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

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Hydrogen Fuel Cell Bus Technology State of the Art Review kg H2 / 100 km 30 25 20 15 10 5 0 Fuel Economy (kg/100km) Nonhybridised FC buses Hybrid FC buses 2004 2006 2008 2010 2012 2014 2016 Historical Data HBA target JTI target Figure 12 Evolution of the fuel cell bus fuel economy in comparison with some international targets (by 2015). The data displayed above show that fuel cell bus performance is improving through time. The main conclusions from this analysis can be summarised as follows: Availability: • The highest availability ever reached to date, 92%, was achieved by non-hybridised fuel cell buses in the HyFLEET:CUTE demonstration. It is important to note that this was a well-controlled trial (with dedicated maintenance technicians at each site) and did not involve a hybrid drivetrain. • The worst availability recorded for hybrid fuel cell buses refer to some North American demonstrations which, in contrast to the CUTE and HyFLEET:CUTE demonstrations, were far less controlled by on-site technicians and were better characterized as one-off prototypes than a dedicated trial. • In general, hybrid fuel cell buses have not consistently met such high availability as non-hybrid variants, showing values lower that 80% in most of the demonstrations considered here. The achievement of a level of availability equal to conventional diesel buses is one of the key aims of the next generation of hybrid fuel cell buses, to be introduced in 2010-11. • The main cause of the poor availability has been the novelty of hybridised designs. Causes of failure have centred on power electronics, batteries, control systems and integration issues. The HyFLEET:CUTE demonstration proved that fuel cell buses can achieve very high availability standards. There is no fundamental reason why 28
Hydrogen Fuel Cell Bus Technology State of the Art Review hybrid fuel cell buses will not reach the same high availability as soon as the technology has matured. Hybridised designs are constantly improving, and benefit from synergies with hybrid diesel buses in the optimisation of electric drivetrains. Range: • Bus range is generally satisfactory, especially for city transit services. For larger semi-rural routes (e.g. the BC Transit routes in Whistler) there are still some issues where ranges over 450km are required. However, these can be mitigated with more hydrogen tanks on the vehicle, at the expense of greater vehicle weight. • Hybridised fuel cell buses show higher ranges, thanks to their superior fuel economy. Fuel Economy: • In all the demonstrations analysed, hybridised designs show far better fuel efficiency than non-hybridised designs. • Fuel economy of hybridised fuel cell buses is clearly improving over time, showing impressive results for best in class trials. • The lack of trials with common drive cycle characteristics makes data interpretation difficult. OEMs and public authorities should be encouraged in promoting common test protocols in order to ensure the comparability of different bus performance data. • The next generation of hybrid fuel cell bus demonstrations (such as CHIC) are also aimed at understanding the fuel economy of next generation FC buses. Here, it will be important to ensure that results can be compared at least against equivalent diesel buses on the same routes. In conclusion, future demonstrations should target high levels of availability, at least comparable with existing diesel buses (90%), in order to make the technology attractive to end users. In addition demonstrations should target the most efficient end of the current fuel economy range, in order to maximise the benefits of the technology. 29
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Hydrogen Fuel Cell Bus Technology State of the ... - NEXTHYLIGHTS

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