Module 5 - Fuel Cell Systems
Module 5 - Fuel Cell Systems
Module 5 - Fuel Cell Systems
CONTENTS
5.1 INTRODUCTION ...................................................................................................... 5-1
5.2 SYSTEM DESCRIPTIONS ......................................................................................... 5-2
5.2.1 AIR SYSTEM ..................................................................................................... 5-2
5.2.2 FUEL STORAGE SYSTEM ................................................................................... 5-4
5.2.3 FUEL DELIVERY SYSTEM ................................................................................... 5-9
5.2.4 HUMIDIFICATION SYSTEM ................................................................................ 5-11
5.2.5 STACK COOLING SYSTEM ................................................................................ 5-12
5.2.6 BUS COOLING SYSTEM ................................................................................... 5-14
5.2.7 HVAC SYSTEM .............................................................................................. 5-17
5.2.8 LUBRICATION SYSTEM ..................................................................................... 5-18
5.2.9 HYDRAULIC SYSTEM ....................................................................................... 5-19
5.2.10 ELECTRICAL SYSTEM ...................................................................................... 5-20
5.2.11 CONTROL SYSTEM .......................................................................................... 5-23
5.2.12 LEAK DETECTION SYSTEM ............................................................................... 5-24
5.2.13 FIRE SUPPRESSION SYSTEM............................................................................ 5-27
Hydrogen Fuel Cell Engines and Related Technologies: Rev 0, December 2001
Hydrogen Fuel
MODULE 5: FUEL CELL ENGINE SYSTEMS
Cell Engines
OBJECTIVES
At the completion of this module, the technician will understand:
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The cooled air destined for the fuel cell stacks flows through
an inlet filter to remove any oil contaminants and a mass
flow meter to measure the actual air flow. The air stream
then passes through a humidifier, where it is saturated with
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water at the stack operating temperature, and enters the Key Points & Notes
fuel cell stacks where it feeds the power generation reaction.
The depleted hot air that exits the fuel cell stacks contains
water as a product of the power generation reaction and
from humidification. This water is primarily in the vapor
state and is largely recovered by passing the air through a
condenser and a coalescing air/water separator. The con-
denser transfers heat to the bus cooling system. Both the
condenser and separator pass recovered water to the hu-
midification water tank. Some air flows into the header tank
along with the water; this provides positive ventilation of the
tank while maintaining a pressure balance between the air
and water systems.
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Fueling Circuit
The fueling circuit receives fuel through a fueling receptacle.
The fuel then flows through a check valve to prevent back-
flow, and into the high pressure circuit which in turn fills
the hydrogen storage cylinders.
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The end boss through which the fuel flows into and out of Key Points & Notes
each cylinder includes an integral solenoid valve, check
valve, excess flow valve and shutoff valve assembly (or
“manual lockdown assembly”).
The excess flow valve interrupts the fuel flow out of the cyl-
inder whenever the flow rate is excessive (such as if a pipe
bursts or during vigorous venting). When closed, the excess
flow valve permits a small amount of leakage so that the
outlet and cylinder pressures equalize over a period of time,
thereby restoring normal valve function.
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The pressure relief valve protects the fuel cell engine and
releases hydrogen through a roof vent if the motive pressure
exceeds 250 psig (17 barg). This pressure relief valve is of
spring-loaded design and remains closed until the pressure
in the circuit exceeds the pressure setpoint by a small
amount. Once exceeded, the force causes the spring to open
and bleed off the excess hydrogen. The spring stays open
until the pressure is reduced below the setpoint.
The filter removes particulate debris and liquid from the fuel.
The fuel shutoff valve provides a manual method for inter-
rupting the flow of fuel to the fuel cell engine. This valve is
meant for emergency use only, since interrupting the fuel
flow to a fuel cell engine while it is operating can cause fuel
cell damage. As an alternative, some fuel cell buses include a
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fuel shutoff valve that is electrical rather than mechanical in Key Points & Notes
nature. When actuated, this valve immediately shuts down
the engine in a controlled manner and closes the cylinder
and pressure regulator assembly solenoid valves.
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A burst disk protects the fuel delivery circuit and releases Key Points & Notes
hydrogen through a roof vent if the pressure exceeds 46 psig
(3.2 barg). The burst disk contains a rupture disk that con-
sists of a membrane of predetermined thickness. The mem-
brane is often scored. The thickness, and scoring, is de-
signed to withstand a certain pressure. At pressures greater
than the design pressure, the disk bursts releasing the gas.
Rupture disks do not reset and must be replaced once burst.
Rupture disks tend to fatigue under normal pressure fluc-
tuations and are therefore prone to premature failure. Rup-
ture point and lifetime are also affected by temperature.
Purge Circuit
The purge circuit is linked to the fuel delivery circuit and
permits periodic fuel discharge to atmosphere. This occurs
periodically and automatically in order to drive out any ac-
cumulated water or residual non-fuel gases.
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Humidification
Some fuel cell powerplants combine the humidification sys-
tem with the stack cooling system. This results in a simple,
well integrated system with excellent temperature matching
characteristics. However, this arrangement precludes the
use of anything other than pure water as stack coolant,
which exacerbates cold weather starting problems (since the
cooling water freezes).
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The water leaving the de-ionizing filter splits into two Key Points & Notes
streams; one stream is used for fuel humidification and the
other for air humidification. Each stream flows through a
check valve and into a humidifier. Some of the water passes
into the gas stream and the remainder collects in a reservoir
within the humidifier. This excess water passes through a
drain valve back into the product water tank.
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proves cold weather performance but necessitates the use of Key Points & Notes
a separate humidification system.
Coolant for the bypass filtration loop is drawn from the main
coolant loop at the pump outlet. The coolant passes in suc-
cession through a heat exchanger, a strainer, the de-ionizing
filter, a second strainer and a solenoid valve before re-joining
the main coolant loop at the inlet to the dump chopper.
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The bus cooling system circulates coolant, using a pump, Key Points & Notes
through the following components:
• inverter
• condenser
• intercooler
• bus chassis air compressor
• main heat exchanger
• de-ionizing filter heat exchanger
• lubrication oil cooler
• transmission fluid cooler
Since the bus coolant does not come into direct contact with
the fuel cells, it does not need to be de-ionized and consists
of a standard solution of 50% ethylene glycol with 50% clean
water.
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Source heat for the HVAC system is drawn from the stack
coolant stream by way of the HVAC heat exchanger. A by-
pass solenoid valve is used to regulate whether the HVAC
coolant flows through the heat exchanger or around it de-
pending on the heating demand. The hot coolant then flows
through a heater, which adds additional electrical heat if
required, and passes into the coach heater, which distrib-
utes the heat throughout the passenger compartment. The
coolant then flows back to the booster pump and the circula-
tion repeats.
Since the HVAC coolant does not come into direct contact
with the fuel cells, it does not need to be de-ionized and
consists of a standard solution of 50% ethylene glycol with
50% clean water.
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The pressure relief valve protects the variable speed pump Key Points & Notes
from damage by providing a flow path should the fan motors
offer too great a flow resistance.
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Engine Controller
The engine controller manages fuel cell engine functions Control system algorithms
such as system startup, shutdown, operating state transi- are proprietary information.
tions, and warnings and alarms. The controller inputs
driver’s commands (by way of the accelerator treadle), re-
ceives transducer feedback signals, communicates with
other control devices (such as the bus controller and trans-
mission controller), and receives inputs from other systems.
The controller’s algorithms derive inverter commands, com-
ponent setpoints, and valve positions using a set of mathe-
matical relationships. Warnings and alarms are indicated by
way of dashboard lights, a message display center, or other
means. The engine controller relays real-time operating data
to the diagnostics interface for diagnostics purposes.
Bus Controller
The bus controller is supplied by the bus chassis manufac-
turer and manages standard bus functions such as lights,
doors and climate control. The bus controller receives
driver’s commands (from driver’s area switches) and feed-
back from standard bus transducers and components. The
bus controller relays commands and communicates with the
engine controller.
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Leak Sensors
Hydrogen gas leak sensors are calibrated to measure hydro-
gen gas concentrations.
Hydrogen Fuel
Cell Engines MODULE 5: FUEL CELL ENGINE SYSTEMS
resistance. The hydrogen leak indicator associated with Key Points & Notes
the sensor compensates for this resistance change by alter-
ing the electrical power fed to the element until the original
coil resistance is restored. This change in electrical power is
therefore proportional to the amount of gas present and
forms the basis of the gas concentration measurement.
Sensors have a useful life of about 2-3 years and their out-
put drifts with age, or after poisoning. Sensors must be
calibrated after installation and regularly thereafter. When a
sensor has been unpowered for several days, it may take up
to 24 hours of operation to stabilize fully.
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limit (UFL) of hydrogen, there is not enough oxygen in the Key Points & Notes
air/gas mixture for a flame to propagate. Since the sensor
operates by burning the gas that enters its explosion-proof
chamber, gas concentrations above the UFL cannot be
sensed.
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tures, only flames. A green LED on each sensor comes on Key Points & Notes
whenever that sensor has electrical power.
The sensors and thermal wire within each zone are wired in
series and are terminated by an end-of-line resistor attached
to the last sensor in the series. If any device trips within a
series, a discrete ground signal is sent to the fire suppres-
sion system controller resulting in a fire alarm. If a sensor
fault occurs or the end-of-line resistor is missing, the con-
troller detects incorrect impedance within the series result-
ing in a system fault warning.
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