WO2024125804A1 - Système pour un véhicule - Google Patents

Système pour un véhicule Download PDF

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Publication number
WO2024125804A1
WO2024125804A1 PCT/EP2022/086338 EP2022086338W WO2024125804A1 WO 2024125804 A1 WO2024125804 A1 WO 2024125804A1 EP 2022086338 W EP2022086338 W EP 2022086338W WO 2024125804 A1 WO2024125804 A1 WO 2024125804A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
fuel cell
temperature
fluid circuit
cell systems
Prior art date
Application number
PCT/EP2022/086338
Other languages
English (en)
Inventor
Arne Andersson
Katarina Jemt
Original Assignee
Volvo Truck Corporation
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 Volvo Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2022/086338 priority Critical patent/WO2024125804A1/fr
Publication of WO2024125804A1 publication Critical patent/WO2024125804A1/fr

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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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04029—Heat exchange using liquids
    • 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
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • 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
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • H01M8/04358—Temperature; Ambient temperature of the coolant
    • 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
    • H01M8/04701—Temperature
    • H01M8/04723—Temperature of the coolant
    • 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
    • H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
    • H01M8/249—Grouping of fuel cells, e.g. stacking of fuel cells comprising two or more groupings of fuel cells, e.g. modular assemblies
    • 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 disclosure relates generally to a system comprising a plurality of fuel cell systems.
  • the disclosure relates to a system of a plurality of fuel cell systems for a vehicle.
  • the disclosure can be applied in heavy-duty vehicles, such as trucks, buses, and construction equipment.
  • trucks, buses, and construction equipment Although the disclosure may be described with respect to a particular vehicle, the disclosure is not restricted to any particular vehicle.
  • the present disclosure may e.g. likewise be applied in other vehicles such as cars, other light-weight vehicles and in marine vessels. Other applications are also possible, such as the application of the present disclosure in a stationary power plant system.
  • the fuel cell system generally includes a thermal management system, also commonly denoted as a cooling system, with the purpose of maintaining the operating temperature of the fuel cell stack at its optimal temperature.
  • a thermal management system also commonly denoted as a cooling system
  • the coolant system is generally provided in the form of a liquid coolant system since the heat transfer coefficients for liquid flow are typically higher compared to heat transfer coefficients for air flow.
  • the coolant flow paths may be integrated in the bipolar plates of the fuel cells.
  • the coolant may also flow in other ways around or within the fuel cell stack of the fuel cell system. While there are a number of different types of thermal management systems for fuel cell systems of vehicles, there is still a need for an improved control of the temperature of the fuel cells forming the fuel cell system.
  • a system for a vehicle comprising a plurality of fuel cell systems.
  • the system also comprises a high temperature coolant fluid circuit for the plurality of fuel cell systems.
  • the high temperature coolant fluid circuit is configured to circulate a coolant.
  • the high temperature coolant fluid circuit is also configured to cool the coolant to an initial coolant operating temperature.
  • the system further comprises a coolant temperature regulation system having at least one heatexchanger arranged in the high temperature coolant fluid circuit and further arranged upstream the plurality of fuel cell systems.
  • the at least one heat-exchanger is further arranged in fluid communication with a low temperature cooling fluid medium, such that the coolant temperature regulation system can regulate heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium via the at least one heatexchanger.
  • the system comprises a control system in communication with the coolant temperature regulation system.
  • the control system is configured to receive a control signal indicative of a change in an operational state of at least one of the fuel cell systems among the plurality of fuel cell systems, and further configured to control the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium in response to the received control signal.
  • the first aspect of the disclosure may seek to further improve the cooling of a system having a plurality of fuel cell systems.
  • a technical benefit may include a more flexible system enabling more operating modes of the fuel cell systems.
  • Such operating modes may e.g. refer to changes in the operating conditions of one or more fuel cell systems of the system during ordinary use of the system in a vehicle, which will expose the fuel cell systems to one or more deactivation and activation events.
  • the disclosure is at least also partly based on the insight that a fuel cell system of a vehicle, such as a heavy-duty vehicle, operating with a relatively low state of power, e.g. an operating power below 10 % of its maximum power, may be detrimental for the overall lifetime of the fuel cells of the fuel cell system.
  • a control system of the vehicle may be configured to perform the start, or restart, of the fuel cell system in a cold state, as a restart of the fuel cell system may be less harmful if it is cold.
  • the proposed system comprising the coolant temperature regulation system with at least one heat-exchanger arranged in the high temperature coolant fluid circuit and further arranged upstream the plurality of fuel cell systems, it becomes possible to provide a thermal management arrangement allowing a more flexible system, thus enabling a temperature regulation of the fuel cell systems to different temperature levels by the heatexchanger in response to various changes in the operating modes of the fuel cell system(s).
  • the proposed system provides for deactivating one of the fuel cell systems of the plurality of fuel cell systems, while regulating the temperature of the another one, or the other ones, of the plurality of fuel cell systems.
  • the proposed system provides for deactivating one of the fuel cell systems of the plurality of fuel cell systems, while cooling the other one, or other ones, of the plurality of fuel cell systems.
  • Such configuration of the system may be particularly beneficial when there is a need for operating the fuel cell systems at different temperatures.
  • the proposed system provides for starting the fuel cell systems of the system in a sequential manner, e.g. starting one of the fuel cell system at a first point in time when there is no need for full power, and starting the other fuel cell system of the systems at another point in time when there is more need for power from the fuel cell systems.
  • the proposed system may also be used for cool down purposes, e.g. in an operating situation when one of the fuel cell systems approach the temperature of another fuel cell system. In this situation, the proposed system can be used to provide a more flexible cooling of the fuel cell systems.
  • the proposed system provides a flexible, yet efficient, cooling of a system having more than one fuel cell system, e.g. two fuel cell systems having corresponding fuel cells.
  • the change in an operational state of at least one of the fuel cell systems among the plurality of fuel cell systems may be an activation or a deactivation of the at least one fuel cell system.
  • the activation is any one of a start and a restart of the at least one fuel cell system.
  • the start, or the restart, of the fuel cell system is a cold start of the fuel cell system.
  • the deactivation is a shutdown of the at least one fuel cell system.
  • the change of the operational state is the change in the operations state of one fuel cell system in relation to another one of the fuel cell systems of the system.
  • the change in an operational state of at least one of the fuel cell may be a sequential start of the plurality of the fuel cell systems.
  • the at least one heat-exchanger may be a first heat-exchanger, and wherein the coolant temperature regulation system may further comprise a second heat-exchanger.
  • the first heat-exchanger may be arranged in a fist branch of the high temperature coolant fluid circuit and may further be arranged upstream a first fuel cell system.
  • the second heatexchanger may be arranged in a second branch of the high temperature coolant fluid circuit and may further be arranged upstream a second fuel cell system. This arrangement of the coolant temperature regulation system provides one way of regulating the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium.
  • control of the coolant temperature regulation may be provided by a controllable valve system, or a by-pass valve system arranged in a low temperature cooling fluid circuit configured to transport the low temperature cooling fluid medium to the heatexchangers.
  • a controllable valve system or a by-pass valve system arranged in a low temperature cooling fluid circuit configured to transport the low temperature cooling fluid medium to the heatexchangers.
  • the flow of the low temperature cooling fluid medium to the heatexchangers can be regulated, thus enabling the heat-exchangers to transfer heat from the high temperature coolant fluid circuit to the low temperature cooling fluid medium.
  • the flow, and thus the temperature, of the low temperature cooling fluid medium may be regulated by means of a fan.
  • the coolant temperature regulation system may further comprise a by-pass channel arrangement arranged to by-pass the at least one heat-exchanger, such that coolant can flow from a position upstream the at least first heat-exchanger to a position downstream the at least first heat exchanger.
  • the by-pass channel arrangement may further comprise a set of controllable valve devices for controlling flow of coolant to corresponding first and second fuel cell systems. This arrangement of the coolant temperature regulation system provides another way of regulating the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium.
  • the by-pass channel arrangement may comprise a set of by-pass channel conduits and corresponding controllable valve devices disposed in the by-pass channel conduits, respectively.
  • the coolant temperature regulation system may be operable by the control system in response to the control signal so as to regulate the temperature of the coolant directed to the first fuel cell system to a first temperature and regulate the temperature of the coolant directed to the second fuel cell system to a second temperature, the second temperature being different than the first temperature.
  • the system may further comprise any one of a resistor and a retarder disposed in the high temperature coolant fluid circuit.
  • the resistor and/or retarded may thus be arranged and configured to reject heat to the coolant in the high temperature coolant fluid circuit.
  • the coolant temperature regulation system may be arranged in fluid communication with a primary heat exchanger for regulating a temperature of the coolant to the coolant operating temperature.
  • the primary heat exchanger may e.g. be a radiator of the vehicle, such as s front radiator.
  • the primary heat exchanger may have a bigger cooling capacity of the coolant than the heat exchanger(s) of the coolant temperature regulation system.
  • the coolant temperature regulation system may be operable to regulate the temperature of the coolant to a temperature that is lower than the initial coolant operating temperature.
  • the heat-exchanger of the coolant temperature regulation system may be a liquid-to-liquid heat exchanger. In some examples, the heat-exchanger of the coolant temperature regulation system may be a gas-to-liquid heat exchanger.
  • the system may further comprise a low temperature cooling fluid circuit configured to contain the low temperature cooling fluid medium.
  • the low temperature cooling fluid medium may be any one of a liquid fluid medium, gaseous fluid medium and a refrigerant.
  • the low temperature cooling fluid circuit may be a part of another cooling fluid circuit.
  • the other cooling fluid circuit may be any one of a cooling fluid circuit for a battery system and a cooling fluid circuit for an electric machine.
  • the at least one heat-exchanger may be a liquid-to-liquid heat exchanger.
  • the at least one heat-exchanger may be a gas-to-liquid heat exchanger. The choice of system may generally depend on the desired temperature and operational demands of the fuel cell systems.
  • the at least one heat exchanger may be a gas-to-liquid heat exchanger, and the low temperature cooling fluid medium may be a gaseous fluid medium.
  • the gaseous fluid medium is fresh air.
  • the low temperature cooling fluid circuit may be in fluid communication with the ambient atmosphere to receive fresh air.
  • the high temperature coolant fluid circuit may comprise a fluid pump for circulating the coolant in the high temperature coolant fluid circuit.
  • the low temperature cooling fluid circuit may comprise a corresponding fluid pump for circulating a cooling fluid medium in the low temperature cooling fluid circuit.
  • Each one of the fuel cell systems may generally comprise at least one fuel cell.
  • each one of the plurality of fuel cell systems may comprise at least one fuel cell stack having at least one fuel cell.
  • each one of the plurality of fuel cell systems may comprise a plurality of fuel cell stacks, wherein each one of the fuel cell stacks may comprise a set of fuel cells.
  • each one of the plurality of fuel cell systems may comprise a corresponding balance of plant system.
  • each one of the plurality of fuel cell systems may be a stack arrangement of fuel cells.
  • a vehicle comprising a system according to the first aspect of the disclosure. Effects and features of the second aspect of the disclosure are largely analogous to those described above in connection with the first aspect.
  • the vehicle may be an electric vehicle, such as a fully or hybrid electrical vehicle, and further comprising an energy storage system and an electric propulsion system.
  • the vehicle may be an electrical, hybrid, or plug-in hybrid vehicle.
  • the vehicle may comprise an electric machine, wherein the fuel cell systems of the system provide power to the electric machine for providing propulsion for the electrical, hybrid, or plug-in hybrid vehicle.
  • the vehicle may include another energy storage system in the form of a battery system, wherein the fuel cell systems and the energy storage system (battery system) provide power to the electric machine for providing propulsion for the electrical, hybrid, or plug-in hybrid vehicle.
  • the system comprises a plurality of fuel cell systems having at least one fuel cell; a high temperature coolant fluid circuit for the plurality of fuel cell systems, the high temperature coolant fluid circuit being configured to circulate a coolant and to cool the coolant to an initial coolant operating temperature; a coolant temperature regulation system having at least one heat-exchanger arranged in the high temperature coolant fluid circuit and further arranged upstream the plurality of fuel cell systems, the at least one heat-exchanger further being arranged in fluid communication with a low temperature cooling fluid medium, such that the coolant temperature regulation system can regulate heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium via at least one heat-exchanger; and a control system in communication with the coolant temperature regulation system.
  • the control system comprises a processor device.
  • the method comprises receiving a control signal indicative of a change in an operational state of at least one of the fuel cell systems among the plurality of fuel cell systems; and controlling the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium in response to the received control signal.
  • the method can be performed at several different occasions when operating the vehicle and the system.
  • the method may be performed at a restart of one of the fuel cell system of the system.
  • the method may further comprise receiving a control signal indicative of the restart of the fuel cell system.
  • the control signal may generally be received at the control system.
  • a computer program product comprising program code for performing, when executed by the processor device, the method of the third aspect of the disclosure.
  • a non-transitory computer- readable storage medium comprising instructions, which when executed by the processor device, cause the processor device to perform the method of the fourth aspect of the disclosure. Effects and features of the third, fourth and fifth aspects are largely analogous to those described above in relation to the first aspect and the second aspect.
  • FIG. 1 is an exemplary vehicle according to one example
  • FIGS. 2A to 2D are exemplary systems comprising a number of fuel cell systems, according to some examples.
  • FIG. 3 is a flow-chart of an exemplary method according to one example.
  • FIG. 4 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein.
  • FIG. 1 depicts a side view of an exemplary vehicle 10 according to one example.
  • the vehicle 10 is here a truck, more specifically a heavy-duty truck for towing one or more trailers (not shown). Even though a heavy-duty truck 10 is shown it shall be noted that the disclosure is not limited to this type of vehicle but may be used for any other type of vehicle, such as a bus, construction equipment, e.g. a wheel loader and an excavator, and a passenger car.
  • the vehicle 10 is here illustrated as an electrical truck.
  • the electric truck is a fully electrical vehicle.
  • the electrical truck 10 comprises an electric propulsion system configured to provide traction power to the vehicle.
  • the vehicle 10 comprises an exemplary system 20 according to one example.
  • the system 20 comprises a plurality of fuel cell systems, as will be described further hereinafter.
  • the system 20 is here used for powering one or more electric machines (not shown) which are used for creating a propulsion force to the vehicle 10.
  • the system 20 may additionally or alternatively be used for powering other electric power consumers of the vehicle, such as an electric motor for a refrigerator system, an electric motor for an air conditioning system or any other electric power consuming function of the vehicle 10.
  • the vehicle 10 is a fuel cell electric vehicle, FCEV, comprising the system 20.
  • the system 20 comprises a set of fuel cell systems as will be described in more detail in relation to figs. 2a to 2d.
  • the system 20 is generally a part of the electric propulsion system. In other examples, the system 20 is a separate part of the vehicle that is operatively connected to the electric propulsion system.
  • system 20 may be particular suitable for vehicles, the disclosure is also applicable for other applications not relating to vehicles as long as fuel cell systems are utilized. However, the disclosure has shown to be particularly advantageous for vehicles since vehicles are frequently shut down and restarted during use.
  • the vehicle 10 further comprises a control system 200 according to one example.
  • the control system 200 is arranged and configured to be in communication with the system 20.
  • the control system 200 is used for operating the system 20.
  • the control system 200 generally comprises a processing circuitry and a storage memory.
  • the control system 200 can be a part of an electronic control unit (ECU) for controlling the vehicle 10 and various parts of the vehicle, such as the system 20 and any suitable component of the system.
  • ECU electronice control unit
  • the control system 200 may be configured to control the system 20 by issuing control signals and by receiving status information relating to the system 20.
  • the control system 200 is further described in relation to figs. 2a to 2d, 3 and fig. 4 below.
  • figs. 2a to 2d The system(s) of figs. 2a to 2d may for example be used in the vehicle 10 as shown in fig. 1.
  • figs. 2a and 2b there is illustrated an exemplary system according to one example, while figs. 2c and 2d illustrate an exemplary system according to another example.
  • the system 20 comprises a first fuel cell system 21a and a second fuel cell system 21b.
  • a fuel cell system may herein be denoted as the FCS for ease of reference.
  • the fuel cell systems 21a, 21b are arranged in a parallel configuration.
  • a parallel configuration of fuel cell systems is different to a series configuration of fuel cell systems.
  • the fuel cell systems 21, 21a, 21b are here arranged to generate electricity to propel the vehicle 10 and to power auxiliary equipment.
  • the system 20 may comprise more than two fuel cell systems, such as three fuel cell systems or even more fuel cell systems.
  • the system comprises a plurality of fuel cell systems 21a to 21 n.
  • Each one of the fuel cell systems 21a to 21 n comprises at least one fuel cell 22.
  • the system 20 comprises a first fuel cell system 21a with a set of first fuel cells 22 and a second fuel cell system 21b with a set of corresponding second fuel cells.
  • each one of the first fuel cell system 21a and the second fuel cell system 21b comprises at least a stack of fuel cells 22.
  • each one of the first fuel cell system 21a and the second fuel cell system 21b comprises a plurality of fuel cell stacks, wherein each fuel cell stack comprises a plurality of fuel cells 22.
  • each one of the plurality of fuel cell systems 21a to 21 n comprises at least one fuel cell stack having at least one fuel cell.
  • each one of the plurality of fuel cell systems 21a to 21n comprises a set of fuel cell stacks, each fuel cell stack having multiple fuel cells.
  • each one of the plurality of fuel cell systems is a stack arrangement of fuel cells.
  • the term fuel cell system may refer to a fuel cell system having a fuel cell stack comprising a fuel cell, preferably a fuel cell system having a plurality of fuel cell stacks, each fuel cell stack comprising multiple fuel cell.
  • the term fuel cell system may also refer to a fuel cell stack having a fuel cell, preferably a fuel cell stack comprising multiple fuel cells.
  • Each one of the fuel cell systems 21 generally comprises a high number of fuel cells 22, see fig. 2a, e.g. 100-300 fuel cells connected in series.
  • the system 20 thus comprises a number of fuel cell systems 21 having a number of fuel cells 22, respectively, where the fuel cells are arranged in one or more fuel cell stack arrangements.
  • Such arrangement of fuel cells in a stack arrangement is commonly known, and thus not further described herein.
  • a so-called Proton Exchange Membrane (PEM) fuel cell is particularly suitable for use in heavy- duty vehicles, such as the vehicle 10 in fig. 1.
  • PEM fuel cells have high power density, a solid electrolyte and also a long operational lifetime.
  • PEM fuel cells generally operate in a temperature range of 50 to 100 degrees C.
  • the PEM fuel cell is configured to create electricity from two reactants, hydrogen and oxygen, such as compressed air.
  • PEM fuel cells need an efficient and reliable cooling, as will be further described herein in relation to figs. 2a to 2d.
  • the fuel cell systems 21a to 21 n of the system 20 may be connected to the electric machine (not illustrated) to provide power to the electrical machine, whereby the electrical machine can provide traction power to one or more wheels, or any other types of ground engaging members.
  • the electric machine may generally include a conventional electric motor suitable for a heavy-duty vehicle.
  • the electrical powertrain system of the vehicle may further comprise additional components as are readily known in the field of electrical propulsions systems, such as a transmission (not shown) for transmitting a rotational movement from the electric motor(s) to a propulsion shaft, sometimes denoted as the drive shaft (not shown).
  • the propulsion shaft connects the transmission to the wheels.
  • the electric motor is typically coupled to the transmission by a clutch.
  • the traction motor (electric machine) is arranged to receive electric power from any one of the battery system and the fuel cell systems 21.
  • the system 20 may also comprise additional components such as a balance of plant system for the fuel cell systems 21a to 21n and the system 20.
  • the balance of plant refers to and encompasses typically all components of a fuel cell system except the fuel cells (or fuel cell stack) itself.
  • each one of the plurality of fuel cell systems 21 comprises a corresponding balance of plant system.
  • Such components may relate to the flow systems to each one of the fuel cell systems 21 making up the system 20. These components may include the hydrogen supply system to an anode side of the fuel cell system 21, an air supply system to a cathode side of the fuel cell system, as well as the electrical power connection from the fuel cell system 21 to the battery system and the electrical machine.
  • These flow systems and other parts of the system 20 and fuel cell systems 21a to 21 n can generally be provided in several different manners, and are thus not further described herein.
  • Another type of flow system for the system 20 relates to the coolant system of the fuel cell systems 21, that may sometimes also be referred to as a thermal management system.
  • the purpose of the coolant system is to handle heat generated as a by-product of the electrochemical reactions in the fuel cells of the fuel cell systems 21.
  • the sensitivity of the solid polymer membrane to temperature may typically require that the thermal management of e.g. a PEM fuel cell operates efficiently to meet the high demands during operation of the vehicle.
  • the system 20 comprises a high temperature coolant fluid circuit 23 for the fuel cell systems 21a, 21b.
  • the high temperature coolant fluid circuit 23 is configured to circulate a coolant 24.
  • the high temperature coolant fluid circuit 23 is also configured to cool the coolant 24 to an initial coolant operating temperature.
  • the high temperature coolant fluid circuit 23 is configured to cool the coolant 24 to an initial coolant operating temperature tO, e.g. by means of a primary heat exchanger 27.
  • the high temperature coolant fluid circuit 23 is arranged and configured to transfer heat away from the fuel cells 22 of the fuel cell systems 21, such as the fuel cell systems 21a, 21b, to maintain a desired temperature inside the fuel cells 22.
  • the high temperature coolant fluid circuit 23 may also be configured to heat the fuel cells of the fuel cell systems during cold conditions, or at a cold start of the fuel cell systems 21.
  • the high temperature coolant fluid circuit 23 is a closed-loop circuit for recirculating the coolant 24.
  • the high temperature coolant fluid circuit 23 is in fluid communication with the fuel cells 22 of the fuel cell systems 21a, 21b, respectively.
  • the high temperature coolant fluid circuit 23 is generally in fluid communication with one or more coolant channels (not illustrated) extending through the fuel cell systems 21a, 21b, or extending at least through the active parts of the fuel cell systems 21a, 21b and/or fuel cells 22.
  • the high temperature coolant fluid circuit 23 is arranged and configured to cool the active fuel cell components, such as the bipolar plates and the PEMs, as is commonly known in the art.
  • the high temperature coolant fluid circuit 23 should be configured to maintain the operating temperature of the fuel cell systems 21a, 21b at its optimal temperature, usually in the temperature range from 60 to 80°C.
  • the high temperature coolant fluid circuit 23 contains coolant 24 in the form of a liquid, such as deionized water or an antifreeze coolant for operation during sub-zero conditions.
  • coolant 24 is commonly known in the field of fuel cell coolant system.
  • the coolant 24 may generally refer to any type of liquid that can transport heat and optionally also provide an adequate corrosion inhibition.
  • Other examples of coolants may be oil.
  • the coolant 24 is generally a liquid coolant fluid medium.
  • the high temperature coolant fluid circuit 23 here comprises a fluid pump 29, as illustrated in e.g. fig. 2a.
  • the fluid pump 29 is a coolant fluid pump.
  • the coolant fluid pump 29 is configured to circulate (recirculate) coolant 24 in the high temperature coolant fluid circuit 23.
  • the coolant fluid pump 29 is arranged to generate a flow of coolant in the high temperature coolant fluid circuit 23.
  • the coolant fluid pump 29 is an electric centrifugal pump or the like, as is commonly used in vehicle thermal management and cooling systems.
  • the coolant fluid pump 29 may be part of a coolant flow control system and thus in communication with the control system 200.
  • the high temperature coolant fluid circuit 23 comprises a coolant inlet flow path 71a to the first fuel cell system 21a and a corresponding coolant inlet flow path 71b to the second fuel cell system 21b. In this manner, the fuel cell systems 21a, 21b are arranged in a parallel configuration.
  • the coolant fluid pump 29 is arranged and configured to direct coolant 24 to the fuel cells of the fuel cell systems 21a, 21b via the coolant inlet flow paths 71a, 71b.
  • the coolant 24 is then transferred from the fuel cells of the fuel cell systems 21a, 21b via corresponding coolant outlet flow paths 72a, 72b of the fuel cell systems 21a, 21b.
  • the coolant 24 flows in the high temperature coolant fluid circuit 23 in a direction as indicated by the arrows in fig. 2a.
  • the system 20 here comprises the primary heat exchanger 27.
  • the primary heat exchanger 27 is arranged in fluid communication with the coolant 24 circulating in the high temperature coolant fluid circuit 23. In this manner, the primary heat exchanger 27 is arranged to regulate the temperature of the coolant 24.
  • the primary heat exchanger 27 is arranged to regulate the temperature to the initial coolant operating temperature tO.
  • the primary heat exchanger 27 is disposed in the high temperature coolant fluid circuit 23 for regulating the temperature of the coolant 24. However, it may be sufficient that the primary heat exchanger 27 is in fluid communication with the high temperature coolant fluid circuit 23.
  • the primary heat exchanger 27 is generally operated to decrease the temperature of the coolant 24.
  • the primary heat exchanger 27 is disposed in the fluid circuit 23 for cooling portions of the coolant 24 that have been heated by the fuel cells of the fuel cell systems 21a, 21b.
  • the primary heat exchanger 27 is a radiator of the vehicle, such as the front radiator.
  • the primary heat exchanger 27 is thus generally a liquid-to-air heat exchanger.
  • the primary heat exchanger 27 may be cooled by a fan or the like, as is commonly known in the art.
  • the coolant fluid pump 29 and the primary heat exchanger 27 can be arranged and configured in several different manners in view of the location of the fuel cell systems 21a, 21b.
  • the coolant fluid pump 29 is disposed in the high temperature coolant fluid circuit 23 downstream the fuel cell systems 21a, 21b.
  • the coolant fluid pump 29 is disposed in the high temperature coolant fluid circuit 23 in-between the fuel cell systems 21 and the primary heat exchanger 27 in the form of the radiator.
  • the coolant fluid pump 29 may likewise be disposed upstream the fuel cell systems.
  • the terms downstream and upstream here refer to the flow direction of the coolant 24 in the high temperature coolant fluid circuit 23.
  • the system 20 comprises a primary heat exchanger bypass fluid flow path 73.
  • the primary heat exchanger by-pass fluid flow path 73 is a part of the high temperature coolant fluid circuit 23.
  • the primary heat exchanger by-pass fluid flow path 73 provides for regulating the flow of coolant 24 to a desired flow into the primary heat exchanger 27, thus enabling a desired flow of coolant in the high temperature coolant fluid circuit 23.
  • the primary heat exchanger by-pass fluid flow path 73 extends from a position in the primary heat exchanger by-pass fluid flow path 73 that is upstream the primary heat exchanger 27 to a position downstream the primary heat exchanger 27.
  • the primary heat exchanger by-pass fluid flow path 73 extends from a position that is in-between the coolant fluid pump 29 and the primary heat exchanger 27 to a position downstream the primary heat exchanger 27.
  • the system 20 also comprises a controllable valve assembly 74.
  • the controllable valve assembly 74 is disposed in the fluid circuit 23.
  • the controllable valve assembly 74 is arranged upstream the primary heat exchanger 27 and the primary heat exchanger by-pass fluid flow path 73.
  • the controllable valve assembly 74 is disposed downstream the coolant fluid pimp 29, but upstream the primary heat exchanger 27 and the primary heat exchanger by-pass fluid flow path 73.
  • the controllable valve assembly 74 is a conventional three-way flow control valve, as is ordinarily know in the art.
  • the controllable valve assembly 74 is generally also arranged in communication with the control system 200.
  • the control system 200 can open and close the controllable valve assembly 74 so as to permit or restrict a flow of coolant 24 from the fuel cell systems 21a, 21b to the primary heat exchanger 27.
  • the system 20 comprises a coolant temperature regulation system 25.
  • the function of the coolant temperature regulation system 25 is to regulate the initial coolant operating temperature tO of the coolant 24 in the high temperature coolant fluid circuit 23 to a lower coolant temperature in response to determined change in an operational state of any one of the first and second fuel cell systems 21a, 21b.
  • the coolant temperature regulation system 25 comprises a heat-exchanger 26.
  • the heatexchanger 26 is arranged in the high temperature coolant fluid circuit 23.
  • the heat-exchanger 26 is arranged upstream the fuel cell systems 21a, 21b.
  • the heat-exchanger may thus be denoted as a pre heat-exchanger to the fuel cell systems 21a, 21b.
  • the coolant temperature regulation system 25 is arranged in-between the primary heat exchanger 27 and the fuel cell systems 21a, 21b. Hence, the coolant temperature regulation system 25 is arranged downstream the primary heat exchanger 27, but upstream the fuel cell systems 21a, 21b.
  • the heat exchanger 26 is thus arranged as an intermediate cooling device between the fuel cell systems 21a, 21b and the radiator (primary heat exchanger 27).
  • the primary heat exchanger 27 has a bigger cooling capacity of the coolant 24 than the heat exchanger(s) of the coolant temperature regulation system 25. Accordingly, the power capacity of the heat exchanger 26 is generally smaller than the power capacity primary heat exchanger 27. By way of example, the power capacity of each one of the heat exchanger 26 is about lOkW.
  • the coolant temperature regulation system 25 here comprises a by-pass channel arrangement 50.
  • the by-pass channel arrangement 50 is arranged to permit coolant 24 to by-pass the heat-exchanger 26. As such, the coolant 24 is allowed to flow from a position upstream the heat-exchanger 26 to a position downstream the heat exchanger 26.
  • the by-pass channel arrangement 50 comprises a set of controllable valve devices 28a, 28b for controlling flow of coolant to the corresponding first and second fuel cell systems 21a, 21b, respectively.
  • the by-pass channel arrangement 50 comprises a set of by-pass channel conduits 51, 52.
  • the corresponding controllable valve devices 28a, 28b are disposed in the by-pass channel conduits 51, 52, respectively.
  • Each one of the controllable valve devices 28a, 28b is a conventional three-way flow control valve, as is ordinarily know in the art.
  • Each one of the controllable valve devices 28a, 28b is generally also arranged in communication with the control system 200.
  • the control system 200 can open and close each one of the controllable valve devices 28a, 28b so as to permit or restrict a flow of coolant from the heat exchanger 26 to any one of the fuel cell systems 21a, 21b.
  • the controllable valve devices 28a, 28b are generally configured to open and close in a gradual manner, as is common for three-way controllable flow valves.
  • valves 28, 28a, 28b may generally be provided as controllable flow valves enabling a gradual flow of coolant to the fuel cell system(s).
  • the first controllable valve device 28a is disposed in a first by-pass channel conduit 51 of the by-pass channel arrangement 50.
  • the first valve device 28a is also in fluid communication with the heat exchanger 26.
  • the heat exchanger 26 has an outlet 53.
  • the outlet 53 is in fluid communication with the first valve device 28a via a first intermediate fluid conduit 54.
  • the first valve device 28a is in fluid communication with the heat exchanger 26 via the intermediate fluid conduit 54.
  • the first valve device 28a is in fluid communication with the inlet 71a of the first fuel cell system 21a.
  • the second controllable valve device 28b is arranged in a similar vein.
  • the second valve device 28b is disposed in a second by-pass channel conduit 52 of the by-pass channel arrangement 50.
  • the second valve device 28b is also in fluid communication with the outlet 53 of the heat exchanger 26.
  • the outlet 53 is in fluid communication with the second valve device 28b via a second intermediate fluid conduit 55.
  • the second valve device 28b is in fluid communication with the heat exchanger 26 via the second intermediate fluid conduit 55.
  • the second valve device 28b is in fluid communication with the inlet 71b of the second fuel cell system 21b.
  • the coolant temperature regulation system 25 can regulate the flow of coolant 24 to the respective fuel cell systems 21a, 21b by operating the respective controllable valve devices 28a, 28b.
  • the system 20 also comprises a low temperature cooling fluid circuit 60.
  • the heat-exchanger 26 is arranged in fluid communication with the low temperature cooling fluid circuit 60.
  • the coolant temperature regulation system 25 is capable of regulating the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid circuit 60 via the heat-exchanger 26.
  • the low temperature cooling fluid circuit 60 is configured to direct a cooling fluid medium 61 towards and across the heat exchanger 26. As such, the cooling fluid medium 61 is in fluid communication with the heat exchanger 26.
  • the low temperature cooling fluid circuit 60 is a closed-loop circuit, which is configured to recirculate the cooling fluid medium 61 within the low temperature cooling fluid circuit 60, while the cooling fluid medium is in fluid communication with the heat exchanger 26.
  • the system 20 may necessarily not always be provided with the low temperature cooling fluid circuit 60, as it may be enough to expose the heat-exchanger 26 to the temperature of the cooling fluid medium 61.
  • the coolant temperature regulation system 25 is capable of regulating the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 via the heat-exchanger 26.
  • the cooling fluid medium 61 can be of a similar type as the coolant 24, or of another type of fluid medium.
  • the cooling fluid medium 61 can be any one of a gaseous fluid medium, a liquid fluid medium and a refrigerant.
  • the cooling fluid medium 61 may be of the same type as the coolant 24. In other examples, the cooling fluid medium 61 may be of a different type of cooling fluid medium. Accordingly, the cooling fluid medium 61 may be a liquid, such as deionized water or an antifreeze coolant for operation during sub-zero conditions.
  • Other examples of cooling fluid mediums 61 may be air (gaseous cooling fluid medium) and fluids such as an oil.
  • the temperature of the cooling fluid medium 61 in the low temperature cooling fluid circuit 60 is e.g. about 40 degrees C, more preferably, about 25 degrees C. It should be noted that the temperature of the coolant 24 in the high temperature coolant fluid circuit 23 is generally of a higher temperature than the temperature of the cooling fluid medium 61 in the low temperature cooling fluid circuit 60.
  • the low temperature cooling fluid circuit 60 can be provided in several different manners.
  • the low temperature cooling fluid circuit 60 is part of another cooling fluid circuit of the vehicle.
  • the other cooling fluid circuit is a cooling fluid circuit for a battery system, which in e.g. figs 2a and 2b is indicated by reference numeral 62.
  • the low temperature cooling fluid circuit 60 may be part of a cooling circuit for the cab climate, the power electronics, or the like.
  • the other cooling fluid circuit is a cooling fluid circuit for the electric machine of the vehicle.
  • the heat-exchanger 26 is a liquid-to-liquid heat exchanger.
  • the low temperature cooling fluid circuit 60 can also be part of another cooling fluid circuit for the battery system and the electric machine. Other examples of other cooling fluid circuits may also be possible depending on type of vehicle and electric powertrain system.
  • the low temperature cooling fluid medium 61 is air, which is directed towards the heat-exchanger 26 by means of a fan (not illustrated).
  • the system 20 may necessarily not include a low temperature cooling fluid circuit 60, as it may be sufficient with directing the low temperature cooling fluid medium 61 by controlling the fan so as to direct the air in fluid communication with the heat-exchanger 26.
  • the coolant temperature regulation system 25 is arranged to make use of the other coolant circuit in the vehicle for transferring heat from the high temperature coolant fluid circuit 23 of the system 20, in response to a change in an operational state of any one of the fuel cell systems.
  • the low temperature cooling fluid circuit 60 may generally be used when one of the fuel cell systems 21a, 21b is at low power and consequently at state where the cooling demand is low, i.e. low flow of coolant 24.
  • the heat exchanger 26 may necessarily not be a liquid-to-liquid heat exchanger.
  • the heat exchanger 26 is a gas-to-liquid heat exchanger.
  • the heat-exchanger 26 can either be a liquid-to-liquid or a gas-to- liquid heat exchanger.
  • the low temperature cooling fluid circuit 60 is generally arranged in fluid communication with the ambient atmosphere to receive fresh air.
  • the low temperature cooling fluid circuit 60 generally also comprises a corresponding fluid pump (not illustrated) for circulating the cooling fluid medium 61 in the low temperature cooling fluid circuit 60.
  • the fluid pump of the low temperature cooling fluid circuit 60 may e.g. be of the same type as the coolant fluid pump 29.
  • the heat exchanger 26 may e.g. be a liquid-liquid plate heat exchanger.
  • the coolant temperature regulation system 25 is configured to regulate heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 via the heat-exchanger 26.
  • the coolant temperature regulation system 25 is operable to control the heat transfer between the high temperature coolant fluid circuit 25 and the low temperature cooling fluid medium 61 in response a change in an operational state of at least one of the fuel cell systems 21a, 21b.
  • the control of the coolant temperature regulation system 25 is performed by the control system 200, as described herein.
  • control system 200 is arranged in communication with the coolant temperature regulation system 25. Moreover, the control system 200 is configured to receive a control signal indicative of the change in an operational state of at least one of the fuel cell systems 21a, 21b. Further, the control system 200 is configured to control the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 in response to the received control signal. In some examples, the control system 200 is configured to control the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature coolant cooling fluid circuit 60 in response to the received control signal.
  • the cooperation between the coolant temperature regulation system 25 and the control system 200 allows for deactivating one of the fuel cell systems 21a, 21b, while regulating the temperature of the other one of the fuel cell systems 21a, 21b.
  • the system 20 provides for deactivating the fuel cell system 21a, while cooling the temperature of the fuel cell system 21b in response to a change in the operational state of any one of the fuel cell systems 21a, 21b.
  • Such configuration of the system 20 is particularly beneficially when there is a need for operating the fuel cell systems 21a, 21b at different temperatures.
  • control system 200 is configured to deactivate both fuel cell systems 21a, 21b.
  • the control system 200 is configured to deactivate both fuel cell systems 21a, 21b in response to a control signal received at the control system 200.
  • control system 200 is configured to activate both fuel cell systems 21a, 21b.
  • the control system 200 is configured to activate both fuel cell systems 21a, 21b in response to a control signal received at the control system 200.
  • the change in the operational state of one of fuel cell systems among the plurality of fuel cell systems 21 is generally any one of an activation and a deactivation of the corresponding fuel cell system.
  • the activation is a cold start of the fuel cell system.
  • the activation is a restart of the fuel cell system.
  • the deactivation of the fuel cell system is a shutdown of the fuel cell system.
  • the change in operational state comprises a change in operational state of both fuel cell systems, such as a sequential start of the fuel cell systems.
  • a sequential start of the fuel cell systems 21a, 21b means that the system 20 (e.g.
  • control system 200 is operable start the first fuel cell system 21a at a first point in time when there is no need for delivering full power, and subsequent start the second fuel cell system 21b at another point in time when there is more need for delivering power from the fuel cell systems 21a, 21b.
  • Figs. 2a and 2b further illustrate examples of how coolant 23 is directed within the coolant temperature regulation system 25 and subsequently to the first and second fuel cell systems 21a, 21b.
  • Fig. 2a illustrates how a first portion of flow of coolant 24 is routed via the heat exchanger 26 to the first fuel cell system 21a (dotted line), while a second portion of flow of coolant 24 to the second fuel cell system 21b is routed via the second by-pass channel conduit 52, and thus by-passes the heat exchanger 26. More specifically, the flow of coolant 24 is routed via the heat exchanger 26 and in the first intermediate fluid conduit 54 to the first fuel cell system 21a. As also illustrated, no flow of coolant 24 is routed to the second fuel cell system 21b via the heat exchanger 26. That is, no flow of coolant is transferred in the second intermediate fluid conduit 55 to the second fuel cell system 21b.
  • the coolant temperature regulation system 25 is operable by the control system 200 in response to the control signal.
  • the control signal contains data of a change of the operational state of at least one fuel cell system 21.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 directed to the first fuel cell system 21a to a first temperature tl and regulate the temperature of the coolant 24 directed to the second fuel cell system 21b to a second temperature t2.
  • the second temperature t2 is here different than the first temperature tl.
  • the second temperature t2 is the same as the initial coolant operating temperature tO.
  • the second temperature t2 is lower than the first temperature tl .
  • Fig. 2b illustrates how the flow of coolant 24 by-passes the heat exchanger 26.
  • flow of coolant 24 is routed to the first fuel cell system 21a via the first by-pass channel conduit 51, and thus by-passes the heat exchanger 26.
  • flow of coolant 24 is routed to the second fuel cell system 21b via the second by-pass channel conduit 52.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 directed to the first fuel cell system 21a to a third temperature t3 and regulate the temperature of the coolant 24 directed to the second fuel cell system 21b to the third temperature t3.
  • the first fuel cell system 21a and the second fuel cell system 21b thus receive coolant 24 of the same temperature.
  • the temperature t3 is essentially the same as the initial coolant operating temperature tO.
  • the temperature t3 may be a different temperature than the first temperature tl and the second temperature t2.
  • the temperature t3 may also be the same temperature as any one of the first temperature tl and the second temperature t2 depending on the operational state of the fuel cell systems 21a, 21b. In other situations, the temperature t3 may be lower than any one of the first temperature tl and the second temperature t2.
  • the operating temperature of a fuel cell system such as the fuel cell systems 21a, 21b, may be in the range of 70-85 degrees Celsius.
  • the target temperature for the fuel cell systems may generally be about 60 degrees C at the inlets 71a, 71b and about 75 degrees C at the outlets 72a, 72b.
  • the temperature t4, as indicated in figs. 2a and 2b may be about 75 degrees C.
  • the system 20 here comprises the primary heat exchanger 27, which is arranged in fluid communication with the coolant temperature regulation system 25.
  • the primary heat exchanger 27 is configured to regulate the temperature of the coolant 24 to the nominal (or initial) coolant operating temperature tO. That is, the primary heat exchanger 27 is configured to perform an initial, or main, regulation of the coolant 24 received from the fuel cell systems 21a, 21b.
  • the primary heat exchanger 27 is operable to regulate the temperature of the coolant 24 to a coolant operating temperature tO of about 60 degrees.
  • the initial operating temperature tO may be set to 60 degrees C, e.g. by the control system 200.
  • the system 20 performs a temperature regulation of the coolant 24 by means of the coolant temperature regulation system 25, as described herein.
  • the temperature in the high temperature coolant fluid circuit 23 is reduced to about 40 degrees C in response to a restart of one of the fuel cell system 21a, 21b.
  • This temperature regulation is performed by the coolant temperature regulation system 25 in response to the determined change in the operational state of one of the fuel cell systems 21a, 21b.
  • the temperature of the cooling fluid medium 61 in the low temperature cooling fluid circuit 60 may generally be reduced to an appropriate temperature prior to the restart of the fuel cell system, thus allowing the coolant 24 to reach 40 degrees C in the high temperature coolant fluid circuit 23.
  • the coolant operating temperature tO may be set to be higher than any one of the first, second and third temperatures tl, t2, t3, as described above.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 to a temperature that is lower than the coolant operating temperature tO.
  • the example in fig. 2b illustrates how the coolant 24 bypasses the heat exchanger 26 via the by-pass channel arrangement 50 and via the controllable valve devices 28a, 28b.
  • Other types of regulation of the coolant temperature to the fuel cell systems 21a, 21b are also conceivable by the coolant temperature regulation system 25 in figs. 2a and 2b in response to a change in an operational state of any one of the fuel cell systems 21a, 21b.
  • the system 20 may further comprise any one of resistor and a retarder disposed in the high temperature coolant fluid circuit 23. The resistor and/or retarded may e.g. be arranged and configured to reject heat to the coolant 24 in the high temperature coolant fluid circuit 23.
  • the high temperature coolant fluid circuit 23 may intersect and split into a number of different branches and fluid paths.
  • the parallel fluid paths from the fuel cell systems 21a, 21b generally intersect into a common fluid flow path to the coolant fluid pump 29.
  • the flow of coolant 24 from the fuel cell systems 21a, 21b are mixed, or intersect, upstream of the coolant fluid pump 29.
  • the high temperature coolant fluid circuit 23 is configured to provide separate fluid paths to the heat exchanger 26 and the by-pass channel arrangement 50, as schematically illustrated in e.g. figs. 2a and 2b.
  • Figs. 2c and 2d illustrates an exemplary system 20 according to another example.
  • the system 20 in figs. 2c and 2d comprises the same components as the system 20 in figs. 2a and 2b except some of the components making up the coolant temperature regulation system 25.
  • the coolant temperature regulation system 25 here comprises a set of two heat-exchangers 26a, 26b. More specifically, the coolant temperature regulation system 25 comprises a first heat-exchanger 26a and a second heat-exchanger 26b. Each one of the heat exchangers 26a, 26b may be of a similar type as the heat exchanger 26.
  • each one of the heat exchangers 26a, 26b in figs. 2c and 2d of the coolant temperature regulation system 25 is arranged in the high temperature coolant fluid circuit 23.
  • each one of the heat exchangers 26a, 26b is arranged upstream the fuel cell systems 21a, 21b.
  • Each one of the heat exchangers 26a, 26b may thus be denoted as a pre heat-exchanger to the fuel cell systems 21a, 21b.
  • the heat exchangers 26a, 26b are arranged in a parallel configuration.
  • the fuel cell system 21a and the corresponding heat-exchanger 26a form one parallel path while the fuel cell system 21b and the corresponding heat-exchanger 26b form one parallel path, so as to define a parallel configuration.
  • the coolant temperature regulation system 25 in figs. 2c and 2d is arranged in-between the primary heat exchanger 27 and the fuel cell systems 21a, 21b.
  • the coolant temperature regulation system 25 is arranged downstream the primary heat exchanger 27, but upstream the fuel cell systems 21a, 21b.
  • the first heat-exchanger 26a is arranged in a fist branch 34a of the high temperature coolant fluid circuit 23.
  • the first heat-exchanger 26a is arranged upstream the first fuel cell system 21a.
  • the second heat-exchanger 26b is arranged in a second branch 34b of the high temperature coolant fluid circuit 23.
  • the second heat-exchanger 26b is further arranged upstream the second fuel cell system 21b.
  • Each one of the first and second heat exchangers 26a, 26b is thus arranged as an intermediate cooling device between the respective fuel cell systems 21a, 21b and the primary heat exchanger 27 (radiator).
  • the primary heat exchanger 27 generally has a bigger cooling capacity of the coolant 24 than the heat exchanger(s) of the coolant temperature regulation system 25.
  • Figs. 2c and 2d further illustrate how a first portion of flow of coolant 24 is routed via the first heat exchanger 26a to the first fuel cell system 21a, while a second portion of flow of coolant 24 to the second fuel cell system 21b is routed via the second heat exchanger 26b to the second fuel system 21b.
  • the system 20 also here comprises the low temperature cooling fluid circuit 60.
  • the low temperature cooling fluid circuit 60 may be of a similar type as the ones described in relation to figs. 2a and 2b.
  • Each one of the heat-exchangers 26a, 26b is arranged in fluid communication with the low temperature cooling fluid circuit 60.
  • the coolant temperature regulation system 25 is capable of regulating the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 in the low temperature cooling fluid circuit 60 via the heatexchangers 26a, 26b.
  • the control of the coolant temperature regulation may be provided by a controllable valve system 62 arranged in the low temperature cooling fluid circuit 60.
  • the flow of the low temperature cooling fluid medium 61 (in the low temperature cooling fluid circuit 60) to the heat- exchangers 26a, 26b can be regulated in an easy manner, thus enabling the heat-exchangers 26a, 26b to transfer heat from the high temperature coolant fluid circuit 23 to the low temperature cooling fluid medium 61.
  • the temperature of the low temperature cooling fluid medium 61 may be regulated in cooperation with a fan (not illustrated).
  • the controllable valve system 62 disposed in the low temperature cooling fluid circuit 60 are here an integral part of the coolant temperature regulation system 25.
  • the controllable valve system 62 may include a bypass-channel arrangement (not illustrated) to bypass one or more of the heat exchangers upon a control signal received at the control system 200.
  • the low temperature cooling fluid circuit 60 in figs. 2c and 2d can be provided in several different manners.
  • the low temperature cooling fluid circuit 60 is part of another cooling fluid circuit of the vehicle.
  • the other cooling fluid circuit is a cooling fluid circuit for a battery system, which in e.g. figs 2c and 2d is indicated by reference numeral 62.
  • the other cooling fluid circuit is a cooling fluid circuit for the electric machine of the vehicle.
  • each one of the heat-exchangers 26a, 26b is a liquid-to-liquid heat exchanger.
  • the low temperature cooling fluid circuit 60 can also be part of another cooling fluid circuit for the battery system and the electric machine.
  • the system 20 may also in some examples be provided with a number of low temperature cooling fluid circuits 60.
  • the system 20 has a first low temperature cooling fluid circuit 60 in fluid communication with the first heat-exchanger 26a and a second low temperature cooling fluid circuit 60 in fluid communication with the second heatexchanger 26b.
  • the coolant temperature regulation system 25 is arranged to make use of another cooling circuit in the vehicle for transfer heat from the high temperature coolant fluid circuit 23 of the system 20 in response to a change in an operational state of any one of the fuel cell systems 21a, 21b.
  • each one of the heat-exchangers 26a, 26b may necessarily not be a liquid-to-liquid heat exchanger.
  • each one of the heatexchangers 26a, 26b is a gas-to-liquid heat exchanger.
  • each one of the heatexchangers 26a, 26b can either be a liquid-to-liquid or a gas-to-liquid heat exchanger.
  • the low temperature cooling fluid circuit 60 is generally arranged in fluid communication with the ambient atmosphere to receive fresh air.
  • the low temperature cooling fluid circuit 60 generally also comprises a corresponding fluid pump (not illustrated) for circulating the cooling fluid medium 61 in the low temperature cooling fluid circuit 60.
  • the fluid pump of the low temperature cooling fluid circuit 60 may e.g. be of the same type as the coolant fluid pump 29.
  • each one of the heat-exchangers 26a, 26b is provided in the form of a liquid-to-liquid heat exchanger
  • the heat exchanger 26 may e.g. be a liquid-liquid plate heat exchanger.
  • the coolant temperature regulation system 25 is configured to regulate heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid circuit via the heat-exchangers 26a, 26b.
  • the coolant temperature regulation system 25 of figs. 2c and 2d is also operable to control the heat transfer between the high temperature coolant fluid circuit 25 and the low temperature cooling fluid circuit 60 in response a change in an operational state of at least one of the fuel cell systems 21a, 21b.
  • the control of the coolant temperature regulation system 25 is performed by the control system 200, as described herein.
  • control system 200 is arranged in communication with the coolant temperature regulation system 25. Moreover, the control system 200 is configured to receive a control signal indicative of the change in an operational state of at least one of the fuel cell systems 21a, 21b. Further, the control system 200 is configured to control the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid circuit in response to the received control signal.
  • the cooperation between the coolant temperature regulation system 25 and the control system 200 allows for deactivating one of the fuel cell systems 21a, 21b, while regulating the temperature of the other one of the fuel cell systems 21a, 21b by the respective heat exchanger 26a, 26b.
  • the system 20 provides for deactivating the first fuel cell system 21a, while cooling the temperature of the second fuel cell system 21b in response to a change in the operation state of any one of the first and second fuel cell systems 21a, 21b.
  • Such configuration of the system 20 is particularly beneficially when there is a need for operating the fuel cell systems 21a, 21b at different temperatures.
  • control system 200 is configured to deactivate both fuel cell systems 21a, 21b.
  • the control system 200 is configured to deactivate both fuel cell systems 21a, 21b in response to a control signal received at the control system 200.
  • control system 200 is configured to activate both fuel cell systems 21a, 21b.
  • the control system 200 is configured to activate both fuel cell systems 21a, 21b in response to a control signal received at the control system 200.
  • the change in an operational state of a fuel cell system 21a, 21b is generally any one of an activation and a deactivation of the corresponding fuel cell system.
  • the change in an operational state is here a change from the deactivation state to the activation state.
  • the activation is any one of a start and a restart of the fuel cell system 21a.
  • the deactivation of the fuel cell system is a shutdown of the fuel cell system 21a.
  • the coolant temperature regulation system 25 is operable by the control system 200 in response to the control signal.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 directed to the first fuel cell system 21a to a first temperature tl by means of the first heat exchanger 26a and regulate the temperature of the coolant 24 directed to the second fuel cell system 21b to a second temperature t2 by means of the second heat exchanger 26b.
  • the second temperature t2 is different than the first temperature tl.
  • the temperature of the coolant 24 directed to the second fuel cell system 21b is not changed in comparison with the initial coolant operating temperature tO.
  • the second temperature t2 may also be the same as the initial coolant operating temperature tO see e.g. fig. 2a and/or fig- 2c.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 directed to the first fuel cell system 21a to a third temperature t3 by means of the first heat exchanger 26a and regulate the temperature of the coolant 24 directed to the second fuel cell system 21b to the third temperature t3 by means of the second heat exchanger 26b.
  • the first fuel cell system 21a and the second fuel cell system 21b thus receive coolant 24 of the same temperature.
  • the temperature t3 is essentially the same as the initial coolant operating temperature tO.
  • the temperature t3 may in other situations be a different temperature than the first temperature tl and the second temperature t2. In other situations, the temperature t3 may be the same temperature as any one of the first temperature tl and the second temperature t2.
  • the system 20 may further comprise any one of resistor and a retarder disposed in the high temperature coolant fluid circuit 23.
  • the resistor and/or retarded may e.g. be arranged and configured to reject heat to the coolant 24 in the high temperature coolant fluid circuit 23.
  • the coolant temperature regulation system 25 is arranged in fluid communication with the primary heat exchanger 27 for an initial, or a main, regulation of the coolant 24 from the fuel cell systems 21a, 21b.
  • the primary heat exchanger 27 is operable to regulate the temperature of the coolant 24 to a coolant operating temperature tO.
  • the coolant operating temperature tO is generally set to be higher than any one of the first, second and third temperatures tl, t2, t3, as described above.
  • the coolant temperature regulation system 25 is operable to regulate the temperature of the coolant 24 to a temperature that is lower than the coolant operating temperature tO by means of the first and second heat exchangers 26a, 26b.
  • the primary heat exchanger 27 has a bigger cooling capacity of the coolant 24 than the heat exchanger(s) of the coolant temperature regulation system 25.
  • the high temperature coolant fluid circuit 23 in figs. 2c and 2d may also intersect and split into a number of different branches and fluid paths.
  • the parallel fluid paths from the fuel cell systems 21a, 21b generally intersect into a common fluid flow path to the coolant fluid pump 29.
  • the flow of coolant 24 from the fuel cell systems 21a, 21b are mixed, or intersect, upstream of the coolant fluid pump 29.
  • the high temperature coolant fluid circuit 23 is configured to provide separate fluid paths to the first and second heat exchangers 26a, 26b, as schematically illustrated in e.g. figs. 2c and 2d.
  • the temperatures tO, tl, t2 and t3 may be measured by one or more temperatures sensors (not illustrated).
  • the high temperature coolant fluid circuit 23 may further comprise a temperature sensor for measuring a temperature indicative of the temperature of the coolant in the high temperature coolant fluid circuit 23 and one or more temperature sensors for measuring the temperatures of the fuel cell systems.
  • Other approaches to determine the temperatures for the components as well as the temperatures tO, tl, t2 and t3 may be appreciated.
  • the change of the operational state of a fuel cell system may be provided from the control system 200, receiving a control signal from another vehicle system, such as from the start/stop system which requests to temporarily shut down one or more fuel cell systems of the system 20, e.g. during a downhill segment or in relation to a stop of the fuel cell system(s) due to a low power operation like PTO usage at stand still, a lunch break, or at a sequential fuel cell system start at an end of a hotel mode.
  • the restart of a fuel cell system may for example be a request from an operator, e.g. a driver of the vehicle 10.
  • the restart request may additionally or alternatively be provided from the control system 200.
  • Fig. 3 depicts a flowchart of an exemplary method according to one example.
  • the flowchart represents a method 100 for operating the system 20 in any one of figs. 2a to 2d in the vehicle 10 of fig. 1.
  • the method comprises receiving S10 a control signal indicative of a change in an operational state of at least one of the fuel cell systems among the plurality of fuel cell systems; and controlling S20 the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid circuit in response to the received control signal.
  • the method is implemented by the control system 200 in combination with the system 25 of the system 20.
  • the method comprises receiving S10 a control signal indicative of a change in an operational state of at least one of the fuel cell systems among the plurality of fuel cell systems; and controlling S20 the heat transfer between the high temperature coolant fluid circuit and the low temperature cooling fluid medium in response to the received control signal.
  • the system 20 comprises a plurality of fuel cell systems 21a - 21n.
  • the system 20 further comprises the high temperature coolant fluid circuit 23 for the plurality of fuel cell systems, the high temperature coolant fluid circuit 23 being configured to circulate a coolant 24.
  • the system 20 comprises the coolant temperature regulation system 25 having at least one heatexchanger 26, or a set of heat exchangers 26a, 26b.
  • the heat exchanger 26, or the set of heat exchangers 26a, 26b is/are arranged in the high temperature coolant fluid circuit 23 and further arranged upstream the plurality of fuel cell systems 21a to 21 n.
  • the at least one heatexchanger, or the set of heat exchangers, is/are being arranged in fluid communication with the low temperature cooling fluid medium 61, such that the coolant temperature regulation system 25 can regulate heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 via the heat-exchanger 26, or via the set of heat exchangers 26a, 26b.
  • the system 20 comprises the control system 200 in communication with the coolant temperature regulation system 25, the control system 200 being configured to receive the control signal indicative of a change in an operational state of at least one of the fuel cell systems 21a and/or 21b among the plurality of fuel cell systems 21a to 21 n, and further configured to control the heat transfer between the high temperature coolant fluid circuit 23 and the low temperature cooling fluid medium 61 in response to the received control signal. Thanks to the system 20 according to the examples described herein, it becomes possible to provide a flexible, yet efficient, cooling of a system 20 having more than one fuel cell system, e.g. two fuel cell systems having corresponding fuel cells. The system 20 may, however, comprise even more fuel cell systems.
  • the cooperation between the coolant temperature regulation system 25 and the control system 200 allows for deactivating one of the fuel cell systems 21a, 21b, while regulating the temperature of the other one of the fuel cell systems 21a, 21b.
  • the system 20 provides for deactivating the fuel cell system 21a, while cooling the temperature of the fuel cell system 21b.
  • Such configuration of the system 20 is particularly beneficially when there is a need for operating the fuel cell systems 21a, 21b at different temperatures.
  • FIG. 4 is a schematic diagram of the control system 200.
  • the control system is here provided as a computer system 200 for implementing examples disclosed herein.
  • the computer system 200 is adapted to execute instructions from a computer-readable medium to perform these and/or any of the functions or processing described herein.
  • the computer system 200 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 200 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein.
  • any reference in the disclosure and/or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, etc. includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein.
  • the control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired.
  • such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.
  • CAN Controller Area Network
  • the computer system 200 may comprise at least one computing device or electronic device capable of including firmware, hardware, and/or executing software instructions to implement the functionality described herein.
  • the computer system 200 may include a processor device 202 (may also be referred to as a control unit), a memory 204, and a system bus 206.
  • the computer system 200 may include at least one computing device having the processor device 202.
  • the system bus 206 provides an interface for system components including, but not limited to, the memory 204 and the processor device 202.
  • the processor device 202 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 204.
  • the processor device 202 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein.
  • the processor device 202 may further include computer executable code that controls operation of the programmable device.
  • the processor device 202 may generally comprise a processing circuitry configured to perform the methods as described herein.
  • the system bus 206 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and/or a local bus using any of a variety of bus architectures.
  • the memory 204 may be one or more devices for storing data and/or computer code for completing or facilitating methods described herein.
  • the memory 204 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description.
  • the memory 204 may be communicably connected to the processor device 202 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein.
  • the memory 204 may include non-volatile memory 208 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 210 (e.g., randomaccess memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with a processor device 202.
  • a basic input/output system (BIOS) 212 may be stored in the non-volatile memory 208 and can include the basic routines that help to transfer information between elements within the computer system 200.
  • BIOS basic input/output system
  • the computer system 200 may further include or be coupled to a non-transitory computer- readable storage medium such as the storage device 214, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like.
  • HDD enhanced integrated drive electronics
  • SATA serial advanced technology attachment
  • the storage device 214 and other drives associated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.
  • a number of modules can be implemented as software and/or hard-coded in circuitry to implement the functionality described herein in whole or in part.
  • the modules may be stored in the storage device 214 and/or in the volatile memory 210, which may include an operating system 216 and/or one or more program modules 218. All or a portion of the examples disclosed herein may be implemented as a computer program product 220 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 214, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processor device 202 to carry out the steps described herein.
  • the computer-readable program code can comprise software instructions for implementing the functionality of the examples described herein when executed by the processor device 202.
  • the processor device 202 may serve as a controller or control system for the computer system 200 that is to implement the functionality described herein.
  • the computer system 200 also may include an input device interface 222 (e.g., input device interface and/or output device interface).
  • the input device interface 222 may be configured to receive input and selections to be communicated to the computer system 200 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc.
  • Such input devices may be connected to the processor device 202 through the input device interface 222 coupled to the system bus 206 but can be connected through other interfaces such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like.
  • IEEE Institute of Electrical and Electronic Engineers 1394 serial port
  • USB Universal Serial Bus
  • the computer system 200 may include an output device interface 224 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)).
  • a video display unit e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)
  • the computer system 200 may also include a communications interface 226 suitable for communicating with a network as appropriate or desired.
  • Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

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  • 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)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un système (20) pour un véhicule (10), ledit système comprenant une pluralité de systèmes piles à combustible (21a-21n), un système de régulation de température de fluide de refroidissement (25) comprenant un échangeur de chaleur (26, 26a, 26b) disposé dans le circuit de fluide de refroidissement à haute température en amont de la pluralité de systèmes piles à combustible et en communication fluidique avec un milieu fluidique de refroidissement à basse température ; et un système de commande (200) conçu pour recevoir un signal de commande indiquant un changement d'un état de fonctionnement d'au moins l'un des systèmes piles à combustible, et conçu en outre pour commander le transfert de chaleur entre le circuit de fluide de refroidissement à haute température et le milieu fluidique de refroidissement à basse température en réponse au signal de commande reçu.
PCT/EP2022/086338 2022-12-16 2022-12-16 Système pour un véhicule WO2024125804A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2022/086338 WO2024125804A1 (fr) 2022-12-16 2022-12-16 Système pour un véhicule

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PCT/EP2022/086338 WO2024125804A1 (fr) 2022-12-16 2022-12-16 Système pour un véhicule

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100273079A1 (en) * 2007-11-14 2010-10-28 Daimler Ag Fuel Cell Drive for a Motor Vehicle
US20140106253A1 (en) * 2011-05-26 2014-04-17 COMMISSARIAT A I'energie atomique et aux ene alt Fuel cell with improved thermal management
JP2020143794A (ja) * 2019-03-04 2020-09-10 東京瓦斯株式会社 流体を加熱する熱供給装置
JP6826683B1 (ja) * 2020-03-09 2021-02-03 東京瓦斯株式会社 燃料電池システム
US20210119234A1 (en) * 2019-10-22 2021-04-22 Ford Global Technologies, Llc Thermal management system for fuel cell vehicle having multiple fuel-cell stacks
JP2022022829A (ja) * 2020-07-08 2022-02-07 トヨタ自動車株式会社 燃料電池システム
US20220320549A1 (en) * 2021-03-31 2022-10-06 Honda Motor Co., Ltd. Operating method of fuel cell system
US20220320550A1 (en) * 2021-03-31 2022-10-06 Honda Motor Co., Ltd. Operating method of fuel cell system

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100273079A1 (en) * 2007-11-14 2010-10-28 Daimler Ag Fuel Cell Drive for a Motor Vehicle
US20140106253A1 (en) * 2011-05-26 2014-04-17 COMMISSARIAT A I'energie atomique et aux ene alt Fuel cell with improved thermal management
JP2020143794A (ja) * 2019-03-04 2020-09-10 東京瓦斯株式会社 流体を加熱する熱供給装置
US20210119234A1 (en) * 2019-10-22 2021-04-22 Ford Global Technologies, Llc Thermal management system for fuel cell vehicle having multiple fuel-cell stacks
JP6826683B1 (ja) * 2020-03-09 2021-02-03 東京瓦斯株式会社 燃料電池システム
JP2022022829A (ja) * 2020-07-08 2022-02-07 トヨタ自動車株式会社 燃料電池システム
US20220320549A1 (en) * 2021-03-31 2022-10-06 Honda Motor Co., Ltd. Operating method of fuel cell system
US20220320550A1 (en) * 2021-03-31 2022-10-06 Honda Motor Co., Ltd. Operating method of fuel cell system

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