When a voltage measurement value of a first voltage sensor that measures voltage at a direct current end of an inverter exceeds an overvoltage threshold value, and a battery is non-chargeable, a controller of a fuel cell electric vehicle is configured to drive an electric power consumption device until the voltage measurement value falls below the overvoltage threshold value. When the voltage measurement value exceeds the overvoltage threshold value and the battery can be charged, the controller is configured to cause the fuel cell electric vehicle to continue traveling, while estimating the voltage at the direct current end using a second voltage sensor that measures output voltage of a fuel cell stack or a third voltage sensor that measures output voltage of the battery.

When a voltage measurement value of a first voltage sensor that measures voltage at a direct current end of an inverter exceeds an overvoltage threshold value, and a battery is non-chargeable, a controller of a fuel cell electric vehicle is configured to drive an electric power consumption device until the voltage measurement value falls below the overvoltage threshold value. When the voltage measurement value exceeds the overvoltage threshold value and the battery can be charged, the controller is configured to cause the fuel cell electric vehicle to continue traveling, while estimating the voltage at the direct current end using a second voltage sensor that measures output voltage of a fuel cell stack or a third voltage sensor that measures output voltage of the battery.

The present disclosure relates to a boil-off gas treatment system and method for a fuel cell electric vehicle, and a main object of the present disclosure is to provide a boil-off gas treatment system and method capable of safely and efficiently treating, storing, and utilizing vaporized hydrogen in a hydrogen tank for a fuel cell electric vehicle.

An apparatus for splitting the power of fuel cell systems in a vehicle comprises: a first fuel cell system and at least one further fuel cell system, which are configured to convert hydrogen and oxygen into water in order to generate electrical energy therefrom, and a controller unit, which is configured to actuate the first fuel cell system and the further fuel cell system with an electrical signal. The apparatus is configured to actuate the first fuel cell system and the further fuel cell system with the electrical signal in time offset fashion.

A method of controlling an air compressor motor for a fuel cell vehicle is provide. The method includes calculating a counter electromotive force constant of the air compressor motor based on a voltage and a current of the air compressor motor for the fuel cell vehicle supplying air to a fuel cell stack and a rotation speed of the air compressor motor. The method additionally includes determining whether a permanent magnet of the air compressor motor is demagnetized based on a result of comparison between the calculated counter electromotive force constant value and a pre-set counter electromotive force constant design value.

A method of controlling an air compressor motor for a fuel cell vehicle is provide. The method includes calculating a counter electromotive force constant of the air compressor motor based on a voltage and a current of the air compressor motor for the fuel cell vehicle supplying air to a fuel cell stack and a rotation speed of the air compressor motor. The method additionally includes determining whether a permanent magnet of the air compressor motor is demagnetized based on a result of comparison between the calculated counter electromotive force constant value and a pre-set counter electromotive force constant design value.

Disclosed is a cooling apparatus of a fuel cell vehicle, including an air supply part, an air conditioning part that cools air discharged from the air supply part, and a valve provided at a rear end of the air supply part and that communicates cooled air discharged from the air supply part with a fuel cell part or a battery.

Disclosed is a cooling apparatus of a fuel cell vehicle, including an air supply part, an air conditioning part that cools air discharged from the air supply part, and a valve provided at a rear end of the air supply part and that communicates cooled air discharged from the air supply part with a fuel cell part or a battery.

Described herein is a fuel cell and battery hybrid system (1) comprising one or more sets (2) of serially connected fuel cells (FC1-n). The one or more sets (2) of serially connected fuel cells (FC1-n) are further serially connected via a respective fuel cell series enhancer (3). The serially connected sets (2) are further connected in parallel with a battery (4) via a fuel cell power charge controller (5). Each respective set (2) of serially connected fuel cells (FC1-n) is further arranged be controlled by the fuel cell series enhancer (3) to operate electrically independent from other sets (2) of serially connected fuel cells (FC1-n) and at its own unique maximum power point or uniquely selected other operating point, regardless of the operating points of other sets (2) of serially connected fuel cells (FC1-n).

Described herein is a fuel cell and battery hybrid system (1) comprising one or more sets (2) of serially connected fuel cells (FC1-n). The one or more sets (2) of serially connected fuel cells (FC1-n) are further serially connected via a respective fuel cell series enhancer (3). The serially connected sets (2) are further connected in parallel with a battery (4) via a fuel cell power charge controller (5). Each respective set (2) of serially connected fuel cells (FC1-n) is further arranged be controlled by the fuel cell series enhancer (3) to operate electrically independent from other sets (2) of serially connected fuel cells (FC1-n) and at its own unique maximum power point or uniquely selected other operating point, regardless of the operating points of other sets (2) of serially connected fuel cells (FC1-n).