Hydrogen Fuel Cell Bus Technology State of the ... - NEXTHYLIGHTS

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Hydrogen Fuel Cell Bus Technology State of the Art Review The integration of energy storage systems with fuel cell modules has proved to be far more efficient than designs adopting fuel cell modules alone 8 . Table 2, below, summarises typical performance of the two technologies. Table 2 Performance of hybrid fuel cell buses in comparison with non hybridised fuel cell buses. Fuel Economy (kg of hydrogen consumed per 100km) Range (assuming a 40kg hydrogen storage capacity on-board) Non-hybridised Fuel Cell Bus 20 – 24.5 kg/100km 160 – 200 km Hybridised Fuel Cell Bus 8 – 15 kg/100km 250 – 450 km Source: Hydrogen Bus Alliance, HyFEET:CUTE, stakeholders interviews. The hybridised systems have, however, still to prove the high availability standards achieved by the non-hybridised fuel cell buses in the HyFLEET:CUTE demonstration. The most recent demonstration of hybridised designs has shown availabilities generally below 80% against an average 92% achieved in the HyFLEET:CUTE demonstration. These next generation hybrid buses are at the beginning of their demonstration life. Most bus developers report that the availability problems come from problems in power electronics or energy storage systems as opposed to the fuel cell itself. As a result, similar improvements in availability to those experienced with diesel hybrid drivetrains can be expected. Hybridised designs are constantly being improved, and benefit from synergies with hybrid diesel buses - a technology which is entering serial production both in the USA and Europe. Hybrid fuel cell buses share the same components of the electric drivetrain with hybrid diesel buses, when used in a series hybrid configuration. The consolidation of the hybrid diesel electric manufacturing process is therefore expected to help in the optimisation of the hybrid-electric powertrains. 8 The development of the hybridised FC bus concept design was one of the achievements of the HyFLEET:CUTE demonstration, as a mean to halve the fuel consumption of fuel cell-powered buses (www.global-hydrogen-bus-platform.com). 16
Hydrogen Fuel Cell Bus Technology State of the Art Review 1.4 Hybrid Fuel Cell Bus designs As described above, the hydrogen bus sector appears to have settled on a hybridised fuel cell system as the drivetrain of choice for hydrogen fuelled buses. Hybridised systems offer trade-offs between energy storage capacity and fuel cell power output, allowing a range of different configurations. For example: New Flyer/Ballard (BC Transit bus demonstration – 12m platform) Battery Capacity: 47kWh, Fuel Cell system: nominal max output 150kW Van Hool/UTC (AC Transit bus demonstration – 12m platform) Battery Capacity: 54kWh, Fuel Cell system: nominal max output 120kW Skoda Electric/Proton Motor (Neratovice bus demonstration – 12m platform): Battery: 100kW/27kWh, Ultra-capacitors: 200kW/0.32 kWh, Fuel Cell system max output: 48kW EvoBus/AFCC (Hamburg Hochbahn bus demonstration – 12m platform) Battery: 250kW/26.9kWh, Fuel Cell systems max output: 140kW (two units of 75kW) Wrightbus/Ballard (Transport for London demonstration – 12m platform) Super-capacitors: 180kW/0.6kWh, Fuel Cell system: nominal max output 75kW APTS/Ballard (e.g. Regionalverkehr Köln bus demonstration – 18m platform) Battery: 100kW/25kWh, super-capacitors 100kW/2kWh, Fuel Cell system: nominal max output 150kW A third hybridised configuration is known as „Battery Dominant’. An example is the Proterra bus concept: Proterra/Hydrogenics (e.g. Burbank bus demonstration – 10m platform) Battery Capacity: 55kWh, Fuel Cell system: nominal max output 32kW (two units of 16kW) In battery-dominant designs, the fuel cell system is considered a „range extender‟, which recharges the battery during the drive cycle. The batteries themselves provide the main motive power for the bus. All the hybridised fuel cell bus designs present common structural elements. Table 3, below, provides a schematic description. 17
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