Dynamic behaviour of Li batteries in hydrogen fuel cell power trains

A Li ion polymer battery pack for road vehicles (48 V, 20 Ah) was tested by charging/discharging tests at different current values, in order to evaluate its performance in comparison with a conventional Pb acid battery pack. The comparative analysis was also performed integrating the two storage systems in a hydrogen fuel cell power train for moped applications. The propulsion system comprised a fuel cell generator based on a 2.5 kW polymeric electrolyte membrane (PEM) stack, fuelled with compressed hydrogen, an electric drive of 1.8 kW as nominal power, of the same typology of that installed on commercial electric scooters (brushless electric machine and controlled bidirectional inverter). The power train was characterized making use of a test bench able to simulate the vehicle behaviour and road characteristics on driving cycles with different acceleration/deceleration rates and lengths. The power flows between fuel cell system, electric energy storage system and electric drive during the different cycles were analyzed, evidencing the effect of high battery currents on the vehicle driving range. The use of Li batteries in the fuel cell power train, adopting a range extender configuration, determined a hydrogen consumption lower than the correspondent Pb battery/fuel cell hybrid vehicle, with a major flexibility in the power management.     

PEFC stacks as power sources for hybrid propulsion systems

In this paper the performance of two polymeric electrolyte fuel cell systems (FCS) for hybrid power trains are presented and discussed. In particular, an experimental analysis was effected on 2.4 and 20 kW stacks with the aim to investigate the energy management issues of the two FCSs for utilization as power sources in electric power trains for scooter and minibus, respectively. The stack characterizations permitted the effect of the main operative variables (temperature, pressure and stoichiometric ratio) on mean power density of cells to be evaluated. The FCS efficiency was evaluated and compared for the two traction systems, individuating the optimal operative conditions for automotive application and specifying the energy losses of the auxiliary components. The efficiency of both fuel cell systems resulted higher than 40% in a wide range of loads (100–600 mA/cm²), with maximum values close to 50%. The experimental characterization of the two power trains was carried out on dynamic test benches, able to simulate the behaviour of the two vehicles on the European R40 driving cycle. The characterization of the two propulsion systems on R40 driving cycle evidenced that the overall efficiency was not affected significantly by the hybrid configuration adopted, as the efficiency values ranged from 27 to 29% in the different procedures analyzed.     

Experimental study of a fuel cell power train for road transport application

The development of fuel cell electric vehicles requires the on-board integration of fuel cell systems and electric energy storage devices, with an appropriate energy management system. The optimization of performance and efficiency needs an experimental analysis of the power train, which has to be effected in both stationary and transient conditions (including standard driving cycles).In this paper experimental results concerning the performance of a fuel cell power train are reported and discussed. In particular characterization results for a small sized fuel cell system (FCS), based on a 2.5 kW PEM stack, alone and coupled to an electric propulsion chain of 3.7 kW are presented and discussed. The control unit of the FCS allowed the main stack operative parameters (stoichiometric ratio, hydrogen and air pressure, temperature) to be varied and regulated in order to obtain optimized polarization and efficiency curves. Experimental runs effected on the power train during standard driving cycles have allowed the performance and efficiency of the individual components (fuel cell stack and auxiliaries, dc–dc converter, traction batteries, electric engine) to be evaluated, evidencing the role of output current and voltage of the dc–dc converter in directing the energy flows within the propulsion system.     

Hydrogen release properties of lithium alanate for application to fuel cell propulsion systems

In this paper the results of an experimental study on LiAlH₄ (lithium alanate) as hydrogen source for fuel cell propulsion systems are reported. The compound examined in this work was selected as reference material for light metal hydrides, because of its high hydrogen content (10.5 wt.%) and interesting desorption kinetic properties at moderate temperatures. Thermal dynamic and kinetic of hydrogen release from this hydride were investigated using a fixed bed reactor to evaluate the effect of heating procedure, carrier gas flow rate and sample form. The aim of this study was to characterize the lithium alanate decomposition through the reaction steps leading to the formation of Li₃AlH₆ and LiH. A hydrogen tank was designed and realized to contain pellets of lithium alanate as feeding for a fuel cell propulsion system based on a 2-kW Polymeric Electrolyte Fuel Cell (PEFC) stack. The fuel cell system was integrated into the power train comprising DC-DC converter, energy storage systems and electric drive for moped applications (3 kW). The experiments on the power train were conducted on a test bench able to simulate the vehicle behaviour and road characteristics on specific driving cycles. In particular the efficiencies of individual components and overall power train were analyzed evidencing the energy requirements of the hydrogen storage material.     

Dynamic behaviour of hydrogen fuel cells for automotive application

An experimental analysis was conducted on a 30 kW fuel cell power train with the aim to elucidate specific concerns of dynamic behaviour of hydrogen fuel cells in automotive applications. The study was conducted on a dynamic test bench able to simulate the behaviour of the reference vehicle, a minibus for historical centres collective service, on predefined driving cycle. The transient performance of the fuel cell system was firstly investigated without electric drive, using as load electric resistances electronically controlled. Experimental data were collected during warmup phases characterized by two acceleration slopes (150 W/s and 1500 W/s) and during a sequence of dynamic test cycles characterized by a very high acceleration slope of about 6 kW/s. The role of reactant feeding, humidification and cooling systems was investigated during all tests evaluating the performance during the transient steps in terms of cell voltage uniformity, expressed by the coefficient of variation C_v, used as statistical indicator. A driving cycle characterized by stop-and-go pattern and acceleration slopes compatible with a real utilization of the reference vehicle was finally adopted for tests on the overall power train. The results demonstrated a very good dynamic performance of the fuel cell stack as evidenced by the analysis of C_v, which resulted lower than 2.5% in all investigated working conditions, and by the overall power train efficiency which resulted about 30% with fuel cell system efficiency close to 50%.     

Lithium polymer batteries and proton exchange membrane fuel cells as energy sources in hydrogen electric vehicles

This paper deals with the application of lithium ion polymer batteries as electric energy storage systems for hydrogen fuel cell power trains. The experimental study was firstly effected in steady state conditions, to evidence the basic features of these systems in view of their application in the automotive field, in particular charge-discharge experiments were carried at different rates (varying the current between 8 and 100 A). A comparison with conventional lead acid batteries evidenced the superior features of lithium systems in terms of both higher discharge rate capability and minor resistance in charge mode. Dynamic experiments were carried out on the overall power train equipped with PEM fuel cell stack (2 kW) and lithium batteries (47.5 V, 40 Ah) on the European R47 driving cycle. The usage of lithium ion polymer batteries permitted to follow the high dynamic requirement of this cycle in hard hybrid configuration, with a hydrogen consumption reduction of about 6% with respect to the same power train equipped with lead acid batteries.     

Experimental investigation on the dynamic performance of a hybrid PEM fuel cell/battery system for lightweight electric vehicle application

A hybrid system combining a 2 kW air-blowing proton exchange membrane fuel cell (PEMFC) stack and a lead–acid battery pack is developed for a lightweight cruising vehicle. The dynamic performances of this PEMFC system with and without the assistance of the batteries are systematically investigated in a series of laboratory and road tests. The stack current and voltage have timely dynamic responses to the load variations. Particularly, the current overshoot and voltage undershoot both happen during the step-up load tests. These phenomena are closely related to the charge double-layer effect and the mass transfer mechanisms such as the water and gas transport and distribution in the fuel cell. When the external load is beyond the range of the fuel cell system, the battery immediately participates in power output with a higher transient discharging current especially in the accelerating and climbing processes. The DC–DC converter exhibits a satisfying performance in adaptive modulation. It helps rectify the voltage output in a rigid manner and prevent the fuel cell system from being overloaded. The dynamic responses of other operating parameters such as the anodic operating pressure and the inlet and outlet temperatures are also investigated. The results show that such a hybrid system is able to dynamically satisfy the vehicular power demand.     

A model for optimal sizing of solar thermal hydroelectric power plant

This paper presents the model for optimal sizing of a Solar Thermal (ST) power plant with parabolic collectors, which operates with Pump Storage Hydroelectric (PSH), all for the purpose of providing full energy independence of an isolated consumer. The sustainability of such system is based exclusively on solar energy input (without hybridization with any fossil fuel), as a renewable and pure energy resource, and the use of hydro energy, due to the possibility of its continuous production of energy. The feasibility and characteristics of the ST-PSH power plant were tested on power supply of the Island of Vis in Croatia, and the results show that the proposed model describes the operation of the power plant very well. For average solar irradiation of about 1500 kW h/m²/a, precipitation 644 mm/a, evaporation 1444 mm/a, volume of PSH upper reservoir of 20 h m³, electric energy consumption of 18 GV A h/a and reserve in the system for 3-4 months, the obtained power of the ST power plant is 22 MW, which can produce unit value of the annual thermal energy of 459 kW h/m²/a and electric energy of 160 kW h/m²/a, while the total collector aperture in the observed case is about 16 ha. These results show that ST-PSH plants can be successfully applied on locations with relatively low irradiation, wherein the key element that ensures continuous production of energy is precisely the PSH technology that can in the best way, in economic-technical, and especially in ecological sense, balance the relatively large summer surpluses and winter energy shortages.     

Synergistic integration of a gas turbine and solid oxide fuel cell for improved transient capability

A theoretical solid oxide fuel cell–gas turbine hybrid system has been designed using a Capstone 60 kW micro-gas turbine. Through simulation it is demonstrated that the hybrid system can be controlled to achieve transient capability greater than the Capstone 60 kW recuperated gas turbine alone. The Capstone 60 kW gas turbine transient capability is limited because in order to maintain combustor, turbine and heat exchangers temperatures within operating requirements, the Capstone combustor fuel-to-air ratio must be maintained. Potentially fast fuel flow rate changes, must be limited to the slower, inertia limited, turbo machinery air response. This limits a 60 kW recuperated gas turbine to transient response rates of approximately 1 kW s⁻¹. However, in the SOFC/GT hybrid system, the combustor temperature can be controlled, by manipulating the fuel cell current, to regulate the amount of fuel sent to the combustor. By using such control pairing, the fuel flow rate does not have to be constrained by the air flow in SOFC/GT hybrid systems. This makes it possible to use the rotational inertia of the gas turbine, to buffer the fuel cell power response, during fuel cell fuel flow transients that otherwise limit fuel cell system transient capability. Such synergistic integration improves the transient response capability of the integrated SOFC gas turbine hybrid system. Through simulation it has been demonstrated that SOFC/GT hybrid system can be developed to have excellent transient capability.     

Development of a high power density 2.5 kW class solid oxide fuel cell stack

We have developed a 2.5 kW class solid oxide fuel cell stack. It is constructed by combining 70 power generation units, each of which is composed of an anode-supported planar cell and separators. The power generation unit for the 2.5 kW class stack were designed so that the height of the unit were scaled down by 2/3 of that for our conventional 1.5 kW class stack. The power generation unit for the 2.5 kW class stack provided the same output as the unit used for the conventional 1.5 kW class stack, which means that power density per unit volume of the 2.5 kW class stack was 50% greater than that of the conventional 1.5 kW class stack.     

Design,fabrication and performance analysis of a 200 W PEM fuel cell short stack

A PEM fuel cell short stack of 200 W capacity, with an active area of 100 cm² has been designed and fabricated in-house. The status of unit cell performance was 0.55 W cm⁻². Based on the unit cell technology, a short stack has been developed. The proper design of uniform flow distribution, cooling plate and compressed end plate were important to achieve the best performance of the short stack. The performance of four cells stack was analyzed in static and dynamic modes. In the static mode of polarization curve, the stack has peak power density of 0.55 W cm⁻² (220 W) at 0.5 V per cell, when the voltage was scanning from low to high voltage (1.5–3.5 V), and resulted in minimum water flooding inside the stack. In this study a series of dynamic loadings were tested to simulate the vehicle acceleration. The fuel cell performances respond to dynamic loading influenced by the hydrogen/air stoichiometric, back pressure, and dynamic-loading time. It was needed high hydrogen stoichiometric and back pressure to maintain high dynamic performance. In the long-time stable power testing, the stack was difficult to maintain at high performance, due to the water flooding at high output power. An adjusting cathode back-pressure method for purging water was proposed to prevent the water flooding at flow channels and maintain the stable output power at 170 W (0.42 W cm⁻²).     

Air mass flow and pressure optimisation of a PEM fuel cell range extender system

In order to eliminate the local CO₂ emissions from vehicles and to combat the associated climate change, the classic internal combustion engine can be replaced by an electric motor. The two most advantageous variants for the necessary electrical energy storage in the vehicle are currently the purely electrochemical storage in batteries and the chemical storage in hydrogen with subsequent conversion into electrical energy by means of a fuel cell stack. The two variants can also be combined in a battery electric vehicle with a fuel cell range extender, so that the vehicle can be refuelled either purely electrically or using hydrogen. The air compressor, a key component of a PEM fuel cell system, can be operated at different air excess and pressure ratios, which influence the stack as well as the system efficiency. To asses the steady state behaviour of a PEM fuel cell range extender system, a system test bench utilising a commercially available 30 kW stack (96 cells, 409 cm² cell area) was developed. The influences of the operating parameters (air excess ratio 1.3 to 1.7, stack temperature 20 °C–60 °C, air compressor pressure ratio up to 1.67, load point 122 mA/cm² to 978 mA/cm²) on the fuel cell stack voltage level (constant ambient relative humidity of 45%) and the corresponding system efficiency were measured by utilising current, voltage, mass flow, temperature and pressure sensors. A fuel cell stack model was presented, which correlates closely with the experimental data (0.861% relative error). The air supply components were modelled utilising a surface fit. Subsequently, the system efficiency of the validated model was optimised by varying the air mass flow and air pressure. It is shown that higher air pressures and lower air excess ratios increase the system efficiency at high loads. The maximum achieved system efficiency is 55.21% at the lowest continuous load point and 43.74% at the highest continuous load point. Future work can utilise the test bench or the validated model for component design studies to further improve the system efficiency.     

Modelling and evaluation of heating strategies for high temperature polymer electrolyte membrane fuel cell stacks

Experiments were conducted on two different cathode air cooled high temperature PEM (HTPEM) fuel cell stacks; a 30 cell 400 W prototype stack using two bipolar plates per cell, and a 65 cell 1 kW commercial stack using one bipolar plate per cell. The work seeks to examine the use of different heating strategies and find a strategy suited for fast start-up of the HTPEM fuel cell stacks. Fast start-up of these high temperature systems enables use in a wide range of applications, such as automotive and auxiliary power units, where immediate system response is needed. The development of a dynamic model to simulate the temperature development of a fuel cell stack during heating can be used for assistance in system and control design. The heating strategies analyzed and tested reduced the start-up time of one of the fuel cell stacks from 1 h to about 6 min.     

Hydrogen-based PEM auxiliary power unit

Hydrogen is an energy carrier which can be used for the storage of intermittent and renewable energy sources. In this paper, the general characteristics of an integrated and automated hydrogen-based auxiliary power unit (APU) are presented. A PEM water electrolyzer (production capacity ranging from zero up to 1 Nm³ H₂/h), which can be powered by a panel of photovoltaic cells, is used to produce hydrogen at day hours. Hydrogen is dried and stored in hydride reservoir tanks (the storage capacity of individual reservoirs is 1 Nm³ H₂). Then hydrogen is used for the co-generation of heat and electricity at night hours using a PEM fuel cell (1 kW maximum output power). The main electrochemical and technological features of the overall system are presented. This kind of APU can potentially be used as an electric power source for domestic applications, for the production of electricity on remote sites or as a mobile hydrogen refuelling station for transport applications in urban areas.     

Cooling strategies,summer comfort and energy performance of a rehabilitated passive standard office building

One of the first rehabilitated passive energy standard office buildings in Europe was extensively monitored over two years to analyse the cooling performance of a ground heat exchanger and mechanical night ventilation together with the summer comfort in the building. To increase the storage mass in the light weight top floor, phase change materials (PCM) were used in the ceiling and wall construction. The earth heat exchanger installed at a low depth of 1.2 m has an excellent electrical cooling coefficient of performance of 18, but with an average cooling power of about 1.5 kW does not contribute significantly to cooling load removal. Mechanical night ventilation with 2 air changes also delivered cold at a good coefficient of performance of 6 with 14 kW maximum power. However, the night air exchange was too low to completely discharge the ceilings, so that the PCM material was not effective in a warm period of several days. In the ground floor offices the heat removal through the floor to ground of 2–3 W m⁻² K⁻¹ was in the same order of magnitude than the charging heat flux of the ceilings. The number of hours above 26 °C was about 10% of all office hours. The energy performance of the building is excellent with a total primary energy consumption for heating and electricity of 107–115 kW h m⁻² a⁻¹, without computing equipment only 40–45 kW h m⁻² a⁻¹.     

Hybrid polymer electrolyte membrane fuel cell–lithium‐ion battery powertrain testing platform – hybrid fuel cell electric vehicle emulator

A testing and validation platform for hybrid fuel cell (FC)–lithium‐ion battery (LIB) powertrain systems is investigated. The hybrid FC electric vehicle emulator enables testing of hybrid system components and complete hybrid power modules up to 25 kW for application in electric light‐duty vehicles, light electric vehicles and so forth. A hybrid system comprising a 10‐kW_el low‐temperature polymer electrolyte membrane FC stack and an 11.5‐kWh LIB pack is installed. The system supplies power to a 20‐kW permanent magnet synchronous motor and a 25‐kW alternating current asynchronous, electrically programmable dynamometer is used to simulate the vehicle load during testing at dynamic drive cycle. The steady‐state performance tests of the direct current (DC) motor, DC/DC converter, low‐temperature polymer electrolyte membrane FC stack and LIB are performed as well as dynamic tests of the complete hybrid system. The Economic Commission for Europe driving cycle is selected as a reference cycle to validate the investigated hybrid FC–LIB powertrain. An efficiency of 83% and 95% is measured for electric motor and DC/DC converter, respectively. An average stack efficiency of 50% is achieved. An average hydrogen consumption of 3.9 g * km^?1 is reached during the Economic Commission for Europe driving cycle test. Copyright © 2017 John Wiley & Sons, Ltd.     

Modeling and thermal management of proton exchange membrane fuel cell for fuel cell/battery hybrid automotive vehicle

The proton exchange membrane fuel cell (PEMFC) stack is a key component in the fuel cell/battery hybrid vehicle. Thermal management and optimized control of the PEMFC under real driving cycle remains a challenging issue. This paper presents a new hybrid vehicle model, including simulations of diver behavior, vehicle dynamic, vehicle control unit, energy control unit, PEMFC stack, cooling system, battery, DC/DC converter, and motor. The stack model had been validated against experimental results. The aim is to model and analyze the characteristics of the 30 kW PEMFC stack regulated by its cooling system under actual driving conditions. Under actual driving cycles (0–65 kW/h), 33%–50% of the total energy becomes stack heat; the heat dissipation requirements of the PEMFC stack are high and increase at high speed and acceleration. A PID control is proposed; the cooling water flow rate is adjusted; the control succeeded in stabilizing the stack temperature at 350 K at actual driving conditions. Constant and relative lower inlet cooling water temperature (340 K) improves the regulation ability of the PID control. The hybrid vehicle model can provide a theoretical basis for the thermal management of the PEMFC stack in complex vehicle driving conditions.     

Portable DMFC system with methanol sensor-less control

This work develops a prototype 20 W portable DMFC by system integration of stack, condenser, methanol sensor-less control and start-up characteristics. The effects of these key components and control schemes on the performance are also discussed. To expedite the use of portable DMFC in electronic applications, the system utilizes a novel methanol sensor-less control method, providing improved fuel efficiency, durability, miniaturization and cost reduction. The operating characteristics of the DMFC stack are applied to control the fuel ejection time and period, enabling the system to continue operating even when the MEAs of the stack are deteriorated. The portable system is also designed with several features including water balance and quick start-up (in 5 min). Notably, the proposed system using methanol sensor-less control with injection of pure methanol can power the DVD player and notebook PC. The system specific energy and energy density following three days of operation are 362 Wh kg⁻¹ and 335 Wh L⁻¹, respectively, which are better than those of lithium batteries (∼150 Wh kg⁻¹ and ∼250 Wh L⁻). This good energy storage feature demonstrates that the portable DMFC is likely to be valuable in computer, communication and consumer electronic (3C) markets.     

Thermo-economic optimization of an indirectly coupled solid oxide fuel cell/gas turbine hybrid power plant

Power generation using gas turbine (GT) power plants operating on the Brayton cycle suffers from low efficiencies, resulting in poor fuel to power conversion. A solid oxide fuel cell (SOFC) is proposed for integration into a 10-MW GT power plant, operating at 30% efficiency, in order to improve system efficiencies and economics. The SOFC system is indirectly coupled to the GT, in order to minimize the disruption to the GT operation. A thermo-economic model is developed to simulate the hybrid power plant and to optimize its performance using the method of Lagrange Multipliers. It predicts an optimized power output of 18.9 MW at 48.5% efficiency, and a breakeven per-unit energy cost of USD 4.54 ¢ kW h⁻¹ for the hybrid system based on futuristic mass generation SOFC costs.     

Hydrogen production through steam electrolysis: Model-based steady state performance of a cathode-supported intermediate temperature solid oxide electrolysis cell

Hydrogen production via steam electrolysis may involve less electrical energy consumption than conventional low temperature water electrolysis, reflecting the improved thermodynamics and kinetics at elevated temperatures. The present paper reports on the development of a one-dimensional dynamic model of a cathode-supported planar intermediate temperature solid oxide electrolysis cell (SOEC) stack. The model, which consists of an electrochemical model, a mass balance, and four energy balances, is here employed to study the steady state behaviour of an SOEC stack at different current densities and temperatures. The simulations found that activation overpotentials provide the largest contributions to irreversible losses while concentration overpotentials remained negligible throughout the stack. For an average current density of 7000 A m⁻² and an inlet steam temperature of 1023 K, the predicted electrical energy consumption of the stack is around 3 kW h per normal m³ of hydrogen, significantly smaller than those of low temperature stacks commercially available today. However, the dependence of the stack temperature distribution on the average current density calls for strict temperature control, especially during dynamic operation.