DRIVING CONTROL METHOD AND SYSTEM OF FUEL CELL SYSTEM

• US 20160006059A1
• Filed: 12/01/2014
• Published: 01/07/2016
• Est. Priority Date: 07/02/2014
• Status: Abandoned Application

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group), Kia Motors Corporation (Kia Corp.)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group), Kia Motors Corporation (Kia Corp.)
• Inventors: Kwon, Sang Uk, Jeon, Soon Il, Koo, Ja Hoo
• Application Number:
  US14/556,705
• Publication Number:
  US 20160006059A1
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60L 1/00 Supplying electric power to auxiliary equipment of vehicles circuit arrangements for charging batteries H02J7/00
• CPC Class Codes: B60L 58/33 by cooling
• CPC Class Codes: B60L 58/40 for controlling a combination of batteries and fuel cells
• CPC Class Codes: H01M 10/44 Methods for charging or discharging circuits for charging H02J7/00
• CPC Class Codes: H01M 2250/20 Fuel cells in motive systems, e.g. vehicle, ship, plane
• CPC Class Codes: H01M 8/04291 Arrangements for managing water in solid electrolyte fuel cell systems H01M8/04119 takes precedence
• CPC Class Codes: H01M 8/04335 of cathode reactants at the inlet or inside the fuel cell
• CPC Class Codes: H01M 8/0441 of cathode exhausts
• CPC Class Codes: H01M 8/04522 of cathode exhausts
• CPC Class Codes: H01M 8/04559 of fuel cell stacks
• CPC Class Codes: H01M 8/04589 of fuel cell stacks
• CPC Class Codes: H01M 8/04649 of fuel cell stacks
• CPC Class Codes: H01M 8/04723 of the coolant
• CPC Class Codes: H01M 8/04731 of other components of a fuel cell or fuel cell stacks
• CPC Class Codes: H01M 8/04953 of auxiliary devices, e.g. batteries, capacitors
• CPC Class Codes: Y02E 60/10 Energy storage using batteries
• CPC Class Codes: Y02E 60/50 Fuel cells
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 90/40 Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

A driving control system and method of a fuel cell system are provided. The driving control method includes determining, by a controller, when a fuel cell stack is in a water shortage, based on an oversupply of air to the fuel cell stack or a deterioration of the fuel cell stack. A diagnostic level is then assigned to the fuel cell system and at least one recovery driving mode that corresponds to the assigned diagnostic level is performed.

Claims

1. A driving control method of a fuel cell system, comprising:

determining, by a controller, when a fuel cell stack is in a water shortage, based on an oversupply of air to the fuel cell stack or a deterioration of the fuel cell stack;

assigning, by the controller, a diagnostic level to the fuel cell system based on the determination; and

performing, by the controller, at least one recovery driving mode that corresponds to the assigned diagnostic level.

2. The method of claim 1, wherein the assigning process includes:

classifying, by the controller, a first status as a first diagnostic level, the first status being a status under which the oversupply of air to the fuel cell stack is predicted due to a breakdown of the fuel cell system.

3. The method of claim 1, wherein the assigning process includes:

classifying, by the controller, a second status as a second diagnostic level, the second status being a status under which the fuel cell stack is predicted to be in the water shortage due to the oversupply of air to the fuel cell stack.

4. The method of claim 3, wherein the second status is determined based on either a change in oversupply of air to the fuel cell stack to output current consumption of the fuel cell stack or a change of residual water in a cathode calculated from an estimated value of relative humidity in the cathode of the fuel cell stack.

5. The method of claim 3, wherein the second status is a status in which a value calculated from oversupply of air, which is a difference between an amount of air required for output current consumption of the fuel cell stack and an amount of air supplied to the fuel cell stack, and a driving temperature of the fuel cell stack is greater than a first reference value.

6. The method of claim 3, wherein the second status is a status in which a value calculated from a ratio of an amount of air supplied to the fuel cell stack to an amount of air required for output current consumption of the fuel cell stack, and a driving temperature of the fuel cell stack is greater than a first reference value.

7. The method of claim 4, wherein the estimated value of relative humidity in the cathode of the fuel cell stack is obtained based on temperatures in cathode inlet and outlet of the fuel cell stack, an amount of air flow in an inlet of the fuel cell stack, and an amount of current generated in the fuel cell stack.

8. The method of claim 4, wherein the change of residual water is calculated based on water vapor flow in the cathode outlet when the relative humidity in the cathode outlet is the estimated value and when the relative humidity in the cathode outlet is in a range of about 90% to 110%.

9. The method of claim 8, wherein the amount of water vapor flow in the cathode outlet is calculated by water vapor pressure in the cathode outlet, air pressure in the cathode outlet based on an amount of air flow in an inlet of the fuel cell stack, and an amount of air flow in the inlet of the fuel cell stack.

10. The method of claim 1, wherein the assigning process includes:

assigning, by the controller, a third diagnostic level to the fuel cell system when deterioration of the fuel cell stack has proceeded to a third status due to water shortage, as diagnosed with regard to current and voltage, impedance or current interruption of the fuel cell in the determination process.

11. The method of claim 1, wherein the recovery driving mode includes a recovery driving mode for forcibly cooling the fuel cell stack by adjusting temperatures in coolant inlet and outlet of the fuel cell stack, a recovery driving mode for relieving a condition of ingress into idle stop of the fuel cell system, a recovery driving mode for decreasing a voltage of a main bus terminal connected to an output terminal of the fuel cell stack, a recovery driving mode for reducing a basic amount of air inflow, and a recovery driving mode for driving the fuel cell stack in a minimum stoichiometry ratio (SR).

12. The method of claim 11, wherein the recovery driving mode for forcibly cooling the fuel cell stack is operated by setting target temperatures in the coolant inlet and outlet to be a lower value than a reference temperature.

13. The method of claim 11, wherein the recovery driving mode for forcibly cooling the fuel cell stack is operated as temperatures in the coolant inlet and outlet are set to be greater by a predetermined offset than an actual temperature.

14. The method of claim 12, wherein the recovery driving process is operated by varying the set reference temperature and the offset according to the assigned diagnostic level.

15. The method of claim 11, wherein

the condition for ingress into idle stop is when a fuel cell vehicle is imparted with a load less than a predetermined reference value and has a state of charge (SOC) of a battery greater than a predetermined state of charge;

and

the recovery driving mode for relieving a condition for ingress into Idle Stop is to increase the predetermined reference value and to decrease the predetermined state of charge.

16. The method of claim 15, wherein the fuel cell stack is operated in a recovery driving mode in which the predetermined reference value is increased and the predetermined state of charge is decreased based on the designated diagnostic level.

17. The method of claim 11, wherein when the fuel cell stack is operated in the recovery driving mode for decreasing a voltage of the main bus terminal connected to an output terminal of the fuel cell stack, further includes:

determining, by the controller, whether charging of the battery is possible before proceeding with the recovery driving, and

wherein the fuel cell stack in the recovery driving mode for decreasing a voltage of the main bus terminal is to decrease an upper limit of a driving voltage of the main bus terminal to prevent an output power of the fuel cell stack from being less than a predetermined output power.

18. The method of claim 11, wherein the fuel cell stack is operated in the recovery driving mode for decreasing a voltage of the main bus terminal connected to the output terminal of the fuel cell stack based on the designated diagnostic level, even during regenerative braking

19. The method of claim 17, wherein when a state of charge (SOC) of the battery is greater than a predetermined SOC in the process of determining whether charging of the battery is possible before performing the recovery driving, the fuel cell stack is operated to drive a high voltage heater connected to the output terminal of the fuel cell stack.

20. The method of claim 11, wherein when the fuel cell stack is operated in recovery driving mode for decreasing a voltage of the main bus terminal connected to the output terminal of the fuel cell stack, an upper voltage limit of the main bus terminal connected to the output terminal of the fuel cell stack is decreased based on the designated diagnostic level.

21. The method of claim 11, wherein when the fuel cell stack is operated in a recovery driving mode for reducing a basic amount of air inflow, the basic amount of air inflow is decreased based on the designated diagnostic level.

22. The method of claim 11, wherein the recovery driving mode intended to drive the fuel cell stack in a minimum stoichiometry ratio (SR) includes decreasing a control area of stoichiometry ratio based on relative humidity in the cathode of the fuel cell stack estimated from temperatures in the cathode inlet and outlet of the fuel cell stack, the amount of air flow in the inlet of the fuel cell stack, and the generated current of the fuel cell stack.

23. The method of claim 22, wherein when the fuel cell stack is operated in a recovery driving mode at the minimum stoichiometry ratio (SR), the stoichiometry ratio controlling area is decreased based on a designated diagnostic level.

24. The method of claim 1, wherein the fuel cell stack is operated in one mode selected from among various driving modes based on the designated diagnostic level.

25. A driving control system of a fuel cell system, comprising:

a memory configured to store program instructions; and

a processor configured to execute the program instructions, the program instructions when executed configured to;

determine when a fuel cell stack is in a water shortage, based on an oversupply of air to the fuel cell stack or a deterioration of the fuel cell stack;

assign a diagnostic level to the fuel cell system based on the determination; and

perform at least one recovery driving mode that corresponds to the assigned diagnostic level.