IMMEDIATE Deliverable Report D2.1 – Version 07 1 DELIVERABLE REPORT D2.1 Report on OEM designed MEA test protocols IMMEDIATE Innovative autoMotive MEa Development – implementation of Iphe-genie Achievements Targeted at Excellence EC FP7 FCH JU Project No. 303466 SP1-JTI-FCH.2011.1.5 Next generation European MEAs for transportation applications Project duration: 01.01.2013 – 31.12.2015 (36 months) Coordinator: IRD Fuel Cells A/S, Denmark
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IMMEDIATE Deliverable Report D2.1 – Version 07 1
DELIVERABLE REPORT
D2.1 Report on OEM designed MEA test protocols
IMMEDIATE
Innovative autoMotive MEa Development
– implementation of Iphe-genie Achievements Targeted at Excellence
EC FP7 FCH JU Project No. 303466
SP1-JTI-FCH.2011.1.5 Next generation European MEAs for transportation applications
Author(s) Lars Carlhammar (Volvo), Madeleine Odgaard, Jacob L.. Bonde (IRD), Deborah Jones, Marc Dupont, Sara Cavaliere, David Bourgogne (CNRS)
Workpackage no. WP2
Workpackage leader Volvo
Lead Beneficiary IRD
Date released by WP leader 18.09.2013
Date released by Coordinator 19.09.2013
Dissemination level
PU Public X
PP Restricted to other programme participants (including the Commission Services)
RE Restricted to a group specified by the consortium (including the Commission Services)
CO Confidential, only for members of the consortium (including the Commission Services)
Nature of the deliverable
R Report X
P Prototype
D Demonstrator
O Other
Summary
Keywords High-temperature automotive MEA, Fuel cell test protocol, Fuel cell city bus, Accelerated stress test
Abstract
Test protocols for high-temperature automotive MEAs and stacks have been designed drawing on, as far as possible, existing test protocols previously described in literature and/or regularly and widely used. The tests include basic performance tests as well as tests for durability aimed particularly at MEA technologies being developed for operating temperatures above 100 °C. Performance tests include parametric studies of the influence of temperature, pressure, stoichiometry, humidity and fuel composition. Durability tests include protocols targeting specific known degradation mechanisms of MEAs such as, e.g., membrane (mechanical) stability, catalyst stability, and carbon corrosion mechanisms. Also, new duty cycles representative of a fuel cell city bus application have been derived from vehicle simulations and simplified so as to be easy to implement for stack testing.
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Revisions
Version Date Changed by Comments
“00” May–July 2013 Involved partners Initial draft circulated for addition of partner inputs
01 06.07.2013 LC (Volvo) First draft compiled from all partner inputs
02 12.07.2013 LC (Volvo) Modifications accord-ing to agreements M6 meeting
03 15.07.2013 MOD (IRD) Slight modification in Section 5; humidity levels implemented
04 16.07.2013 MJL (IRD) Layout and proofreading
05a 24.07.2013 MD (CNRS) Addition of section 5.7.7, some comments, layout
05b 05.08.2013 LC (Volvo), MJL (IRD)
Addition of abstract and keywords
06 18.09.2013 LC (Volvo)
Integration of versions 5a and 5b. Correction of comments.
This document defines the tests to be performed on the single cell MEAs and the 10-cell short stack to
be designed and tested in the IMMEDIATE project. The protocol relies heavily on test protocols
defined elsewhere, particularly those of References (1), (2), (3) and (4) for the short stack tests and
those of References (2), (5), (6) and (7) for the MEA tests.
In parallel to the preparation of this D2.1 report the members of the IMMEDIATE project participate
in the working group organized under JRC and FCH-JU with the subject “Harmonization of PEFC
testing protocols for automotive applications“. The document (2) from the above mentioned working
group is not finalized within the timeframe for submission of the D2.1 report. However, the
IMMEDIATE project will evaluate and adapt all relevant tests proposed and it is anticipated that
some specifics of the tests may need to be revised late in the project.
2 Definitions and nomenclature
Definitions, abbreviations and general nomenclature throughout this document follow that laid out in
References (8), (1) and (9).
3 Reference test conditions
Two sets of reference conditions have been defined for the tests. One (Table 1) represents what is
current state-of-art for automotive fuel cells. The other (Table 2) (represents the target performance of
the IMMEDIATE project as defined in the project description.
Table 1: SoA reference conditions.
Property Symbol Unit Value
Stack operating temperature Tstack °C 80
Fuel inlet temperature Tfuel,in °C 80
Air inlet temperature Tair,in °C 80
Fuel outlet pressure Pfuel,out bara 1.5
Air outlet pressure Pair,out bara 1.5
Fuel stoichiometry λH2 [] 1.5
Air stoichiometry λAir [] 1.8
Fuel inlet dew point temperature Tdew, fuel,in °C 59
Fuel composition
H2 xH2, fuel Mole fraction, dry basis 1
N2 [] Mole fraction, dry basis 0
Air inlet dew point temperature Tdew, air,in °C 59
Fuel inlet dew point temperature Tdew, air,in °C 59
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As described in Chapter 5.2 a polarization single-cell MEA test is to be performed using the state-of-
art condition in order to get a baseline for comparison with test results using the IMMEDIATE target
reference conditions. Subsequent single-cell-MEA tests as well as the short stack tests are to be
performed at the IMMEDIATE target test conditions.
Table 2: IMMEDIATE target reference conditions.
Property Symbol Unit Value
Stack operating temperature Tstack °C 120
Fuel inlet temperature Tfuel,in °C 90
Air inlet temperature Tair,in °C 90
Fuel outlet pressure Pfuel,out bara 1.5
Air outlet pressure Pair,out bara 1.5
Fuel stoichiometry λH2 [] 1.5
Air stoichiometry λAir [] 1.8
Fuel inlet dew point temperature Tdew, fuel,in °C 82
Fuel composition
H2 xH2, fuel Mole fraction, dry basis 1
N2 [] Mole fraction, dry basis 0
Air inlet dew point temperature Tdew, air,in °C 82
Fuel inlet dew point temperature Tdew, air,in °C 82
4 Test protocols for short stack
4.1 Leak test
The stack should be tested to quantify leakages at least once before and once after the other tests are
performed. If there is reason to believe that the leakage rate of any fluid has increased during testing
additional leak tests should be performed. The tests should be performed according to the procedures
in Reference (4) (See also chapter 7.1.1 in Reference (2)).
4.2 Standard polarization curve test
The standard polarization curve test is the main performance test to be performed. It should be
performed according to the procedures described in Reference (1) at the reference conditions defined
in Table 1.
The standard polarization curve test is also the basis for the various parametric tests described in
Chapter 4.3.
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4.3 Parametric studies
4.3.1 Temperature parameter test
This test is performed in order to quantify the change in performance of the FC when running at a
higher or lower temperature then the nominal. The FC should be tested at the operating conditions
listed in Table 3; parameters not listed should be kept at the reference condition described in Table 2.
For each test point in Table 3, a standard polarization curve test should be performed as described in
Chapter 4.2.
Table 3: Operating conditions for temperature parameter test.
Property Unit Value
Test point
1 2 3 4 5 6 7 8 9
Stack operating temperature °C 70 80 90 100 110 120 130 140 150
Fuel inlet temperature °C 40 50 60 70 80 90 100 110 120
Air inlet temperature °C 40 50 60 70 80 90 100 110 120
Fuel inlet dew point
temperature
°C 32 42 52 62 72 82 92 92 92
Air inlet dew point temperature
°C 32 42 52 62 72 82 92 92 92
4.3.2 Pressure parameter test
The aim of this test is to quantify how the performance of the FC depends on the operating pressure.
The pressure is varied in an interval around the pressure of the reference condition which is benign to
the FC. The pressure difference between anode and cathode compartment is kept constant at the same
level as in the reference condition. The fuel and air pressures to be used in the different test points are
listed in Table 4. Remaining parameters should be kept according to the reference condition defined
in Table 2. For each test point in Table 4, a standard polarization curve test should be performed as
described in Chapter 4.2.
Table 4: Operating conditions for pressure parameter test.
Property Unit Value
Test point
1 2 3 4 5
Fuel outlet pressure bara Open-ended 1.5 2.0 2.5 3.0
Air outlet pressure bara Open-ended 1.5 2.0 2.5 3.0
4.3.3 Air stoichiometry test
Due to the nature of the cathode kinetics and the low oxygen concentration in air a high stoichiometry
of air is usually needed to achieve good cell voltages. At the same time, for a pure hydrogen fuel cell
system, the air compressor constitutes the largest parasitic load in the system. Thus knowledge of the
impact of air stoichiometry on the performance of the fuel cell is important to make a correct system
level optimization of parameters such as the air stoichiometry and pressure. In this test the air
stoichiometry is varied around that specified in the reference condition. The operating parameters for
the different test points are listed in Table 5. Remaining parameters should be kept according to the
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reference condition defined in Table 2. For each test point in Table 5, a standard polarization curve
test should be performed as described in Chapter 4.2.
Table 5: Operating conditions for air stoichiometry test.
Property Unit Value
Test point
1 2 3 4 5
Air stoichiometry - 1.4 1.6 1.8 2.0 2.2
4.3.4 Fuel stoichiometry test
In a fuel cell system with anode recycling the recycling rate determines the fuel stoichiometry seen by
the stack as well as the level of humidity at the fuel inlet. In this test the fuel stoichiometry is varied
around that specified in the reference condition. The operating parameters for the different test points
are listed in Table 6. Remaining parameters should be kept according to the reference condition
defined in Table 2. For each test point a standard polarization curve test should be performed as
described in Chapter 4.2.
Table 6: Operating conditions for fuel stoichiometry test.
Property Unit Value
Test point
1 2 3 4 5
Fuel stoichiometry - 1.2 1.3 1.4 1.5 1.6
4.3.5 Fuel composition test
In a fuel cell system with anode recycling there will be an accumulation of nitrogen in the anode
circuit from diffusion through the membranes. If the purge rate is to be kept at a minimum the fuel
inlet will contain a certain level of nitrogen. The operating parameters for the different test points are
listed in Table 7. Remaining parameters should be kept according to the reference condition defined
in Table 2. For each test point a standard polarization curve test should be performed as described in
Chapter 4.2.
Table 7: Operating conditions for nitrogen concentration test.
Property Unit Value
Test point
1 2 3 4 5 6
Fuel composition
H2 Mole fraction, dry basis 1 0.9 0.8 0.7 0.6 0.5
N2 Mole fraction, dry basis 0 0.1 0.2 0.3 0.4 0.5
4.4 Duty cycle tests
These tests aim to reproduce the actual usage of the FC stack in a fuel cell system of the chosen
application (city bus). Duty cycles have been generated through dynamic simulation of a fuel cell city
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bus using actual road cycle data. The resulting duty cycles have been simplified in a way that will
make them easier to implement in a lab test rig while retaining the most important features.
The simplified load cycles are shown in Figure 1 and Figure 2.
Additionally a steady-state duty cycle is defined in chapter 6.1 of Reference (2).
The cycles, when implemented in a stack test, should be run repeatedly, without interruption between
repetitions, for as long as possible up to 15 h/day until a total of 500 operating hours is reached.
In the IMMEDIATE project it is suggested first to run the steady-state cycle from chapter 6.1 of
Reference (2) followed by the IMMEDIATE synthetic city bus cycle 1 (Figure 1). If the stack is still
in a sufficiently good condition, it is suggested to run also the IMMEDIATE synthetic city bus cycle 2
(Figure 2).
Figure 1: Synthetic test cycle based on fuel cell bus simulations with a small (50 kW) fuel cell system and a load-following control strategy with a minimum base load.
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Figure 2: Synthetic test cycle based on FC bus simulations with a large (140 kW) fuel cell system and a load-following control strategy.
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5 Test protocols for single cells (MEA)
The present section is intended to describe the evaluation methods for testing single-cell membrane–
electrode assemblies (MEAs) with the approach to assess the performance and durability of the
important components: electrolyte membrane, electrode catalyst and supports. The test protocols are