International Journal of Engineering Science Invention

ISSN (Online): 2319 6734, ISSN (Print): 2319 6726

www.ijesi.org Volume 3 Issue 6 June 2014 PP.14-23
www.ijesi.org 14 | Page
Modelling and Simulation of Hydrogen Fuel Cells

Leena. O
1
, Dr. Jyoti.P.Koujalagi
2

1
Reasearch scholar, Electrical& Electronics Department, Dr.Ambedkar Institute of Technology, Karnataka,
India
2
Professor, Electrical & Electronics Department, Dr.Ambedkar Institute of Technology, Karnataka, India

ABSTRACT: This paper reviews fuel cell technology status and some of its challenges worldwide. In the view
of technological developments vehicle and component manufactures ,transport providers ,the energy industry ,
and even householders are seriously looking at alternative energy sources and fuels especially hydrogen and
hydrogen powered fuel cells. Fuel cells have emerged as an important technology in various non-linear loads in
industrial, commercial and residential sectors. A mathematical model of hydrogen fuel cell is described with
control parameters. A hydrogen fuel cell design is simulated using MATLAB/SIMULINK and the results are
discussed.

I NDEX TERMS: Fuel, hydrogen, parameters, simulation
I. INTRODUCTION
The benefits of hydrogen fuel cells are wide ranging because of their low noise and high power quality.
Fuel cell systems are ideal for use in hospitals or IT centre or mobile applications. They offer high efficiencies
which are independent of size. The potential effects of climate change are irreversible and very serious. The
transition from current energy infrastructure to a clean and secure energy infrastructure based on hydrogen and
other alternative fuels will take decades as the difficult challenges posed by technological and economic bar-
riers. A sustainable high quality of life demands clean, safe, reliable energy system at affordable prices. Fuel
cells lead the way in clean and efficient energy conversions. They are powering innovations in a wide range of
products, ranging from very small portable devices such as mobile phones, laptops and in applications like cars,
delivery vehicles, buses and ships. Energy demands at present are met by thermal, hydro-electric, nuclear and
solar power plants. Unfortunately efficiency is very low (20%) and environmental pollution is very high due to
the production of greenhouse gases like carbon dioxide, carbon monoxide etc. These gases will increase atmos-
pheric temperature and causes the reduction of ozone layer. Hydroelectric power plants demand source and
space whereas nuclear power plants demands fuel reuse and disposal to a safe place.
Fuel cells have been called as the microchip of the hydrogen age, this clean renewable energy source
is seen as alternative to fossil fuel used in running worlds economy. Drivers, limitations, and opportunities in
the fuel cell market in India have been discussed [1]. Technical feasibility study in applying air cooling as an
alternative for closed cathode stack designs is reported using a down-scaled 3-cell stack assembly [2]. A fuel
cell (FC) maximum power point tracking (MPPT) with fuel flow optimization is presented is to extract the max-
imum power from a FC at different fuel flow rates and to protect the FC from over-current and voltage collapse
across terminals. The system is composed of a tracker with a buck converter able to change the output imped-
ance of the FC and therefore its power [3]. A brief review and comparison of polymer electrolyte fuel cells
(PEFCs) and solid oxide fuel cells (SOFCs) with significant scientific challenges are discussed [4].The primary
transportation alternatives which hold the greatest potential for averting societal threats are evaluated [5].The
fuel cell cars turned out to be the most promising to meet future environmental demands. In addition to an effi-
cient process to produce the mechanical energy, recuperation of energy is a potential step to increase mileage of
passenger cars [6]. The design and manufacturing alternatives for Proton Exchange Membrane (PEM) fuel cells
are described and analyzed within the context of vehicle applications [7].
Fuel cell technology is recently becoming one of the most interesting fields for the car companies to
invest in. This interest is because of their high efficiency and zero environmental pollution. Polymer electrolyte
membrane fuel cells (PEMFC) are the most appropriate type of fuel cells for use in vehicles due to their low
performance temperature and high power density [8]. Environmental, sustainability issues and the role of hy-
drogen and fuel cell technologies have emerged as potential solutions to these issues. The commercialization
plans in various industrialized countries (USA, Canada, Japan, etc.) have started identifying the most likely ear-
ly markets for hydrogen as an energy carrier and fuel cell as energy producing device [9]. Intelligent Energy has
Modelling And Simulation Of Hydrogen
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developed a proprietary fuel cell stack, cooled via evaporation rather than by use of separate cooling channels.
As a case study, a conventional London Taxi black cab is discussed [10]. With fuel cell/battery, city
buses the output power of the fuel cell is controlled by a D.C. converter and the output ports of the converter and
the output ports of the converter and the battery are connected in parallel to supply power for the electric motor.
A closed-loop control algorithm is necessary to eliminate the errors between the output and target power of the
fuel cell system [11]. The potential for Solid-Oxide Fuel Cells (SOFC) to provide electrical generation on-board
commercial aircraft has been described [12]. The impact of the edge cooling is studied via a mathematical mod-
el of the three-dimensional two-phase flow and the associated conservation equations of mass, momentum, spe-
cies, energy, and charge. The model includes the stack, ambient, fan, and fins used for cooling [13]. The design
and balance-of-plant of a novel anaerobic digestion (AD) biogas solid oxide fuel cell (SOFC) plant is assessed.
Biogas from waste-water treatment plant is the fuel feeding the SOFC system. Simultaneous multi-generation of
electricity, heat and a fuel (algae) via exhaust carbon recycling is accomplished in the proposed plant configura-
tion [14]. A dynamic MATLAB Simulink model of a H3-350 Reformed Methanol Fuel Cell (RMFC) standa-
lone battery charger produced by Serenergy is developed on the basis of theoretical and empirical methods. The
advantage of RMFC systems is that they use liquid methanol as a fuel instead of gaseous hydrogen, which is
difficult and energy consuming to store and transport [15]
II. MATHEMATICAL MODEL
The simplified model of a fuel cell stack operating at nominal conditions of temperature and pressure is
as shown in Fig (1).The parameters of the equivalent circuit can be modified based on the polarization curve as
shown in Fig (2). The inputs are the value of the voltage at no load, as well as the nominal and the maximum
operating points, for the parameters to be calculated. A diode is used to prevent the flow of negative current into
the stack.


Fig-1: Equivalent circuit of fuel cell stack



Fig-2: Polarization curve

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The polarization curve in Fig (2) consists of three regions:

2.1 Region 1
The first region represents the activation voltage drop due to the slowness of the chemical reactions
taking place at electrode surfaces. Depending on the temperature and operating pressure, type of electrode, and
catalyst used, this region is more or less wide.

2.2 Region 2
The second region represents the resistive losses due the internal resistance of the fuel cell stack.

2.3 Region 3
Finally, the third region represents the mass transport losses resulting from the change in concentration
of reactants as the fuel is used.

DETAILED MODEL
The detailed model represents a hydrogen fuel cell stack when the parameters such as pressures, tem-
perature, compositions, and flow rates of fuel and air vary. These variations affect the open circuit voltage as
well as the Tafel slope. The equivalent circuit and the simplified model are as shown in Fig 3.
The open circuit voltage and the Tafel slope are modified as follows:



Fig-3: Simplified model of the fuel cell stack



(1)

(2)
Where,

E
OC
= Open circuit voltage (v)
A = Tafel slope
R = 8.3145 J/ (mol K)
F = 96485 A s/mol
z = Number of moving electrons
= Nernst voltage, which is the thermodynamics voltage of the cells and depends on the temperatures and par-
tial pressures of reactants and products inside the stack
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= Exchange current, which is the current resulting from the continual backward and forward flow of electrons
from and to the electrolyte at no load. It depends also on the temperatures and partial pressures of reactants in-
side the stack.
= Charge transfer coefficient, which depends on the type of electrodes and catalysts used
T = Temperature of operation ( K)
For a given Air and Fuel flow rate, the Nominal rate of conversion of hydrogen and oxygen is given by:

(3)


(4)

Where,
Nominal rate of conversion of hydrogen

= Nominal rate of conversion of oxygen
= Absolute pressure of fuel (atm)
= supply pressure of air (atm)
= Fuel flow rate (l/min)
= Air flow rate (l/min)
x = Percentage of hydrogen in the fuel (%)
y = Percentage of oxygen in the oxidant (%)

The Nernst voltage for a given exchange current density (i
o
) for a partial pressure of hydrogen ( ) and
oxygen (
)
inside the stack is given by :

(5)

(6)
E
n
= Nernst voltage
i
o
= Exchange current
= Partial pressure of hydrogen inside the stack
= Partial pressure of oxygen inside the stack
= Partial pressure of water vapor inside the stack
k = Boltzmann's constant =1.38 x 10
-23
J/ K
h = Planck's constant =6.626 x 10
-34
J s

G = Size of the activation barrier which depends on the type of electrode and catalyst used

The partial pressures
,
and are determined in steady state as follows:

(7)

(8)

(9)

Where,

W = Percentage of water vapor in the oxidant (%)
Block C and D calculate the new values of the open circuit voltage (E
OC
) and Tafel slope, respectively.
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The material parameters , G are calculated based on the polarization curve at nominal conditions of
operation along with some additional parameters, such as the low heating value (LHV) efficiency of the stack,
composition of fuel and air, supply pressures and temperatures, etc. They can be easily obtained from the manu-
facturer's data sheet.

The nominal rates of conversion of gases are calculated as follows:

(10)


(11)

Where,

= Nominal LHV efficiency of the stack (%)
J/mol
= Nominal voltage (V)

= Nominal current (A)
=Nominal air flow rate (l/min)
= Nominal absolute air supply pressure (Pa)
= Nominal operating temperature (k)

III. EXTRACTION OF PARAMETERS FROM DATASHEET

This example uses the Ned Stack PS6 data sheet from Ned Stack as shown in Appendix-A

Fig-4: Ned stack PS6 curves from datasheet

The rated power of the stack is 5.5kW and the nominal voltage is 48 V. The following detailed parameters are
deduced from the data sheet.

Open circuit voltage (Eoc) = 65 V
Nominal operating point [I nom, Vnom] = [133.3, 45]
Maximum operating point [I end, Vend] = [225, 37]
Nominal stack efficiency ( ) = 55 %
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Operating temperature = 65
Nominal supply pressure [ Air] = [1.5 1]

If the pressure given is relative to the atmospheric pressure, add 1 bar to get the absolute pressure.

Nominal composition (%) [ , , (Air)] =[99.999, 21, 1]

If air is used as oxidant, assume 21% of and 1% of O in case their percentages are not specified.

Number of cells:
Can be estimated from the formulas below:

(12)



Nominal air flow rate:
If the maximum air flow rate is given, the nominal flow rate can be calculated assuming constant oxygen utiliza-
tion at any load. The current drawn by the cell is linearly dependent on air flow rate and the nominal flow rate
is given by:

(13)

In this case,


Assume the rate of conversion of oxygen to be 50% (as it is usually the case for most fuel cell stacks) and the
nominal air flow rates:

(14)

Fuel cell response time = 10 s

With the above parameters, the polarization curve of the stack operating at fixed nominal rate of conversion of
gases is close to the data sheet curves as shown below. The orange dotted line shows the simulated stack voltage
and green dotted line shows the simulated stack power.



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Fig-5: The polarization curve of the stack close to the data sheet curves
Above the maximum current, the flow rate of gases entering the stack is maximum and the stack voltage de-
creases abruptly as more current is drawn.

IV. SIMULATION RESULTS
Figure 6 shows the simulation model of the hydrogen fuel cell stack with a 6 kW, 45 V proton ex-
change membrane (PEM) fuel cell stack feeding an average value 100 Vdc, DC/DC converter.

The converter is loaded by an RL load of 6 kW with a time constant of 1s. During the first 10s, the utilization of
the hydrogen is constant to the nominal value (Uf_H2 = 99.56%) using a fuel flow rate regulator. After 10s, the
flow rate regulator is bypassed and the rate of fuel is increased to the maximum value of 85 lpm and the varia-
tion in the stack voltage is observed. This will affect the stack efficiency, the fuel, and the air consumption.

The simulation produces the followings results: At t = 0 s, the DC/DC converter applies 100 V
dc
to the RL load
(the initial current of the load is 0 A). The fuel utilization is set to the nominal value of 99.56%. The current
increases until the value of 133 A. The flow rate is automatically set to maintain the nominal fuel utilization.
At t = 10 s, the fuel flow rate is increased from 50 liters per minute (lpm) to 85 lpm during 3.5 s, reducing by
doing so the hydrogen utilization. This causes an increase of the Nernst voltage so the fuel cell current will de-
crease. Therefore, the stack consumption and the efficiency will decrease.



Fig-6: shows the simulation model of the hydrogen fuel cell stack with a 6 kW, 45 V proton exchange
membrane
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Fig-7: Simulation results showing fuel flow rate,

Utilization, stack consumption and efficiency
The DC bus voltage, which is very well regulated by the converter. The peak voltage of 122 V
dc
at the beginning
of the simulation is caused by the transient state of the voltage regulator.

Fig-8: Simulation Results showing voltage, current, DC bus voltage and current

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V. CONCLUSION
This paper has presented the mathematical model of a hydrogen fuel cell with different control parame-
ters in matlab/Simulink environment. The simulated results show an increase of the Nernst voltage, so the fuel
cell current will decrease. Therefore, the stack consumption and the efficiency will decrease. With this initial
survey and analysis of hydrogen fuel cell, challenges of hydrogen fuel cell will be compared with other types of
fuel cells for different linear and non-linear loads are the future scope of the work.

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APPENDIX-A

Type 6 K W fuel cell system Ned stack PS6
Performance Net Rated electrical
peak power
7 KW (DC)
Net Rated nominal power 5 KW (AC)
Output voltage 60-30V (DC)
Operating current range 0-225 A (DC)
Typical beginning of life
voltage range
42 V at Nominal
Efficiency - LHV 55% [stack]/
50% [system]
Time from off model
to idle
Within 3 Min
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Time from 10% to
full power
Approx. 10 s
Expected Life 20.000 h [stack]
Maintenance Routine 2.000 h [system]
Operational Ambient
Temperature
-20 - +40C
Fuel H2 or Reformat
Purity 99.999% H2 or
Reformat(<50ppm CO)
Supply pressure 0.5-5 bar
Stack operating pressure ambient
Maximum consumption 12.5 slpm/KW
Air delivery
system
Flow rate Max 500l/Min
Supply Pressure Ambient
Physical Dimensions 400x600x1600 mm
Mass Approx. 80kg
Emissions Water collected 75 l /min
NOX , SOX 0
Cooling
system
requirements
Heat Rejection to coolant
at maximum power
10 KW
Maximum Ambient
temperature
45C
FCPM Operating
temperature
65C
Cooling Method Radiator Fan