Road testing of a three-wheeler driven by a 5 kW PEM fuel cell in the absence and presence of batteries |
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| Affiliation: | 1. Fuels Research Center, Department of Chemical Technology, Faculty of Science, Chulalongkorn University, Bangkok 10330, Thailand;2. Center of Excellence on Petrochemical and Materials Technology, Chulalongkorn University, Bangkok 10330, Thailand;3. Department of Mechanical Engineering, Faculty of Engineering, Chulalongkorn University, Bangkok 10330, Thailand;1. Laboratoire LTII, Département de Génie Electrique, Université de Bejaia, 06000, Bejaia, Algerie;2. G2lab INPG Grenoble, France;1. Faculty of Engineering and Applied Science, University of Ontario Institute of Technology, 2000 Simcoe Street North, Oshawa, Ontario, L1H 7K4, Canada;2. Mechanical Engineering Department, Umm Al-Qura University, Makkah, Saudi Arabia;1. Université Du Québec à Trois-Rivières, Trois-Rivières, QC, Canada;2. Institut de Recherche sur L’Hydrogène, UQTR, Trois-Rivières, QC, Canada;3. Université de Sherbrooke, Sherbrooke, QC, Canada;4. e-TESC Laboratory, University of Sherbrooke, Sherbrooke, QC, Canada;1. Department of Mechanical Engineering, Hi-Tech Institute of Engineering and Technology, Ghaziabad, UP, India;2. Department of Computer Science, Hi-Tech Institute of Engineering and Technology, Ghaziabad, UP, India;3. Bag Energy Research Society (BERS), Sodha Bers Complex, Varanasi, UP, India;1. HySA Systems Competence Centre, South African Institute for Advanced Materials Chemistry (SAIAMC), University of the Western Cape, Bellville, South Africa;2. University of Split, Faculty of Electrical Engineering, Mechanical Engineering and Naval Architecture, Department of Thermodynamics and Heat Engines, Split, Croatia;3. Institute for Energy Technology, Kjeller, Norway |
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| Abstract: | The road testing and demonstration of a three-wheeler vehicle driven by a 5 kW proton exchange membrane fuel cell (PEMFC) was carried out in the absence and presence of lead acid batteries. Prior to integrating the PEMFC module and batteries in the three-wheeler, they were tested and demonstrated separately. The PEMFC module had a very fast response as the load was manually or, especially, automatically changed and it could supply a continuous power when the reactant was supplied continuously. In contrast, the 5 kW lead acid batteries alone could supply power for no longer than 300 s. In the presence of both the PEMFC module and batteries, when the drawing power was in the range of the PEMFC module capacity the propulsion motor gained its energy from the PEMFC module only, whilst the stack power output at all conditions was greater than the setting power of approximately 400 W. After integrating the PEMFC module and batteries into the three-wheeler, both energy sources were found to power the vehicle effectively. The motor power as well as the stack power changed as a linear proportion to the throttle. The motor consumed more power in case of high speed driving, take off or hill climbing, while it used only 0.354 kW in the absence of throttle. The hybrid system can achieve a maximum speed in this three-wheeler of around 24.9 km/h with a hydrogen consumption of 11 g H2/km (71 g H2/kWh) and an operating cost of 1.99 USD/km. The thermodynamic efficiency of the vehicle was 42.9%. |
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