Effect of the Degree of Hybridization and Energy Management Strategy on the Performance of a Fuel Cell/Battery Vehicle in Real-World Driving Cycles

Giuliano Agati (), Domenico Borello, Michele Vincenzo Migliarese Caputi, Luca Cedola, Gabriele Guglielmo Gagliardi, Adriano Pozzessere and Paolo Venturini
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Giuliano Agati: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Domenico Borello: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Michele Vincenzo Migliarese Caputi: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Luca Cedola: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Gabriele Guglielmo Gagliardi: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Adriano Pozzessere: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy
Paolo Venturini: Department of Mechanical and Aerospace Engineering, Sapienza University of Rome, 00184 Rome, Italy

Energies, 2024, vol. 17, issue 3, 1-19

Abstract: The study utilizes open-access data to generate power demand curves for a hybrid automotive system, testing twelve configurations with three different energy management strategies and four values for the degree of hybridization (DOH), the latter representing the share of the total power of the vehicle powertrain supplied by the battery. The first control logic (Battery Main—BTM) uses mainly batteries to satisfy the power demand and fuel cells as backup, while in the other two controllers, fuel cells operate continuously (Fuel Cell Main—FCM) or within a fixed range (Fuel Cell Fixed—FCF) using batteries as backup. The results are assessed in terms of H 2 consumption, overall system efficiency, and fuel cell predicted lifespan. The battery is heavily stressed in the BTM and FCF logics, while the FCM logic uses the battery only occasionally to cover load peaks. This is reflected in the battery’s State of Charge (SOC), indicating different battery stress levels between the BTM and FCF modes. The FCF logic has higher stress levels due to load demand, reducing battery lifetime. In the BTM and FCM modes, the fuel cell operates with variable power, while in the FCF mode, the fuel cell operates in a range between 90 and 105% of its rated power to ensure its lifetime. In the BTM and FCM modes, hydrogen consumption decreases at almost the same rate as the DOH increases, due to a decrease in battery capacity and a smaller amount of hydrogen being used to recharge it. In contrast, the FCF control logic results in a larger fuel consumption when the DOH decreases. In terms of FC durability, the FCF control logic performs better, with a predicted lifetime ranging from 1815 h for DOH = 0.5 to 2428 h for DOH = 0.1. The FCM logic has the worst performance, with a predicted lifetime of 800 to 808 h, being almost insensitive to the DOH variation. Simulations were performed on two different driving cycles, and similar trends were observed. Simulations taking into account fuel cell (FC) performance degradation showed an increase in hydrogen consumption of approximately 38% after 12 years. Overall, this study highlights the importance of optimizing control systems to improve the performance of fuel cell hybrid vehicles, also taking into account the component of performance degradation.

Keywords: hybrid vehicles; energy management system; vehicle energy dataset; PEMFC; battery; hydrogen; driving conditions; power demand; control logic; system efficiency (search for similar items in EconPapers)
JEL-codes: Q Q0 Q4 Q40 Q41 Q42 Q43 Q47 Q48 Q49 (search for similar items in EconPapers)
Date: 2024
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