Vehicle fuel cell system control during parking

Abstract

The invention relates to vehicle fuel cell system control during parking, in particular to a computer system for controlling a fuel cell system during parking of a vehicle, the computer system comprising processing circuitry configured to: acquire a parking duration of the parking; the storage capacity of a vehicle battery of the vehicle is calculated as the difference value between the current charge state of the vehicle battery and the target charge state of the vehicle battery at the end of the parking duration; calculating a battery charging energy of the vehicle battery based on the storage capacity; determining a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using the battery charging energy; and controlling a charging mode of the fuel cell system based on the maximum feasible fuel cell power.

Description

Technical Field

[0001] The present disclosure generally relates to vehicle energy management. In particular aspects, the present disclosure relates to vehicle fuel cell system control during parking. The present disclosure may be applicable to heavy vehicles such as trucks, buses, and construction equipment, among other vehicle types. Although the present disclosure may be described with respect to a particular vehicle, the present disclosure is not limited to any particular vehicle. Background Art

[0002] A fuel cell electric vehicle (hereinafter referred to as FCEV) is a vehicle operated by using a fuel cell stack that converts hydrogen into electricity to power an electric motor to propel the FCEV. During operation, FCEVs typically experience multiple stops (where the vehicle speed is zero). Stops may be caused by, for example, mandatory stops, refueling stops, lunch stops, or stops due to traffic congestion, accidents, traffic signals, etc. Frequent stops can have a negative impact on the durability and life expectancy of the fuel cell system of the FCEV. Therefore, it is desirable to reduce the degradation of fuel cell performance by controlling FCEV behavior during stops. Summary of the invention

[0003] According to a first aspect of the present disclosure, there is provided a computer system for controlling a fuel cell system during parking of a vehicle, the computer system comprising a processing circuit configured to: obtain a parking duration of the parking; calculate a storage capacity of a vehicle battery of the vehicle as a difference between a current state of charge of the vehicle battery and a target state of charge of the vehicle battery at the end of the parking duration; calculate a battery charging energy of the vehicle battery based on the storage capacity; determine a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using the battery charging energy; and control a charging mode of the fuel cell system based on the maximum feasible fuel cell power. The first aspect of the present disclosure may seek to reduce fuel cell performance degradation. Technical benefits may include improved efficiency, extended life, improved responsiveness, safety, and adaptability to different fuels and loads.

[0004] Optionally, in some examples, including at least one preferred example, the processing circuit is configured to control the charging mode by setting the charging mode to an active mode or an inactive mode based on a value of the maximum feasible fuel cell power output relative to a minimum power limit of the fuel cell system.

[0005] Optionally, in some examples, including at least one preferred example, the activity mode includes a maximum feasible throughput mode, an adjusted throughput mode, a variable throughput mode, or a minimum feasible throughput mode. Technical benefits may include setting different types of activity modes of the fuel cell system for different scenarios, thereby improving flexibility and versatility of the control process.

[0006] Optionally, in some examples, including at least one preferred example, the inactive mode comprises at least a partial shutdown mode. Technical benefits may include setting specific types of inactive modes of the fuel cell system for different scenarios, thereby improving flexibility and versatility of the control process.

[0007] Optionally, in some examples, including at least one preferred example, the active mode or the inactive mode is further associated with a delay mode for delaying activation of either the active mode or the inactive mode. Technical benefits may include further improving control of a charging mode.

[0008] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to employ an optimization model, the optimization model being configured to: receive input data related to the vehicle battery and the parking duration, process the input data, and set the charging mode based on the processed input data. Technical benefits may include improved accuracy in determining the correct charging mode.

[0009] Optionally, in some examples, including at least one preferred example, the target state of charge depends on at least one driving characteristic of the vehicle and / or the environment in which the vehicle will be driven after the parking duration has elapsed, the driving characteristic being the slope of the road, the road surface conditions, the traffic conditions, or the environmental conditions. Technical benefits may include better determination of the target state of charge based on prevailing driving conditions.

[0010] Optionally, in some examples, including at least one preferred example, the processing circuit is configured to calculate the battery charge energy as the product of the storage capacity and the nominal capacity of the vehicle battery. Technical benefits may include obtaining a more accurate representation of the battery charge energy, resulting in improved control of the fuel cell system.

[0011] Optionally, in some examples, including at least one preferred example, the maximum feasible fuel cell power for charging the vehicle battery is further based on energy losses of one or more auxiliary vehicle systems of the vehicle. Technical benefits can include more accurate prediction of the maximum feasible fuel cell power based on vehicle subsystems, resulting in improved control of the fuel cell system.

[0012] Optionally, in some examples, including at least one preferred example, the maximum feasible fuel cell power for charging the vehicle battery is limited by the fuel limit of the fuel cell system. Technical benefits can include more accurate prediction of the maximum feasible fuel cell power based on vehicle subsystems, resulting in improved control of the fuel cell system.

[0013] Optionally, in some examples, including at least one preferred example, the maximum feasible fuel cell power for charging the vehicle battery is limited by safety parameters of the vehicle. Technical benefits may include more accurate prediction of the maximum feasible fuel cell power based on vehicle subsystems, resulting in improved control of the fuel cell system.

[0014] According to a second aspect of the present disclosure, a vehicle is provided, the vehicle comprising the computer system of the first aspect. The second aspect of the present disclosure may seek to reduce fuel cell performance degradation. Technical benefits may include improved efficiency, extended life, improved responsiveness, safety, and adaptability to different fuels and loads.

[0015] According to a third aspect of the present disclosure, a computer-implemented method for controlling a fuel cell system during parking of a vehicle is provided, comprising: obtaining, by a processing circuit of a computer system, a parking duration of the parking; calculating, by the processing circuit, a storage capacity of a vehicle battery of the vehicle as a difference between a current state of charge of the vehicle battery and a target state of charge of the vehicle battery at the end of the parking duration; calculating, by the processing circuit, a battery charging energy of the vehicle battery based on the storage capacity; determining, by the processing circuit, a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using the battery charging energy; and controlling, by the processing circuit, a charging mode of the fuel cell system based on the maximum feasible fuel cell power. The third aspect of the present disclosure may seek to reduce fuel cell performance degradation. Technical benefits may include improved efficiency, extended life, improved responsiveness, safety, and adaptability to different fuels and loads.

[0016] According to a fourth aspect of the present disclosure, a computer program product is provided, the computer program product comprising program code, the program code being used to perform the method of the third aspect when executed by the processing circuit. The fourth aspect of the present disclosure may seek to reduce fuel cell performance degradation. Technical benefits may include improved efficiency, extended life, improved responsiveness, safety, and adaptability to different fuels and loads.

[0017] According to a fifth aspect of the present disclosure, there is provided a non-transitory computer-readable storage medium comprising instructions, which when executed by the processing circuit cause the processing circuit to perform the method of the third aspect. The fifth aspect of the present disclosure may seek to reduce fuel cell performance degradation. Technical benefits may include improved efficiency, extended life, improved responsiveness, safety, and adaptability to different fuels and loads.

[0018] Those skilled in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the accompanying claims may be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be apparent to those skilled in the art or recognized by practicing the disclosure as described herein.

[0019] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products associated with the technical benefits discussed above. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Examples will be described in more detail below with reference to the accompanying drawings.

[0021] Figure 1 is an exemplary system diagram of a fuel cell electric vehicle.

[0022] Figure 2 is an exemplary system diagram generally depicting data for controlling a charging mode of a fuel cell system based on a maximum feasible fuel cell power.

[0023] Figure 3 is an exemplary illustration of different charging modes that a fuel cell system may be configured to.

[0024] Figure 4 is an exemplary illustration of a method for controlling a battery state of charge.

[0025] Figure 5 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein. DETAILED DESCRIPTION

[0026] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0027] As discussed in the background section, parking can negatively impact the durability and life expectancy of a FCEV's fuel cell system. Frequent deactivation of the fuel cell and operating the fuel cell at low power levels can both lead to fuel cell degradation. Therefore, an object of the present disclosure is to maximize the power limit of the fuel cell when it is operating. However, it is important to strike a balance because the higher the power output of the fuel cell when the vehicle is stationary, the greater the likelihood that the battery will reach its capacity, requiring the fuel cell operation to be suspended. Therefore, another object is to increase the power output as much as possible without reaching the point where the battery is fully charged. Therefore, the problem to be solved by the present disclosure may be how to reduce the degradation of fuel cell performance. The present disclosure can be viewed as a way to control an FCEV during parking based on an understanding of the duration of parking.

[0028] A typical scenario that can be implemented is that the FCEV travels on a road and eventually comes to a stop (i.e., a stationary state where the motion of the FCEV is zero). Data related to the duration of the stop is then acquired while the stop is in progress. Based on the duration of the stop, the storage capacity of the vehicle battery is calculated as the difference between the current state of charge of the vehicle battery and the target state of charge of the vehicle battery. In this case, the target state of charge is the state of charge at the end of the stop duration (i.e., the time when the FCEV starts driving from a stationary mode). Based on the calculated storage capacity, the battery charging energy is calculated. The battery charging energy is the energy that can be charged to the vehicle battery during the stop (i.e., from its beginning to its end). The maximum feasible fuel cell power output of the fuel cell system is then determined. The maximum feasible fuel cell power output is the feasible power output of the fuel cell system when the vehicle battery is charged using the calculated battery charging energy. Finally, the charging mode of the fuel cell system is controlled based on the maximum feasible fuel cell power output.

[0029] The method can effectively predict how to control the fuel cell system during the time when the FCEV is stationary when parked, that is, how to determine the power output of the fuel cell system. Determining how to control the power output of the fuel cell system affects its efficiency, life, responsiveness, safety, and adaptability to different fuels and loads. Fuel cell performance degradation is therefore mitigated.

[0030] Figure 1 1 is an exemplary schematic diagram of a FCEV 10. The FCEV 10 is shown as a heavy-duty vehicle, but other types of vehicles may be employed. The FCEV 10 includes a tractor unit 12 arranged to tow a trailer unit 14. In other examples, other heavy-duty vehicles may be employed, such as trucks, buses, and construction equipment. The FCEV 10 includes vehicle units and associated functionality, such as a powertrain, chassis, and various control systems, as will be understood and contemplated by those skilled in the art.

[0031] The FCEV 10 includes a fuel cell system 20 having a fuel cell stack 22 having a plurality of fuel cells. The units of the FCEV 10 are depicted as being arranged in the trailer unit 14, but this is for illustrative purposes only. These units are typically arranged in the tractor unit 12. The fuel cell system 20 is adapted to convert the chemical energy stored in the fuel (usually hydrogen) and the oxidant (usually oxygen or air) into electricity and heat energy as a byproduct through a continuous electrochemical reaction. The generated current is used to drive an electric motor (not shown) for propulsion purposes, to charge the vehicle battery 32 and / or to power the auxiliary vehicle system 40 of the FCEV 10. At the same time, a reduction reaction occurs at the cathode, and oxygen is supplied in combination with protons and electrons from an external circuit to form water.

[0032] The FCEV 10 includes a battery management system 30 and a vehicle battery 32. The battery management system 30 is adapted to monitor, protect and optimize the performance of the vehicle battery 32, thereby ensuring safe and efficient operation and extending the expected life of the vehicle battery 32. The vehicle battery 32 (e.g., a lithium-ion battery) is used to store electrical energy in the form of chemical energy. The vehicle battery 32 is rechargeable and is adapted to provide a source of power for the electric motor of the FCEV 10. The vehicle battery 32 can be used as an energy buffer for obtaining excess power generated by the fuel cell system 20, which the electric motor currently requires in excess of. The excess energy stored in the vehicle battery 32 can then be used to power the electric motor or other auxiliary power systems 40 of the FCEV 10. Therefore, by combining the fuel cell system 20 and the vehicle battery 32, a power supply system for the FCEV 10 is realized.

[0033] The FCEV 10 includes one or more auxiliary vehicle systems 40. The auxiliary vehicle systems 40 provide additional functionality beyond the primary power source (i.e., the electric motor) of the FCEV 10. The auxiliary vehicle systems 40 may include one or more of a power take-off (PTO) system, a motion management system, a predictive controller, a hydraulic system, an air compression system, an auxiliary generator, a cooling system, a power steering system, an air conditioning system, an auxiliary lighting system, an infotainment system, etc. The auxiliary vehicle systems 40 are associated with respective auxiliary power consumptions that affect the operation of the FCEV 10.

[0034] The FCEV 10 includes a computer system 100 having a processing circuit 102. In some optional implementations, the operation of the processing circuit 102 is performed outside the FCEV 10, for example, by a cloud computing service. In these implementations, the FCEV 10 involves a communication module configured to receive and send information from and to a cloud computing service. The computer system 100 is configured to control a charging mode of the fuel cell system 20. The processing circuit 102 is configured to obtain a parking duration of the parking of the FCEV 10. The processing circuit 102 is also configured to calculate the storage capacity of the vehicle battery 32 of the FCEV 10 as the difference between the current state of charge cSoC of the vehicle battery 32 and the target state of charge tSoC of the vehicle battery 32 at the end of the parking duration. The processing circuit 102 is also configured to calculate the battery charging energy of the vehicle battery 32 based on the storage capacity. The processing circuit 102 is also configured to determine the maximum feasible fuel cell power output of the fuel cell system 20 for charging the vehicle battery 32 using (or by, or based on) the battery charging energy. The processing circuit 102 is also configured to control the charging mode of the fuel cell system 20 based on the maximum feasible fuel cell power. Figure 2 The process is explained in further detail.

[0035] Figure 2 is an exemplary schematic diagram of controlling the charging mode 50 of the fuel cell system. The FCEV 10 is in a stationary state (i.e., motion equals zero) at time T0. Preferably, time T0 corresponds to the start of parking, although it can also be any time before the end of parking. For example, the FCEV 10 may reach parking before time T0, but control of the charging mode 50 is performed after an arbitrary time period during parking. Time T1 corresponds to the end of parking, that is, the time when the FCEV 10 will transition from stationary mode to driving mode. Therefore, time T0 is earlier in time than time T1. During the time period between time T0 and time T1, the FCEV 10 is in a stationary state, and the charging mode 50 of the fuel cell system 20 is controlled based on various calculations and determinations performed by the processing circuit 102.

[0036] The control process involves obtaining a parking duration 203 of the parking. The parking duration 203 may be included in the parking data 202, which includes additional information related to the parking, such as geographic information, parking reasons, parking results, etc. The parking duration 203 may be obtained in a variety of different ways.

[0037] The parking duration 203 may be obtained from a navigation system. The navigation system may be arranged in the FCEV 10. The navigation system may provide updated information (optionally, in near real time) of the upcoming parking. For example, GPS data may indicate that an accident has occurred on the road on which the FCEV 10 is traveling, making it necessary to perform a parking within, for example, 30 minutes. The data provided by the navigation system may also indicate that the parking duration 203 will last, for example, about 30 minutes long. Other similar scenarios may be envisioned, in which the navigation system provides data related to the parking duration 203 of the upcoming parking.

[0038] The parking duration 203 may be obtained from a task management system. The task management system may provide various types of data that determine or can be used to determine the parking duration 203, including but not limited to real-time sensor data (images, video sources, sensor readings, telemetry data, etc.), weather and environmental data (temperature, humidity, wind speed, precipitation, etc.), safety-related data (non-driving areas, vehicle locations, etc.), and resource utilization data (fuel consumption, power usage, equipment status, etc.).

[0039] The parking duration 203 may be obtained by a prediction algorithm. In general, a prediction algorithm (also referred to as a predictive algorithm or a prediction model) is a computational method for predicting future events or outcomes based on historical data and patterns. In this case, such an event may be an upcoming parking stop. The prediction algorithm may input data from, for example, a navigation system or a task management system. The prediction algorithm may output a predicted parking stop with a predicted duration. In some examples, the prediction algorithm is implemented as a machine learning model. A neural network may implement back propagation for training purposes so that its performance in identifying upcoming parking stops may be improved.

[0040] The parking duration 203 may be obtained based on regulatory requirements. For example, regulatory requirements may dictate that the FCEV 10 may not be operated for a period of time longer than, for example, a certain number of hours. In this case, an upcoming parking and an associated duration may be scheduled.

[0041] The parking duration 203 may be obtained from user input. In some examples, the user may know when the parking is due, but the system does not. In these examples, the user also typically knows the approximate duration of the parking. Such scenarios may involve situations where the driver intends to stop, such as for lunch or toilet breaks. The user input may be received from a user interface. The user interface may be provided as a graphical monitor in the vehicle or on the driver's mobile device. The user interface may be connected to the computer system 100 by wire or wirelessly. The user interface may be an auditory interface so that the user can provide voice prompts. The user interface may be a physical button that can be actuated by the user to trigger the parking prediction, which may optionally have one or more additional inputs for specifying the parking duration. In other examples, the parking duration may be a default duration for a specific time duration.

[0042] In various examples of the present disclosure, it is conceivable to obtain the parking duration 203 in any one of the above-mentioned ways or a combination of the above-mentioned ways.

[0043] The control process also involves calculating the storage capacity 210 of the vehicle battery 32. The storage capacity 210 is the capacity of the vehicle battery 32 between the current time and the time when the FCEV 10 ends parking. The storage capacity 210 is calculated by the difference between tSoC and cSoC when the FCEV 10 ends parking.

[0044] The cSoC may be obtained from the battery management system 30 and / or the auxiliary vehicle system 40 of the FCEV 10. The battery management system 30 is configured to monitor data such as voltage, current, and temperature within the vehicle battery 32. Based on this information, the battery management system 30 may calculate the cSoC, and the computer system 100 may obtain the cSoC accordingly. The auxiliary vehicle system 40 may be any of the above-described systems. The cSoC may be obtained from sensor data associated with the auxiliary vehicle system 40, output of a battery model, a voltage SoC lookup table, and the like.

[0045] tSoC is the expected value of the state of charge when the FCEV 10 ends parking. tSoC can be the maximum allowed state of charge mSoC of the vehicle battery 32. mSoC is the highest percentage of the nominal capacity of the vehicle battery to which the vehicle battery 32 is allowed to be charged. The nominal capacity is the amount of charge (usually expressed in ampere hours (Ah)) that the vehicle battery 32 can deliver under specified temperature and discharge rate conditions. mSoC is set by the battery manufacturer to protect the battery from damage and extend its life. Therefore, mSoC is usually lower than the nominal capacity of the vehicle battery 32, because fully charging the battery can shorten its life and increase the risk of failure. For example, a lithium-ion battery with a nominal capacity of 100 Ah may have an mSoC of 90 Ah. This means that the battery should not be charged to more than 90% of its full capacity. The difference between the nominal capacity of the battery and its mSoC may affect the available capacity of the battery, that is, the battery charging energy. In other examples, tSoC may alternatively be a value close to mSoC, such as 90% of mSoC, 80% of mSoC, etc. tSoC may be obtained as one or more inputs from the battery management system 30 , such as from sensor data, output from a battery model, a voltage SoC lookup table, or the like.

[0046] The tSoC may depend on at least one driving characteristic of the FCEV 10 and / or the environment in which the FCEV 10 will be traveling after the stop duration 203 has elapsed. To this end, different tSoC may be required under different driving conditions.

[0047] The driving characteristic may be the slope of the road. For example, if the upcoming road is predicted to be associated with multiple downhill sections, the tSoC may not have to be as high as the opposite case (i.e., the upcoming road is associated with many uphill sections). This is because the FCEV 10 typically consumes more energy in areas where there are many uphill sections compared to downhill sections. The driving characteristic may be road conditions. Road conditions may be slippery, precipitation, ice, wet, gravel or loose stones on the road surface, potholes, oil stains, uneven or inclined curves, etc. The driving characteristic may be traffic conditions. Traffic conditions may be stop-and-go traffic, intersections with traffic lights, merges, roundabouts, school areas, crosswalks, railway crossings, highway exits, accidents, etc. The driving characteristic may be environmental conditions. Environmental conditions may be visibility, weather conditions (rain, snow, etc.), lighting conditions, etc. The driving characteristics may be obtained from a task management system, a weather service, etc.

[0048] Based on the calculated storage capacity 210, the battery charging energy 220 is calculated. The battery charging energy 220 is the energy to charge the vehicle battery 32 between the time T0 and T1, in other words, the energy that can be charged to the vehicle battery 32 during parking (i.e., from its start (determined by acquiring cSoC) to the end). The battery charging energy 220 can be calculated as the product of the calculated storage capacity 210 and the nominal capacity of the vehicle battery 32.

[0049] Based on the calculated battery charging energy 220, the maximum feasible fuel cell power output 230 is calculated. The maximum feasible fuel cell power output 230 is the feasible power output of the fuel cell system 20 for charging the vehicle battery 32 using the calculated battery charging energy 220. "Feasible" in this context can be understood as a power output that can actually be achieved without overcharging the battery during parking, thereby meaning that the power is not only theoretically feasible, but also reasonably effective in actual use. In most cases, the vehicle battery 32 can be fully charged at a power level that is lower than the maximum power that the fuel cell system can produce. To this end, calculating the maximum feasible fuel cell power output 230 may involve considering a variety of factors, such as the design and capacity of the fuel cell stack 22, the availability and quality of the fuel source (e.g., hydrogen), the operating temperature and pressure, and the control strategy determined by the computer system 100 and other vehicle systems of the FCEV 10 (such as the auxiliary vehicle system 40).

[0050] In some examples, the maximum feasible fuel cell power output 230 depends on the upper limit of power generation that can be reasonably achieved without exceeding the fuel limitations, safety parameters, and / or operating constraints of the fuel cell system 20. Fuel limitations may relate to fuel type, fuel concentration, fuel purity, fuel supply, fuel storage, fuel handling, etc. Safety parameters may relate to temperature limits, pressure limits, electrical overload data, cooling data, gas leakage data, pressure relief valve data, etc. This data can be interpreted as an efficiency factor that affects the operation of the fuel cell system 20.

[0051] In some examples, the maximum feasible fuel cell power output 230 is further based on energy losses of one or more auxiliary vehicle systems 40. Energy losses may involve losses caused when the vehicle 10 is stationary (such as due to idle fuel consumption, climate control systems, environmental conditions, parasitic loads), as well as other losses from electrical, thermal, or sensor systems. Therefore, in examples where energy losses are taken into account, the maximum feasible fuel cell power output 230 can be calculated alternatively by dividing the battery charging energy 220 by the parking duration 203 and then adding any auxiliary power consumption of the auxiliary vehicle systems 40 that affects the FCEV 10. Optionally, the result of this calculation can be adjusted based on an efficiency factor, as discussed above.

[0052] Based on the determined maximum feasible fuel cell power, the fuel cell power system 20 is controlled accordingly. More specifically, the charging mode 50 of the fuel cell system 20 is controlled. Figure 3 This is further illustrated according to some examples. The charging mode 50 can be interpreted as how to configure the fuel cell system by controlling the power output of the fuel cell system 20. The charging mode 50 can be one of an active mode 52 or an inactive mode 54. The active mode 52 can be divided into several categories, including but not limited to a maximum feasible throughput mode 52-1, an adjusted throughput mode 52-2, a variable throughput mode 52-3, or a minimum feasible throughput mode 52-4. The inactive mode 54 can be divided into one or more categories, including an at least partially shut down mode 54-1.

[0053] The charging mode 50 can be determined by adopting an optimization model. The optimization model receives input data related to the vehicle battery 32 and the parking duration 203, and then processes the input data. The optimization model can also receive input data related to the fuel cell system 20, including power limits, degradation rates under different conditions, etc. The input data related to the vehicle battery 32 may involve voltage, current, capacity, SoC, SoH, temperature, impedance, self-discharge rate, cycle life, power / energy density, etc. In some examples, the optimization model receives additional input data that can be considered when determining the charging mode 50, and the additional input data is related to weather data obtained from a weather forecast service. The additional input data may alternatively or additionally include data obtained from a task management system. In some examples, the optimization model is implemented as a machine learning model, such as a neural network. The neural network can implement backpropagation for training purposes so that its performance in more accurately setting the charging mode 50 can be improved.

[0054] The maximum feasible throughput mode 52 - 1 involves controlling the output of the fuel cell system 20 to deliver the maximum feasible power output 230 to the vehicle battery 32 .

[0055] The adjusted throughput mode 52-2 involves controlling the output of the fuel cell system 20 so as to deliver the maximum available power to the vehicle battery 32 at an adjusted level. For example, the adjusted level may be determined by multiplying the maximum available power output 230 by a certain efficiency factor. The adjusted level may depend on a variety of different conditions, such as one or more of the conditions described with reference to the maximum available fuel cell power output 230.

[0056] The variable throughput mode 52-3 involves controlling the output of the fuel cell system 20 so as to deliver the maximum feasible power output 230 at a variable level (optionally, at an adjusted level thereof). This generally means that the fuel cell system 20 is configured to charge the vehicle battery 32 at the maximum feasible fuel cell power output 230 (optionally at an adjusted level) at one or more time periods within the duration of the stop. The variation of the variable throughput mode 52-3 may depend on the dynamic behavior of the fuel cell system 20. This may occur because the goal is to maintain a safety margin by not fully charging the battery at the end of the stop, among other possible reasons.

[0057] The minimum feasible throughput mode 52-4 involves controlling the output of the fuel cell system 20 to deliver the minimum feasible power without restarting or shutting down the fuel cell system 20, that is, the minimum power limit of the fuel cell system 20. The minimum power limit corresponds to the lowest power level at which the fuel cell system 20 can operate stably and efficiently. The minimum power limit may depend on many factors, including but not limited to the type of fuel cell of the fuel cell system 20, the operating temperature and pressure, and the system design. An exemplary factor that can determine the minimum power limit is the activation energy of the fuel cell reaction. It has been recognized that when the fuel cell system 20 is operated at a lower power output level, it will deteriorate faster. As a result, the minimum power limit is determined with the need to ensure a satisfactory life as a guide. This is the energy required to start the reaction that produces electricity. At low power levels, the fuel cell may not generate enough heat to maintain the activation energy, and the system will become unstable or even may not operate. Another typical factor that affects the minimum power limit is system efficiency. At low power levels, the system may not operate effectively and may waste a lot of fuel. This may lead to increased emissions and reduced fuel economy. Although the minimum power limit may vary for different types of FCEVs and fuel cell systems, the minimum power limit for a fuel cell system is typically around 10% to 20% of the system rated power (i.e., the maximum power output that the fuel cell system can deliver, typically expressed in Watts (W)). However, this may vary depending on the factors mentioned above.

[0058] The partial shutdown mode 54-1 involves performing at least a partial shutdown of the fuel cell system 20 during one or more time periods during the parking duration. The at least partial shutdown may be a complete shutdown of one or more portions of the fuel cell system 20, such as a subset of the fuel cells. In this mode 54-1, one or more portions of the fuel cell system 20, such as a subset of the fuel cells, may be at least partially deactivated during the parking duration. This may be performed for purposes of energy management, energy conservation, maintenance, safety, etc.

[0059] In some examples, the fuel cell system 20 may be controlled by both the sub-modes of the active mode 52 and the sub-modes of the inactive mode 54. Such an example may be that a portion of the fuel cell system 20 is shut down while other portions of the fuel cell system 20 are operated according to one or more of the sub-modes of the active mode 52. Thus, a first of the active sub-modes 52-1, 52-2, 52-3, 52-4 or the inactive sub-mode 54-1 may be set for portions of the fuel cell system 20, such as a first subset of fuel cells, while a second of the active sub-modes 52-1, 52-2, 52-3, 52-4 or the inactive sub-mode 54-1 is set for other portions of the fuel cell system 20, such as a second subset of fuel cells. The process may optionally be performed for any number of sub-modes and subsets of fuel cells, where a subset of fuel cells includes one or more fuel cells of the fuel cell stack 22.

[0060] In some examples, either the active mode 52 (including its sub-modes 52-1, 52-2, 52-3, 52-4) or the inactive mode 54 (including its sub-mode 54-1) may be associated with the delay mode 56. The delay mode 56 involves configuring a timer that delays activation or deactivation of the fuel cell system 20.

[0061] When the maximum feasible fuel cell power output 230 is higher than or equal to the minimum power limit of the fuel cell system 20, the charging mode 50 can be set to the active mode 52. When the maximum feasible fuel cell power output 230 is less than the minimum power limit of the fuel cell system 20, the charging mode 50 can be set to the inactive mode 54. To this end, depending on the value of the maximum fuel cell power output 230 relative to the minimum power limit of the fuel cell system 20, the charging mode 50 is set to either the active mode 52 (and optionally, one of its sub-modes 52-1, 52-2, 52-3, 52-4 as described above) or the inactive mode 54 (and optionally, its sub-mode 54-1 as described above).

[0062] Figure 44 is a flow chart of a computer-implemented method 400 for controlling a fuel cell system (such as fuel cell system 20) during parking of a vehicle (such as FCEV 10). Method 400 may involve step 410: obtaining a parking duration of the parking. Method 400 may involve step 420: calculating a storage capacity of a vehicle battery (such as vehicle battery 32) of the vehicle as a difference between a current state of charge of the vehicle battery and a target state of charge of the vehicle battery at the end of the parking duration. Method 400 may involve step 430: calculating a battery charging energy of the vehicle battery based on the storage capacity. Method 400 may involve step 440: determining a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using (or by, or based on) the battery charging energy. Method 400 may involve step 450: controlling a charging mode of the fuel cell system based on the maximum feasible fuel cell power. Steps 410, 420, 430, 440, 450 of method 400 may be performed by a processing circuit of a computer system (such as computer system 100 and processing circuit 102).

[0063] Figure 5 is a schematic diagram of a computer system 500 for implementing the examples disclosed herein. The computer system 500 is suitable for executing instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 500 can be connected (e.g., networked) to other machines in a LAN (local area network), a LIN (local interconnect network), an automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. Although only a single device is shown, the computer system 500 may include any device collection that executes an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. Therefore, any reference to a computer system, a computing system, a computer device, a computing device, a control system, a control unit, an electronic control unit (ECU), a processor device, a processing circuit, etc. in the present disclosure and / or claims includes a reference to one or more such devices to execute an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. For example, the control system may include a single control unit or multiple control units connected to each other or otherwise communicatively coupled, so that any executed function can be distributed between the control units as needed. Furthermore, such devices may communicate with each other or other devices through various system architectures, such as directly or via a controller area network (CAN) bus, etc.

[0064] The computer system 500 may include at least one computing device or electronic device that can include firmware, hardware and / or execute software instructions to implement the functionality described herein. The computer system 500 may include a processing circuit 502 (e.g., a processing circuit including one or more processor devices or control units), a memory 504, and a system bus 506. The computer system 500 may include at least one computing device having a processing circuit 502. The system bus 506 provides an interface for system components including, but not limited to, the memory 504 and the processing circuit 502. The processing circuit 502 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 504. The processing circuit 502 may include, for example, a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a circuit containing a processing component, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices designed to perform the functions described herein, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The processing circuit 502 may also include computer executable code that controls the operation of the programmable device.

[0065] The system bus 506 can be any of several types of bus structures, which can be further interconnected 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 504 can be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 504 may include a database component, an object code component, a script component, or any type of information structure for supporting various activities herein. Any distributed or local memory device can be utilized with the systems and methods of the present specification. The memory 504 can be communicatively connected to the processing circuit 502 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for performing one or more processes described herein. The memory 504 may include nonvolatile memory 508 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 510 (e.g., random access memory (RAM)), or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a computer or other machine having the processing circuit 502. A basic input / output system (BIOS) 512 may be stored in the nonvolatile memory 508 and may include the basic routines that help to transfer information between elements within the computer system 500.

[0066] The computer system 500 may also include or be coupled to non-transitory computer-readable storage media such as storage device 514, which may include, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), a HDD for storage (e.g., EIDE or SATA), flash memory, etc. The storage device 514 and other drives associated with computer-readable and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0067] The hard-coded or soft-coded computer code may be provided in the form of one or more modules. The modules may be implemented as software and / or hard-coded in the circuit to implement the functionality described herein in whole or in part. These modules may be stored in a storage device 514 and / or a volatile memory 510 that may include an operating system 516 and / or one or more program modules 518. All or part of the examples disclosed herein may be implemented as a computer program 520 stored on a temporary or non-temporary computer-usable or computer-readable storage medium (e.g., a single medium or multiple media) such as a storage device 514, the computer program including complex programming instructions (e.g., complex computer-readable program code) that cause the processing circuit 502 to perform the actions described herein. Therefore, the computer-readable program code of the computer program 520 may include software instructions for implementing the functionality of the examples described herein when executed by the processing circuit 502. In some examples, storage device 514 may be a computer program product (e.g., a readable storage medium) having computer program 520 stored thereon, wherein at least a portion of computer program 520 may be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuit 502. Processing circuit 502 may serve as a controller or control system of computer system 500 for implementing the functionality described herein.

[0068] The computer system 500 may include an input device interface 422 configured to receive input and selections to be transmitted to the computer system 500 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices can be connected to the processing circuit 502 through the input device interface 422 coupled to the system bus 506, but can be connected through other interfaces (such as a parallel port, an Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, a universal serial bus (USB) port, an IR interface, etc.). The computer system 500 may include an output device interface 524, which is configured to forward output to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 500 may include a communication interface 526 suitable for communicating with a network as appropriate or required.

[0069] The operational actions described in any of the exemplary aspects of this article are described to provide examples and discussions. These actions can be performed by hardware components, can be embodied in machine executable instructions to enable a processor to perform these actions, or can be performed by a combination of hardware and software. Although a specific order of method actions can be shown or described, the order of actions can be different. In addition, two or more actions can be performed simultaneously or partially simultaneously.

[0070] The terms used herein are only used for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the term includes (comprises / comprising / includes and / or including) when used herein indicates the presence of stated features, integers, actions, steps, operations, elements and / or parts, but does not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, parts and / or their groups.

[0071] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0072] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intermediate elements. In contrast, when an element is referred to as being "directly connected to" or "directly coupled to" another element, there are no intermediate elements.

[0073] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0074] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the present disclosure is set forth in the appended claims.

[0075] Example 1: A computer system (100; 500) for controlling a fuel cell system (20) during parking of a vehicle (10), the computer system (100; 500) comprising a processing circuit (102; 502) configured to: obtain a parking duration of the parking; calculate a storage capacity of a vehicle battery (32) of the vehicle (10) as a difference between a current state of charge of the vehicle battery (32) and a target state of charge of the vehicle battery (32) at the end of the parking duration; calculate a battery charging energy of the vehicle battery (32) based on the storage capacity; determine a maximum feasible fuel cell power output of the fuel cell system (20) for charging the vehicle battery (32) using the battery charging energy; and control a charging mode (50) of the fuel cell system (20) based on the maximum feasible fuel cell power.

[0076] Example 2: A computer system (100; 500) as described in Example 1, wherein the processing circuit (102; 502) is configured to control the charging mode (50) by setting the charging mode (50) to an active mode (52) or an inactive mode (54) based on the value of the maximum feasible fuel cell power output relative to the minimum power limit of the fuel cell system (20).

[0077] Example 3: The computer system (100; 500) of Example 2, wherein the activity mode (52) includes a maximum feasible throughput mode (52-1), an adjusted throughput mode (52-2), a variable throughput mode (52-3), or a minimum feasible throughput mode (52-4).

[0078] Example 4: The computer system (100; 500) of any of Examples 2 to 3, wherein the inactive mode (54) includes at least a partial shutdown mode (54-1).

[0079] Example 5: A computer system (100; 500) as described in any of Examples 3 to 4, wherein the active mode (52) or the inactive mode (54) is further associated with a delay mode (56) for delaying activation of either the active mode (52) or the inactive mode (54).

[0080] Example 6: A computer system (100; 500) as described in any of Examples 2 to 5, wherein the processing circuit (102; 502) is also configured to adopt an optimization model, which is configured to: receive input data related to the vehicle battery (32) and the parking duration, process the input data, and set the charging mode (50) based on the processed input data.

[0081] Example 7: The computer system (100; 500) of any one of Examples 1 to 6, wherein the processing circuit (102; 502) is configured to obtain the current state of charge from a battery management system (30) of the vehicle (10).

[0082] Example 8: The computer system (100; 500) of any one of Examples 1 to 7, wherein the processing circuit (102; 502) is configured to obtain the target state of charge from an auxiliary vehicle system (40) of the vehicle (10).

[0083] Example 9: A computer system (100; 500) as described in any of Examples 1 to 8, wherein the target state of charge depends on at least one driving characteristic of the vehicle (10) and / or the environment in which the vehicle (10) will drive after the parking duration has elapsed.

[0084] Example 10: The computer system (100; 500) of Example 9, wherein the driving characteristic is a slope of a road, a road surface condition, a traffic condition, or an environmental condition.

[0085] Example 11: A computer system (100; 500) as described in any of Examples 1 to 10, wherein the processing circuit (102; 502) is configured to calculate the battery charging energy as the product of the storage capacity and the nominal capacitance of the vehicle battery (32).

[0086] Example 12: A computer system (100; 500) as described in any of Examples 1 to 11, wherein the processing circuit (102; 502) is further configured to obtain the parking duration as one or more inputs to the driver, the task management system and / or the prediction algorithm.

[0087] Example 13: A computer system (100; 500) as described in any of Examples 1 to 12, wherein the maximum feasible fuel cell power for charging the vehicle battery (32) is further based on energy losses of one or more auxiliary vehicle systems (40) of the vehicle (10).

[0088] Example 14: A computer system (100; 500) as described in any of Examples 1 to 13, wherein the maximum feasible fuel cell power used to charge the vehicle battery (32) is limited by the fuel limit of the fuel cell system (20).

[0089] Example 15: A computer system (100; 500) as described in any of Examples 1 to 14, wherein the maximum feasible fuel cell power for charging the vehicle battery (32) is limited by safety parameters of the vehicle (10).

[0090] Example 16: A vehicle (10) comprising a computer system (100; 500) as described in any one of Examples 1 to 15.

[0091] Example 17: The vehicle (10) as described in Example 16, further comprising: a fuel cell system (20) including a fuel cell stack (22); a battery management system (30) including a vehicle battery (32); and an auxiliary vehicle system (40).

[0092] Example 18: A computer-implemented method (400) for controlling a fuel cell system during a stop of a vehicle, comprising: obtaining (410) by a processing circuit (102; 502) of a computer system (100; 500) a stop duration of the stop; calculating (420) by the processing circuit (102; 502) a storage capacity of a vehicle battery (32) of the vehicle (10) as a ratio between a current state of charge of the vehicle battery (32) and a target state of charge of the vehicle battery (32) at the end of the stop duration. difference; calculating (430) the battery charging energy of the vehicle battery (32) based on the storage capacity by the processing circuit (102; 502); determining (440) the maximum feasible fuel cell power output of the fuel cell system (20) for charging the vehicle battery (32) using the battery charging energy by the processing circuit (102; 502); and controlling (450) the charging mode (50) of the fuel cell system (20) based on the maximum feasible fuel cell power by the processing circuit (102; 502).

[0093] Example 19: A computer program product comprising program code, which when executed by the processing circuit (102; 502) performs the method (200) of Example 18.

[0094] Example 20: A non-transitory computer-readable storage medium comprising instructions that, when executed by the processing circuit (102; 502), cause the processing circuit (102; 502) to perform the method (400) of Example 18.

Claims

1. A computer system for controlling a fuel cell system during parking of a vehicle, the computer system comprising a processing circuit, the processing circuit being configured to: Obtaining the parking duration of the parking; calculating a storage capacity of a vehicle battery of the vehicle as a difference between a current state of charge of the vehicle battery and a target state of charge of the vehicle battery at an end of the parking duration; calculating a battery charging energy of the vehicle battery based on the storage capacity; determining a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using the battery charging energy; and A charging mode of the fuel cell system is controlled based on the maximum feasible fuel cell power output.

2. The computer system of claim 1 , wherein the processing circuit is configured to control the charging mode by setting the charging mode to an active mode or an inactive mode based on a value of the maximum feasible fuel cell power output relative to a minimum power limit of the fuel cell system.

3. The computer system of claim 2, wherein the activity mode comprises a maximum feasible throughput mode, an adjusted throughput mode, a variable throughput mode, or a minimum feasible throughput mode.

4. The computer system of claim 2, wherein the inactive mode comprises at least a partial off mode. 5 . The computer system of claim 1 , wherein the active mode or the inactive mode is further associated with a delay mode for delaying activation of either the active mode or the inactive mode.

6. The computer system of claim 1 , wherein the processing circuit is further configured to employ an optimization model, the optimization model being configured to: receiving input data related to said vehicle battery and said parking duration, processing the input data, and The charging mode is set based on the processed input data. 7 . The computer system of claim 1 , wherein the processing circuit is configured to obtain the current state of charge from a battery management system of the vehicle.

8. The computer system of any of Claims 1, wherein the processing circuit is configured to obtain the target state of charge from an auxiliary vehicle system of the vehicle.

9. The computer system of claim 1, wherein the target state of charge is dependent upon at least one driving characteristic of the vehicle and / or an environment in which the vehicle will be driven after the stop duration has elapsed.

10. The computer system of claim 9, wherein the driving characteristic is a road slope, a road surface condition, a traffic condition, or an environmental condition.

11. The computer system of claim 1, wherein the processing circuit is configured to calculate the battery charging energy as a product of the storage capacity and a nominal capacity of the vehicle battery.

12. The computer system of claim 1, wherein the processing circuit is further configured to obtain the stop duration as one or more inputs to a driver, a task management system, and / or a prediction algorithm.

13. The computer system of claim 1, wherein the maximum feasible fuel cell power for charging the vehicle battery is further based on energy losses of one or more auxiliary vehicle systems of the vehicle.

14. The computer system of claim 1, wherein the maximum feasible fuel cell power for charging the vehicle battery is limited by a fuel limit of the fuel cell system.

15. The computer system of claim 1, wherein the maximum feasible fuel cell power for charging the vehicle battery is limited by safety parameters of the vehicle.

16. A vehicle comprising the computer system of claim 1.

17. The vehicle of claim 16, further comprising: A fuel cell system, the fuel cell system comprising a fuel cell stack; A battery management system, the battery management system comprising a vehicle battery; as well as Auxiliary vehicle systems.

18. A computer-implemented method for controlling a fuel cell system during parking of a vehicle, comprising: Acquiring the parking duration of the parking by a processing circuit of the computer system; calculating, by the processing circuit, a storage capacity of a vehicle battery of the vehicle as a difference between a current state of charge of the vehicle battery and a target state of charge of the vehicle battery at the end of the parking duration; calculating, by the processing circuit, a battery charge energy of the vehicle battery based on the storage capacity; determining, by the processing circuitry, a maximum feasible fuel cell power output of the fuel cell system for charging the vehicle battery using the battery charging energy; as well as A charging mode of the fuel cell system (20) is controlled by the processing circuit based on the maximum feasible fuel cell power.

19. A computer program product comprising program code for performing the method of claim 18 when the program code is executed by the processing circuit.

20. A non-transitory computer-readable storage medium comprising instructions that, when executed by the processing circuit, cause the processing circuit to perform the method of claim 18.

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