阅读说明：本技术 用于控制燃料电池的冷却剂温度的系统和方法 (System and method for controlling coolant temperature of fuel cell ) 是由 凯文·李 于 2019-04-29 设计创作，主要内容包括：本发明提供了用于控制燃料电池的冷却剂温度的系统和方法。用于车辆中的燃料电池堆的冷却剂温度控制系统包括：控制器,用于确定燃料电池堆冷却剂的实时目标出口温度；以及通信设备,用于检测从燃料电池堆输出的燃料电池电压和燃料电池电流。燃料电池堆冷却剂的实时目标出口温度通过从燃料电池堆产生的输入燃料电池热量与燃料电池功率比确定,用于补偿由于燃料电池堆随时间推移劣化导致的目标出口温度。另外,当车辆的出行距离大于预定行驶距离时,冷却剂温度控制系统确定以激活用于评估燃料电池堆冷却剂的实时目标出口温度。(The invention provides a system and a method for controlling the coolant temperature of a fuel cell. A coolant temperature control system for a fuel cell stack in a vehicle includes: a controller for determining a real-time target outlet temperature of the fuel cell stack coolant; and a communication device for detecting a fuel cell voltage and a fuel cell current output from the fuel cell stack. The real-time target outlet temperature of the fuel cell stack coolant is determined by the input fuel cell heat generated from the fuel cell stack to fuel cell power ratio to compensate for the target outlet temperature due to degradation of the fuel cell stack over time. In addition, the coolant temperature control system determines to activate a real-time target outlet temperature for evaluating the fuel cell stack coolant when the travel distance of the vehicle is greater than a predetermined travel distance.)

1. A coolant temperature control system for a fuel cell stack in a vehicle, the coolant temperature control system comprising:

a controller operable to determine a real-time target outlet temperature of fuel cell coolant, the controller configured to compensate for a target outlet temperature due to degradation of the fuel cell stack over time, the controller determining an input fuel cell heat to fuel cell power ratio generated from the fuel cell stack; and

a communication device operable to detect a fuel cell voltage and a fuel cell current output from the fuel cell stack;

wherein the controller determines a constant fuel cell heat to fuel cell power ratio at the beginning and end of the life of the fuel cell stack and a target outlet temperature of the fuel cell coolant for mapping a real-time target outlet temperature of the fuel cell coolant.

2. The coolant temperature control system according to claim 1, wherein the controller determines to activate the temperature control system for evaluating a real-time target outlet temperature of the fuel cell coolant when a travel distance of the vehicle is greater than a predetermined travel distance.

3. The coolant temperature control system according to claim 2, wherein the controller sets 30km as the predetermined travel distance for activation to evaluate a real-time target outlet temperature of the fuel cell coolant.

4. The coolant temperature control system according to claim 1, wherein each of the fuel cell heat and the fuel cell power is determined by evaluating the detected fuel cell voltage and the fuel cell current.

5. The coolant temperature control system according to claim 4, wherein the controller estimates the fuel cell heat by the following equation: fuel cell heat [1.25 × (fuel cell #) -fuel cell voltage ] × fuel cell current, and the fuel cell power is estimated by the following formula: fuel cell power is fuel cell voltage x fuel cell current, and # of fuel cell represents the number of fuel cells mounted in the fuel cell stack.

6. The coolant temperature control system according to claim 1, wherein the constant fuel cell heat to fuel cell power Ratio passes a maximum fuel cell heat to fuel cell power Ratio therein considered at the end of life of the fuel cell stack_maxAnd a minimum fuel cell heat to fuel cell power Ratio therein considered at the beginning of the life of the fuel cell stack_minAnd (4) determining.

7. Coolant temperature control system according to claim 6A system wherein the target outlet temperature of the fuel cell coolant passes through a minimum target outlet temperature T of the fuel cell coolant allowed at the beginning of the life of the fuel cell stack_{FC_Min}And a maximum target outlet temperature T of the fuel cell coolant allowed at the end of the life of the fuel cell stack_{FC_Max}And (4) determining.

8. The coolant temperature control system according to claim 7, wherein the controller determines a slope m of a calibration line for mapping a real-time target outlet temperature of the fuel cell coolant and an X-intercept X of the calibration line of the slope by:and

9. the coolant temperature control system of claim 8, wherein the controller employs the determined input fuel cell heat to fuel cell power Ratio by the following equation_inputTo determine a real-time target outlet temperature T of the fuel cell coolant_{FC_Target}：

10. The coolant temperature control system according to claim 1, wherein the fuel cell voltage and fuel cell current are detected by a voltage sensor and a current sensor connected between the fuel cell stack and the communication device of the system.

11. A method for controlling coolant temperature of a fuel cell stack of a vehicle having a controller, the method comprising the steps of:

detecting a fuel cell voltage and a fuel cell current output from the fuel cell stack;

estimating fuel cell heat and fuel cell power generated by the fuel cell stack using the detected fuel cell voltage and fuel cell current;

determining an input fuel cell heat to fuel cell power ratio generated from the fuel cell stack;

determining a constant fuel cell heat to fuel cell power ratio at the beginning and end of life of the fuel cell stack and a target outlet temperature of fuel cell coolant for mapping a real-time target outlet temperature of fuel cell coolant; and

determining a real-time target outlet temperature of the fuel cell coolant for compensating for a target outlet temperature due to degradation of the fuel cell stack based on an operating time of the fuel cell stack.

12. The method of claim 11, further comprising the steps of:

evaluating a travel distance of the vehicle; and

determining to activate a real-time target outlet temperature for evaluating the fuel cell coolant when the travel distance of the vehicle is greater than a predetermined travel distance.

13. The method of claim 12, wherein the controller sets 30km to the predetermined travel distance for activation to evaluate a real-time target outlet temperature of the fuel cell coolant.

14. The method of claim 11, wherein the controller estimates the fuel cell heat by: fuel cell heat [1.25 × (fuel cell #) -fuel cell voltage ] × fuel cell current, and the fuel cell power is estimated by the following formula: fuel cell power is fuel cell voltage x fuel cell current, and # of fuel cell represents the number of fuel cells mounted in the fuel cell stack.

15. The method of claim 11, wherein the constant fuel cell heat to fuel cell power Ratio passes a maximum fuel cell heat to fuel cell power Ratio therein considered at the end of life of the fuel cell stack_maxAnd a minimum fuel cell heat to fuel cell power Ratio therein considered at the beginning of the life of the fuel cell stack_minAnd (4) determining.

16. The method of claim 15, wherein the target outlet temperature of the fuel cell coolant is determined by a minimum target outlet temperature T of the fuel cell coolant allowed at the beginning of the life of the fuel cell stack_{FC_Min}And a maximum target outlet temperature T of the fuel cell coolant allowed at the end of the life of the fuel cell stack_{FC_Max}And (4) determining.

17. The method of claim 16, wherein the controller determines a slope m of a calibration line used to map the real-time target outlet temperature of the fuel cell coolant and an X-intercept X of the calibration line of the slope by:and

18. the method of claim 17, wherein the controller employs the determined input fuel cell heat to fuel cell power Ratio by the following equation_inputTo determine a real-time target outlet temperature T of the fuel cell coolant_{FC_Target}：

Technical Field

The present disclosure relates to a system and method for controlling coolant temperature in a vehicle, and more particularly, to a system and method for controlling coolant outlet temperature of a fuel cell stack in a vehicle.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

Hydrogen fuel cells are an alternative power source for internal combustion engines of vehicles due to zero harmful exhaust emissions, high efficiency and the possibility of generating hydrogen from renewable methods. A plurality of fuel cells serving as power sources are stacked in a vehicle. The vehicle further includes: a fuel supply system that supplies hydrogen or a similar fuel to the fuel cell stack; an air supply system for supplying oxygen, which is an oxidant required for the electrochemical reaction; and a water and thermal management system that regulates the temperature of the fuel cell stack, among other things.

When hydrogen is supplied to the anode of the fuel cell stack and oxygen is supplied to the cathode of the fuel cell stack, hydrogen ions are separated by a catalytic reaction in the anode. The separated hydrogen ions are transferred to an oxidation electrode as a cathode through an electrolyte membrane, and the hydrogen ions separated in the anode generate an electrochemical reaction together with electrons and oxygen in the oxidation electrode, so that electric energy can be obtained. Therefore, in the hydrogen fuel cell vehicle, electric power and heat are generated due to the movement of electrons generated through the above-described process.

Through this process, the fuel cell stack generates electric energy from the electrochemical reaction of hydrogen and oxygen as reaction gases, and discharges heat and water as reaction byproducts. Therefore, the fuel cell system in the vehicle includes a device for controlling the temperature of the fuel cell stack. In general, a cooling system for maintaining a fuel cell stack at a desired temperature in a fuel cell system for a vehicle widely employs a coolant type that cools the fuel cell stack by circulating a coolant through a cooling passage in the fuel cell stack.

The above information disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art.

Disclosure of Invention

The present disclosure provides a coolant temperature control system and method for controlling the temperature of a Fuel Cell (FC) stack in a vehicle.

According to one aspect of the present disclosure, a coolant temperature control system includes a controller operable to determine a real time target exit temperature (real time target exit temperature) of an FC coolant. The controller is configured to compensate for a target outlet temperature due to degradation of the FC stack over time. The controller determines an input FC Heat to FC Power ratio (input FC Heat to FC Power ratio) generated from the FC stack. The coolant temperature control system further includes a communication device (communicating device) operable to detect the FC voltage and the FC current output from the FC stack. Further, the controller determines a constant FC Heat to Power ratio (constant FC Heat to Power ratio) and a target FC coolant outlet temperature at the beginning and end of the life of the FC stack for mapping the real-time target FC coolant outlet temperature.

According to another aspect of the disclosure, the controller determines to activate the temperature control system for estimating the real-time target outlet temperature of the FC coolant when a trip distance (trip distance) of the vehicle is greater than a predetermined travel distance (predetermined travel distance). The controller sets 30km to a predetermined travel distance for activation to evaluate the real-time target outlet temperature of the FC coolant.

According to another aspect of the disclosure, each of the FC heat and FC Power (FC Power) is determined by evaluating the detected FC voltage and FC current. The controller estimates the FC heat by the following equation: FC heat [1.25 × (FC #) -FC voltage ] × FC current, and FC power was evaluated by the following formula: FC power is FC voltage × FC current.

According to another aspect of the disclosure, the constant FC heat to FC power Ratio is determined by a maximum FC heat to FC power Ratio (Ratio) therein considered at the end of the life of the FC stack_max) And a minimum FC heat to FC power Ratio (Ratio) therein considered at the beginning of the life of the FC stack_min) And (4) determining. Target FC coolant outlet temperature is determined by the time the FC stack life beginsAllowable minimum target FC coolant outlet temperature (T)_{FC_Min}) And a maximum target FC coolant outlet temperature (T) allowed at the end of the life of the FC stack_{FC_Max}) And (4) determining. Thus, the controller determines the slope (m) of the calibration line (calibration line) used to map (mapping) the real-time target outlet temperature of the FC coolant and the X-intercept (X-intercept) (X) of the calibration line of that slope by the following formula:and

in accordance with another aspect of the disclosure, the controller determines a real-time target outlet temperature of the FC coolant using the determined input FC heat to FC power ratio by:

according to another aspect of the disclosure, the FC voltage and FC current are detected by a voltage sensor and a current sensor connected between the FC stack and a communication device of the system.

According to one aspect of the present disclosure, a method for controlling a coolant temperature of a Fuel Cell (FC) stack of a vehicle having a controller includes the steps of: detecting an FC voltage and an FC current output from the FC stack; evaluating the FC heat and the FC power generated by the FC stack by using the detected FC voltage and FC current; determining an input FC heat to FC power ratio generated from the FC stack; determining a constant FC heat to FC power ratio at the beginning and end of the life of the FC stack and a target FC coolant outlet temperature for mapping a real-time target outlet temperature of the FC coolant; and determining a real-time target outlet temperature of the FC coolant for compensating the target outlet temperature due to degradation of the FC stack based on the operating time of the FC stack.

According to another aspect of the disclosure, the method further comprises the steps of: estimating the travel distance of the vehicle; and determining to activate a real-time target outlet temperature for evaluating the FC coolant when the distance traveled by the vehicle is greater than the predetermined travel distance. The controller sets 30km to a predetermined travel distance for activation to evaluate the real-time target outlet temperature of the FC coolant.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

In order that the disclosure may be well understood, various forms thereof will now be described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1 shows a schematic diagram of a coolant temperature control system for a fuel cell stack according to an exemplary form of the present disclosure;

FIG. 2 is a graph showing a target FC coolant outlet temperature per ambient temperature according to the related art;

FIG. 3 is an exemplary graph illustrating voltage degradation of a fuel cell stack at the beginning and end of its life;

fig. 4 is an exemplary diagram showing fuel cell stack durability fleet data (fuel cell stack durability usage data) exceeding 100,000 km;

FIG. 5 is a graph showing a calibration line for mapping real-time target FC coolant outlet temperatures according to an exemplary form of the present disclosure;

fig. 6 is a configuration diagram illustrating a coolant temperature control system of a fuel cell stack according to an exemplary form of the present disclosure; and

fig. 7A and 7B are exemplary diagrams showing calibration lines for mapping the target FC coolant outlet temperature and the maximum FC coolant outlet temperature, respectively.

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

While the exemplary form has been described as using a plurality of units to perform the exemplary process, it should be understood that the exemplary process may be performed by one or more modules. Additionally, it should be understood that the term controller refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

Further, the control logic of the present disclosure may be formed as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROM, magnetic tape, floppy disks, flash drives, smart cards, and optical data storage devices.

Fig. 1 shows a coolant temperature control system 10 for a Fuel Cell (FC) stack 12 in a vehicle. In the example of fig. 1, the temperature control system 10 is shown in a vehicle having a fuel cell stack 12, but the temperature control system 10 may be used to cool any other structure having a fuel cell stack 12. As shown in fig. 1, the temperature control system 10 includes: a radiator 14 and a cooling fan 15 that receive heated coolant from the fuel cell stack 12 and discharge heat from the coolant to the outside; a coolant line 16, the coolant line 16 being disposed between the fuel cell stack 12 and the radiator 14 to circulate coolant; and a coolant pump 18 for pumping coolant received from the radiator and delivering the pumped coolant to the fuel cell stack 12 via coolant line 16.

As shown in fig. 1, the temperature control system 10 further includes a flow meter 21 for measuring and/or controlling the amount of coolant, a coolant inlet temperature sensor 22 for measuring the temperature of the coolant entering the fuel cell stack 12, and a coolant outlet temperature sensor 24 for measuring the temperature of the coolant exiting the fuel cell stack 12. Each of the flow meter 21, the coolant inlet temperature sensor 22, and the coolant outlet temperature sensor 24 is directly or indirectly connected with a controller 20 including a Central Processing Unit (CPU) in the vehicle. The controller 20 further comprises a communication device 25 for communicating with the flow meter 21 and the sensors 22 and 24. In fig. 1, a coolant inlet temperature sensor 22 is located upstream of the fuel cell stack 12, and a coolant outlet temperature sensor 24 is located downstream of the fuel cell stack 12.

Further, the communication device 25 in the controller 20 communicates with a current sensor 26 for measuring the current output from the fuel cell stack 12 and a voltage sensor 28 for measuring the voltage output from the fuel cell stack 12, as shown in fig. 1. Thus, the controller 20 receives all data from each of the coolant inlet and outlet temperature sensors 22, 24, the current and voltage sensors 26, 28, and the flow meter 21, and controls all operations of the temperature control system 10 of the fuel cell stack 12, including the temperature and amount of coolant flow.

Generally, the temperature control system 10 in fig. 1 controls operation by setting a target temperature of the coolant at the outlet of the fuel cell stack 12. In the system 10, the controller 20 may detect the coolant outlet temperature by communicating with the coolant outlet temperature sensor 24, compare the measured temperature with a predetermined target temperature, or control the operation of a temperature control system for mapping the target temperature.

In the related art temperature control system, fig. 2 shows a map of a fixed target coolant outlet temperature of the fuel cell stack for each ambient temperature mapped by the operation of the control system. However, as shown in fig. 2, the calibration for the control system is based on the performance of the fuel cell stack at the beginning of the life span, and we have found that it does not account for stack degradation, such as end-of-life performance, because the target coolant outlet temperature of the fuel cell stack for each ambient temperature is fixed at the beginning of life span performance. In addition, the target fuel cell coolant outlet temperature may be controlled according to the ambient temperature, which is independent of the degradation of the fuel cell stack. For example, the target fuel cell coolant outlet temperature on a hot day is lowered to avoid dry-out phenomenon of the fuel cell stack. Therefore, the current mapping control system (current mapping control system) of the target coolant outlet temperature in fig. 2 may be inappropriate because the current system (current system) for controlling the target coolant outlet temperature does not take into account the degradation of the fuel cell stack during its service life.

Fig. 3 shows a graph 30 of the degradation of the fuel cell stack 12 over its service life. A curve 30 shows the fuel cell voltage versus the fuel cell current during its useful life in the fuel cell stack 12 in a vehicle. A curve 32 represents the fuel cell voltage versus fuel cell current at the beginning of the useful life and another curve 34 represents the fuel cell voltage versus fuel cell current at the end of the useful life of the fuel cell stack 12 in a vehicle. As shown in fig. 3, a decrease in the voltage output of the fuel cell stack over its lifetime occurs. Therefore, as the voltage of the fuel cell stack 12 degrades with mileage (overlap) in the vehicle, the fuel cell stack 12 generates more waste heat due to degradation of the fuel cell stack 12.

According to an exemplary form of the present disclosure, the heat of the fuel cell stack 12 generated during the operation of the fuel cell stack is calculated by the following first equation E1, and the generated FC heat [1.25 × (fuel cell #) -FC voltage (volts) ] × FC current, where # of fuel cell represents the number of fuel cells installed in the fuel cell stack 12. In E1, if the fuel cell voltage deteriorates (decreases), the heat quantity of the fuel cell stack 12 naturally increases. In addition, if the fuel cell voltage deteriorates and thus the heat of the fuel cell stack 12 increases, the fuel cell stack 12 draws (pull) more current. Therefore, the currently used fuel cell coolant temperature control systems are inadequate because the heat generated from the fuel cell stack 12 remains increased during and at the end of the useful life of the fuel cell stack 12.

Fig. 4 shows a graph of fuel cell durability fleet data over 100,000km with fuel cell coolant outlet temperature fixed in its target at the beginning of life performance. The first data 42 in fig. 4 represents the maximum fuel cell coolant outlet temperature and the second data 44 represents the average fuel cell coolant outlet temperature. Both the first data 42 and the second data 44 show almost constant values over 100,000 km. Therefore, the heat value of the fuel cell stack itself is difficult to explain the state of health (health status) of the fuel cell stack, such as deterioration. However, the third data 46 represents a Fuel Cell (FC) heat to Fuel Cell (FC) power ratio in excess of 100,000 km. As shown in fig. 4, the FC heat to FC power ratio increases significantly over time. Thus, the ratio may be used to indicate the health of the fuel cell stack. The FC heat to FC power ratio is calculated by dividing the FC heat calculated according to the first equation E1 by the FC power calculated according to the second equation E2(FC power — FC voltage × FC current). As shown in fig. 4, at the beginning of the fuel cell stack's useful life, the FC heat to FC power ratio is about 60%, and this ratio increases to about 75% over 100,000 km. Therefore, as described above, the amount of heat generated by the fuel cell stack 12 during its service life increases due to degradation of the fuel cell stack 12, and excess heat (excess heat) can be estimated from the FC heat to FC power ratio.

FIG. 5 shows a map for mapping the real-time target FC coolant outlet temperature. In FIG. 5, Ratio_maxRepresents the maximum FC heat to FC power Ratio, where it is considered the end of life of the fuel cell stack_minRepresents the minimum FC heat to FC power ratio, T, where it is considered the beginning of the stack life_{FC_Min}Indicates the minimum FC coolant outlet temperature, T, allowed at the beginning of the life of the fuel cell stack 12_{FC_Max}Indicates the maximum FC coolant temperature, Ratio, allowed at the end of the life of the fuel cell stack 12_inputRepresents the real time input FC heat to FC power ratio, and T_{FC_Target}Represents the real-time target FC coolant outlet temperature based on the current input FC Heat to FC Power ratio. Thus, the target FC coolant outlet temperature in the system 10 is dynamically determined based on the real-time input FC heat to FC power ratio over the life of the fuel cell stack 12。

In fig. 5, the controller 20 in the temperature control system 10 of the vehicle evaluates the calibration line based on the parameters determined at the beginning and end of the life of the fuel cell stack 12 for mapping the real-time target FC coolant outlet temperature. As described above, the parameters used to calculate the calibration line are determined by the constant FC heat to FC power ratio at the beginning and end of life of the fuel cell stack 12 and the allowable FC coolant outlet temperature at each of the beginning and end of life of the fuel cell stack 12. The evaluation calibration line in fig. 5 is determined to compensate for degradation of the fuel cell stack 12 over its useful life. Thus, the real-time target FC coolant outlet temperature may be determined by mapping the current input FC heat to FC power ratio along the calibration line in FIG. 5. Thus, the controller 20 in the coolant temperature control system 10 may dynamically determine the target FC coolant outlet temperature for the excess heat of the fuel cell stack 12 due to its degradation.

As shown in FIG. 5, the real-time target FC coolant outlet temperature is determined along the calibration line and calculated using the current input FC heat to FC power ratio by the following third equation E3:

where m represents the slope of the calibration line of the graph and X represents the intercept of the slope of the calibration line. The slope m of the calibration line is calculated by the following fourth equation E4,and the intercept X of the calibration line of the slope is calculated by the following fifth equation E5,

the fuel cell stack 12 in the vehicle generates electric energy by an electrochemical reaction of hydrogen and oxygen as reaction gases, and discharges heat and water as reaction byproducts. Since water, which is one of the byproducts, changes its amount and state according to the real-time driving conditions of the vehicle including temperature, pressure, and the like, it is difficult to estimate the internal phenomenon of the fuel cell stack 12. Depending on the driving conditions of the vehicle, the water remains changing its state in the form of steam, saturated solution and ice. It affects the characteristics of electrons and gases in which the state-changed water passes through separator channels, gas diffusion layers, catalyst layers, membranes, etc. (not shown) of the fuel cell stack 12. Therefore, due to the change in the state of water, an "flooding" phenomenon in which water overflows and a "dry-out" phenomenon in which water runs short occur in the fuel cell stack 12. Thus, the real-time target FC coolant outlet temperature for mapping on the calibration line in FIG. 5 may also be determined to avoid dry-out and flooding of the fuel cell stack 12.

Fig. 6 is an exemplary flow chart (flow chart)100 illustrating the operation of the controller 20 in the temperature control system 10 according to the present disclosure. As shown in flow 100, if the vehicle has a travel distance greater than a predetermined distance (e.g., 30km), the controller 20 uses the current input FC heat to FC power ratio to determine a real-time target or maximum FC coolant outlet temperature. However, if the travel distance of the vehicle is less than the predetermined distance, the controller 20 for evaluating the real-time target or the maximum FC coolant outlet temperature may not be activated because the current input FC heat to FC power ratio becomes inaccurate under battery-only operation, such as low fuel cell operation.

In step S101, the controller 20 starts operating the dynamic target FC coolant outlet temperature system. In step S102, the controller 20 communicates with the current sensor 26 for detecting the current output from the fuel cell stack 12, the voltage sensor 28 for detecting the voltage output from the fuel cell stack 12, and the speed sensor 23 (shown in fig. 1) for detecting the speed of the vehicle. In step S103, the controller 20 calculates the FC heat value by the first equation E1 and the FC power value by the second equation E2 using the collected data from step S102. Further, in step S104, the controller 20 calculates the travel distance of the vehicle in the current course of the vehicle using the collected vehicle speed data.

In step S105, the controller 20 calculates a total FC heat energy value over time during vehicle travel by integrating (integrating) all the calculation data from step S103. In step S106, the controller 20 calculates a total FC power value over time during vehicle travel by integrating all the calculation data from step S103. In step S107, the controller 20 calculates a current input FC heat to FC power ratio during the current trip of the vehicle.

In step S108, the controller 20 determines whether the travel distance of the vehicle is greater than a predetermined distance in the current trip of the vehicle, which is used to activate the system 10 to evaluate the real-time target FC coolant outlet temperature. For example, the predetermined travel distance of the vehicle is 30km for activating the system 10 to determine the real-time target FC coolant outlet temperature. However, other forms of predetermined travel distances according to the present disclosure may be varied. If the controller 20 determines that the travel distance of the vehicle is greater than the predetermined travel distance, the controller 20 activates to calculate the real-time target or maximum FC coolant outlet temperature in step S109. However, if the controller 20 determines in step S108 that the trip distance is not greater than the predetermined trip distance, the controller 20 does not activate to evaluate the real-time target or maximum FC coolant outlet temperature, and does not proceed to the next step.

In step S110, the controller 20 calculates a real-time target or maximum FC coolant outlet temperature using the third equation E3 by using the data calculated in step S107. Further, in step S110, the controller 20 determines a calibration line for compensating for the deterioration of the fuel cell stack 12 and maps the real-time target FC coolant outlet temperature, as shown in fig. 5. As described above, the calibration line is calculated using the determined data by the fourth equation E4 and the fifth equation E5, and the real-time target FC coolant outlet temperature is determined along the calibration line in fig. 5. Therefore, in step S111, the real-time target FC coolant outlet temperature calculated in step S110 is determined as the new target FC coolant outlet temperature.

Referring to fig. 7A and 7B, a diagram for mapping each of a target FC coolant outlet temperature and a maximum FC coolant outlet temperature is shown, according to an exemplary form of the present disclosure. The two maps in fig. 7A and 7B are determined for mapping the target FC coolant outlet temperature and the maximum FC coolant outlet temperature, respectively, based on the FC heat to FC power ratio data obtained at the beginning and end of life of the fuel cell stack 12. Fig. 7A shows a calibration line as an example for mapping the real-time target FC coolant outlet temperature. In fig. 7A, if the current input FC heat to FC power ratio is close to 80% because the fuel cell stack reaches the end of life, the controller 20 decreases the target FC coolant outlet temperature of the system 10 to compensate for the excess heat generated by the fuel cell stack 12 due to degradation. FIG. 7B shows a calibration line for mapping the maximum FC coolant outlet temperature. In fig. 7B, if the input FC heat to FC power ratio is close to 80% because the fuel cell stack reaches the end of life, the controller 20 reduces the maximum FC coolant outlet temperature of the system 10 to avoid damage to the fuel cell stack 12 due to overheating caused by degradation of the fuel cell stack 12.

While the disclosure has been described in connection with what is presently considered to be practical exemplary forms, it is to be understood that the disclosure is not limited to the disclosed forms, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the disclosure.