Recognizing the fact of extremely low utilization of peak power (especially in the aviation use case), we propose a novel approach to significantly reduce the size and weight of the system by downsizing the main air compressor to match the air flow required to produce the desired continuous power (e.g., 55% of the peak power rating for the aviation applications, etc.), and provide the supplemental oxygen flow from an on-board high-pressure oxygen tank.

In accordance with the principles of the present invention, a system and method for the management of the power applied to electrolytic cell is provided. The power management consists a constant current regulation, H-bridge control by pulse width modulation (PWM), and dimming control of the applied current to the electrolytic cell. The constant current regulation is an analog control that maintains the applied current at a user-defined current setpoint. The time scale of constant current regulation ranges from tenth of microseconds to milliseconds. The PWM control of the H-bridge allows for the instant adjustment of the electrolytic production output by turning the cell on and off; the time scale of the PWM control ranges from tenths of milliseconds to seconds. The dimming control allows the change of the applied constant current; the time scale of the dimming control ranges from milliseconds to hours and longer.

A fuel cell power generation system includes: a fuel cell; at least one compressor disposed on an oxidant supply line for supplying an oxidizing gas to the fuel cell; a first motor configured to drive a first compressor among the at least one compressor; and at least one power converter disposed between the first motor and a power grid, and capable of adjusting a torque of the first motor.

A fuel cell system installed in a vehicle includes: a fuel cell; a secondary battery; a load including a drive motor and an air compressor; a fuel cell converter; a secondary battery converter; a failure detection unit; a first state determination unit; a reverse rotation detection unit; and a control unit. The control unit performs a limp-home traveling control that supplies electric power from the secondary battery to the drive motor when the secondary battery converter fails. When the vehicle is not in the first state, the control unit prohibits regeneration of the drive motor. When the vehicle is in the first state, the control unit supplies a reaction current to the air compressor. When the reaction current is applied and a reverse rotation of the air compressor is detected, the control unit does not apply the reaction current thereafter.

A fuel cell system includes a fuel cell stack having a hydrogen hole in which hydrogen gas passes, a hydrogen-related auxiliary machine, and a hydrogen pipe that connects the hydrogen hole and the hydrogen-related auxiliary machine. The hydrogen pipe includes a liquid retention part that is located below the hydrogen hole, and a connecting point between the hydrogen pipe and the hydrogen-related auxiliary machine in a gravity direction.

A fuel cell system includes a plurality of fuel cell units each configured to generate lower-voltage DC power. The fuel cell system includes a plurality of DC-DC converters each electrically connected to each of the fuel cell units and configured to convert the lower-voltage DC power to higher-voltage DC power. The fuel cell system includes a primary load power conversion unit electrically connected to the plurality of DC-DC converters and configured to output a primary load. The fuel cell system includes an auxiliary load power conversion unit electrically connected to the plurality of DC-DC converters and configured to output an auxiliary load.

A fuel cell system includes: an external load connected to a fuel cell; an electric power adjusting unit configured to adjust a generated electric power of the fuel cell in accordance with electric power consumption of the external load; a humidity control unit configured to control humidity of an electrolyte membrane in the fuel cell on the basis of the generated electric power of the fuel cell; an output voltage detecting unit configured to detect an output voltage of the fuel cell; and a cross leakage determining unit configured to cause the humidity control unit to increase the humidity of the electrolyte membrane when the fuel cell generates the electric power, the cross leakage determining unit being configured to determine whether a cross leakage amount increases or not on the basis of a change in the output voltage at that time.

According to one embodiment of the present invention, the method for controlling the pump speed of a redox flow battery for transferring an electrolyte stored in an electrolyte tank to a cell stack comprises the steps of: measuring the input power and/or the output power of the redox flow battery; measuring the charging power and/or the discharging power of the redox flow battery; calculating the power loss of the redox flow battery by using the difference between the input power and the charging power, or the difference between the output power and the discharging power; and adjusting the pump speed according to the power loss.

A method and system for managing energy of a fuel cell vehicle and a vehicle. The method is applied to a vehicle including a fuel cell, the vehicle further includes a power battery and a motor, the fuel cell and the power battery are electrically connected to the motor, and the method includes: acquiring a required power of the vehicle, a rated output power of the fuel cell and a current energy efficiency of the power battery; and according to at least one of the required power, the rated output power and the current energy efficiency, controlling the power battery to operate, and controlling the fuel cell to supply electric power at the rated output power or stop supplying electric power. In the present disclosure, not only the power battery can operate in the state of a reasonable energy efficiency to the largest extent, but also the fuel cell can always be in the two states of operating at the rated output power or of stopping operating, which prevents the problem that the fuel cell frequently operates at a non-rated output power, which results in a low economic efficiency of the hydrogen fuel and affects the economic efficiency of the entire vehicle.

Some embodiments include a system. The system can comprise an energy source supply hub and an energy source supply appliance. The energy source supply hub can comprise a hub energy source supply system and a hub vehicle configured to transport the hub energy source supply system. Further, the hub energy source supply system can comprise a hub energy source supply subsystem configured to receive an energy source. Meanwhile, the energy source supply appliance can comprise an appliance energy source supply system and an appliance vehicle configured to transport the appliance energy source supply system. Further, the appliance energy source supply system can comprise an appliance energy source supply subsystem configured to receive the energy source from the hub energy source supply subsystem and to make available the energy source received to a receiver vehicle. Other embodiments of related systems, devices, and methods also are provided.