Celeroton introduces new 7.5 kW fuel cell converter
31 January 2019
Celeroton is expanding its portfolio of fuel cell converters. With the launch of the improved power electronics converter, CC-550-7500, operating compressors up to 7.5 kW of drive power (at 300 VDC converter input) is now possible for fuel cell stacks of up to 75 kW.
Besides the increased power rating, the CC-550-7500—like all Celeroton fuel cell converters—has an auxiliary low-voltage input to power the digital electronics and to allow starting of a high speed, oil-less compressor (up to 300,000 RPM) from a voltage of 10–36 VDC. This allows the start-up of the compressor and therefore the fuel cell from a 12 or 24 VDC battery. Up to 300 W can be provided to the compressor from this low voltage input.
If the fuel cell then produces sufficient power, the converter switches to the high-power input (range of 100-550 VDC) to operate the compressor directly from the fuel cell. With this concept, the power required for the compressor—it is the largest parasitic load in the Balance of Plant (BoP)—bypasses the DC/DC converter, thus allowing a smaller DC/DC converter to be used and ultimately results in cost-optimized system design.
The water-cooled, fuel cell converter CC-550-7500 is equipped with an integrated CAN 2.0A communication interface, and optionally with the SAE J1939 protocol.
The previous CC-550-5000 is now replaced by the CC-550-7500 while the dimensions (300 x 190 x 80 mm or 11.8 x 7.5 x 3.1 inches) remain the same. Like its predecessor, the new model is designed for applications in transit buses, port and airport vehicles, municipal vehicles, small transport vans and passenger cars.
I think this is the first time that any quantitative information about the parasitic losses in FC systems has been posted on GCC.
Posted by: Engineer-Poet | 31 January 2019 at 05:44 AM
10% or 7,5kW losses will be the upper range with ,3kW or so for startup I would suspect there will be an average range between 2 - 6 kW in operation.
A number over half that required to propel a LDV at 60-80 klmh.
Some numbers quoted for for autonomous vehicle systems with power hungry systems first generation systems including power steer, active suspension, air con 1.4kW, heater 2kW, lidar etc can a see similar drain.
Improvements in efficiency in all those areas are progressing incl computing power expectations from 2,500W down to 500W .
It's not hard to see why many industry experts and C.E.O's are advocating bicycles.
There are many extra losses in the H2 chain compared to the other options which also haemorrhage energy massively.
A BEV charged with on site renewables has negligible emissions which also translates to lowest cost and lowest emissions.
The only possible justification for H2 in an LDV is if there is such a surplus in electrical energy generation as to make it a waste stream byproduct.
Applications in chemicals, industry, ships, planes, trains, and for now interstate HDV appear to have few other choices.
Posted by: Arnold | 31 January 2019 at 01:34 PM
Yes, FC systems have (like most power plants) certain parasitic losses such as the energy required to drive the air/oxygen compressor/blower, DC-DC and/or DC-AC converter losses, cooling ccts losses, heating losses, fuel pumps, battery charging generators, energy leak, internal battery loses compensation etc.
Parasitic loses are (should be) reduced with every new generation power plants.
Posted by: HarveyD | 31 January 2019 at 06:31 PM