Fuel cell power train

Corbo P, Corcione FE, Migliardini F, Veneri O (2006) Energy management in fuel cell power trains. Energy Convers Manage 47 3255-3271... 

On the other hand, high pressure determines a higher energy consumption associated to the compressor, then a CEM can be used to recover some energy from the pressurised cathode exhaust stream (Fig. 4.3b). This solution adds complexity to the on-board power plant and can be usefully applied in medium large-size fuel cell power trains (10-100 kW). 

In principle, a fuel cell power train could operate in so-called full power mode, i.e., all the power required by the electric drive could be supplied by the FCS,... 

Case Study A Fuel Cell Power Train for Mopeds... 

Fig. 6.2 a Overall scheme of fuel cell power train on test bench, b Electrical connections between stack, batteries, and load with location of sensors... 

A dedicated acquisition system is connected to the single cells of the stack to monitor and save data of cell voltages during the different runs. Moreover, a d-Space board was dedicated to acquire and control all the signals of the fuel cell power train. 

The R40 cycle is required by the European legislation to evaluate the exhaust emissions of motorcycles and, after addition of a fourth phase at higher speed, also for passenger cars. It is used in this chapter to evaluate the performance of the fuel cell power train on a typical urban route, not strictly associated with the driving way assumed for a moped. The acceleration phases of the two cycles correspond to stack power increase rates of 100 W/s for R40 and 500 W/s for R47. 

Fig. 6.27 Experimental results obtained on the fuel cell power train in hard hybrid configuration for the R47 driving cycle a battery, input electric drive, and output DC-DC converter powers versus cycle length, b hydrogen, input and output DC-DC converter powers versus cycle length, c battery state of charge versus cycle length...

A comparison with the commercial scooters powered by 50 cm spark ignition engines, made in terms of energy consumption per unit of traveled distance on the same standard driving cycle, evidences that a very strong reduction of consumed kJ km is possible for the fuel cell power train, in particular its overall efficiency results about 2.5 times better than conventional propulsion systems. 

The experiments on the overall power train (see Sect, 7,5) refer to the European R40 driving cycle, shown in Fig, 7,2 and already described in Sect, 6,5 (Fig, 6,21b), It is composed by three phases, the first two being characterized by a sequence of acceleration, constant speed and deceleration steps, while the last one presents two steps at constant speed, before returning to zero speed. This driving cycle is used in this chapter to evaluate the performance of the fuel cell power train on a road mission typical of urban areas,... 

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