SYSTEM AND METHOD FOR PREDICTING A VOLTAGE SHUTDOWN CONTROL OUTAGE IN A FUEL CELL ELECTRIC VEHICLE

Abstract

A vehicle system for a fuel cell electric vehicle (FCEV) includes a fuel cell system comprising a fuel cell stack and one or more controllers configured to inject reactants into the fuel cell stack from a power-saving controller of the fuel cell system prior to the application of an accelerator pedal in response to a driving intention operation at a vehicle component from a variety of vehicle components.

Description

AREA OF TECHNOLOGY

[0001] The present disclosure relates generally to a system or method for controlling power generated by a fuel cell system of a fuel cell electric vehicle (FCEV). GENERAL STATE OF THE ART

[0002] A fuel cell electric vehicle (FCEV) includes one or more fuel cell stacks that provide electrical power to propel the FCEV. The fuel cell stack is an electrochemical device that converts the chemical energy of a fuel (e.g., hydrogen) and an oxidizer (e.g., oxygen) into electrical energy, with water as a byproduct. In some applications, the FCEV may also include a high-voltage battery pack to provide electrical power to drive the FCEV, either separately or in combination with the fuel cell stacks.

[0003] During periods when the FCEV is parked and idling, the FCEV can be operated under voltage suppression control to prevent or restrain the electrochemical reaction and limit deterioration of the fuel cell stack. SUMMARY

[0004] In one form, the present disclosure relates to a vehicle system for a fuel cell electric vehicle (FCEV). The vehicle system comprises a fuel cell system and one or more controllers. The fuel cell system includes a fuel cell stack. The one or more controllers are configured to inject reactants into the fuel cell stack from a plurality of vehicle components prior to the application of an accelerator pedal in response to a driving intention operation at a vehicle component.

[0005] In one form, the present disclosure relates to a method for controlling a fuel cell electric vehicle (FCEV) comprising a fuel cell system. The method involves closing an injection valve to prevent the injection of reactants into a fuel cell stack of the fuel cell system for power-saving control, and opening the injection valve to inject reactants into the fuel cell stack prior to the actuation of an accelerator pedal in response to a driving intention operation at a vehicle component from a plurality of vehicle components.

[0006] In one form, the present disclosure relates to a vehicle control system for a fuel cell electric vehicle (FCEV) that includes a fuel cell system.The vehicle control system includes a processor and a non-transient computer-readable storage medium containing programming instructions configured to cause the processor to implement a procedure for controlling the FCEV, wherein the programming instructions include instructions to: close an injector to prevent the injection of reactants into a fuel cell stack of the fuel cell system for power-saving control in response to the detection of a park state and a park-idle intention operation on a vehicle component from a plurality of vehicle components, and open the injector to inject reactants into the fuel cell stack prior to the actuation of an accelerator pedal in response to a drive intention operation on a vehicle component from the plurality of vehicle components.The park-idle intent process includes at least one of the following: opening a door panel, closing a side mirror, unfolding an interior folding table, positioning the FCEV at a desired destination, or releasing a seatbelt. The drive intent process includes at least one of the following: adjusting a side mirror, fastening a seatbelt, adjusting a seat to a driving position, activating a navigation application to a selected destination, or closing an interior folding table. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 illustrates an example fuel cell electric vehicle (FCEV); Fig. Figure 2 is an example block diagram of a fuel cell system; and Fig. Figure 3 is a flowchart of an example power-saving routine. DETAILED DESCRIPTION

[0007] Depending on the requirements, detailed embodiments of the present invention are disclosed here; however, it is understood that the disclosed embodiments are merely exemplary of the invention, which can be implemented in various and alternative forms. The figures are not necessarily to scale; some features may be greatly enlarged or reduced to show details of specific components. Therefore, specific constructive and functional details disclosed in this document are not to be interpreted as limiting, but merely as a representative basis to teach those skilled in the art the diverse applications of the present invention.

[0008] During certain operations, a fuel cell system in an electric vehicle (FCEV) operates in a voltage suppression mode when the FCEV is in park and power demand is low. This is done to extend the fuel cell system's lifespan or reduce wear. However, in voltage suppression mode, water can accumulate in fluid passages due to the low flow of reactant gases, which typically carry away water. When the FCEV leaves park and experiences rapid acceleration, this water can restrict the reactant flow, potentially leading to poor performance or even a shutdown of the fuel cell system. Some FCEVs may be configured to increase reactant flows at set intervals to periodically remove the water. However, if the reactant gas flow increases too much, the fuel cell system may prematurely exit voltage suppression mode.And if the power demand remains low, the voltage of the fuel cell system can rise to a level close to the open-circuit voltage, which can cause wear and tear on the fuel cell system.

[0009] In one form, the present disclosure relates to a system or method for controlling the FCEV to exit a power-saving control mode (e.g., a voltage suppression mode) by injecting fuel and / or air (e.g., reactants) into a fuel cell stack of the fuel cell system before an accelerator pedal is actuated in response to a driving intention operation of a vehicle component of the FCEV. The driving intention operation is defined as an operation of a vehicle component that occurs before the FCEV is placed into a driving state or accelerates. In a non-limiting example, the driving intention operation may include at least one of the following: actuating a side mirror, fastening a seatbelt, adjusting a seat to a driving position, activating a route guidance application to a selected destination, or closing a folding table inside the vehicle.By monitoring various vehicle components to detect the driving intention process, the system is able to predict whether the FCEV is about to be driven and remove any potential water accumulation before the FCEV accelerates.

[0010] With reference to Fig. Figure 1 includes an exemplary fuel cell electric vehicle (FCEV) 100 comprising a fuel cell system (FCS) 102 and a battery pack 104 (e.g., a traction battery), which form at least a sub-section of a power system 106 of the FCEV 100. The FCS 102 and the battery pack 104 can be operated independently to provide electrical energy for powering the FCEV 100 via a drive system 110. In one form, components / systems of the FCEV 100 can communicate using a vehicle communication network 111 (e.g., a wireless network or a wired network, such as a controlled area network).

[0011] In one form, the drive system 110 includes, among other components, a drivetrain system 112, which has one or more electric machines (EMs) 114 capable of operating as an electric motor and as a generator. As an electric motor, the EM 114, which is mechanically connected to a gearbox (not shown), provides propulsion and deceleration capability for the FCEV 100. When functioning as a generator, the EM 114 can recover energy that would normally be lost as heat in a friction braking system (not shown) to recharge the battery pack 104.

[0012] The FCS 102 comprises one or more fuel cell stacks, where a fuel cell stack comprises a plurality of fuel cells electrically connected in series. As described in more detail in this document, the FCS 102 converts hydrogen fuel into electrical energy, which is used by the EM 114 to power the FCEV 100 and / or to recharge the battery pack 104. Fig. 1 Dashed lines represent power lines for high electrical power, and solid lines indicate control signals or data communication.

[0013] The FCS 102 and the battery pack 104 can be electrically connected to the EM 114 via a power electronic module (PEM) 116, which may include, among other components, an inverter and a direct current (DC)-DC converter. In one form, the PEM 116 is configured to transfer electrical energy from the FCS 102 to the EM 114. For example, the FCS 102 may provide direct current (DC) energy, while the EM 114 may require three-phase alternating current (AC) energy to operate. The PEM 116 can convert the electrical energy from the FCS 102 into an electrical energy form compatible with powering the EM 114 or, in some applications, charging the battery pack 104.In this way, the FCEV 100 can be configured to be powered by the FCS 102 using electrical energy.

[0014] The battery pack 104 stores electrical energy for use by the EM 114 to power the FCEV 100. The battery pack 104 can also be electrically connected to the EM 114 via the PEM 116. The PEM 116 can provide the capability to transfer electrical energy bidirectionally between the battery pack 104 and the EM 114. In this way, the FCEV 100 can also be configured to be powered using the battery pack 104 alone or in combination with the FCS 102. Furthermore, in a regeneration mode, the PEM 116 can convert AC electrical energy from the EM 114, which is acting as a generator, into DC electrical energy compatible with the battery pack 104.

[0015] With reference to Fig. Figure 2 includes an exemplary FCS 102 comprising a fuel cell stack 202, a hydrogen supply / return system (hydrogen SRS) 204 for supplying hydrogen fuel to an anode side of the fuel cell stack 202, and an air supply / return system (air SRS) 206 for supplying air to a cathode side of the fuel cell stack 202. The fuel cell stack 202 includes multiple fuel cells arranged in series and having anode elements to define the anode side 210 and cathode elements to define the cathode side 212, with an electrolyte section (not shown) located in the center. While one fuel cell stack 202 is illustrated for simplicity, the FCS 102 can include more than one fuel cell stack 202.

[0016] In one form, the hydrogen SRS 204 includes a hydrogen tank 214 for storing the hydrogen fuel, a control valve 216 (e.g., a hydrogen pressure control valve) that can be operated to control the fuel flow from the tank 214, and an injection valve 218 that can be operated to supply fuel toward the fuel cell stack 202. In some applications, an anode supply distributor 220 supplies the fuel to the fuel cell stack 202 via the injection valve 218. It is understood that the hydrogen SRS 204 can include additional components, such as sensors arranged on the tank 214 and along a fuel line that fluidically couples the tank 214 and the fuel cell stack 202 to measure fuel properties (e.g., temperature and / or pressure).

[0017] In one form, the air-based SRS 206 includes a compressor 222 for drawing in and supplying air to the fuel cell stack 202 via an intercooler 224 to cool the air from the compressor 222. In some versions, a humidifier 226 is provided to condition the air supplied to the fuel cell stack 202 and the air returned from the fuel cell stack 202. A bypass valve 228 may be provided to bypass the humidifier 226, allowing air to flow from the intercooler 224 to the fuel cell stack 202. In other variations, air is introduced via a cathode supply manifold 230. The air SRS 206 can include other components, such as an air filter 232 upstream of the compressor 222 and one or more sensors arranged between an inlet that draws air into the air SRS 206 and the cathode supply distributor 230 (e.g., temperature sensor and / or pressure sensor).

[0018] During operation, hydrogen is injected into the anode side 210 via the injection valve 218, and air is injected into the cathode side 212, causing hydrogen molecules to split into electrons and protons. The protons pass through the electrolyte section, and the electrons flow through a circuit that generates an electric current and heat. On the cathode side 212, the protons, electrons, and oxygen combine to form water as a byproduct. Arrow 240 provides an example fuel flow to the fuel cell stack 202 along the hydrogen SRS 204, and arrows 242 provide an example air flow to the fuel cell stack 202 along the air SRS 206.

[0019] From the fuel cell stack 202, the byproduct from the anode side 210 is routed via a recirculation manifold 244 and a purge valve 248 out of the fuel cell stack 202 to an exhaust. A portion of the byproduct from the anode side 210 is routed via a recirculation line 245 towards the anode supply manifold 220. The recirculation can be driven by a recirculation fan (not shown) or by a suction jet pump 219. In addition to the byproduct, the recirculation manifold 244 is also configured to remove residual gases and water supplied to the recirculation manifold 244. The flow of byproduct / additional hydrogen along the hydrogen SRS 204 to the exhaust is illustrated by arrow 250.

[0020] The byproduct from the cathode side 212 of the fuel cell stack 202 is routed via a recirculation manifold 246 to an exhaust. In addition to the recirculation manifold 246, the air SRS 206 may also include an electronic throttle body 234. The flow of the byproduct / air in the air SRS 206 is illustrated by arrows 252.

[0021] As noted above, the fuel cell stack 202 comprises a series connection of multiple fuel cells. The voltage of each fuel cell can depend on various factors, including, but not limited to, the cell temperature, membrane humidity, pressure, anode hydrogen quantity, airflow rate, and / or the generated electrical current. In a non-restrictive example, the voltage of the fuel cell stack 202 can be the sum of all the voltages of the individual fuel cells. Likewise, each fuel cell can have the same current, and the electrical current of the fuel cell stack 202 can be derived as the same current as the current of each individual fuel cell. Accordingly, the power provided by the fuel cell stack 202 can be equal to the voltage of the fuel cell stack 202 multiplied by the current of the fuel cell stack.

[0022] With continued reference to Fig. Figure 1 includes the drive system 110 in a form of a control system 118, which has one or more controllers for controlling and monitoring the operation of the FCS 102 and the battery pack 104. In a non-restrictive example, the control system 118 is configured to include a drive controller 120 to determine a drive demand based, for example, on the state of charge of the battery pack 104, the voltage and current of the FCS 102, the position of a brake pedal 121 detected by a brake pedal sensor 122, and / or the position of an accelerator pedal 123 detected by an accelerator pedal sensor 124. Using stored algorithms, the control system 118 determines the amount of power required to meet a drive demand and controls the FCS 102 and / or the battery pack 104 to generate the required power.In a non-restrictive example, the control system 118 draws power from the FCS 102, the battery pack 104, or both the FCS 102 and the battery pack 104.

[0023] The FCEV 100 may be in a parked state at times, meaning no power is required to move it. During this period, the control system 118 can perform power conservation control (PCC) 150 to ensure that the FCS 102 generates little to no power. Specifically, PCC 150 allows the control system 118 to prevent hydrogen and / or air from being injected into the fuel cell stack 202 by controlling the state of the valves 216. PCC 150, which can also be referred to as a voltage suppression mode, can preserve the lifetime of the fuel cell stack 202. In the following text and in the claims, the term "reactant" can be used to refer to hydrogen, air, or both.

[0024] In determining when to exit PCC 150, the control system 118 is configured to detect a drive intention operation at a vehicle component, the drive intention operation generally occurring before the application of the accelerator pedal 123, which can also be referred to as the gas pedal. In a non-restrictive example, the drive intention operation includes at least one of the following: adjusting a side mirror, fastening a seat belt, adjusting a seat to a ready-to-drive position, activating a route guidance application to a selected destination, or closing an interior table. The drive intention operation can be detected by various components / systems, such as, but not limited to, a body system 130, a navigation system 132, and a passenger compartment system 134.

[0025] The following examples, although specific examples are provided for monitoring the state of vehicle components and / or detecting a driving intention, may be used for other suitable techniques and / or vehicle components. In a non-restrictive example, if the FCEV 100 is equipped with a driver attention detector that uses a vision system to monitor driver drowsiness or alertness, the driver attention detector may be used to detect a driving intention. For example, a driving intention might involve detecting the driver's gaze as focused and directed at the road after previously detecting the driver's gaze as absent or unfocused.In yet another example, the steering wheel of the FCEV 100 may be equipped with touch sensors to detect the driver's hands, and a driver intent operation may involve the detection of at least one hand on the steering wheel, indicating the driver's intent to operate the FCEV 100.

[0026] In some configurations, the 118 control system is configured to exit the PCC 150 when a driving intent operation is detected, or a combination of driving intent operations is detected. For example, a driving intent operation can be detected as soon as the seatbelt is fastened, or when the driver's seat is in a driving position and a destination is provided to the navigation system.

[0027] In one form, the body system 130 is configured to detect and / or control the position of various exterior components of the FCEV, such as one or more door panels 140 and / or one or more side mirrors 142, and may include a body control module (BCM) 143 to detect and / or control the position of exterior components. Before driving, a passenger may close one or more door panels 140 of the FCEV 100, where the door panel 140 may include, among other things, a trunk, a passenger door for entering a passenger compartment, and / or a hood. In a non-restrictive example, the driving intention action specifies closing the door panel 140, and the body system 130 uses a panel sensor 144 (e.g., a position sensor) provided on the door panel 140 to detect whether the door panel 140 is open or closed.

[0028] In some aspects, the passenger can adjust the side mirrors 142 before driving using a mirror user interface (UI) 146, which is generally provided in the passenger compartment (e.g., buttons provided near a driver's seat). In a non-restrictive example, the BCM 143 detects the position of the side mirror 142 by defining a nominal position or nominal coordinate of the mirror 142 and tracks a current position of the mirror 142 based on the movement of the mirror 142 caused by a motor attached to the mirror 142 in response to the operation of the mirror UI 146. The BCM 143 can also track a position of the mirror 142 using some type of position sensor.In one form, the position of mirror 142 can be used as a driving intention action in response to the fact that the position is within a driving view position range, which is defined as a range of positions in which the side mirror can be provided when the FCEV 100 is to be driven. In a non-restrictive example, the position can be provided as an angle and / or identified in a multidimensional space.

[0029] In another variation, in addition to or instead of a position / angle of the mirror 142, the driving intention action can be detected when the side mirror moves from a folded-in to an unfolded state, which can be controlled by the BCM 143. That is, some BCMs 143 can fold the mirror 142 towards the door panel 140 when, for example, the FCEV 100 is switched off, locked, or in response to the activation of a defined button part of the mirror UI 146. An activation or movement of the mirror 142 from the folded-in to the unfolded state can indicate that the FCEV 100 is to be put into driving mode.

[0030] The Navigation System 132 is configured to define a route to a desired destination entered by a passenger. In a non-restrictive example, the Navigation System 132 can be integrated into the FCEV 100, using dedicated navigation user interfaces (e.g., buttons, a graphical navigation user interface displayed on a touchscreen) to input the destination. In another example, the Navigation System 132 is supported by a software app on a portable computing device (e.g., a smartphone) communicating with the FCEV 100, either instead of or in addition to a separate dedicated navigation system. In one form, entering a desired destination indicates that the FCEV 100 should move into a driving state and can thus be used to specify a driving intention operation.

[0031] The passenger compartment system 134 is configured to detect the operation of one or more vehicle components provided in a passenger compartment and includes a cabin control module (CCM) 151. In a non-restrictive example, the vehicle component may include the passenger seat 152, a seat belt 154 and / or a folding table 156.

[0032] In one embodiment, the seat 152 is equipped with an electric motor (not shown) to move the seat 152 in one or more positional directions using a seat user interface (UI) 158. A positional movement of the seat 152 can establish a vertical position (seat height), a backrest tilt (e.g., adjusting the backrest angle), and / or a horizontal position to adjust how close the seat 152 is to a steering wheel. In a non-restrictive example, the CCM 151 is able to detect the position of at least one driver's seat, for example, based on data from sensors and / or a movement of the seat 152 from a neutral position.

[0033] In some variations, the CCM 151 is configured to store position information for a user's desired seating position and to control the electric motor to place the seat 152 in the desired position in response to the operation of a defined seat UI 158, which is associated with the stored position information. Accordingly, a driving intention action can be detected when a passenger in the driver's seat presses the button that defines their desired seating position (e.g., a driving position). In another variation, the position of the driver's seat 152 is generally upright before driving, and the CCM 151 is configured to detect when the seat 152 is moved from flat to upright (e.g., into a driving position), which indicates a driving intention action.

[0034] In one form, the CCM 151 is configured to detect whether the seat belt 154 is connected to a belt fastening element 160, for example using a seat belt sensor 162 or other suitable known techniques. If the seat belt is unfastened after parking and then fastened, the CCM 151 detects such a change, which can be used to indicate a driving intention.

[0035] In the case that the FCEV 100 includes the folding table 156, the CCM 151 is configured to detect, using a table position sensor 164, which is provided, for example, at the storage compartment of the table 156, whether the table 156 is unfolded or stowed. A driving intention action can be indicated if the table 156 is unfolded after parking and then stowed away.

[0036] In some aspects, the control system 118 is configured to detect, when the FCEV 100 is under drive control, whether the FCEV 100 should enter the PCC 150 based on one or more park-idle intention operations at a vehicle component. For example, the control system 118 is configured to enter the PCC 150 in response to the detection of a park state of the FCEV 100 and a park-idle intention operation at the vehicle component from among the many vehicle components using the body system 130, the navigation system 132, and / or the passenger compartment system 134, in order to prevent the injection of reactants into the fuel cell stack 202.The Park Neutral Intention Procedure includes at least one of the following: opening the door panel 140, closing a side mirror 142, unfolding the folding table 156, placing the FCEV 100 at the desired destination; or releasing the seat belt from the seat belt anchor point.

[0037] In addition to the vehicle being parked, and in addition to or instead of detecting the park idle intention process, the control system 118 is further configured to enter PCC 150 in response to the battery pack 104's state of charge (SOC) being greater than or equal to an SOC threshold. That is, PCC 150 would only start when the battery pack 104 is sufficiently charged, as defined by the SOC threshold (e.g., 50%, 45%, 60%).

[0038] With reference to Fig.Figure 3 provides an example of a power-saving routine 300, which is carried out by the control system 118 when the FCEV 100 is switched on. In operation 302, for example, the system 118 determines whether the FCEV 100 is in park based on the position or operation of the gearshift lever (not shown).

[0039] In process 304, the system 118 obtains information regarding vehicle components using the vehicle communication network 111. In a non-restrictive example, the information may include the status of the seat belt 154 (fastened or unfastened), the position of a driver's seat 152, the position of the side mirror 142, the position of the folding table 156, or destination information.

[0040] In process 306, system 118 determines whether a park-idle intention process is detected by at least one component. In a non-restrictive example, the park-idle intention process includes at least one of the following: opening the door panel 140, closing the side mirror 142, unfolding the folding table 156, positioning the FCEV at a desired destination, or releasing the seatbelt 154.

[0041] If at least one intentional park idle operation is detected, system 118 enters power saving control at operation 308 to limit or prevent the power production of FCS 102.

[0042] In process 310, the system 118 obtains information regarding one or more vehicle components and, in process 312, determines whether a driving intention action is being detected with respect to one or more vehicle components. That is, using the previously and most recently obtained information, the system 118 determines whether the state of a vehicle component has changed. As specified in more detail above, the driving intention action can include, among other things, at least one of the following: adjusting a side mirror, fastening a seatbelt, adjusting a seat to a driving position, activating a route guidance application to a selected destination, or closing a folding table inside the vehicle.

[0043] In process 314, in response to the detection of the driving intention process, system 118 leaves PCC 150 to transition to drive control. That is, based on the change in the state of one or more vehicle components, which generally occurs before the accelerator pedal 123 is depressed, system 118 anticipates that the FCEV 100 will begin to move. In a specific way, prior to the accelerator pedal 123 being pressed, system 118 controls valves of FCS 102 to inject reactants into the fuel cell stack 202 to remove any potential water accumulation.

[0044] In process 316, system 118 determines whether the FCEV 100 is in a driving state. That is, system 118 confirms whether the FCEV 100 is actually entering a driving state by, for example, detecting that a gearshift lever is moved to the driving position and / or that the accelerator pedal 123 is pressed. If the driving state is detected, system 118 returns to 302.

[0045] If the FCEV 100 is not in driving mode, the system 118 obtains information regarding the vehicle component(s) at operation 320 and returns to operation 306 to determine whether the park-idle intention operation is being detected.

[0046] Routine 300 is just one example, and the power-saving routine 300 can be configured in other suitable ways. In one non-restrictive example, in addition to or instead of initiating the Park Idle Intention process detection, system 118 is configured to enter PCC 150 when the FCEV 100 is parked and powered on for a predetermined period (e.g., 45 seconds, 2 minutes). In another variation, system 118 can confirm that the battery pack 104's state of charge (SOC) is greater than or equal to the charging threshold before entering PCC 150.

[0047] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms according to the invention. Rather, the terms used in the description are descriptive and not limiting, and it is understood that various modifications can be made without deviating from the essence and scope of the invention. In addition, the features of different implementing embodiments can be combined to form further embodiments of the invention.

[0048] In this application, the term "module" may refer to, be part of, or include: an application-specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinable logic circuit; a field-programmable gate array (FPGA); a processor circuit (shared, dedicated, or group) that executes code; a memory circuit (shared, dedicated, or group) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the foregoing, such as in a system-on-a-chip.

[0049] The term storage is a subset of the term computer-readable medium. In the sense used in this document, the term computer-readable medium does not include transitory electrical or electromagnetic signals that propagate through a medium (such as a carrier wave); the term computer-readable medium can therefore be considered tangible and non-transient.Non-restrictive examples of a non-transient, tangible, computer-readable medium include non-volatile memory circuits (such as a flash memory circuit, a wipeable programmable read-only memory circuit, or a mask read-only memory circuit), volatile memory circuits (such as a static random-access memory circuit or a dynamic random-access memory circuit), magnetic storage media (such as an analog or digital magnetic tape or a hard disk drive), and optical storage media (such as a USB drive, a CD, a DVD, or a Blu-ray Disc).

[0050] The devices and procedures described in this application can be implemented in part or in full by a specialized computer created by configuring a general-purpose computer (e.g., a calculating device) to perform one or more specific functions embodied in computer programs. The functional blocks, flowchart components, and other elements described above serve as software specifications that can be translated into computer programs through the routine work of an experienced technician or programmer.

[0051] The description of the revelation is purely exemplary, and thus it is intended that examples which do not deviate from the content of the revelation fall within its scope. Such variations are not to be considered a deviation from the nature and scope of the revelation.

[0052] According to the present invention, a vehicle system for a fuel cell electric vehicle (FCEV) is provided, comprising: a fuel cell system including a fuel cell stack; and one or more controllers configured to inject reactants into the fuel cell stack, exiting a power-saving controller of the fuel cell system, prior to the actuation of an accelerator pedal in response to a driving intention operation at a vehicle component from a plurality of vehicle components.

[0053] According to one embodiment, the includes at least one of the following: actuation of a side mirror, fastening of a seat belt, adjustment of a seat to a driving position, activation of a route guidance application to a selected destination, or closing of a folding table in the interior.

[0054] According to one embodiment, the invention is further characterized by one or more sensors configured to detect the position of a door panel, wherein the driving intention process indicates a closing of the door panel in response to the one or more sensors indicating that the door panel is closed.

[0055] According to one embodiment, the plurality of vehicle components includes a seat and the one or more controllers are configured to detect a position of the seat, and the driving intent operation indicates that the position of the seat is in a driving position.

[0056] According to one embodiment, the plurality of vehicle components includes a side mirror and the one or more controllers are configured to detect a position of the side mirror, and the driving intent operation specifies that the position of the side mirror is at least one of the following: an extended position or a position within or in a driving view position range.

[0057] According to one embodiment, the one or more controllers are further configured to prevent the injection of reactants into the fuel cell stack in response to the detection of a parking state and a park-idle intention process at the vehicle component from the multitude of vehicle components, in order to enter power-saving control.

[0058] According to one embodiment, the park-idle intent process includes at least one of the following: opening a door panel, closing a side mirror, unfolding a folding table inside, positioning the FCEV at a desired destination, or releasing a seatbelt.

[0059] According to one embodiment, the invention is further characterized by a battery pack, wherein the one or more controllers are further configured to prevent the injection of reactants into the fuel cell stack in response to a state of charge (SOC) of the battery pack being greater than or equal to an SOC threshold, in order to enter power saving control.

[0060] According to one embodiment, one or more controllers are configured to inject reactants into the fuel cell stack in response to the battery pack's state of charge (SOC) being less than the SOC threshold. This reaction exits the fuel cell system's power-saving control to charge the battery pack using electrical power from the fuel cell system.

[0061] According to one embodiment, the invention is further characterized by an electric machine capable of providing drive power using electrical power from the fuel cell system.

[0062] According to the present invention, a method for controlling a fuel cell electric vehicle (FCEV) comprising a fuel cell system includes: closing an injection valve to prevent the injection of reactants into a fuel cell stack of the fuel cell system for power-saving control; and opening the injection valve to inject reactants into the fuel cell stack prior to the actuation of an accelerator pedal in response to a driving intention operation at a vehicle component from a plurality of vehicle components.

[0063] In one aspect of the invention, the driving intention process includes at least one of the following: actuating a side mirror, fastening a seat belt, adjusting a seat into a driving position, switching on a route guidance application to a selected destination, or closing a folding table in the interior.

[0064] In one aspect of the invention, the method involves capturing the driving intention process as a position in which a door panel is in a closed position after having been in an open position.

[0065] In one aspect of the invention, the multitude of vehicle components includes a seat, and the method further includes capturing the driving intention process as a position of the seat that is set to a driving position.

[0066] In one aspect of the invention, the plurality of vehicle components includes a side mirror, and the method further includes detecting the driving intention process as a position of the side mirror which is at least one of the following: an unfolded position after it was previously folded in, or a position within or in a driving view position area.

[0067] In one aspect of the invention, in response to the detection of a parking state and a park-idle intention process at the vehicle component from the plurality of vehicle components, the injection valve is closed in order to prevent the injection of reactants for the power saving control.

[0068] In one aspect of the invention, the park-idle intent process includes at least one of the following: opening a door panel, closing a side mirror, unfolding a folding table inside, placing the FCEV at a desired destination, or releasing a seat belt.

[0069] In one aspect of the invention, the method involves preventing the injection of reactants into the fuel cell stack to enter power saving control in response to a state of charge (SOC) of a battery pack being greater than or equal to an SOC threshold.

[0070] In one aspect of the invention, the method involves injecting reactants into the fuel cell stack to charge the battery pack using electrical power from the fuel cell system, in response to the battery pack's state of charge (SOC) being less than the SOC threshold.

[0071] According to the present invention, a vehicle control system for a fuel cell electric vehicle (FCEV) comprising a fuel cell system is provided, which includes: a processor; and a non-transient computer-readable storage medium comprising programming instructions configured to cause the processor to implement a method for controlling the FCEV, wherein the programming instructions include instructions to: close an injector to prevent the injection of reactants into a fuel cell stack of the fuel cell system for power-saving control in response to the detection of a park state and a park-idle intention operation on a vehicle component from a plurality of vehicle components, and open the injector to inject reactants into the fuel cell stack.prior to the actuation of an accelerator pedal in response to a driving intent operation at a vehicle component from the plurality of vehicle components, wherein: the park-idle intent operation includes at least one of the following: opening a door panel, closing a side mirror, unfolding an interior folding table, positioning the FCEV at a desired destination, or releasing a seat belt; and the driving intent operation includes at least one of: actuating a side mirror, fastening a seat belt, adjusting a seat to a driving position, activating a route guidance application to a selected destination, or closing an interior folding table.

Claims

[1] Vehicle system for a fuel cell electric vehicle (FCEV), comprising: a fuel cell system that includes a fuel cell stack; and one or more controllers configured to inject reactants into the fuel cell stack from a variety of vehicle components prior to the application of an accelerator pedal in response to a driving intention operation at a vehicle component, exiting a power-saving controller of the fuel cell system. [2] Vehicle system according to claim 1, wherein the driving intention process includes at least one of the actuation of a side mirror, fastening of a seat belt, adjusting of a seat into a driving position, switching on of a route guidance application to a selected destination or closing of a folding table in the interior. [3] Vehicle system according to claim 1, further comprising one or more sensors configured to detect a position of a door panel, wherein the driving intention process indicates closing the door panel in response to the one or more sensors indicating that the door panel is closed. [4] Vehicle system according to claim 1, wherein: the multitude of vehicle components includes a seat and one or more controls are configured to detect a seat position, and the driving intent process indicates that the seat position is in a driving position. [5] Vehicle system according to claim 1, wherein: the multitude of vehicle components includes a side mirror and one or more controls are configured to detect a side mirror position, and the driving intent operation indicates that the side mirror position is at least one of the following: an extended position or a position within or in a driving view position range. [6] Vehicle system according to claim 1, wherein the one or more controllers are further configured to prevent the injection of reactants into the fuel cell stack in response to the detection of a parking state and a park-idle intention process at the vehicle component from the plurality of vehicle components, in order to enter power saving control. [7] Vehicle system according to claim 6, wherein the park-idle intent process includes at least one of the following: opening a door panel, closing a side mirror, unfolding a folding table inside, placing the FCEV at a desired destination or releasing a seat belt. [8] Vehicle system according to claim 1, further comprising a battery pack, wherein the one or more controllers are further configured to prevent the injection of reactants into the fuel cell stack in order to enter power saving control in response to a state of charge (SOC) of the battery pack being greater than or equal to an SOC threshold. [9] Vehicle system according to claim 8, wherein the one or more controllers are configured to inject reactants into the fuel cell stack in response to the fact that the SOC of the battery pack is less than the SOC threshold, exiting the power-saving control of the fuel cell system to charge the battery pack using electrical power from the fuel cell system. [10] Vehicle system according to claim 1, further comprising an electric machine capable of providing propulsion power using electrical power from the fuel cell system. [11] Method for controlling a fuel cell electric vehicle (FCEV) having a fuel cell system, comprising: Closing an injection valve to prevent the injection of reactants into a fuel cell stack of the fuel cell system for power-saving control; and Opening the injector to inject reactants into the fuel cell stack prior to the actuation of an accelerator pedal in response to a driving intention operation on one vehicle component from a plurality of vehicle components. [12] Method according to claim 11, wherein the driving intention process includes at least one of the following: actuating a side mirror, fastening a seat belt, adjusting a seat into a driving position, switching on a route guidance application to a selected destination or closing a folding table in the interior. [13] Method according to claim 11, further comprising capturing the driving intention process as a position in which a door panel is in a closed position after having been in an open position. [14] Method according to claim 11, wherein: the multitude of vehicle components includes at least one of a seat or a side mirror and The method further includes at least one of capturing the driving intention process as a position of the seat being adjusted to a driving position, or capturing the driving intention process as a position of the side mirror which is at least one of the following: an extended position after having been previously folded in, or a position within or in a driving view position range. [15] Method according to claim 11, wherein, in response to the detection of a parking state and a park-idle intention process on the vehicle component from the plurality of vehicle components, the injection valve is closed to prevent the injection of reactants for power saving control, wherein the park-idle intention process includes at least one of the following: opening a door panel, closing a side mirror, unfolding a folding table in the interior, the location of the FCEV at a desired destination, or releasing a seat belt.

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