Hybrid Fuel Cell Systems for Heavy-Duty Trucks: Configuration, Heat Rejection, and Performance.
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| Title: | Hybrid Fuel Cell Systems for Heavy-Duty Trucks: Configuration, Heat Rejection, and Performance. |
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| Authors: | Wang, Xiaohua1 (AUTHOR), Ahluwalia, Rajesh1 (AUTHOR) walia@anl.gov |
| Source: | Energies (19961073). Apr2026, Vol. 19 Issue 7, p1748. 19p. |
| Subject Terms: | *Heavy duty trucks, *Cooling loads (Mechanical engineering), *Energy density, *Proton exchange membrane fuel cells, *Fuel cell efficiency, *Battery storage plants, *Temperature control |
| Abstract: | Low-temperature polymer electrolyte membrane fuel cell systems can achieve higher efficiency than diesel engines, but heat rejection remains a major challenge in class-8 heavy-duty fuel cell trucks. For the same rated power, the radiator heat load is greater than that in a diesel engine, while the allowable operating temperatures are lower. This work proposes and evaluates 400 kWe fuel cell–battery hybrid (FCH) platforms and operating strategies that manage heat rejection without enlarging the radiator frontal area. Three FCH platforms are identified, each varying in fuel cell system (FCS) rated power, battery energy storage system (ESS) capacity, and maximum stack coolant exit temperature ( T h 1 ). All three satisfy key system and vehicle requirements, including 175 kWe FCS power at top sustained speed, 400 kWe FCH power on a 6% grade climb, a target stack power density (PD) of 750 mWe/cm2, and heat rejection constraints. The first FCH has the smallest FCS, the largest ESS, and a T h 1 of 90 °C. The second achieves the highest PD of 840 mWe/cm2 at a T h 1 of 95 °C. The third has the largest FCS, the smallest ESS, and a T h 1 of 102 °C. At a T h 1 of 115 °C, the platform can be configured as a stand-alone 400 kWe(net) FCS without hybridization, but the achievable PD drops to 460 mWe/cm2. [ABSTRACT FROM AUTHOR] |
| Database: | Energy & Power Source |
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| Abstract: | Low-temperature polymer electrolyte membrane fuel cell systems can achieve higher efficiency than diesel engines, but heat rejection remains a major challenge in class-8 heavy-duty fuel cell trucks. For the same rated power, the radiator heat load is greater than that in a diesel engine, while the allowable operating temperatures are lower. This work proposes and evaluates 400 kWe fuel cell–battery hybrid (FCH) platforms and operating strategies that manage heat rejection without enlarging the radiator frontal area. Three FCH platforms are identified, each varying in fuel cell system (FCS) rated power, battery energy storage system (ESS) capacity, and maximum stack coolant exit temperature ( T h 1 ). All three satisfy key system and vehicle requirements, including 175 kWe FCS power at top sustained speed, 400 kWe FCH power on a 6% grade climb, a target stack power density (PD) of 750 mWe/cm2, and heat rejection constraints. The first FCH has the smallest FCS, the largest ESS, and a T h 1 of 90 °C. The second achieves the highest PD of 840 mWe/cm2 at a T h 1 of 95 °C. The third has the largest FCS, the smallest ESS, and a T h 1 of 102 °C. At a T h 1 of 115 °C, the platform can be configured as a stand-alone 400 kWe(net) FCS without hybridization, but the achievable PD drops to 460 mWe/cm2. [ABSTRACT FROM AUTHOR] |
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| ISSN: | 19961073 |
| DOI: | 10.3390/en19071748 |
