Intermediate Temperature Fuel Cell Electric Vehicles: Simulation Study

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dc.contributor.authorBhagwat, Ashwin
dc.contributor.authorKumar Tiwari, Rahul
dc.contributor.departmentChalmers tekniska högskola / Institutionen för fysiksv
dc.contributor.departmentChalmers University of Technology / Department of Physicsen
dc.contributor.examinerWickman, Björn
dc.contributor.supervisorLuong, Staffan
dc.date.accessioned2023-06-20T08:51:29Z
dc.date.available2023-06-20T08:51:29Z
dc.date.issued2023
dc.date.submitted2023
dc.description.abstractLow-temperature proton exchange membrane fuel cells (LT-PEMFC) operating at 60 – 80 ℃ have shown higher efficiency, and better integration with vehicle appli cations but face issues such as slow reaction rate, water flooding, and low thermal gradient with respect to surrounding. On the other hand, high-temperature (HT) PEMFC operating at 150 – 200 ℃ enhances overall performance due to higher gas diffusivity, membrane conductivity, and waste heat treatment system. But due to high operational temperature, the water content of the HT-PEMFC decreases, lead ing to higher internal resistance, resulting in reduced performance of the fuel cell. Therefore, this study focuses on building a detailed PEMFC model which can be operated at 80 ℃, as well as at 100, and 120 ℃ intermediate temperature (IT), and comparing the performance, power distribution, and efficiency at LT, and IT operation. A maximum power of 152 kW, 151 kW, and 130 kW is achieved while operating the same FC system at 80, 100, and 120 ℃ respectively. The efficiency results show that the FC operating at 80 ℃ has an efficiency range of 51% – 41%, whereas, at 100, and 120 ℃, the efficiency drops to 51% – 41%, and 34% – 33%, respectively. A single integrated system is built separately, which operates at 80 ℃ when the power demand is between 0 – 85%, and at 100 ℃ when the power demand is higher (85 – 100%). This system design allows for a 55% reduction in radiator size, and a 25% reduction in compressor map while maintaining system efficiency between 40 – 51%. The degradation effect of the FC stack when operating at 80, 100, and 120 ℃ is also modeled. The results show that operating the fuel cell at 120 ℃ leads to accel erated degradation, and lower efficiency when compared to operating it at 80, and 100 ℃. Therefore, the FC system, which operates at a maximum of up to 100 ℃, is integrated with the vehicle model to analyze its effect at the vehicle level. The re sults show that hydrogen consumption (kg/100km) is approximately the same when operating at 80 ℃, and integrated system (running at 80 – 100 ℃). However, while operating the system only at 100 ℃, consumes 25% more hydrogen for the same driving cycle. Therefore, running the FC with an integrated system operational at 80, and 100 ℃ shows promising results.
dc.identifier.coursecodeTIFX05
dc.identifier.urihttp://hdl.handle.net/20.500.12380/306316
dc.language.isoeng
dc.setspec.uppsokPhysicsChemistryMaths
dc.subjectIT-PEMFC, cell calibration, BoP modeling, degradation modeling, sys tem performance .
dc.titleIntermediate Temperature Fuel Cell Electric Vehicles: Simulation Study
dc.type.degreeExamensarbete för masterexamensv
dc.type.degreeMaster's Thesisen
dc.type.uppsokH
local.programmeMobility engineering (MPMOB), MSc
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