Cooling Modules for Vehicles with a Fuel Cell Drive

Rogg, S.; Höglinger, M.; Zwittig, E.; Pfender, Conrad; Kaiser, W.; Heckenberger, Thomas

doi:10.1002/fuce.200332108

Cited by 23 publications

(7 citation statements)

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“…However, lower operating temperatures compared to IC engines require larger radiator frontal areas to achieve thermal balance. Fronk et al and Rogg et al [1,3] have both looked at novel radiator designs to try to minimise radiator sizes in fuel cell vehicles. Islam et al and Zakaria et al [22,23] investigated the potential of using nanofluids in the liquid coolant loop of PEM fuel cell stacks, Islam et al [22] claimed up to a 10% reduction in radiator frontal area from using a nanofluid compared to conventional water/ethylene glycol coolant mix.…”

Section: Liquid Coolingmentioning

confidence: 98%

A comparison of evaporative and liquid cooling methods for fuel cell vehicles

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2016

International Journal of Hydrogen Energy

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Available online xxxKeywords: Thermal management Water balance Fuel cell vehicle PEM Heat transfer Cooling a b s t r a c tDespite having efficiencies higher than internal combustion engines, heat rejection from fuel cells remains challenging due to lower operating temperatures and reduced exhaust heat flow. This work details a full system simulation which is then used to compare a conventional liquid cooled fuel cell system to two types of evaporatively cooled fuel cell systems. Both steady state and transient operation are considered. Results show the radiator frontal area required to achieve thermal and water balance for an evaporatively cooled system with an aluminium condensing radiator is 27% less than a conventional liquid cooled system at 1.25 A/cm 2 steady state operation. The primary reason for the reduction is higher heat transfer coefficients in the condensing radiator due to phase change. It is also shown that the liquid water separation efficiency has a significant influence on the required radiator frontal area of the evaporatively cooled system.

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Section: Liquid Coolingmentioning

confidence: 98%

A comparison of evaporative and liquid cooling methods for fuel cell vehicles

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Thring

2016

International Journal of Hydrogen Energy

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“…Furthermore, in liquid humidified systems the cathode exhaust stream must be cooled to extract water for maintaining membrane humidification. These factors combined require larger heat transfer areas and higher cooling loads than IC vehicles of comparative power, presenting packaging constraints and reducing efficiency [4]. A study by Ford Motor Company showed that for a fuel cell operating at 80-90°C pressurised to 3 atm requires 1.5 times the radiator frontal area and 2.5 times larger air flow than an IC powertrain of comparable power [5].…”

Section: Introductionmentioning

confidence: 98%

System thermal and water balance in an evaporatively cooled PEM fuel cell vehicle

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2013

Vehicle Thermal Management Systems Conference Proceedings (VTMS11)

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“…Yi and Nguyen [8] developed an advanced model to compare different fuel cell designs with co-flow and counter-flow heat exchangers. Rogg et al [9] presented the reasons for the cooling limits of fuel cells designed for vehicles. Zhang et al [10] reported a technique to model the thermal system of a PEFC stack, which estimated the fundamental thermalphysical behaviors of the thermal system.…”

Section: Introductionmentioning

confidence: 99%

Numerical analysis on the performance of cooling plates in a PEFC

et al. 2008

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Among the various types of fuel cells, the polymer electrolyte fuel cell (PEFC) is one of the prospective power sources for automotive applications, stationary cogeneration systems, and mobile electronic devices. The PEFC is very sensitive to the high temperature environment inside the fuel cell, and non-uniform temperature distribution reduces its performance. In this study, the performance of cooling plates for the PEFC was investigated by using threedimensional computational fluid dynamics with commercial software. Six cooling plates were designed with different channel configurations. Models 1 and 4 had typical serpentine and parallel configurations, respectively. Models 2 and 3 had modified serpentine structures from Model 1, while Models 5 and 6 had modified parallel structures from Model 4. Models 1 and 2 showed relatively high temperatures around the outlet and the inlet area of the channel, respectively. Cooling performance of Models 4 and 5 was lower than that of Model 6 due to non-uniform fluid flow and temperature distributions. Models 3 and 6 showed higher cooling performance than serpentine type models and parallel type models, respectively. The performance of Model 3 was superior to that of Model 6 with respect to the control of the maximum surface temperature and uniformity. The thermal performance of Model 3 improved over Model 6 with the increase of heat flux. However, the pressure drop of Model 3 was higher than that of Model 6 because Model 3 had relatively high flow velocity through its channel and greater number of bends than Model 6.

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Cooling Modules for Vehicles with a Fuel Cell Drive

Cited by 23 publications

References 0 publications

A comparison of evaporative and liquid cooling methods for fuel cell vehicles

A comparison of evaporative and liquid cooling methods for fuel cell vehicles

System thermal and water balance in an evaporatively cooled PEM fuel cell vehicle

Numerical analysis on the performance of cooling plates in a PEFC

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