Dynamic interaction between the electric drive train and fuel cell system for the case of an indirect methanol fuel cell vehicle

2000 ◽  
Author(s):  
Karl-Heinz Hauer
Keyword(s):  
Fuel Cell ◽  
Electric Drive ◽  
Dynamic Interaction ◽  
Cell System ◽  
Drive Train ◽  
Fuel Cell Vehicle ◽  
Fuel Cell System ◽  
Methanol Fuel Cell

Water and Thermal Management of an Indirect Methanol Fuel Cell System for Automotive Applications

2000 ◽  
Author(s):  
Anthony Eggert ◽  
P. Badrinarayanan ◽  
David Friedman ◽  
Joshua Cunningham
Keyword(s):  
Fuel Cell ◽  
Thermal Management ◽  
Ambient Air ◽  
Cell System ◽  
Proton Exchange ◽  
Fuel Cell Vehicle ◽  
Temperature Management ◽  
Fuel Cell System ◽  
Self Sufficiency ◽  
Methanol Fuel Cell

Abstract Proton exchange membrane (PEM) fuel cell systems using steam-reformed methanol are currently under consideration for first generation commercial fuel cell vehicles. Proper water and heat management of such a system is critical in achieving high overall efficiency and maintaining water self-sufficiency. The first part of the paper briefly describes the key aspects of the water and thermal management (WTM) model developed as part of the Fuel Cell Vehicle Modeling Program (FCVMP) at the University of California – Davis. The main purpose of this model was to determine the water self-sufficiency and temperature management requirements of the indirect methanol fuel cell system and to evaluate the associated parasitic losses. This model has imbedded in it the main components of the fuel cell system, such as the fuel cell stack, air compressor, and fuel processor as seen by the WTM system. The second half of the paper discusses the results obtained from the model and their implications. We find that the cooling and humidification of the anode and cathode inlet streams can be accomplished with water injection and therefore, a separate heat exchanger is not needed for additional cooling. Additionally we find that the instantaneous and cumulative excess water is determined by factors such as air supply characteristics, condenser efficiency, ambient air humidity, and stack attributes. We find that these factors can affect the ability of the vehicle to achieve true water self-sufficiency.

scholarly journals Simulation of a hybrid vehicle powertrain having direct methanol fuel cell system through a semi-theoretical approach

2019 ◽  
Vol 44 (34) ◽  
pp. 18981-18992 ◽  
Author(s):  
Mustafa Umut Karaoğlan ◽  
Alper Can İnce ◽  
C. Ozgur Colpan ◽  
Andreas Glüsen ◽  
Nusret Sefa Kuralay ◽  
...  
Keyword(s):  
Fuel Cell ◽  
Theoretical Approach ◽  
Direct Methanol Fuel Cell ◽  
Hybrid Vehicle ◽  
Cell System ◽  
Fuel Cell System ◽  
Direct Methanol ◽  
Methanol Fuel Cell ◽  
Vehicle Powertrain

A direct methanol fuel cell system to power a humanoid robot

2010 ◽  
Vol 195 (1) ◽  
pp. 293-298 ◽  
Author(s):  
Han-Ik Joh ◽  
Tae Jung Ha ◽  
Sang Youp Hwang ◽  
Jong-Ho Kim ◽  
Seung-Hoon Chae ◽  
...  
Keyword(s):  
Fuel Cell ◽  
Direct Methanol Fuel Cell ◽  
Humanoid Robot ◽  
Cell System ◽  
Fuel Cell System ◽  
Direct Methanol ◽  
Methanol Fuel Cell

Definition and Cost Evaluation of Fuel Cell Bus and Passenger Vehicle Power Plants

2014 ◽  
Author(s):  
Brian D. James ◽  
Jennie M. Moton ◽  
Whitney G. Colella
Keyword(s):  
Fuel Cell ◽  
Cell System ◽  
Proton Exchange ◽  
Fuel Cell Vehicle ◽  
Pt Catalyst ◽  
Stoichiometric Ratio ◽  
Operating Pressure ◽  
Fuel Cell System ◽  
System Cost ◽  
Capital Costs

A design for manufacture and assembly (DFMA™) analysis is applied to future bus and automotive fuel cell vehicle (FCV) system designs. This DFMA™ analysis is used to identify (1) optimal fuel cell system (FCS) operating parameters for system cost minimization, (2) FCV designs appropriate for volume manufacture, (3) FCV manufacturing supply chain designs, (4) projected future capital costs of FCVs at varying manufacturing rates, and (5) primary cost drivers. This DFMA™ analysis focuses on the FCS drive train. It excludes fuel storage, the electric drive drain, and all other parts of the vehicle (chassis, exterior, etc.). These FCSs are envisioned to use low temperature proton exchange membrane (LT PEM) stacks to convert hydrogen fuel into electric power. Models are developed to minimize LT PEM fuel cell system costs by finding the cost optimal combination of (1) stack operating pressure, (2) cell voltage, (3) platinum (Pt) catalyst loading, (4) stoichiometric ratio of oxygen, and (5) coolant stack exit temperature. A multi-variable Monte Carlo sensitivity analysis indicates, with 90% confidence, that a FCS producing peak net 160 kilowatt-electric (kWe) for a bus application and produced at a rate of 1,000 FCS/year (yr) is expected to cost between $251/kWe and $334/kWe. Similarly, a peak net 80 kWe automotive FCS manufactured at a rate of 500,000 FCSs/year is estimated to cost between $51/kWe and $65/kWe, with 90% confidence. Total FCS costs are the sum of PEM stack and balance of plant (BOP) costs. The BOP components represent 32% of the bus FCS costs and 48% of the automotive system cost.

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