuel cell 6 has inlets 7, 8, one of which, 7, is connected via a valve 14 to a tank 9 for fuel, typically hydrogen, whereas the other, 8, receives compressed ambient air from a compressor 10.
  • a valve 12 branches off from a line 11 which extends between the compressor 10 and the inlet 8.
  • An outlet 12 of the valve 12 is open to the environment.
  • the valve 12 is a passive overpressure valve which allows the compressed air to flow off into the environment as soon as the pressure at its inlet, i.e. in the line 11, exceeds a predetermined threshold value.
  • a shutoff valve is concerned, which is able to be actuated for opening and closing actively by the control unit 13.
  • the control unit 13 When the vehicle is put into operation again after having been stationary, the control unit 13 opens the valve 14 and sets the compressor 10 working, in order to deliver to the fuel cell 6 the oxygen which is required for the conversion of the fuel.
  • the fuel cell 6 has an operating temperature which normally lies above the ambient temperature and cools down below the operating temperature when the motor vehicle is parked for a long time.
  • the control unit 13 is therefore programmed in order to check (S2), when the vehicle is put into operation again, whether a reheating up of the fuel cell 6 to its operating temperatures is necessary. If so, the control unit 13 starts a heating-up phase of the fuel cell.
  • the control unit 13 determines a power P v which the consumers of the vehicle are currently able to receive (S3).
  • This power P v is composed of the maximum permissible charging power of the battery 5 (which, when the temperature of the battery 5 lies below its operating temperature, can be distinctly less than at the operating temperature and which is therefore established by the control unit by means of a temperature of the batter which is measured or is estimated from suitable parameters of the battery 5 in real time), the power consumption of the electric machine 1 (which can be negligible as long as the vehicle is still stationary), the compressor 10, the control unit 13 and any further consumers.
  • control unit 13 When the control unit 13 establishes in step S4 that the target power P s is less than or equal to the power P v which the consumers can receive, it adapts the charging current of the battery 5 so that the charging power of the battery, plus the powers received by the other consumers, produces precisely the target power P s and thus the output power of the fuel cell 6 is kept precisely at the value P s (S5). Otherwise, according to the above-mentioned first configuration, it increases the power PC of the compressor 10 (S6) until the power P at the connecting terminals 15, 16 reaches the target power P s (S7). The increasing of the compressor power PC in step S6 leads to a pressure increase on the line 11 until the threshold value of the valve 12 is reached and excess air flows off via the valve 12. So that the increased compressor power PC remains substantially without effect on the operating point of the fuel cell 6, the threshold value of the valve 12 is selected to be only slightly higher than the pressure which prevails on continuous operation of the fuel cell 6 at the operating temperature in the line 11.
  • the control unit 13 actuates the valve 12 directly in step S6, in order to discharge air to the environment. This can lead to the pressure on the line 11 falling until the compressor 10, controlled by a pressure sensor (not illustrated) on the line 11 , increases its power. Alternatively, the control unit 13 can actuate the compressor 10 directly, in order to increase its power when it has also opened the valve 12.
  • valve 12 By the opening and closing of the valve 12 being thus coordinated with the compressor power PC, pressure fluctuations on the line 11 , and displacements of the operating point of the fuel cell 6 as a consequence thereof, can be largely prevented, and the target power P s can be maintained until in step S8 it is established, by means of a temperature measurement or, because since the opening S2 of the valve 12 a predetermined maximum duration has elapsed, that the heating-up phase is completed, and the control unit 13 transfers into a normal operating mode S9 in which the valve 12 remains closed or at most opens briefly in order to keep pressure peaks, due to unforeseen changed operating conditions of the vehicle, away from the fuel cell 6.

Landscapes

  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)

Abstract

A fuel cell system for a motor vehicle comprises a fuel cell (6) and a pump for circulating an operating medium of the fuel cell system. The pump is a compressor (10) for compressing the gaseous operating medium, in particular air, and a valve (12) is arranged in order to divert compressed operating medium into a low pressure reservoir, in particular the environment of the vehicle.

Description

FUEL CELL SYSTEM
D e s c r i p t i o n
The present invention relates to a fuel cell system, in particular for the energy supply of a drive motor of a vehicle which is driven electrically or in a hybrid manner and, if applicable, of further consumers on board the vehicle.
In order to operate in an energy-efficient manner, a fuel cell must have a predetermined operating temperature which can, indeed, be different according to the construction type of the cell, but which, generally, lies above the ambient temperature. This operating temperature is not maintained in a time in which the vehicle is parked with consumers substantially switched off; for this reason, the starting of the vehicle after parking must be preceded by a heating-up phase, in which the fuel cell is brought to the operating temperature again.
In order to be able to complete the heating-up phase in a predetermined time, it is desirable that the output power of the fuel cell does not fall below a predetermined minimum output power during the heating-up phase, on the other hand the output power can also not be greater than the power which the connected consumers are capable of receiving at the same time. As long as the vehicle is still stationary, the power consumption of its drive motor is negligible. A vehicle battery is indeed generally also available as further high-power consumer, but even at a low temperature it may be necessary to limit its power consumption in order to prevent damage to the battery. If, however, the consumers are not able to receive the output power of the fuel cell, their power must be throttled or the fuel cell must even be switched off entirely. A throttling of the power lengthens the heating-up phase. A switching off of the fuel cell during the heating-up phase is harmful for the durability.
A fuel cell system is known from US 10 826 094 B2, in which the temperature of a fuel cell stack is controlled by a coolant circuit, in which coolant is circulated by a pump. As the coolant circuit must have a high thermal capacity, the heat released by the heating contributes only little to the shortening of the heating up phase, on the other hand the heating and a chamber in which it can exchange heat with the cooling increase manufacturing costs, weight and the susceptibility to malfunction of the fuel cell system.
An object of the invention is to create a fuel cell system in which excess power of the fuel cell can be dissipated with minimal expenditure in terms of weight and manufacturing costs.
The problem is solved according to an aspect of the invention by the pump, in a fuel cell system with a fuel cell and a pump for circulating an operating medium of the fuel cell system, being a compressor for compressing the gaseous operating medium, and by a valve being arranged in order to divert compressed operating medium into a low pressure reservoir. By compressing the operating medium and at least partial subsequent diverting of the operating medium into the low pressure reservoir, excess power of the fuel cell can be dissipated as long as necessary to an extent which is able to be arbitrarily established.
The compressed operating medium can be a coolant; by it being condensed during compressing and being delivered to the fuel cell in liquid form, the coolant circuit can be kept compact and thereby light and economical.
According to a preferred configuration, the operating medium is a reactant of the reaction occurring in the fuel cell, and an outlet of the compressor is connected to an inlet of the fuel cell in order to feed the reactant into the fuel cell.
In particular, the reactant can be fresh air; a compressor for fresh air is conventionally present in many fuel cell systems, in order to increase the oxygen supply in the fuel cell; such a compressor can be additionally used for the purposes of the present invention.
The low pressure reservoir into which fresh air which is compressed beyond the requirement of the fuel cell is discharged, can be the environment of the fuel cell system itself. Preferably, the valve branches off from a line which connects the compressor to the inlet of the fuel cell. Thus, the fresh air which is compressed beyond the requirement of the fuel cell does not have to firstly run through the fuel cell before it can be discharged into the environment, whereby undesired heat losses are avoided during the heating up of the fuel cell to its operating temperature.
A control unit can be provided for controlling the opening and closing of the valve.
The control unit can furthermore be connected to the compressor and configured in order to raise the power of the compressor on opening of the valve, in order to prevent or at least limit a pressure decrease of the operating medium.
Preferably, the control unit is configured to compare an output power of the fuel cell with a required power and to control the valve and/or the compressor by means of the comparison.
The possibility of diverting the compressed operating medium via the valve can be restricted to a heating-up phase of the fuel cell.
A subject of the invention, furthermore, is a vehicle with a drive motor which is supplied by a fuel cell system as described above.
The problem is further solved by a method for operating the fuel cell system or the vehicle as respectively described above, with the steps comparing an output power of the fuel cell with a required output; and diverting compressed operating medium via the valve when the output power is greater than the required power.
Further features and advantages of the invention will emerge from the following description of example embodiments with reference to the attached figures. There are shown:
Fig. 1 a block diagram of a motor vehicle with a fuel cell system according to the invention; and Fig. 2 a flow diagram of an operating method of the fuel cell system.
Figure 1 shows schematically a motor vehicle with wheels 2 driven by an electric machine 1. The electric machine 1 is associated ere with the front wheels 2 which are turned under the control of a steering wheel 3, but could, instead, also act on the wheels 2 of the rear axle, or an electric machine 1 could be associated with each wheel 2.
An inverter 4 supplies the electric machine 1 with electrical energy from a battery 5 and a fuel cell 6. The fuel cell 6 is dimensioned in order to cover, on average, in normal driving operation, the energy requirement of the electric machine 1 and of further simultaneously running consumers such as, for instance, an electronic control unit 13, lighting, heating/cooling, whereas the battery 5 serves to cover peaks of the energy requirement, which exceed the present power of the fuel cell 6, by energy which has previously been generated beyond the requirement of the consumers at the time and which has been stored intermediately in the battery 5. The further consumers can be supplied directly from the battery or indirectly via a converter, not shown, for operating voltage adjustment.
The fuel cell 6 has inlets 7, 8, one of which, 7, is connected via a valve 14 to a tank 9 for fuel, typically hydrogen, whereas the other, 8, receives compressed ambient air from a compressor 10. A valve 12 branches off from a line 11 which extends between the compressor 10 and the inlet 8. An outlet 12 of the valve 12 is open to the environment.
According to a first configuration, the valve 12 is a passive overpressure valve which allows the compressed air to flow off into the environment as soon as the pressure at its inlet, i.e. in the line 11, exceeds a predetermined threshold value. According to a preferred second configuration, a shutoff valve is concerned, which is able to be actuated for opening and closing actively by the control unit 13.
When the vehicle is put into operation again after having been stationary, the control unit 13 opens the valve 14 and sets the compressor 10 working, in order to deliver to the fuel cell 6 the oxygen which is required for the conversion of the fuel. The fuel cell 6 has an operating temperature which normally lies above the ambient temperature and cools down below the operating temperature when the motor vehicle is parked for a long time. The control unit 13 is therefore programmed in order to check (S2), when the vehicle is put into operation again, whether a reheating up of the fuel cell 6 to its operating temperatures is necessary. If so, the control unit 13 starts a heating-up phase of the fuel cell. So that the fuel cell 6 reaches the operating temperature in a predetermined time, a current with a corresponding target power Ps must be able to flow between connecting terminals 15, 16 of the fuel cell 6 as long as the heating-up phase lasts. The control unit 13 determines a power Pv which the consumers of the vehicle are currently able to receive (S3). This power Pv is composed of the maximum permissible charging power of the battery 5 (which, when the temperature of the battery 5 lies below its operating temperature, can be distinctly less than at the operating temperature and which is therefore established by the control unit by means of a temperature of the batter which is measured or is estimated from suitable parameters of the battery 5 in real time), the power consumption of the electric machine 1 (which can be negligible as long as the vehicle is still stationary), the compressor 10, the control unit 13 and any further consumers.
When the control unit 13 establishes in step S4 that the target power Ps is less than or equal to the power Pv which the consumers can receive, it adapts the charging current of the battery 5 so that the charging power of the battery, plus the powers received by the other consumers, produces precisely the target power Ps and thus the output power of the fuel cell 6 is kept precisely at the value Ps (S5). Otherwise, according to the above-mentioned first configuration, it increases the power PC of the compressor 10 (S6) until the power P at the connecting terminals 15, 16 reaches the target power Ps (S7). The increasing of the compressor power PC in step S6 leads to a pressure increase on the line 11 until the threshold value of the valve 12 is reached and excess air flows off via the valve 12. So that the increased compressor power PC remains substantially without effect on the operating point of the fuel cell 6, the threshold value of the valve 12 is selected to be only slightly higher than the pressure which prevails on continuous operation of the fuel cell 6 at the operating temperature in the line 11.
According to the second configuration, the control unit 13 actuates the valve 12 directly in step S6, in order to discharge air to the environment. This can lead to the pressure on the line 11 falling until the compressor 10, controlled by a pressure sensor (not illustrated) on the line 11 , increases its power. Alternatively, the control unit 13 can actuate the compressor 10 directly, in order to increase its power when it has also opened the valve 12. By the opening and closing of the valve 12 being thus coordinated with the compressor power PC, pressure fluctuations on the line 11 , and displacements of the operating point of the fuel cell 6 as a consequence thereof, can be largely prevented, and the target power Ps can be maintained until in step S8 it is established, by means of a temperature measurement or, because since the opening S2 of the valve 12 a predetermined maximum duration has elapsed, that the heating-up phase is completed, and the control unit 13 transfers into a normal operating mode S9 in which the valve 12 remains closed or at most opens briefly in order to keep pressure peaks, due to unforeseen changed operating conditions of the vehicle, away from the fuel cell 6.
Reference numbers
1 motor vehicle
2 wheel 3 steering wheel
4 inverter
5 battery
6 fuel cell
7 inlet 8 inlet
9 tank
10 compressor
11 line
12 valve 13 control unit
14 valve
15 connecting terminal
16 connecting terminal

Claims

C l a i m s
1. A fuel cell system with a fuel cell (6) and a pump for circulating an operating medium of the fuel cell system, characterized in that the pump is a compressor (10) for compressing the gaseous operating medium, and that a valve (12) is arranged in order to divert compressed operating medium into a low pressure reservoir.
2. The fuel cell system according to Claim 1 , in which the operating medium is a reactant of the energy recovery reaction occurring in the fuel cell (6), and an outlet of the compressor (12) is connected to an inlet (8) of the fuel cell (6).
3. The fuel cell system according to Claim 1 or 2, in which the operating medium is fresh air and the low pressure reservoir is the environment.
4. The fuel cell system according to one of the preceding claims, in which the valve (12) branches off from a line (11) which connects the compressor (10) to the inlet (8).
5. The fuel cell system according to one of the preceding claims, furthermore with a control unit (13) for controlling the opening and closing of the valve
(12).
6. The fuel cell system according to Claim 5, in which the control unit (13) is connected to the compressor (10) and is configured to increase the power of the compressor (10) on opening of the valve (12).
7. The fuel cell system according to one of Claims 1 to 4, furthermore with a control unit (13) for controlling the power of the compressor (10).
8. The fuel cell system according to Claim 5, 6 or 7, in which the control unit
(13) is configured to compare an output power of the fuel cell with a required power and to control the valve and/or the compressor by means of the comparison.
9. A vehicle with a drive motor which is supplied by a fuel cell system according to one of the preceding claims.
10. A method for operating the fuel cell system according to one of Claims 1 to 8 or for operating the vehicle according to Claim 9 with the steps comparing (S4) an output power (Ps) of the fuel cell (6) with a required power (Pv); and diverting of compressed operating medium via the valve (12) when the output power (Ps) is greater than the required power (Pv>.
EP24704716.0A 2023-03-30 2024-02-07 Fuel cell system Pending EP4690331A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023202972.3A DE102023202972A1 (en) 2023-03-30 2023-03-30 fuel cell system
PCT/EP2024/053062 WO2024199788A1 (en) 2023-03-30 2024-02-07 Fuel cell system

Publications (1)

Publication Number Publication Date
EP4690331A1 true EP4690331A1 (en) 2026-02-11

Family

ID=89905711

Family Applications (1)

Application Number Title Priority Date Filing Date
EP24704716.0A Pending EP4690331A1 (en) 2023-03-30 2024-02-07 Fuel cell system

Country Status (3)

Country Link
EP (1) EP4690331A1 (en)
DE (1) DE102023202972A1 (en)
WO (1) WO2024199788A1 (en)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4432958B2 (en) * 2006-11-10 2010-03-17 トヨタ自動車株式会社 Mobile body equipped with a fuel cell
CA3018246C (en) * 2016-03-22 2019-08-06 Nissan Motor Co., Ltd. Fuel cell system and method for controlling fuel cell system
KR102518235B1 (en) 2017-12-07 2023-04-06 현대자동차주식회사 Fuel cell thermal management system and control method of the same
JP7115430B2 (en) * 2019-07-16 2022-08-09 株式会社デンソー fuel cell system
JP7156194B2 (en) * 2019-07-17 2022-10-19 トヨタ自動車株式会社 hybrid vehicle
DE102020213981A1 (en) * 2020-11-06 2022-05-12 Robert Bosch Gesellschaft mit beschränkter Haftung Method for starting a fuel cell system, fuel cell system, computer program product and storage medium

Also Published As

Publication number Publication date
DE102023202972A1 (en) 2024-10-02
WO2024199788A1 (en) 2024-10-03

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