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Currently, fuel cells supply only average power from the fuel cell. Thus, peak power must be supplied from some other energy source such as a battery or supercapacitor [5,6]. The power conditioning unit must therefore provide means for interfacing a battery and also ensure its charge maintenance. Figure 8-8 shows a block diagram of a typical fuel cell powered unit for supplying a load along with a battery interface. Figures 8-9 through 8-11 show three possible block diagrams and circuit topologies of power conversion units for this application. THERMAL MANAGEMENT WASTEHEAT Mgmt. FUEL SUPPLY FUEL PROCESSOR (GASOLINE OR METHANE) H2 FUEL CELL STACK DC/DC CONVERTER DC/AC INVERTER 120V / 240V 60 HZ LOAD BATTERY CENTRAL POWER CONTROL UNIT AIR Mgmt. SENSORS FUEL Mgmt. AND ELECTRONIC CONTROLS CONTROL ELECTRONICS FOR DC/DC CONVERTER, INVERTER Figure 8-8 Block diagram of a typical fuel cell powered unit for supplying a load (120V/240V) Power conditioning unit with line frequency transformer: Figure 8-9a shows the block diagram and Figure 8-9b shows the circuit topology of the power conditioning unit. In Figure 8- 9b, the fuel cell output DC (say 29V to 39V) is converted to a regulated DC output (say 50V) by means of a simple DC-DC boost converter. The output of the DC-DC converter is processed via a pulse width modulation (PWM) DC-AC inverter to generate a low voltage sinusoidal AC of ± 35 V AC (rms), a line frequency isolation transformer with a turns ratio of 1:3.5 is then employed to generate 120V/240V AC output as shown. A 42 to 48V battery is connected to the output terminals of the DC-DC converter to provide additional power at the output terminals for motor startups, etc. During steady state, the DC-DC converter regulates its output to 50V and the battery operates in a float mode. The fuel cell and the DC-DC converter are rated for steady state power (say 10kW), while the DC-AC inverter section is rated to supply the motor-starting VA. Assuming a motor-starting current of 3 to 5 times the rated value, the DC-AC inverter rating will be in the 15kVA to 25kVA range. The DC-DC boost converter is operated in current mode control. During a motor startup operation, the current mode control goes into saturation and limits the maximum current supplied from the cell. During this time, the additional energy from the battery is utilized. During steady state operation, the fuel cell energy is used to charge the battery when the output load is low. 8-30PDF Image | Fuel Cell Handbook (Seventh Edition)
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