Hydrogen injector performance monitoring method during operation of fuel cell system

Abstract

The invention relates to a method for monitoring the performance of a hydrogen injector during operation of a fuel cell system. The method at least comprises the following steps: SS1, acquiring first real-time detection information of working parameters of the hydrogen injector and second real-time detection information of output electrical characteristics of the fuel cell system; and SS2, diagnosing the current performance of the hydrogen injector based on the first real-time detection information and the second real-time detection information acquired in the step SS1. A computer program product that can implement the method and a related electronic control unit for a fuel cell system are also provided.

Description

Technical Field

[0001] This patent application relates to the field of fuel cell system safety monitoring, and more specifically to a method for monitoring the performance of hydrogen injectors during the operation of a fuel cell system, as well as related computer program products and electronic control units. Background Technology

[0002] Fuel cells are a widely used power generation technology that uses the electrochemical reaction between fuel and oxidant to directly convert the chemical energy of fuel into electrical energy. Compared with traditional combustion power generation technology, fuel cells have the advantages of high conversion efficiency, low pollutant emissions, and quiet and reliable operation.

[0003] System safety is a critical aspect of fuel cell system operation. In particular, fuel leaks can pose hazards and cause safety incidents under certain circumstances. Therefore, the operational status of the fuel cell anode subsystem, related to fuel storage, transfer, and handling, must be closely monitored to eliminate potential safety hazards and meet safety regulations for fuel cell system use. Furthermore, the safety of anode subsystem components must be closely monitored and tracked to prevent system safety risks caused by unexpected component failures. Although system component degradation and performance can be checked and verified during fuel cell system downtime through regular maintenance and upkeep, it is still possible for components to fail unexpectedly or experience unforeseen performance degradation during fuel cell system operation without being identified in a timely manner, leading to safety incidents.

[0004] Therefore, it is desirable to provide a method for diagnosing component performance and assessing component operational safety during fuel cell system operation, so as to provide early warning of component failure or inefficiency and allow for relevant measures to be taken to avoid potential safety accidents. Summary of the Invention

[0005] In view of the improvement needs existing in the above-mentioned prior art, the present invention is proposed.

[0006] According to one aspect of this application, a method for monitoring the performance of a hydrogen injector during the operation of a fuel cell system is provided, comprising at least the following steps: SS1, acquiring first real-time detection information for the operating parameters of the hydrogen injector and second real-time detection information for the output electrical characteristics of the fuel cell system; and SS2, diagnosing the current performance of the hydrogen injector based on both the first and second real-time detection information acquired in step SS1.

[0007] According to another aspect of this application, a computer program product is provided, comprising a computer program / instructions, characterized in that the computer program / instructions, when executed by a processor, implement the steps of the method described above.

[0008] According to another aspect of this application, an electronic control unit for a fuel cell system is provided, comprising a memory and a processor, wherein a computer program product as described above is stored in the memory, and in response to the activation of the fuel cell system, the computer program product is executed by the processor to implement the steps of the method as described above. Optionally, the electronic control unit is a fuel cell control unit configured for managing and controlling the operation of the fuel cell system. Attached Figure Description

[0009] The embodiments according to the principles of this application are described in detail below with reference to the accompanying drawings. The drawings are given by way of example to facilitate understanding of the specific embodiments described. However, the drawings are not intended to be limiting. Accordingly, any unclaimed features shown in the drawings should not be construed as essential features for implementing the principles of the invention, nor should any claimed features shown in the drawings be construed as the only way to implement the function associated with that feature.

[0010] Figure 1 It is a flowchart illustrating an example of a method for monitoring the operational safety of hydrogen injectors in a fuel cell system, based on the principles involved in this disclosure.

[0011] Figure 2 It is a simplified diagram, schematically illustrating the possible approaches such as... Figure 1 The method shown is an example of a fuel cell anode subsystem for monitoring component operation safety.

[0012] Figures 3A-3D Is adopted Figure 2 A two-dimensional graphical representation of the real-vehicle test dataset of the fuel cell anode subsystem of a fuel cell vehicle, wherein... Figure 3A Displays the hydrogen injector current I for different hydrogen injector inlet pressures (indicated by grayscale data points). HGI With the stack current I stack The correspondence; Figure 3B Displays the hydrogen injector current I for different anode circulation pump speeds (indicated by grayscale data points). HGI With the stack current I stack The correspondence; Figure 3C Displays the hydrogen injector current I for different stack anode inlet pressures (indicated by grayscale data points). HGI With the stack current I stack The correspondence, and Figure 3D This displays the hydrogen injector current I for the same current pack. HGI The correspondence between the vehicle's mileage and its distance.

[0013] Figure 4This is a schematic diagram, illustrating what can be based on Figures 3A-3D The real-vehicle test dataset was identified and used in Figure 1 The method shown uses hydrogen injector current I to diagnose whether the performance of a running hydrogen injector is normal. HGI With the stack current I stack Performance range mapping graph.

[0014] Figure 5 It is a flowchart illustrating an example of a method for monitoring the performance status of a hydrogen injector during operation of a fuel cell system, based on the principles of this disclosure. Detailed Implementation

[0015] The basic concept and principles of the present invention are described in detail below with reference to preferred embodiments known to the inventors. It is understood that the following description is provided to make this disclosure sufficient and complete and to convey the spirit of the invention to those skilled in the art. Accordingly, the description is merely illustrative. Those skilled in the art, upon reading the following description, will be able to modify, alter, and substitute the disclosed embodiments as appropriate, without departing from the spirit and teachings of the invention.

[0016] For example, although the following description of the concept for monitoring the operational safety of hydrogen injectors according to the principles of this disclosure is primarily in the context of fuel cell vehicles (and more specifically, fuel cell engines), the invention is not limited thereto. Rather, the safety monitoring concept presented herein can also be applied to other fuel cell applications besides fuel cell engines or fuel cell vehicles. Accordingly, the term "fuel cell system" as used herein is not limited to providing propulsion for vehicles such as vehicles.

[0017] In addition to a fuel supply system (sometimes also called an "anode subsystem") for supplying fuel (e.g., hydrogen), an oxidant supply system for supplying oxidant (e.g., air), and a fuel cell stack for realizing an electrochemical reaction to convert the chemical energy of the fuel into electrical energy, a fuel cell system may also include one or more electronic controllers for managing and controlling the operation of the fuel cell system, and one or more sensors communicatively connected to one or more of the corresponding electronic controllers. The sensors are configured to detect the real-time operating status of the fuel cell system and send detection information about the real-time operating status of the fuel cell system to the communicatively connected electronic controllers. Accordingly, the electronic controllers may be configured with a memory and a processor, on which programs / code for monitoring system operational safety based on the detection information and configuration files associated with the programs / code are stored. When executed by the processor, the programs / code enable programmed management of the fuel cell system's operational safety. In addition to leak prevention monitoring based on fuel delivery flow path nodes, the operational safety management of the fuel cell system may also include monitoring and management of the operational safety of components.

[0018] Figure 1 An embodiment of a method 1 for monitoring the operational safety of a hydrogen injector in a fuel cell system, based on the principles of this disclosure, is illustrated. The hydrogen injector is used in the fuel cell system to supply fuel at a controlled flow rate to the anode inlet of the fuel cell stack so that the stack can provide power output corresponding to indicated demand. Accordingly, the hydrogen injector may be communicatively coupled to, for example, a fuel cell control unit of the fuel cell system, to adjust the fuel flow rate supplied to the anode inlet of the fuel cell stack in response to instructions from the fuel cell control unit and to feed back actual operating information to the fuel cell control unit. The fuel cell control unit may also be communicatively coupled to sensors for detecting the output electrical characteristics of the fuel cell stack (e.g., output current, output voltage, or output power) to receive real-time detection information of the output electrical characteristics of the fuel cell stack from the sensors, thereby enabling closed-loop control based on indicated demand. With the received actual operating information of the hydrogen injector and the real-time detection information of the output electrical characteristics of the fuel cell stack, the fuel cell control unit can monitor the operational safety of the hydrogen injector.

[0019] At step S11, the fuel cell control unit receives real-time detection information on the operating parameters of designated nodes and components of the anode subsystem of the fuel cell system, including the hydrogen injector, as well as real-time detection information on the output electrical characteristics of the fuel cell stack. In one example, the fuel cell control unit may be communicatively coupled to corresponding sensors and receive real-time detection information on the operating parameters of one or more designated nodes and components directly from those sensors. In another example, the fuel cell control unit may obtain real-time detection information on the operating parameters of one or more designated nodes and components from corresponding sensors communicatively coupled to one or more other electronic control units via relay. Alternatively, the fuel cell control unit may obtain the relevant detection information through a combination of the above two methods, depending on the communication configuration and control architecture of the fuel cell system. The detected nodes may be arranged along one or more fuel supply paths supplying fuel to the anode inlet of the fuel cell stack, and the detected components may also include one or more other components for regulating the fuel flow before the fuel reaches the hydrogen injector. Accordingly, the operating parameters of a node may include hydrodynamic characteristics such as pressure and / or flow rate of the fuel flow through the node, and the operating parameters of a component may be any parameter capable of characterizing the amount of electromagnetic excitation or mechanical motion experienced by the component when regulating the fuel flow.

[0020] In step S12, the fuel cell control unit determines, based on the real-time detection information received in step S11, whether there is a leak in one or more fuel supply paths to the stack anode inlet in the anode subsystem.

[0021] In response to determining at step S12 that no leakage has occurred in one or more fuel supply paths to the stack anode inlet in the anode subsystem, then at step S13, the fuel cell control unit diagnoses whether the current performance of the hydrogen injector is normal based on the real-time detection information received at step S11. The diagnosis may be based on a comparison with safety judgment criteria pre-stored in the memory of the fuel cell control unit. In one example, the safety judgment criteria may be related to the instantaneous hydrodynamic boundary conditions of the hydrogen injector, and correspondingly, when the instantaneous hydrodynamic boundary conditions of the hydrogen injector do not meet the pre-determined diagnostic model usage conditions, the fuel cell control unit may determine that the diagnostic model associated with the safety judgment criteria is inapplicable. Therefore, step S13 may include: in response to determining at step S12 that no leakage has occurred in one or more fuel supply paths to the anode inlet of the fuel cell stack in the anode subsystem, determining whether the conditions for using the diagnostic model are met based on the real-time detection information of the operating parameters of the specified nodes and components received at step S11; and in response to determining that the conditions for using the diagnostic model are not met, making a diagnosis that the diagnostic model is not applicable, or in response to determining that the conditions for using the diagnostic module are met, evaluating whether the current performance of the hydrogen injector is within the safe operating range using the diagnostic model based on the real-time detection information of the operating parameters of the hydrogen injector and the real-time detection information of the output electrical characteristics of the fuel cell stack received at step S11, and making a diagnosis on whether the current performance of the hydrogen injector is normal based on the evaluation.

[0022] Subsequently, at step S14, the fuel cell control unit sends the diagnostics made in step S13 to one or more other electronic control units communicating with it, so that these other electronic control units can perform further safety management based on the monitoring of the hydrogen injector's operational safety by the fuel cell control unit. In one example, the fuel cell system can be used to provide driving power to a vehicle, and accordingly, the fuel cell control unit can communicate with the vehicle's central control unit and report on the operational safety of the hydrogen injector and even the entire fuel cell system to the central control unit, so that the central control unit can perform safety management of the vehicle's operation based on the corresponding safety monitoring reports. In another example, the fuel cell control unit can upload real-time monitoring reports to a cloud platform to enable online monitoring of the operational safety of the fuel cell system and fuel cell system components such as hydrogen injectors, providing usable real-time data for subsequent updates, maintenance, fault diagnosis, accident analysis, and algorithm improvements.

[0023] Although the method for monitoring the operational safety of a hydrogen injector according to the principles of this application has been described above in conjunction with a fuel cell control unit, other electronic control units in the fuel cell system, and especially in the anode subsystem of the fuel cell system in which the hydrogen injector is located, are also considered.

[0024] Figure 2 The diagram illustrates the possible methods, such as... Figure 1 The method shown is an example configuration of the anode subsystem of a fuel cell system for monitoring the operational safety of the hydrogen injector. (As illustrated...) Figure 2 As shown, the anode subsystem 100 is fluidly connected between the fuel storage system 500 and the fuel cell stack 300 and configured to supply fuel from the fuel storage system 500 to the anode inlet 320 of the fuel cell stack 300 and to recycle fuel in the anode exhaust gas discharged from the anode outlet 340 of the fuel cell stack 300 back to the anode inlet 320. Accordingly, in Figure 2 In the example, the anode subsystem 100 includes a hydrogen injector 110 for supplying fuel at a controlled flow rate to the anode inlet 320, a water separator 130 for separating droplets and / or water vapor in the anode exhaust gas discharged from the anode outlet 340 from other gases, a hydrogen recirculation pump 150 for driving the gas exiting the water separator 130 into the hydrogen injector 110 for recirculation back to the anode inlet 320, and a communicative connection between the hydrogen injector 110 and the hydrogen recirculation pump 150 (e.g., Figure 2 (dashed line) and configured as an electronic control unit 180 for managing and controlling the operation of the anode subsystem 100.

[0025] The electronic control unit 180 can also communicate with multiple sensors distributed at different nodes in the fuel supply flow path of the anode subsystem 100, and with the controller 520 of the fuel storage system 500. The fuel storage system 500 includes a fuel tank 510 with an integrated electromagnetic control valve, and a controller 520 communicatively connected to the electromagnetic control valve of the fuel tank 510 and to a first sensor P1 for detecting the output fuel pressure of the fuel storage system 500. Optionally, other components for regulating the pressure and / or flow rate of the fuel flow, such as pressure reducing valves and shut-off valves, may be arranged in the fuel supply flow path from the fuel tank 510 to the hydrogen injector 110. To avoid visual clutter, these components are not shown. Figure 2 However, it is still considered. Accordingly, the positions of multiple sensors, such as the first sensor P1, are shown schematically. Figure 2This is merely an example. Specifically, a second sensor P2, shown as being arranged downstream of the first sensor P1 in the fuel flow direction from fuel tank 510 to hydrogen injector 110, is configured to detect the inlet pressure of hydrogen injector 110 and is arranged adjacent to the first inlet of hydrogen injector 110 for receiving fuel from fuel tank 510. A third sensor P3, shown as being arranged in the fuel supply flow path from hydrogen injector 110 to anode inlet 320, is configured to detect the pressure of the fuel flow supplied to the anode inlet and is arranged adjacent to anode inlet 320. Similarly, a fourth sensor P4, shown as being arranged in the fuel recirculation flow path from anode outlet 340 to water separator 130, is configured to detect the pressure of anode exhaust gas discharged from anode outlet 340 of the fuel cell stack and is arranged adjacent to anode outlet 340. Although only three sensors are shown arranged in... Figure 2 In the anode subsystem, however, depending on the requirements, more or even fewer sensors may be deployed in the anode subsystem.

[0026] When the fuel cell system is activated, fuel is supplied from fuel storage system 500 (more specifically, fuel tank 510) to the anode inlet 320 of fuel cell stack 300 to allow an electrochemical reaction to occur in fuel cell stack 300 to generate electricity. Unconsumed fuel can be discharged from anode outlet 340 of fuel cell stack 300 and recycled back to anode inlet 320 via hydrogen injector 110. In response to a received power request for the fuel cell stack, the required fuel cell (output) current (hereinafter referred to as "fuel cell current") is calculated, and based on the required fuel cell current, the required fuel mass flow rate is calculated based on the conservation of charge. Further, based on the operating characteristic curve of the hydrogen injector, the excitation current required to be applied to the hydrogen injector, and more specifically to the hydrogen injector solenoid valve used to control the fuel flow rate output from the hydrogen injector, to meet the power request can be determined. In practice, the actual fuel cell stack current may deviate slightly from the expected stack current due to variations in upstream and downstream fluid dynamics boundary conditions, the nonlinear hydrodynamic-electrochemical coupling at the anode inlet, and changes in the instantaneous performance of the hydrogen injector. The desired stack (output) power can be achieved by detecting the winding current of the hydrogen injector, and more specifically, the solenoid valve winding current (also referred to herein as "hydrogen injector current" or "injector current"), and implementing feedback closed-loop control.

[0027] Figure 3A , Figure 3B and Figure 3C The diagrams illustrate the use of... Figure 2 The measured hydrogen injector current I during real-vehicle testing of fuel cell vehicles with anode subsystems HGI (Vertical axis) and stack current I stack (Horizontal axis) at different hydrogen injector inlet pressures Figure 3A ), hydrogen circulation pump speed ( Figure 3B ) and anode inlet pressure ( Figure 3C The correspondence under the given conditions. For example... Figures 3A-3C As shown, generally, when the stack current is small, the nonlinear relationship is more pronounced (indicating that changes in hydrodynamic boundary conditions and the nonlinear effects of hydrodynamic-electrochemical coupling are more dominant within this range), and the corresponding measured injector current distribution is wide for the same stack current. However, when the stack current increases to a certain threshold, the hydrogen injector current and the stack current exhibit a more stable linear relationship. In particular, reference... Figure 3D The figure shows the hydrogen injector current I for the same fuel cell current greater than the threshold value. HGI The relationship between the vertical axis and vehicle mileage (horizontal axis). From Figure 3D It is easy to see that after the fuel cell stack current exceeds a certain threshold, for the same fuel cell stack current, the hydrogen injector current remains essentially constant and stabilizes within a limited fluctuation range. (See also...) Figures 3A-3C The variation in grayscale indicates the changes in the hydrodynamic boundary conditions upstream and downstream of the hydrogen injector (specifically, the hydrogen injector inlet pressure and the hydrogen circulation pump speed together represent the upstream hydrodynamic boundary conditions, and the anode inlet pressure represents the downstream hydrodynamic boundary conditions). It is readily apparent that after the fuel cell current exceeds a certain threshold, the fuel cell current changes accordingly with the changes in the upstream and downstream boundary conditions. However, the fluctuation range of the measured hydrogen injector current corresponding to the same fuel cell current remains essentially unchanged with the changes in the upstream and downstream hydrodynamic boundary conditions. Therefore, this fluctuation range can be used to identify the normal performance status of the hydrogen injector and, correspondingly, the safe operating range of the hydrogen injector.

[0028] Figure 4 The diagram illustrates the available options in... Figure 1 The method uses a range map to diagnose whether the performance of a hydrogen injector is normal. This map can be based on, in practice, such as... Figures 3A-3D The data is created using the measured data shown. Specifically, as... Figure 4 As shown, the mapping diagram used to diagnose whether the hydrogen injector is functioning properly can define the applicable stack current range for the diagnosis, for example... Figure 4 The stack current I shown stack The range from I1 to I2. When the measured stack current does not fall within the current range applicable to the mapping diagram, the electronic control unit (e.g., the fuel cell control unit) can determine that the diagnostic model constructed from the measured data corresponding to the mapping diagram is not suitable for diagnosing the hydrogen injector performance under this operating condition, and can accordingly report that the model is inapplicable to allow for reliable diagnosis. Furthermore, although in Figure 4 The intervals shown are those of the hydrogen injector current range corresponding to the performance safety range O1. These intervals remain essentially constant with changes in the stack current; however, as the fuel cell system ages, the specific intervals may vary depending on measured data of the hydrogen injector and a comprehensive evaluation of the system performance. On the other hand, although... Figure 4 The diagram shown is a performance status map based on hydrogen injector current and stack current. However, other operating parameters of the hydrogen injector and other output electrical characteristics of the stack can also be used to build a diagnostic model without departing from the principles of this disclosure. For example, based on measured data, a performance status map based on hydrogen injector current and stack power can be created, and this map can be used during fuel cell system operation to diagnose the operational safety of the hydrogen injector.

[0029] Figure 5 An example of a method for monitoring the performance of a hydrogen injector during operation of a fuel cell system, based on the principles of this disclosure, is illustrated. Figure 5 Method 2 shown can be programmed into a program / instruction, and the program / instruction can be stored in, for example... Figure 2 The memory of the electronic control unit 110 shown is used to automatically perform safety monitoring of the hydrogen injector by the processor of the electronic control unit 110 of the anode subsystem 100 during operation of the fuel cell system.

[0030] In step S21, real-time detection information for the hydrogen injector current and the fuel cell current, as well as real-time detection information for condition parameters related to the applicability of the diagnostic model, are acquired. Figure 2 In the example shown, the conditional parameters may include at least the output fuel pressure of the fuel storage system, the hydrogen injector inlet pressure, the hydrogen circulation pump speed, and the anode inlet pressure. Optionally, the conditional parameters may also include the anode outlet pressure and other time-dependent variables characterizing the usage duration of the anode subsystem.

[0031] Subsequently, in step S22, based on the real-time detection information obtained in step S21, it is determined whether the diagnostic model is suitable for diagnosing the current performance status of the hydrogen injector. In one example, when the real-time detection information of all condition parameters meets the predetermined applicability criteria, it can be determined that the diagnostic model is suitable for diagnosing the current performance status of the hydrogen injector. If the applicability criteria associated with at least one condition parameter are not confirmed to be met, it can be determined that the diagnostic model is not suitable for diagnosing the current performance status of the hydrogen injector. Furthermore, the applicability criteria associated with each condition parameter may also be related to the stack current, so that the applicability criteria of the diagnostic model change accordingly with changes in the stack current. Based on this, interference from faults or failures of other nodes or components in the anode subsystem can be filtered out and avoided, and on the other hand, whether leaks have occurred in other parts of the hydrogen supply besides the hydrogen injector can be confirmed.

[0032] Then, in step S23, in response to determining that a diagnostic model is applicable, the current performance status of the hydrogen injector is diagnosed using the diagnostic model. For example, if the hydrogen injector current I obtained in step S21... HGI and the stack current I stack The real-time detection value falls into such Figure 4 If the performance is within the safety range O1 shown, the current performance of the hydrogen injector can be determined to be normal. Alternatively, if the hydrogen injector current I obtained at step S21... HGI and the stack current I stack The real-time detection value falls into such Figure 4 If the performance degradation range O2 shown in the figure is within the range, it can be determined that the current performance of the hydrogen injector is abnormal.

[0033] Accordingly, in step S24, the diagnosis made in step S23 is reported and real-time detection information related to the diagnosis is output. Thus, based on the real-time diagnosis of the hydrogen injector's performance status, the operational safety of the hydrogen injector can be monitored and safety incidents caused by unexpected failures or malfunctions of the hydrogen injector can be prevented. Furthermore, in response to the detection of abnormal hydrogen injector performance, the user can be alerted in advance so that components can be repaired and safety hazards eliminated in a timely manner, thereby ensuring the safe use of the fuel cell system.

[0034] Although the method for monitoring the performance of a hydrogen injector according to the principles of this application has been described in conjunction with the best practices known to the inventors, those skilled in the art may modify, substitute, vary and / or combine the features specifically described above as appropriate without departing from the spirit and teachings of this disclosure, while still falling within the scope of this invention.

Claims

1. A method for monitoring the performance of a hydrogen injector during operation of a fuel cell system, comprising at least the following steps: SS1, acquires first real-time detection information on the operating parameters of the hydrogen injector and second real-time detection information on the output electrical characteristics of the fuel cell system; and SS2. Based on the first and second real-time detection information obtained in step SS1, the current performance of the hydrogen injector is diagnosed.

2. The method for monitoring the performance of hydrogen injectors during operation of a fuel cell system according to claim 1, wherein, The operating parameters of the hydrogen injector are the injector current that regulates the fuel flow rate output from the hydrogen injector, and / or the output electrical characteristics of the fuel cell system are the output current or output power of the fuel cell stack.

3. The method for monitoring the performance of hydrogen injectors during operation of a fuel cell system according to claim 1 or 2, wherein, Step SS2 includes sub-step SS21: when the first real-time detection information falls within the performance safety range corresponding to the second real-time detection information, diagnose that the current performance of the hydrogen injector is normal; Alternatively, when the first real-time detection information falls within the performance degradation range corresponding to the second real-time detection information, the current performance abnormality of the hydrogen injector can be diagnosed.

4. The method for monitoring the performance of hydrogen injectors during operation of a fuel cell system according to claim 3, wherein, Step SS2 also includes a sub-step SS20 preceding sub-step SS21: confirming whether the performance safety range or the performance degradation range is applicable to the diagnosis of hydrogen injector performance under the current operating conditions of the fuel cell system.

5. The method for monitoring the performance of hydrogen injectors during the operation of a fuel cell system according to claim 4. in, The method further includes step SS0: acquiring third real-time detection information on the hydrodynamic parameters of nodes and / or components upstream and downstream of the hydrogen injector along the fuel supply flow path, and Sub-step SS20 includes: when the third real-time detection information does not meet the applicable judgment conditions related to the performance safety range or the performance degradation range, determining that the performance safety range or the performance degradation range is not applicable to diagnosis, and skipping sub-step SS21.

6. The method for monitoring the performance of hydrogen injectors during operation of a fuel cell system according to claim 5, wherein, The third real-time detection information includes at least the inlet pressure of the hydrogen injector, the rotational speed of the hydrogen circulation pump at the anode of the fuel cell system, the inlet pressure of the anode of the fuel cell stack, and the hydrogen pressure output from the fuel storage system to the anode subsystem of the fuel cell system, and / or the applicable judgment conditions are related to the second real-time detection information.

7. The method for monitoring the performance of hydrogen injectors during operation of a fuel cell system according to claim 5, wherein, Step SS0 includes an optional sub-step SS01: based on third real-time detection information, determine whether a leak and / or malfunction has occurred in any part of the fuel supply flow path other than the hydrogen injector.

8. The method for monitoring the performance of a hydrogen injector during operation of a fuel cell system according to claim 6 or 7, wherein, The method further includes step SS3: reporting the diagnosis made in step SS2 and outputting first, second and third real-time detection information related to the diagnosis.

9. A computer program product, comprising a computer program / instructions, characterized in that... When the computer program / instructions are executed by the processor, they implement the steps of the method as described in any one of claims 1-8.

10. An electronic control unit for a fuel cell system, comprising a memory and a processor, wherein, The memory stores the computer program product as described in claim 9, and in response to the activation of the fuel cell system, the computer program product is executed by the processor to implement the steps of the method as described in any one of claims 1-8. Optionally, the electronic control unit is a fuel cell control unit configured for managing and controlling the operation of the fuel cell system.

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