Automotive fuel cell stack and system efficiency and fuel consumption based on vehicle testing on a chassis dynamometer at minus 18 °C to positive 35 °C temperatures

Lohse-Busch, Henning; Stutenberg, Kevin; Duoba, Michael; Liu, Xinyu; Elgowainy, Amgad; Wang, Michael; Wallner, Thomas; Richard, Brad; Christenson, Martha

doi:10.1016/j.ijhydene.2019.10.150

Cited by 90 publications

(30 citation statements)

References 4 publications

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“…It was found that a high degree of hybridization (HF = 70%) results in advantages in the propulsion characteristics and reduces the vehicle cost. Research by Loshe-Busch et al [28] concerned Mirai MY2016 tests on a chassis dynamometer, taking into account various thermal conditions. It was found that energy consumption (in the UDDS test) at −7 • C ambient temperature was 157% higher than at +25 • C. Experimental research conducted at the Argonne National Institute concerned dynamometer tests in various American vehicle test procedures.…”

Section: Fuel Cell Testing For Automotive Applicationsmentioning

confidence: 99%

Two Generations of Hydrogen Powertrain—An Analysis of the Operational Indicators in Real Driving Conditions (RDC)

Pielecha

Szałek²,

Tchorek

2022

Energies

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Hydrogen fuel cells are systems that can be successfully used to partially replace internal combustion propulsion systems. For this reason, the article presents an operational analysis of energy flow along with an analysis of individual energy transmission systems. Two generations of the Toyota Mirai vehicle were used for the tests. The operational analyses were carried out on the same route (compliant with RDE test requirements), assessing the system’s operation in three driving sections (urban, rural and motorway). Both generations of the drive system with fuel cells are quite different, which affects the obtained individual systems operation results as well as the overall energy flow. Research was carried out on the energy flow in the fuel cells, FC converter, battery and electric motor using a dedicated data acquisition system. The analyses were carried out in relation to the energy of fuel cells, battery energy and recovered braking energy. It was found that in the urban drive section of the second-generation system (due to its much larger mass), a slightly higher energy consumption value was obtained (by about 2%). However, in the remaining phases of the test, consumption was lower (the maximum difference was 18% in the rural phase). Total energy consumption in the research test was 19.64 kWh/100 km for the first-generation system compared to 18.53 kWh/100 km for the second-generation system. Taking into account the increased mass of the second-generation vehicle resulted in significantly greater benefits in the second-generation drive (up to 37% in individual drive sections and about 28% in the entire drive test).

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Section: Fuel Cell Testing For Automotive Applicationsmentioning

confidence: 99%

Two Generations of Hydrogen Powertrain—An Analysis of the Operational Indicators in Real Driving Conditions (RDC)

Pielecha

Szałek²,

Tchorek

2022

Energies

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“…Note that the obtained efficiencies for each part are not constant in practice and they highly depend on the temperature of these parts and the operating speed [152]. For instance, the bearings efficiency of each part is at its lowest value in low temperature (high viscosity of oil) and highest operating speed.…”

Section: Loss and Efficiency In The Single And Multi-speed Transmission Systemsmentioning

confidence: 99%

Losses in Efficiency Maps of Electric Vehicles: An Overview

et al. 2021

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In some applications such as electric vehicles, electric motors should operate in a wide torque and speed ranges. An efficiency map is the contour plot of the maximum efficiency of an electric machine in torque-speed plane. It is used to provide an overview on the performance of an electric machine when operates in different operating points. The electric machine losses in different torque and speed operating points play a prominent role in the efficiency of the machines. In this paper, an overview about the change of various loss components in torque-speed envelope of the electric machines is rendered to show the role and significance of each loss component in a wide range of torque and speeds. The research gaps and future research subjects based on the conducted review are reported. The role and possibility of the utilization of the computational intelligence-based modeling of the losses in improvement of the loss estimation is discussed.

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“…In 2018 Argonne U.S. DOE laboratory exhaustively tested a Toyota Mirai on a roller test bench. 13,14 An on-road evaluation of several FCEVs was performed by NREL 15 but with anonymized and normalized data. Green NCAP 16 tested a Hyundai Nexo over different driving cycles and published associated fuel consumption results.…”

Section: Introductionmentioning

confidence: 99%

Fuel cell behavior and energy balance on board a Hyundai Nexo

Sery

Leduc

2021

International Journal of Engine Research

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Hydrogen fuel consumption measuring methodologies of a fuel cell vehicle without modifying the fuel path has been tested and benchmarked. In this work, they are applied to a Hyundai Nexo fuel cell electric vehicle driving different mission profiles on a chassis dynamometer. Three methods respectively based on hydrogen tank pressure, tailpipe oxygen concentration, and IR-shared (infrared) tank data are compared to the reference method relying on fuel cell current measurements. In addition to the hydrogen fuel consumption results, the installed electrical measuring equipment made possible to yield the fuel cell efficiency map at both stack and system levels as well as the energy consumption of its balance-of-plant (BoP) components during steady-state operation. A maximum steady-state efficiency of 66.8% is reported along with a rated system power of 82 kWe involving a 9.1-kWe power consumption for the electric compressor. It is shown that the compressor and the 12-V accessories are the most energy consuming devices among the BoP components accounting for 2%–3% of the total electric energy generated by the fuel cell. Furthermore, the behavior of the powertrain system is monitored and discussed during warm-up phases and during a long idling period. Finally, based on non-intrusive temperature measurements, a short analysis is conducted about the temperature impact on the fuel cell efficiency.

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Automotive fuel cell stack and system efficiency and fuel consumption based on vehicle testing on a chassis dynamometer at minus 18 °C to positive 35 °C temperatures

Cited by 90 publications

References 4 publications

Two Generations of Hydrogen Powertrain—An Analysis of the Operational Indicators in Real Driving Conditions (RDC)

Two Generations of Hydrogen Powertrain—An Analysis of the Operational Indicators in Real Driving Conditions (RDC)

Losses in Efficiency Maps of Electric Vehicles: An Overview

Fuel cell behavior and energy balance on board a Hyundai Nexo

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