A system of optimizing fuel cell (FC) power flow and a method thereof

Abstract

The invention relates to a system (100) of optimizing fuel cell (FC) power flow. The system (100) incorporates one or more hydrogen fuel cells (102) to generate electricity using hydrogen gas and ambient air (108). A battery (104) is configured to store the electricity. A Power Flow Management System (PFMS) (103) ensures a constant electric power draw from the one or more hydrogen fuel cells (102). The PFMS (103) is configured by segregating battery state-of-charge (SOC) into one or more SOC zones (201a, 201b, 201c). Each SOC zone corresponds to FC operating power level and a predetermined wait time. The PFMS (103) monitors and adapts to changes in battery SOC, identifying the current SOC zone and adjusts the FC operating power level accordingly based on the changes in the SOC zone of the battery (104). The approach optimizes FC operation, promoting efficient energy utilization and longevity within the hybrid system.

Description

[0001]TITLE OF INVENTION A SYSTEM OF OPTIMIZING FUEL CELL (FC) POWER FLOW AND A METHOD THEREOF CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY The present application claims priority from the Indian patent application having application number 202321086463, filed on 18 December 2023, incorporated herein by a reference. TECHNICAL FIELD The present subject matter described herein, in general, relates to a field of hybrid power operating systems. More specifically, the present invention relates to a hybrid system that combines a Proton Exchange Membrane (PEM) fuel cell and a battery for efficient and versatile power operation in applications. BACKGROUND This section is intended to introduce the reader to various aspects of art, which may be related to various aspects of the present disclosure that are described or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements in this background section are to be read in this light, and not as admissions of prior art. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology. In recent years, there has been a significant surge in the adoption of electric vehicles (EV’s) and hybrid electric vehicles (HEV’s) as part of global efforts to reduce greenhouse gas emission and dependence on fossil fuel. One critical component of these vehicles is the battery system, with lithium-ion batteries playing a central role in powering these eco-friendly modes of transportation. As the automotive industry continues to evolve, there is a growing emphasis on improving the efficiency, performance, and overall sustainability of EV’s and HEV’s. The promising avenue for enhancing the operation of these vehicles is the integration of fuel cell (FC) technology, often referred to as FC-HEV’s (or FCEVs), which combines the benefits of both electric batteries and hydrogen powered fuel cells. A PEM fuel cell is an electric power generation device which uses hydrogen as the fuel and oxygen from ambient air as the oxidant. An electrochemical reaction of hydrogen and oxygen occurs inside the fuel cell stack and the resulting energy is converted directly to electricity. The primary exhaust from the fuel cell is water and it does not have any moving parts. The electric power generated from a fuel cell may be used for the propulsion of vehicles or for stationary power generation. Further, for use in the vehicle or for stationary power generation, an FC-HEV system may be designed consisting of a PEM fuel cell and a battery. In this arrangement, the battery and the fuel cell act as parallel power sources for the power requirement of the load. The battery provides an instant response to power demands from the load. Additionally, in the case of the vehicle, the battery facilitates the desired instant acceleration of the vehicle as soon as the throttle / accelerator is pressed. Further, in case of stationary power generation, there may be an instant peak power demand from the load such as heavy inrush currents required during the starting of pump motors. Such demands may only exist for a few seconds or a minute. The battery would cater to such requirements. The battery also performs the function of absorbing the energy generated from the electric motor during regenerative braking. When the brakes are engaged by the driver or rider, the electric motor functions as an electric generator and recharges the battery. Thus, the kinetic energy of the vehicle is converted back to electrical energy and the overall energy utilization of the vehicle is improved. In contrast, the fuel cell power ramps up to the desired value more slowlyand eventually recharges the battery as well as provides power to the external load. Unlike thebattery, the PEM fuel cell is a unidirectional device and is incapable of storing electrical energy by reversing the current direction as is possible for a battery. Further, the fuel cells are known for their high energy density, clean energy generation, and extended range, have garnered attention as a potential solution for addressing the limitations of conventional lithium-ion batteries, such as limited driving range and longer refueling times. Further, the FC-HEV’s aims to harness the advantages of both power sources, offering improved energy efficiency, reduced emission, and more sustainable transportation solution. However, the seamless integration and efficient operation of a hybrid system that combines lithium-ion batteries with fuel cells presents unique challenges. Further, managing the power flow between these two-energy sources is a complex task and requires a sophisticated control system. A power flow management system of this nature is essential for optimizing the operation of FC- HEV’s, ensuring that each component operates at its peak efficiency, minimizes energy losses, and extends the overall lifespan of the system. Thus, there is a need for a method for effective coupling of the battery and a fuel cell into a hybrid system by optimizing power flow of the fuel cells, resulting in prolonging the life and durability of the FC and obtain better fuel efficiency. SUMMARY This summary is provided to introduce concepts related to a system and a method for optimizing fuel cell power flow in a battery-FC hybrid power operating environment, and the concepts are further described below in the detailed description. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in classifying or limiting the scope of the claimed subject matter. In one implementation, a system of optimizing fuel cell (FC) power flow is disclosed. The system may comprise one or more hydrogen fuel cells. The one or more fuel cells may be configured to generate electricity using hydrogen gas in combination with ambient air. Further, the system may comprise a battery which may be configured to store the electricity. Further, the system may comprise a power flow management system (PFMS). The PFMS may be configured to draw a constant electric power from one or more hydrogen fuel cells. Further, the PFMS may be configured by segregating a plurality of state-of-charge (SOC) of the battery into one or more SOC zones. Further, the PFMS may be configured by defining an operating FC power level of the one or more hydrogen fuel cells corresponding to each SOC zone from one or more SOC zones of the battery. Further, the PFMS may be configured by defining a predetermined wait time to each SOC zone from the one or more SOC zones of the battery. Additionally, the PFMS may be configured to detect SOC of the battery. The detection of the SOC of the battery may be performed at a time when the battery may be charging or discharging to provide electric power to an associated load. The PFMS may further be configured to identify a SOC zone from the one or more SOC zones based on the detected SOC of the battery. Moreover, the PFMS may further be configured to identify an operating FC power level and a predetermined wait time corresponding to the identified SOC zone. In an embodiment, the PFMS may configured to operate the one or more hydrogen fuel cells at the identified operating FC power level for the predetermined wait time. Further, the PFMS may be configured to detect a new SOC of the battery to identify any change from the identified SOC zone of the battery. Furthermore, the PFMS may be configured to update the operating FC power level of the one or more hydrogen fuel cells based on changes in the SOC zone of the battery. In one embodiment of the present disclosure, one or more hydrogen fuel cells and the battery are parallelly connected to provide electric power to the electric load. Further, one or more hydrogen fuel cells are connected to the electric load via the PFMS in between them. In another embodiment, the PFMS may be connected to the battery for exchanging signals with the battery. The signal between the PFMS and the battery corresponds to a signal for one of detecting SOC of battery, enforcing load limit on the battery or a combination thereof. Further, the PFMS may be connected to one or more hydrogen fuel cells for exchanging signals with one or more hydrogen fuel cells. The signal between the PFMS and one or more hydrogen fuel cells corresponds to a signal for flushing out hydrogen from one or more hydrogen fuel cells stack. The flushing out of the hydrogen is performed on an event of shutting down of the one or more hydrogen fuel cells. In another embodiment, the PFMS may be configured to keep the operating FC power level at a constant value for each SOC zone from the one or more SOC zones of the battery. In yet another embodiment, the PFMS may be configured to keep the operating FC power level of the one or more hydrogen fuel cells inversely related to the SOC of the battery. In yet another embodiment, the PFMS is configured to gradually, not abruptly, update the operating FC power level based on changes in the SOC zone of the battery. In yet another embodiment, the PFMS is configured to enforce a limit on the power drawn from the battery based on the identified SOC zone of the battery by sending a signal to the BMS (battery management system) of the battery. In another implementation of the present disclosure, a method of optimizing fuel cell (FC) power flow is disclosed. The method may comprise a step of connecting one or more hydrogen fuel cells to an electric load. The one or more hydrogen fuel cells may connect to the electric load via a power flow management system (PFMS). Further, the method may comprise a step of connecting a battery in parallel connection with one or more hydrogen fuel cells to provide electric power to the electric load. Further, the method may comprise one or more steps of configuring the PFMS to draw a constant electric power from the one or more hydrogen fuel cells. The method may comprise a step of segregating a plurality of state-of-charge (SOC) of the battery into one or more SOC zones. Further, the method may comprise a step of defining an operating FC power level of the hydrogen fuel cells may corresponding to each SOC zone from one or more SOC zones of the battery. Furthermore, the method may comprise a step of defining a predetermined wait time to each SOC zone from the one or more SOC zones of the battery. In one implementation, the method comprises a step of configuring the PFMS to detect SOC of the battery. Furthermore, the method may comprise a step to identify a SOC zone from the one or more SOC zones based on the detected SOC of the battery. Moreover, the method may comprise a step to identify an operating FC power level and a predetermined wait time corresponding to the identified SOC zone from the one or more SOC zones. Further, the method may comprise a step to operate the one or more hydrogen fuel cells at the identified constant operating FC power level for the predetermined wait time. Further, the method may comprise a step to detect a new SOC of the battery to identify any change from the identified SOC zone of the battery. The method may further comprise a step to update the operating FC power level of the one or more hydrogen fuel cells based on changes in the SOC zone of the battery. BRIEF DESCRIPTION OF DRAWINGS The detailed description is described with reference to the accompanying figures. In the Figures, the left-most digit(s) of a reference number identifies the Figure in which the reference number first appears. The same numbers are used throughout the drawings to refer to the like features and components. Figure 1 illustrates a block diagram of proposed arrangement of system (100) in relation to the FC, battery and the load, in accordance with an embodiment of a present subject matter. Figure 2A illustrates a graph (200) showing an exemplary operating power flow of the fuel cells corresponding to different SOC zones of the battery (104), in accordance with an embodiment of the present subject matter. Figure 2B illustrates the graph (200) showing gradual transitioning of operating power flow of the fuel cells from one SOC zone to another SOC zone of the battery (104), in accordance with an exemplary embodiment of the present subject matter. Figure 3 illustrates a decision-making flowchart (300) for the operation of PFMS (103), in accordance with an embodiment of the present subject matter, Figure 4 illustrates a load sharing pattern (400) between one or more hydrogen fuel cells (102) and the battery (104), in accordance with an embodiment of the present subject matter, and Figure 5A-5B illustrates a flowchart describing a method (500) of optimizing fuel cell (FC), in accordance with an embodiment of the present subject matter. DETAILED DESCRIPTION Before the present system and method are described, it is to be understood that this disclosure is not limited to the system and its arrangement as described, as there can be multiple possible embodiments which are not expressly illustrated in the present disclosure. The present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed throughout the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure. It is also to be understood that the terminology used in the description is for the purpose of describing the versions or embodiments only and is not intended to limit the scope of the present application. The terms “comprise”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system or method. In other words, one or more elements in a system or apparatus preceded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus. Reference throughout the specification to “various embodiments,” “some embodiments,” “one embodiment,” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, appearances of the phrases “in various embodiments,” “in some embodiments,” “in one embodiment,” or “in an embodiment” in places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. Referring to Figure 1, a block diagram of proposed arrangement of a system (100) in relation to fuel cell (FC), battery and an electric load, is illustrated in accordance with an embodiment of the present subject matter. The proposed arrangement of the system (100) comprises a hydrogen storage tank (101), one or more hydrogen fuel cells (102), a power flow management system (PFMS) (103), a battery (104), a motor control unit (MCU) or other power conversion system (PCS) (105), one or more user inputs (106), and an electric motor or other external load (107). The hydrogen storage tank (101) is designed to physically store the hydrogen inside the tank (101). Hydrogen can be either a gas or a liquid. The hydrogen storage tank (101) may be a cylindricalcontainer capable of storing a high-pressure hydrogen gas. In one embodiment of the presentdisclosure, one or more fuel cells may be arranged in a predetermined manner to form a fuel cell assembly. The fuel cells may comprise two electrodes and an electrolyte which converts the chemical energy of chemical reactions between fuel and oxidant, into electrical energy. In an exemplary embodiment, one or more fuel cells may correspond to hydrogen (H2) fuel cells (102). Each H2 fuel cell (102) may comprise an Anode and a Cathode with Electrolyte filled in between. The Anode and the Cathode may be made up of a material having high electron conductivity and low proton conductivity. Further, the Electrolyte may possess high proton conductivity and low electron conductivity. The H2 fuel cells (102) may be configured to receive fuel as Hydrogen (H2) from the hydrogen storage tank (101) and oxidant as Oxygen (O2). More specifically, the Anode of the H2 fuel cell (102) may be configured to receive fuel (direct H2 or reformed H2) andundergoes oxidation process and release electrons (2H2 4H++4e-). These electrons flow throughthe external circuit towards the Cathode. At Cathode, oxidant (O2 from ambient air) gets reducedand release water (H2O) and heat (O2+4H++4e- 2H2O). The electrons pass through the externalcircuit, produced electricity. The overall chemical reaction performed by the one or more H2 fuelcells (102) may be 2H2+O2 2H2O. Further, the system (100) comprises the PFMS (103). ThePFMS (103) in the disclosed system (100) is configured to optimize the power flow of the one or more H2 fuel cells (102) and to control the H2 fuel cells (102) to draw a constant electric power from the one or more hydrogen fuel cells (102). In a specific implementation, one or more H2 fuel cells (102) are connected to electric load via the PFMS (103). A detailed implementation of the PFMS (103) will be later described below in the description. Further, the system (100) comprises the battery (104) for storing the electricity generated by the one or more H2 fuel cells (102). The battery (104) may correspond to a lithium-ion battery comprising a set of cells arranged in a manner to store the electricity. Further, the battery may comprise a battery management system (BMS) configured to monitor and control the operations of the battery (104). In one implementation, the battery (104) may be parallelly arranged to theone or more H2 fuel cells (102), for supplying required electric power to the electric load. In thisarrangement, the battery (104) and the H2 fuel cell (102) act as parallel power sources for thepower requirement of the load. The battery (104) provides an instant response to power demandsfrom the electric load. Additionally, in the case of the vehicle, the battery (104) may facilitate the desired instant acceleration of the vehicle as soon as the throttle / accelerator is pressed. Further, in case of stationary power generation, there may be an instant peak power demand from the load such as heavy inrush currents required during the starting of pump motors. Such demands may only exist for a few seconds or a minute. The battery (104) would cater to such requirements. The battery (104) also performs the function of absorbing the energy generated from the electric motor during regenerative braking. When the brakes are engaged by the driver or rider, the electric motor functions as an electric generator and recharges the battery (104). Thus, the kinetic energy of the vehicle is converted back to electrical energy and the overall energy utilization of the vehicle is improved. Further, the system (100) comprises the electric motor or other external load (or alternatively referred to as electric load) (107) which provides requirement of power to the battery (104) and / or one or more H2 fuel cells (102). In a specific embodiment, the electric load (107) may correspondto a hybrid electric vehicle (HEV’s, FC-HEV, FCEVs) operated on a combination of electricbattery (104) and the hydrogen fuel cells (102), or a stationary power generator. The electric load(107) may be coupled with the motor control unit (MCU) or other power conversion system (PCS) (105). The MCU (105) may correspond to a control unit for controlling operations of the electric load (107). Further, the MCU (105) may be configured to receive one or more user input (106). In general, the power conversion system in a hydrogen fuel cell vehicle serves as a pivotal component responsible for converting the direct current (DC) electrical output generated by the fuel cell into alternating current (AC), enabling the efficient and seamless operation of the electric motor that propels the vehicle. Beyond this primary function, it regulates voltage, manages power distribution to various vehicle systems, facilitates energy recovery during braking, incorporates safety features for fault tolerance, and seeks to maximize overall energy efficiency. In essence, the power conversion system acts as the bridge that transforms the fuel cell's electrical output into a usable and optimized form, ensuring the vehicle's reliable and eco-friendly propulsion while maintaining safety and efficiency.In one embodiment, the PFMS (103) may be connected to the battery (104) for exchanging signalswith the battery (104). The signal between the PFMS (103) and the battery (104) corresponds to a signal for one of detecting SOC of battery (104), enforcing load limit on the battery (104) or a combination thereof. In another embodiment, the PFMS (103) may be connected to the one or more hydrogen fuel cells (102) for exchanging signals with the one or more hydrogen fuel cells (102). The signal between the PFMS (103) and the one or more hydrogen fuel cells (102) corresponds to a signal for flushing out hydrogen from the one or more hydrogen fuel cells (102)stack. The flushing out of the hydrogen is performed on an event of shutting down of the one ormore hydrogen fuel cells (102). The PFMS (103) may be configured by segregating a state of charge (SoC) of the battery (104) into more or more SOC zones (201a, 201b, 201c, … , 201n collectively referred as 201). Each SOC zone corresponds to a range of power holding by the battery (104) at any instant. Furthermore, the PFMS (103) may be configured by defining an FC operating power level of the one or more H2 fuel cells (102) corresponding to each SOC zone from one or more SOC zones (201) of the battery (104). Further, the PFMS (103) may be configured by defining a predetermined wait time to each SOC zone from the one or more SOC zones (201). The predetermined wait time is used to constantly operate the H2 fuel cells (102) to same power level irrespective of the varying external load, resulting in enhancing the longevity of H2 fuel cells (102)and obtaining higher fuel efficiency.In another embodiment, the PFMS (103) may be configured to detect a current SOC of the battery(104). The detection of the SOC of the battery (104) may be performed at a time when the battery(104) may be charging or discharging to provide electric power to the electric load (107). Further, the PFMS (103) may be configured to identify a SOC zone from the one or more SOC zones (201) based on the detected SOC of the battery (104). The PFMS (103) may further be configured toidentify an operating FC power level and a predetermined wait time corresponding to the identifiedSOC zone. The operating FC power level may correspond to one of the multiple operating FC power levels defined for multiple SOC zones (201) configured in the PFMS (103). The predetermined wait time may correspond to one of the multiple wait times defined for the multiple SOC zones (201) configured in the PFMS (103). The PFMS (103) may be connected to one or more hydrogen fuel cells (102) for exchanging signals with the one or more hydrogen fuel cells (102). Further, the PFMS (103) may be configured to operate one or more hydrogen fuel cells (102) at the identified constant operating FC powerlevel for the identified wait time. The constantly operating the H2 fuel cells (102) to constant powerlevel, resulting in enhancing the longevity of H2 fuel cells (102) and obtaining higher fuel efficiency. The PFMS (103) may be configured to detect a new SOC of the battery (104). The new SOC of the battery (104) may lead to a transition to a different SOC zone from the previous SOC zone of the battery previously detected by the PFMS (103). In case of changes of the battery SOC from the previous one, the PFMS (103) may update the operating FC power level of the one or more H2 fuel cells (102) based on new SOC its corresponding zone configured in the PFMS (103). In an exemplary embodiment, the PFMS (103) may be configured by defining a set of FC power levels as optimal power level, by which the H2 fuel cells (102) may operate efficiently. Further, the PFMS (103) is configured by defining the set of optimal FC power levels corresponding to different SOC zones (201) of the battery (104). Defining this may lead to gradual updating of operating FC power level, not abruptly, which further obtains the higher fuel efficiency of the H2 fuel cells (102). In an embodiment the PFMS (103) is configured to keep the operating FC power level at a constant value for each SOC zone from the one or more SOC zones (201) of the battery (104). In another embodiment, PFMS (103) is configured to keep the operating FC power level of the one or more hydrogen fuel cells (102) inversely related to the SOC of the battery (104). In yet another embodiment, the PFMS (103) is configured to gradually update the operating FC power level based on changes in the SOC zone of the battery (104). In yet another embodiment, the PFMS (103) is configured to enforce a load limit on the battery (104) based on the identified SOC zone of the battery (104) by sending a signal to the BMS (battery management system) of the battery (104). The enforcement of load limit on the battery (104) would prevent the battery from being drained rapidly. Additionally, the lower power availability for traction from the battery would also alert the driver of the vehicle to modify their driving pattern so as to allow the battery to be recharged by the fuel cell (FC). Referring to Figure 2A, a graph (200) showing an exemplary operating power flow of the fuel cells corresponding to different SOC zones of the battery (104) is illustrated, in accordance with an embodiment of the present subject matter. Further, for the one or more hydrogen fuel cells (102) the FC operating power may be expressed as a percentage of its maximum rated capacity. The battery (104) SOC may vary between 0% and 100%. Further, the battery (104) SOC at 0% may represents the fully discharged state and the battery (104) SOC at 100% may represents the fully charged state. The battery (104) SOC may be divided into one or more zones (201). In exemplary embodiment, the one or more SOC zones (201) may comprise but not limited to zones (201a, 201b, 201c) (as shown in Figure 2A). Further, an operating FC power level is defined corresponding to each SOC zone of the battery (104). The main objective of defining FC operating power level for each SOC zone is to keep the FC operating power level constant. The SOC zone (201a) may represent the SOC range between 0% to 30% of the battery (104). This condition of SOC zone (201a) may occur if the vehicle is heavily loaded and is being driven at a very high speed or is being driven in a hilly region where it is continuously climbing up a slope for a relatively long duration. Either way, the battery (104) would enter the low SoC range represented by SOC zone (201a). In certain driving scenarios, circumstances may arise wherein the battery (104) undergoes rapid discharge despite the one or more hydrogen fuel cells (FC) (102) operating optimally within SOC zone (201b). If the FC is still operated at this power, the system runs the risk of complete discharge of the battery (104) which would lead to other challenges. To prevent this occurrence, as per the example shown, the PFMS (103) would set the FC (102) to its maximum rated power. At zone (201a) the one or more hydrogen fuel cells (102) may effectively recharge the battery (104) and may restore it to the zone (201b). Similarly, the zone (201b) may represent the SOC range between 30% to 90%. In the zone (201b), one or more hydrogen fuel cells (102) may be operated at optimum power level. The PFMS (103) may be configured with a set of optimum power levels corresponding to this zone (201b). Setting the optimum power levels corresponding to this zone (201b), by the PFMS (103), corresponds to gradual updating of the operating power level of the FC (102) in this zone (Gradual updating of FC power level will be described in details in discussion of Figure 2B). In the zone (201b), at the SOC power range of 30% to 90% the one or more hydrogen fuel cells (102) may operate at the constant power level, which leads to maximize the fuel efficiency of one or more hydrogen fuel cells (102). Operating the FC at the constant power level may result in delegating the fluctuating power requirements from the electric load (107) to the battery (104). Further, the zone (201c) may represent the SOC range between 90% to 100%. In zone (201c) the SOC of the battery (104) may be sufficiently high. Further, in zone (201c), the battery (104) may hold sufficient reserve to propel the vehicle over a substantial distance to keep the one or more hydrogen fuel cell (102) idle. Further, the one or more hydrogen fuel cell (102) may be completely shut down and the vehicle may solely be operated on the battery (104) power. Alternatively, one or more hydrogen fuel cell (102) may be operated at a minimal power output for instance. In a nutshell, the operating power level of the H2 fuel cells (102) are inversely related to the SOC of the battery (104). Referring to Figure 2B, the graph (200) showing gradual transitioning of operating power flow of the fuel cells from one SOC zone to another SOC zone of the battery (104), is illustrated in accordance with an exemplary embodiment of the present subject matter. The graph (200) (as shown in Figure 2B) describes transitioning of FC operating power level from one zone (X) to another zone (Y) with respect to a time-period (measured in seconds). The transitioning can be performed either abruptly or gradually while transitioning from zone X to Y. Abrupt transitioning of FC power level from one percentage to another may result in a negative impact on FC’s operating efficiency and its longevity. In the present disclosure, the transitioning of FC power level, while transitioning from zone X to Y or vice versa, is performed gradually. The time period of this gradual transition is kept very small compared to the time period of FC’s operation in the particular SOC zone, so that the FC’s operating power level in that particular SOC zone would remain constant for maximum period of time. In a specific embodiment, the gradual transitioning of the FC power level may be performed in transitioning from zone (201a to 201b or vice versa), or from zone (201b to 201c or vice versa) or any other SOC zone transition in any application. Referring to Figure 3, a decision-making flow chart (300) of the operation of PFMS (103) is illustrated, in accordance with an embodiment of the present subject matter. The flow chart (300) may correspond to configuration rules defined in the PFMS (103). The flow chart (300) may comprise a step (301) for detection of state of charge (SoC) of the battery (104). Further, at step (302) the flow chart may comprise detection of SOC zone from the one or more SOC zones (201a, 201b, 201c) as defined in the PFMS (103). Further, based on the detection of SOC zone, the process flow may enter into process steps corresponding to either of the SOC zones (201a, 201b, 201c). At step (303) the PFMS (103) may set FC power i.e. (power drawn from the fuel cell) to a pre-programmed value corresponding to SOC zone (201a). At step (304) the PFMS (103) may enforce the limit on the battery (104) to restrict the maximum battery power. Further, at step (305), the FC power indicator may set to RED to inform the driver that the vehicle battery may be nearing discharge and may be operated at high level FC power level where the fuel efficiency of the FC would be low and the vehicle may be heavily loaded. Further, at step (306) the PFMS (103) may wait for a pre-programmed waiting period corresponding to the SOC zone (201a) before re- checking the SOC of the battery (104). Based on the SOC of the battery (104), the PFMS (103) may transition the operating power level of the FC (102) to zone B (201b). The pre-programmedwaiting period corresponding to the SOC zone (201a) may be kept longer compared to waitingperiod of zone (201b) so as to allow the battery (104) to be sufficiently charged prior to reducing the FC power level to the value assigned for zone B. Alternatively, at step (307) the PFMS (103) may set FC power i.e. (power drawn from the fuel cell) to a pre-programmed value corresponding to SOC zone (201b). At step (308) the PFMS (103) may remove the limit on the battery (104). Further, at step (309), the FC power indicator may set to GREEN to inform the driver that the vehicle is operating at the optimal FC power level. Further, at step (310) the PFMS (103) may wait for a pre-programmed waiting period corresponding to the SOC zone (201b) before re-checking the SOC of the battery (104). Based on the SOC of the battery (104), the PFMS (103) may transition the operating power level of the FC (102) to one of zone A (201a), zone C (201c), or other optimal FC power levels corresponding to Zone B (201b) from the set of FC power levels. Alternatively, at step (311) the PFMS (103) may set FC power i.e. (power drawn from the fuel cell) to a pre-programmed value corresponding to SOC zone (201c). At step (312) the PFMS (103) may remove the limit on the battery (104). Further, at step (313), the FC power indicator may set to GREEN to inform the driver that the vehicle is operating the FC in the optimum fuel efficiency zone. In this zone, the PFMS (103) may shut down the FC power by sending a signal to the H2 fuel cell (102). The signal along with shutting down the FC power may also flush out hydrogen from the one or more hydrogen fuel cells (102) stack. Further, at step (314) the PFMS (103) may wait for a pre-programmed waiting period corresponding to the SOC zone (201c) before re- checking the SOC of the battery (104). Based on the SOC of the battery (104), the PFMS (103) may transition the operating power level of the FC (102) to other optimal FC power levels corresponding to Zone B (201b) from the set of FC power levels. The pre-programmed waitingperiod corresponding to the SOC zone (201c) may be kept relatively longer compared to thewaiting period of zone (201b) so as to allow the battery (104) to be sufficiently discharged prior to increasing the FC power level or re-starting the FC if it was shut down. In yet another embodiment, the feedback to the user may be indicated regarding the status for regulating the driving pattern of the vehicle. The status indicator may indicate a green light when the system may operate in zone (201b) and zone (201c). Further, the status indicator may indicate a red light when the system operates in zone (201a). Referring to Figure 4, a load sharing pattern (400) between one or more hydrogen fuel cells (102) and the battery (104), is illustrated in accordance with an embodiment of the present subject matter. The pattern may represent timeline operation of FC power (401), battery power (402), and motor power (403). The load sharing pattern (400) between one or more hydrogen fuel cells (102) and the battery (104) may correspond to charging and discharging of the battery (104). The pattern (400) may focus on keeping the FC operating power collectively referred as FC power (401) at a constant level for maximum period of time. Further, the battery power (402) adapts to the fluctuating requirement of the motor power (403) while the FC power (401) may be operated at constant level unless there is a change in the SOC zone. Referring to Figure 5A-5B, a flowchart describing a method (500) of optimizing fuel cell (FC) power flow, in accordance with an embodiment of the present subject matter. The method (500) is structured as a step-by-step process. At step (501), the one or more hydrogen fuel cells (102) may be connected to an electric load (107). The one or more hydrogen fuel cells (102) may be connected to the electric load (107) via power flow management system (PFMS) (103). At step (502), the battery (104) may be in parallel connection with the one or more hydrogen fuel cells (102) to provide electric power to the electric load (107). At step (503), the PFMS (103) may configured to draw a constant electric power from the one or more hydrogen fuel cells (102) by performing further steps. At step (504) the PFMS (103) may configured by segregating the plurality of state-of-charge (SOC) of the battery (104) into one or more SOC zones (201a, 201b, 201c). At step (505), the PFMS (103) may be configured by defining the operating FC power level of the hydrogen fuel cells (102) corresponding to each SOC zone from the one or more SOC zones (201a, 201b, 201c) of the battery (104). At step (506), the PFMS (103) may be configured by defining the predetermined wait time to each SOC zone from the one or more SOC zones (201a, 201b, 201c). In one implementation, the PFMS (103) may be configured (507) to perform further steps. At step (508), the PFMS (103) may be configured to detect the SOC of the battery (104). At step (509), the PFMS (103) may be configured to identify the SOC zone from the one or more SOC zones (201a, 201b, 201c) based on the detected SOC. At step (510), the PFMS (103) may be configured to identify the operating FC power level and a predetermined wait time corresponding to the identified SOC zone from the one or more SOC zones (201a, 201b, 201c). At step (511), the PFMS (103) may be configured to operate the one or more hydrogen fuel cells (102) at the identified operating FC power level for the predetermined wait time. At step (512), the PFMS (103) may configured to detect a new SOC of the battery (104) to identify any change from the identified SOC zone of the battery (104). At step (513), the PFMS (103) may configured to update the operating FC power level of the one or more hydrogen fuel cells (102) based on changes in the SOC zone of the battery (104). Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. However, one of ordinary skill in the art will readily recognize that the present disclosure is not intended to be limited to the embodiments illustrated but is to be accorded the widest scope consistent with the principles and features described herein. The foregoing description shall be interpreted as illustrative and not in any limiting sense. A person of ordinary skill in art would understand that certain modifications could come within the scope of this disclosure. The embodiments, examples and alternatives of the preceding paragraphs or the description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments unless such features are incompatible.

Claims

We Claim:

1. A system (100) of optimizing fuel cell (FC) power flow, characterized in that, the system (100) comprises: one or more hydrogen fuel cells (102), wherein the one or more hydrogen fuel cells (102) are configured to generate electricity using hydrogen gas in combination with ambient air (108); a battery (104) configured to store the electricity; a power flow management system (PFMS) (103) configured to draw a constant electric power from the one or more hydrogen fuel cells (102), wherein, the PFMS (103) is configured by: segregating a plurality of state-of-charge (SOC) of the battery (104) into one or more SOC zones (201a, 201b, 201c); defining an operating FC power level of the one or more hydrogen fuel cells (102) corresponding to each SOC zone from one or more SOC zones (201a, 201b, 201c) of the battery (104); defining a predetermined wait time to each SOC zone from the one or more SOC zones (201a, 201b, 201c); wherein, the PFMS (103) is configured to: detect SOC of the battery (104); identify a SOC zone from the one or more SOC zones (201a, 201b, 201c) based on the detected SOC; identify an operating FC power level and a predetermined wait time corresponding to the identified SOC zone from the one or more SOC zones (201a, 201b, 201c); operate the one or more hydrogen fuel cells (102) at the identified operating FC power level for the identified wait time; detect a new SOC of the battery (104) to identify any change from the identified SOC zone of the battery (104); and update the operating FC power level of the one or more hydrogen fuel cells (102) based on changes in the SOC zone of the battery (104).

2. The system (100) as claimed in claim 1, wherein the one or more hydrogen fuel cells (102) and the battery (104) are parallelly connected to provide electric power to anelectric load (107), wherein the one or more hydrogen fuel cells (102) are connected to the electric load via the PFMS (103) in between.

3. The system (100) as claimed in claim 1, wherein the PFMS (103) is connected to the battery (104) for exchanging signals with the battery (104); wherein signal between the PFMS (103) and the battery (104) corresponds to a signal for one of detecting SOC of battery (104), enforcing load limit on the battery (104) or a combination thereof; wherein the PFMS (103) is connected to the one or more hydrogen fuel cells (102) for exchanging signals with the one or more hydrogen fuel cells (102); wherein the signal between the PFMS (103) and the one or more hydrogen fuel cells (102) corresponds to a signal for flushing out hydrogen from the one or more hydrogen fuel cells (102) stack.

4. The system (100) as claimed in claim 1, wherein the PFMS (103) is configured to keep the operating FC power level at a constant value for each SOC zone from the one or more SOC zones (201a, 201b, 201c) of the battery (104).

5. The system (100) as claimed in claim 1, wherein the PFMS (103) is configured to keep the operating FC power level of the one or more hydrogen fuel cells (102) inversely related to the SOC of the battery (104).

6. The system (100) as claimed in claim 1, wherein the PFMS (103) is configured to gradually update the operating FC power level based on changes in the SOC zone of the battery (104).

7. The system (100) as claimed in claim 1, wherein the PFMS (103) is configured to enforce a load limit on the battery (104) based on the identified SOC zone of the battery (104) by sending a signal to the BMS (battery management system) of the battery (104).

8. A method (500) of optimizing fuel cell (FC) power flow, characterized in that, the method (500) comprising the step of: connecting (501) one or more hydrogen fuel cells (102) to an electric load (107), wherein the one or more hydrogen fuel cells (102) are connected to the electric load (107) via a power flow management system (PFMS) (103);connecting (502) a battery (104), in parallel connection with the one or more hydrogenfuel cells (102) to provide electric power to the electric load (107);configuring (503) the PFMS (103) to draw a constant electric power from the one or more hydrogen fuel cells (102) by: segregating (504) a plurality of state-of-charge (SOC) of the battery (104) into one or more SOC zones (201a, 201b, 201c); defining (505) an operating FC power level of the hydrogen fuel cells (102) corresponding to each SOC zone from one or more SOC zones (201a, 201b, 201c) of the battery (104); defining (506) a predetermined wait time to each SOC zone from the one or more SOC zones (201a, 201b, 201c) of the battery (104); configuring (507) the PFMS (103) to: detect (508) SOC of the battery (104); identify (509) a SOC zone from the one or more SOC zones (201a, 201b, 201c) based on the detected SOC; identify (510) an operating FC power level and a predetermined wait time corresponding to the identified SOC zone from the one or more SOC zones (201a, 201b, 201c); operate (511) the one or more hydrogen fuel cells (102) at the identified operating FC power level for the predetermined wait time; detect (512) a new SOC of the battery (104) to identify any change from the identified SOC zone of the battery (104); and update (513) the operating FC power level of the one or more hydrogen fuel cells (102) based on changes in the SOC zone of the battery (104).

9. The method (500) as claimed in claim 8, wherein the method (500) comprises connecting the PFMS (103) to the battery (104) for exchanging signals with the battery (104); wherein signal between the PFMS (103) and the battery (104) corresponds to a signal for one of detecting SOC of battery (104), enforcing load limit on the battery (104) or a combination thereof.

10. The method (500) as claimed in claim 8, wherein the method (500) comprises connecting the PFMS (103) to the one or more hydrogen cells (102) to exchange signals with the one or more hydrogen fuel cells (102), wherein to signal between the PFMS (103) and the one or more hydrogen fuel cells (102) corresponds to a signal for flushing out hydrogen from the one or more hydrogen fuel cells (102) stack.

11. The method (500) as claimed in claim 8, wherein the method (500) comprises configuring the PFMS (103) to keep the operating FC power level at a constant value for each SOC zone from the one or more SOC zones (201a, 201b, 201c) of the battery (104).

12. The method (500) as claimed in claim 8, wherein the method (500) comprises keeping the operating FC power level of the hydrogen fuel cells (102) inversely related to the SOC of the battery (104).

13. The method (500) as claimed in claim 8, wherein configuring the PFMS (103) to gradually update the operating FC power level based on changes in the SOC zone of the battery (104).

14. The method (500) as claimed in claim 8, wherein configuring the PFMS (103) to enforce a load limit on the battery (104) based on the identified SOC zone of the battery (104) by sending a signal to the BMS (battery management system) of the battery (104).

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