Research_on_simulation_of_fuel_cell_city_bus
An EASY5 based research on simulation of fuel cell city busLI Zonghua, TIAN Guangyu, ZHOU Weibo, CHEN Quanshi, ZHU Y uanAbstractThe powertrain of a hybrid fuel cell city bus consists of a 60-kW fuel cell engine, battery packs, a boost DC/DC converter connecting the fuel cell engine with the DC power bus and an induction motor. Using the advanced modeling tools EASY5Ò, this paper gives the vehicle longitudinal model of the fuel cell city bus firstly. Then, the vehicle system control strategy is obtained based on this vehicle longitudinal model.Finally, the simulation results are also compared with that of the prototype vehicle road test to validate the EASY5Ò model and the control strategies.Keywords: fuel cell, modeling, simulation.1IntroductionFuel Cell Hybrid Vehicle as a type of future vehicles has brought itself to wide recognition and undeniable high social status. It is considered as one of the most important research and development directions in a lot of countries, including China. Fuel cell city bus project, supported by the national high-tech research and development (863) program of China, will provide the clean transportation technology for the 2008Beijing Olympic Games and three prototype buses have been developed.Fuel cell vehicles can be powered either by pure fuel cell(PFC), or by fuel cell hybrid system, coupled with battery(FC+B), ultra capacitor (FC+C), or battery plus ultra capacitor(FC+B+C). The fuel cell city bus in this paper belongs to FC+B type and its powertrain configuration consists of a fuel cell engine, a battery pack, a boost DC/DC converter connecting the fuel cell engine with the DC power bus, and an induction motor. Table 1 illustrates the major technical parameters of the fuel cell city bus.Table 1: Parameters of the fuel cell city busLength ´Width ´ Height (mm)11,070´2,500´3,420Gross Vehicle Mass (kg)14,200TypePEMFC Fuel Cell Maximum Power(kW )60TypeNi-MH Module Weight(kg)13.4Capacity(Ah)60Auxiliary Battery Pack Number30TypeInduction motor Rated/Max Power(kW )100/160Rated/Max Torque(N.m)530/840Traction motor and its controller Rated/Max Speed(rpm)1780/52001st /2nd gear ratio3.002/1.862Transmission Line Final drive ration 6.83This paper will give the vehicle longitudinal model of the fuel cell city bus by means of EASY5Ò which can easily help us to build dynamic model. Then, the vehicle system control strategy is obtained based on this vehicle longitudinal model. Comparative analysis between the EASY5Òsimulation results and the prototype vehicle road test has been conducted to validate the EASY5Ò model and the control strategies. 2Simulation ToolEASY5Ò (Engineering Analysis SYstem) is a graphics-based software tool used to model, simulate, and design dynamic systems characterized by differential, difference, and algebraic equations.[1]·Models are assembled graphically from primitive functional blocks, such as dividers, lead-lag filters, and integrators, and special system-level components such as gears, clutches, engines and many more.·EASY5Ò offers a comprehensive set of Application Libraries that are targeted to a specific application with pre-built, ready-to-use models of physical devices such as hydraulic valves and actuators, internal combustion engines, electric motors, gears, clutches, heat exchangers, fans, and evaporators - hundreds of physical subsystems that can be used to construct a complete dynamic system model.·These libraries are developed by experts in their engineering discipline, so high-fidelity models of great complexity can be quickly and easily built.As the primary parameters of components are provided and it is hard to get the other detailed data of components, it is not adequate for building model in some simulation tools. But it is sufficient for EASY5Ò as the default parameters and the classical engineering models are available. It is only necessary to validate the final model system instead of the uncertain component model. So the tool of EASY5Ò as a proper choice is selected for simulation.3ModelingFunctionally, the structure of simulation system consists of four parts, driving cycle, driver, VCU[2] and vehicle dynamics, as shown in figure 1. The diver model is actually a vehicle velocity controller. It uses the vehicle speed feedback from the vehicle dynamics and the target vehicle speed to generate accelerating and braking pedals. Simultaneously, the pedal signals are sent to the VCU. The VCU not only samples the signals from driver, but also receives other information from components, such as the SOC from battery, the vehicle speed from speed sensor etc. On basis of the present status of vehicle, VCU will decide how to distribute the power between the fuel cell and auxiliary battery and whether to shift. Then the sub-controller will perform the commands to control the components. The inputs and outputs of each of the model are listed in table 2.Figure 1: the structure of the vehicle simulation systemTable 2: the parameters of inputs and outputs ComponentInputs OutputsFuel cell fc P •required power fc I •fuel cell circuitfc U •fuel cell voltage Main DC/DC *dc I •required circuit fc U •fuel cell voltage bus U •bus voltage dc I •DC/DC output circuitfc I •fuel cell circuitBattery bat I •battery circuit bus U •bus voltageMotor/Motor Controller *e T •required torque bus U •bus voltagee w •motor speedm I •motor input circuite T •motor output torque Transmission Gear •target geare T •motor output torquet T •axle torquee w •motor speed t w •transmission output axle speed Tire t T •axle torqueb T •mechanical brake torquev •speedw w •wheel speed t F •Tire tractive force Vehicle t F •traction forcev •speed Driver *v •target speedv •actual speedAcc •accelerate pedal displacement Brake •brake pedal displacement Driving cycle No input *v •target speedVCU Acc •Brake •statusfc P •*dc I •*e T •b T •Gear3.1Powertrain Dynamic Model3.1.1 Fuel Cell Engine ModelThe fuel cell engine system is the main power source of the fuel cell vehicle and it is very complicated. Different mathematical models[3] are built according to the different research purposes. Using EASY5Òfuel cell library, we can develop the fuel cell engine dynamic model.As shown in figure 2, the fuel cell engine dynamic model is made up of the fuel cell stack, Hydrogen supply system, air supply system, compressor and cooler, etc. The air compressor is under a kind of multi-level control. Before the load connected to the fuel cell engine, there is a DC/DC converter.The dynamic fuel cell engine model provides insight of how the fuel cell works and the fuel cell dynamic characteristics. The model has been validated by comparing the simulation results and actual fuel cell engine experiments.Figure 2: the fuel cell engine dynamic model in EASY5Ò3.1.2 Battery ModelSince the fuel cell can only satisfy the average vehicle power requirement, in the case of frequent startup and acceleration, there must be an auxiliary power source to provide the additional peak power. Besides, in order to store the regenerated braking energy, the auxiliary battery is also a suitable selection.The battery model in EASY5Ò represents a storage unit with no-load terminal voltage as a function of SOC. It calculates the power delivered to/from the battery and the power dissipated through the generation of heat. The open circuit voltage is a function of SOC and empirical parameters. The dynamic relationshipbetween battery voltage and current is modeled, including the polarization capacitive effect, incipient capacitance of the battery, internal battery resistance, and terminal ohmic resistance.SOC is computed by using ampere hour accumulation method which is one of the most practical ways for valuating the SOC of battery. The primary parameters are obtained by doing a large amount of experiments such as 3 hours rate test and HPPC test.3.1.3 Motor ModelAnalysis of AC machines is complicated because the inductances that couple the stator and rotor vary sinusoidally with rotor position. However, it is possible to define a coordinate transformation to bringstator and rotor quantities into a common, non-rotating reference frame. Equations of motion written in the rotating frame have constant coefficients and may be manipulated into a form that is easily implemented in an EASY5Ò component. Also, the transformations are not the same for all machines or even for all three-phase machines.Figure 3: Stator to QD0 Transformation Figure 4: Rotator to QD0 TransformationThe voltage equations may be manipulated into a set of ordinary differential equations of the form:[dt di ] = [v] + [C]*[i ]Where dtdi is a vector of derivatives of the QD0-frame currents, v is a vector of the QD0-frame applied voltages; C is a coefficient matrix and i is a vector of the QD0-frame currents.3.1.4 Tire ModelThe tire model relates the torque generated by the drivetrain to the tractive effort (at the tread-groundinterface) which ultimately drives the vehicle .The driving torque applied to the wheel is transmitted to the driveline and the vehicle. The relationship between the wheel-tread slip and the tractive force is specified using either a physical model, or the Pacejka "magic" tire model. The model is shown in figure 5. It is simplified as a spring + damper system.Figure 5: the tire model in EASY5Òwhere •r F •Rolling resistance Tb •Brake torqueD T •Driving torque Ft •Tire tractive forcew w w ,q •Wheel rotational displacement and velocityt t w ,q •Tire tread rotational displacement and velocityIf the vehicle speed is V •Slip is defined as •V V r w s t x -=As the friction coefficient m is a function ofx s •marked as )(x s m ,and z F is the normal force on tire.So:zx F s Ft ×=)(m According to the characteristic of spring and damper, there is)()(t w T t w T w w w C K T -+-=q q rFt ×=The equation of motion for the wheel is:dt dw I T r F T T w w w r b D =---3.1.5 Vehicle ModelThe vehicle model calculates the translational motion of the vehicle as well as the weight transfer from front to rear axles due to acceleration. External loads on the vehicle (grade, drawbar, and aerodynamic loads) are specified via this model.The tractive force from the tires drives the vehicle, while the drawbar and aerodynamic loads act on the vehicle. This model also accounts for the effect of grade angle on the motion and load distribution.1zFigure 6: the vehicle model3.2Control StrategyThe control strategy [4][5] of fuel cell city bus has been developed and one of its main functions is to determine the power distribution between the fuel cell and auxiliary battery. The principle is shown as follows:Figure 7: the control strategy for power distributionAs an advanced function of vehicle control strategy, the optimal operating efficiency depends on the power distribution strategy. The power distribution problem of the fuel cell bus is to distribute power between the fuel cell and the storage battery to meet the demand of the drive motor. Considering thecontrol strategy of maintaining the battery voltage at a constant value, the self-adaptive control strategy of the main DC/DC converter and the output power control strategy of the fuel cell, we can obtain the control strategy for power distribution of the fuel cell bus as shown in figure 7.The driver’s power demand plus the additional power loss equals the vehicle power demand. According to the vehicle power demand and the fuel cell power control strategy, the output power of the fuel cell is determined. Then, the vehicle power demand minus the fuel cell net output power equals the battery power demand. And according to the set value of the main DC/DC’s output voltage and the constraintconditions of the storage battery, the battery power is determined. Finally, the net output power of the fuel cell system plus the actual power of the storage battery equals the total power, which can be regarded as the power command for the motor.4Simulation and ValidationAnalyzing the difference between the actual data and simulation results can find the cause of the problem so as to improve the simulation system.In prototype vehicle, only the input current and speed of the motor can be sampled from CAN network, while other signals of motor can not be achieved.So with this limitation, the battery voltage multiplied by the motor input current is the motor power. According to the results of interpolating, filtering and calculating the road test data, the actual vehicle speed and motor power can be obtained and applied for comparing with the simulation data.In figure 8, the vehicle speed in simulation tracks the actual speed very well although there are still a few distinctions in some area, especially when the driver begins to release the accelerating pedal. Since the driver model is a PI controller, the process of fast releasing the accelerating pedal can not be simulate completely, even if the PI parameters are adjusted repeatedly. So it is necessary to do research on the driver’s behaviors and habits.Figure 9 shows the trends of motor power in road test and simulation are almost identical. The simulation motor power delays about 4 seconds and in some area there are shocks, as the motor model is idealized with some characteristic and the motor controller still needs to be improved.Selecting another road cycle, performing the simulation and comparing the actual test data with simulation data, the same conclusions are achieved.Figure 8: the simulation speed and actual speed vs. timeFigure 9: the simulation motor power and actual motor power vs. time5ConclusionSimulation on fuel cell vehicle has been done in recent years, and it is becoming more common. This paper proposes a new method for simulation on fuel cell city bus with EASY5Òinstead of Matlab/Simulink. The virtual fuel cell city bus simulation system with the dynamic component models is built and the dynamic performance of the fuel cell city bus is analyzed. Simultaneously, these models also provide insight when modeling and identifying potential problems. The comparisons between actual test data and simulation results show that the simulation system is reasonable and available. The future work will be how to carry on more work with this system, to design the optimal control strategy and to optimize some cost variables such as fuel economy and/or emissions.References[1] Ricardo Powertrain Library User Guide for EASY5, September 1998[2] ZHAO Li’an, Simulation and Prototyping of V ehicle Controller for a Fuel Cell City Bus, Master thesisTsinghuahua University, 2003[3] Qi Zhanning; Chen Quanshi; Tian Guanyu; Liang Weiming, Development of a virtual Fuel Cell Hybrid V ehicleTest Bed Based on Battery-in-the-loop, SAE,2004[4] SUN Honghang, ZHU Y uan, et al, Research on V ehicle Control System for a Fuel Cell Bus, The InternationalHydrogen Energy Forum 2004, Beijing•P. R. China•2004[5] Y ang Hongliang,Simulation and control Strategies Research of a Parallel Hybrid Electric Car’s PowertrainUsing EASY5, Master thesis Tsinghua University 2002AuthorLI Zonghua, MasterThe State Key Laboratory of Automotive Safety and Energy,Department of Automotive Engineering, Tsinghua UniversityRoom 312, Building 16, Tsinghua University, Beijing, 100084Tel: 86-10-62785947 Fax: 86-10-62786907Email: lizonghua99@TIAN Guangyu, Associate ProfessorThe State Key Laboratory of Automotive Safety and Energy,Department of Automotive Engineering, Tsinghua UniversityTel: 86-10-62785947 Fax: 86-10-62786907Email: tian_gy@ZHOU Weibo, MasterThe State Key Laboratory of Automotive Safety and Energy,Department of Automotive Engineering, Tsinghua UniversityRoom 415, Building 16, Tsinghua University, Beijing, 100084Tel: 86-10-62785947 Fax: 86-10-62786907Email: zhouwb02@CHEN Quanshi, ProfessorThe State Key Laboratory of Automotive Safety and Energy,Department of Automotive Engineering, Tsinghua UniversityTel: 86-10-62786907 Fax: 86-10-62786907Email: hev@ZHU Y uan, DoctorThe State Key Laboratory of Automotive Safety and Energy,Department of Automotive Engineering, Tsinghua UniversityTel: 86-10-62785947 Fax: 86-10-62786907Email: yzhu@。
FUEL DETECTOR OF FUEL CELL
专利名称：FUEL DETECTOR OF FUEL CELL发明人：DOI RYOTA,TSUKUI TSUTOMU,TAKAHASHI SANKICHI,EBARA KATSUYA,KURODAOSAMU,YASUKAWA SABURO申请号：JP19885886申请日：19860827公开号：JPS6355864A公开日：19880310专利内容由知识产权出版社提供摘要：PURPOSE:To improve detection precision by providing a diaphragm wall at the liquid phase area of a fuel and anolyte supply system so that fuel vapor which permeates through the diaphragm wall is sent by a blower to a gas detector for detection. CONSTITUTION:A diaphragm 14 is provided at the wall of an anolyte reservoir 12 in contact with an anolyte 13. The diaphragm 14 is surrounded by a detection box 16, wherein a blower 15 is installed in lower opening thereof and a gas detector 7 and a thermister 8 used for compensating temperatures detected by the gas detector are installed in upper opening thereof and connected to a detection circuit 6. Fuel vapor which permeates through the diaphragm 14 is sent by the blower 15 to gas detector 7 and detected. Since fuel gas which permeates through the diaphragm 14 is immediately sent to the gas detector 7 by the blower 15, it can be detected with a high precision, coinciding with the fuel concentration in the anolyte 13. Also, because of intervention of the diaphragm 14, no sulfuric acid bleeds and a decline of reliability of the gas detector 7 due to corrosion is avoided.申请人：HITACHI LTD更多信息请下载全文后查看。
油气田燃料天然气组分特征对实测碳排放因子的影响
油气田燃料天然气组分特征对实测碳排放因子的影响廉军豹付玥张鑫袁良庆刘宏彬李世熙谭小红（大庆油田设计院有限公司）摘要：通过实测碳排放因子计算公式理论分析及油气田典型燃料天然气实例分析，探索燃料天然气组分特征对实测碳排放因子的影响。
结果表明：各生产系统使用的油气田燃料天然气含碳原子数量较多的组分含量越多，实测含碳量碳排放因子及实测低位发热量碳排放因子越大，含碳原子数量较少的组分或H 2、O 2、N 2、He 不含碳的组分含量越多，实测含碳量碳排放因子及实测低位发热量碳排放因子越小；除实测方法系统性差异外，一定含量的CO 2，是导致油气田燃料天然气实测低位发热量碳排放因子与实测含碳量碳排放因子之间存在显著差异的重要原因；各类燃料天然气碳排放因子存在普遍性差异，干气的实测碳排放因子明显比湿气的小。
上述结论将为油气田燃料天然气碳排放核算提供技术支持。
关键词：油气田；燃料天然气；碳排放因子；组分特征；实测DOI :10.3969/j.issn.2095-1493.2023.11.016The influences of fuel natural gas composition characteristics on measured carbon emission factors in oil and gas fieldLIAN Junbao，FU Yue，ZHANG Xin，YUAN Liangqing，LIU Hongbin，LI Shixi，TAN Xiaohong Daqing Oilfield Design Institute Co ．，Ltd ．Abstract：The influences of fuel natural gas composition characteristics on measured carbon emission factors are explored through the theory analysis of measured carbon emission factors formula and the cas-es analysis of typical fuel natural gas in oil and gas field．The results show that the higher the content of components with more carbon atoms in the natural gas used as fuel of each production system in oil and gas fields，the greater the carbon emission factor from measured carbon content and that from measured low calorific value．The higher the content of components with less carbon atoms or components with-out carbon such as H 2，O 2，N 2，He in natural gas used as fuel in oil and gas fields，the smaller the car-bon emission factor from measured carbon content and that from measured low calorific value．What's more，in addition to systematic differences between measurement methods，a certain amount of CO 2is an important reason for the significant difference between the carbon emission factor from measured carbon content and that from measured low calorific value of natural gas used in oil and gas fields．In addition，there are universal differences in various carbon emission factors of fuel natural gases in oil and gas fields，and the measured carbon emission factors of dry gas are significantly smaller than those of wet gas．Most importantly，the above conclusions will be provided technical support for the carbon emis-sion accounting for fuel natural gas in oil and gas fields ．Keywords：oil and gas field；fuel natural gas；carbon emission factor；composition characteristics；measurement第一作者简介：廉军豹，高级工程师，硕士研究生，2010年毕业于中国地质大学（武汉）（应用化学专业），从事油气田碳资产研发技术研（碳控楼），163712。
燃料电池的免疫优化小波网络动态建模仿真
ｔ ｅ ｃ ｍｐｌｘｔ ｆｒ ａ ｔ ｓ ａ ｄ ｔ ｅ ｃ ｕ ｌｎｇ ｐ ｒ ｅ ｅ ｓｉ ｓｄ ｈ Ｒ — Ｓ ｈ ｏ ｅ ｉ ｏ ｅ ｃｉ ｎ ｈ ｏ ｐ ｉ ａ ｍｎ ｔ ｒ ｎ ｉｅ ｔ ｅ ＤＩ ｙ ｏｎ ＯＦＣ ，ｔ ｅ Ｗ ＮＮ ，ｏ ｔｍ ｉｅ ｙ ｔ ｍ ｍｕ ｈ ｐ ｉ ｚ ｄ ｂ ｈｅ ｉ ｎｅ ａ ｇ ｒｔ ． ｉ ｓ ｓ ａ ｄ ｎ ｉ ｃ ｔｏ ｏ ｌｔ ｓａ ｌｓ ｙｎ ｍｉ ｏ ｌｏ ｈｅ ＤＩ — Ｓ ｌｏ ｉｈｍ Ｓ ｕ ｅｄ ａ ｎ ｉ ｅ ｔｆ ａ ｉｎ ｔｏ ｏ ｅ ｔ ｂ ｉｈ ａ ｄ ａ ｃ ｍ ｄｅ ｆｔ Ｒ ｉ ＯＦＣ ｔ ｈ ｎｌｔｒ ｌｆｏ ｗｉｈ ｔ ｅ ｉ ｅ ｕｅ ｗ ｌ ｒｔ ａｅ，ｔ ｅ ｉ ｌｔａｒｆｏ ｒ ｔ ｎ ｏ ｄ ｃ ｒｅ ｓｉ ｐｕ ｓａ ｄ ｔ ｏ ｔｇ ｎ ｅ ｈ ｎ ｅ ｉ ｗ ａｅ ａ ｄ ｌａ ｕ ｒ ｎｔａ ｎ ｔ ｎ ｈｅｖ ｌａ ｅ ａ ｄ ｔ ｍｐｅａ ｕ ｅ ａ ｅ ｃ ｉｅ ｏ ｔ ｕ ｓ Ｆｕ ｔ ｒ ｌ ｒｔ ｒ ｓｐｒｄｉｔｖ ｕ ｐ ｔ ． ｒｈｅ — ｍｏ ｅ．ｔ ｃ ｍ ｐ ｒｓ ｎｓ ｆ ｔ ｅ ｅ ｕｌｓ ｅｗｅ ｎ ｈｅ ｍ ｍｕ ｒ ｈｅ ｏ ａ ｉｏ ｏ ｈ ｒ ｓ ｔ ｂ ｔ ｅ ｔ ｉ ｎｅ — ｏ ｔｍ ｉｅ Ｗ ＮＮ ｍ ｏ １ ｎ ａ ｐｉ ｚｄ ｄｅ ａ ｄ ＲＢＦ ｅ ｒ ｌ ｎ ｕ ａ ｎｅｗｏ ｋ ｔ ｒ
质子交换膜燃料电池系统阳极尾排策略研究
10.16638/ki.1671-7988.2021.01.004质子交换膜燃料电池系统阳极尾排策略研究*丁新立（广州汽车集团股份有限公司汽车工程研究院，广东广州511434）摘要：质子交换膜燃料电池（PEMFC）具有发电效率高、运行温度低、启动速度快、结构简单、可靠性高等优点，基于其优点近几年得到了快速的发展。
由于工作时水汽渗透作用，导致阳极惰性气体和水的积累，其长时间无法排出将降低电堆的性能以及使用寿命。
文章给出了脉冲式尾排策略的优化方向，可以有效排出尾气，提高燃料利用率，从而保证PEMFC的性能。
关键词：质子交换膜燃料电池燃料；阳极；尾排中图分类号：TM911.4 文献标识码：A 文章编号：1671-7988(2021)01-10-04Research on Anode Exhaust Strategy of Proton Exchange Membrane Fuel Cell System*Ding Xinli( GAC Automotive Research & Development Center, Guangdong Guangzhou 511434 )Abstract:Proton exchange membrane fuel cell (PEMFC) has the advantages of high power generation efficiency, low operating temperature, fast start-up speed, high reliability and simple structure. Based on its advantages, it has been developed rapidly in recent years. Due to the crossover effect, the inert gas and water will be accumulated in the anode. If they can not be drained out of the system, the performance and the lifetime will be affected. In this paper, the optimization of impulse tailrace strategy is presented, which can effectively discharge tail gas and improve fuel efficiency, thus ensuring the performance of PEMFC.Keywords: Proton exchange membrane fuel cell; Anode; ExhaustCLC NO.: TM911.4 Document Code: A Article ID: 1671-7988(2021)01-10-041 前言氢燃料电池工作原理是在催化剂的作用下，将氢气和氧气的化学能转化为电能的能量转换装置[1,2]，且反应产物只有水。
Lecture_8 Fuel Cells
History
1839 Sir William Grove
ִElectrolysis of water ִ“Father” of the Fuel Cell
1889 Ludwig Mond and Charles Langer
ִ“fuel cell” ִFirst practical device based on Pt
anode
cathode
Desired voltage achieved by stacking cells (in series) Fuel reformer
ִNatural gas, alcohol, hydrocarbons → H2 + CO
H2 (fuel)
O2 (oxidant)
Choice of Fuels
1932 Francis Bacon
ִAlkali=electrolyte ִNickel=electrodes
Hart, A.B.; Womack, G.J. Fuel Cells: Theory and Application Chapman and Hall: London, 1967.
History (Cont’d)
PAFC
Up to 100% concentrated H3PO4 in SiC matrix, Pt electrocatalyst (expensive) Anode: H2 → 2H+ + 2eCathode: 1/2O2+ 2H+ + 2e- → H2O High temperatures required - H3PO4 poor conductor CO < 3-5 vol% or Pt poisoned (water gas shift reaction) In commercial use
Fuel cell and fuel cell
专利名称：Fuel cell and fuel cell 发明人：西原 雅人,松上 和人申请号：JP2003405710申请日：20031204公开号：JP4412985B2公开日：20100210专利内容由知识产权出版社提供摘要：PROBLEM TO BE SOLVED: To provide a fuel battery cell and a fuel battery in which power generating performance can be exerted sufficiently.SOLUTION: This is the fuel battery cell 30 in which on one side main face of a conductive support substrate 13, a fuel side electrode 7, a solid electrolyte 9, and an oxygen side electrode 11 are sequentially installed, in which an interconnector 12 is installed at the other side, and which has a fuel gas passage 15 in the interior. When the length of the gas passage forming direction of one side main face of the conductive support substrate 13 is made to be a (mm), the width of the direction perpendicular to it is made to be b (mm), the value of a×b satisfies 3,000 to 5,250.COPYRIGHT: (C)2005,JPO&NCIPI申请人：京セラ株式会社地址：京都府京都市伏見区竹田鳥羽殿町６番地国籍：JP更多信息请下载全文后查看。
minimize lammps ,元素偏聚,复现文献
minimize lammps ,元素偏聚,复现文献LAMMPS是一个用于模拟分子动力学的软件，可以用于研究元素偏聚等问题。
要使用LAMMPS进行元素偏聚模拟，需要进行以下步骤：
1. 准备输入文件：首先需要准备LAMMPS输入文件，该文件包含了模拟系统的详细信息，如原子类型、原子数量、势函数等。
2. 运行模拟：使用LAMMPS软件运行模拟，并根据需要进行参数调整，如温度、压力等。
3. 结果分析：模拟完成后，需要分析结果，如元素分布、偏聚情况等。
关于复现文献中的结果，需要注意以下几点：
1. 参数一致性：确保模拟参数与文献中的参数一致，包括温度、压力、原子类型、势函数等。
2. 初始条件一致性：确保模拟的初始条件与文献中的初始条件一致，如原子排列、温度等。
3. 模拟时间一致性：确保模拟的时间与文献中的时间一致，以获得准确的模拟结果。
4. 结果分析方法：采用文献中提到的方法进行分析，以获得与文献一致的结果。
需要注意的是，元素偏聚的模拟结果可能受到多种因素的影响，如温度、压力、原子类型等。
因此，在复现文献中的结果时，需要充分考虑这些因素，并进行必要的调整和优化。
燃料电池FLUENT仿真
Manifold（ cell stack inlet) velocity vector>>> vector
(1) The velocity distribution is uniform (2) Without negative velocity
•Modeling of the flow field
University of Victoria, Canada
2006.10.11
Outline of the Presentation
R & D of fuel cells in WUT Introduction to fuel cell modeling Gas field modeling of PEM fuel cells Water transport modeling of PEM fuel cells Heat transfer modeling of PEM fuel cells Fractal models of GDLs in PEM fuel cells
Work focused on
Flow and diffusion of gases in fuel cells. Phase change of water, two-phase flow in fuel cells. Heat production and transport in stacks, optimization of the cooling manner. Electrochemical reaction process in fuel cells, distribution of potential field, current density and over potential. Mechanical and thermal stress produced during the assembly of stack and service.
用MATLAB_SIMULINK实现柴油机及其控制系统的动态仿真
980045用M A TLAB S I M U L I N K 实现柴油机及其控制系统的动态仿真朱 辉3α(清华大学汽车工程系) 王丽清北京轻型汽车有限公司) 张幽彤 程昌 (北京理工大学)摘 要 动态仿真是发动机控制系统开发过程中的重要环节。
本文建立了柴油机准线性动态模型,详细描述了空气流量率、燃空比、指示热效率、摩擦损失、平均指示压力输出、发动机动力学等子模型。
控制系统模型包括控制策略、传感器和执行器模型,本文选用的控制策略为P I D 调节器。
文中给出了以上主要模型在M A TLAB S I M UL I N K 环境下的实现过程和结构组成图。
以BN 493自然吸气柴油机及其控制系统为仿真对象,在M A TLAB S I M UL I N K 环境下进行了动态仿真计算,文中给出了典型瞬态过程的仿真和实测结果。
关键词:动态仿真,柴油机,控制系统,模型D ynam ic Si m ula tion of D iesel Eng i ne and Con trol System Usi ngM AT LAB SI M UL INKZhu Hu i(D epartm en t of A u tomob ile Engineering,T singhua U n iversity )W ang L iq i ng(Beijing L igh t A u tomob ile Co.,L td .) Zhang Y outong Cheng Changq i (Beijing In stitu te of T echno logy )Abstract D ynam ic Si m u lati on is an i m po rtan t stage in the cou rse of develop ing engine con tro l system .T h is paper p resen ts a quasi 2linear dynam ic model of diesel engine ,including air m ass flow rate ,fu 2el air rati o ,indicated therm al efficiency ,fricti on lo ss ,indicated m ean effective p ressu re and enginedynam ics etc .sub 2models.T he con tro l system model con sists of con tro l strategy ,sen so rs and actu 2ato rs sub 2models .T he con tro l strategy is a P I D con tro ller .T he paper describes the realizing p ro 2cesses and arch itectu res of these m ain models .T he dynam ic si m u lati on of BN 493diesel engine andits con tro l system is realized under M A TLAB S I M UL I N K environm en t ,and gives the si m u lati onand testing resu lts under som e typ ical tran sien t operating conditi on s.第16卷(1998)第3期 内 燃 机 学 报Tran saction s of CSI CE V o l .16(1998)N o .3α 原稿收到日期为1997205227,修改稿收到日期为1997210213。
车载燃料电池冷却系统去离子树脂吸附性能研究
1 绪论车载燃料电池冷却系统中，冷却液电导率高会导致整车在启动时无法通过自身的高压绝缘检测，导致整车无法接通高压系统并启动[1,2]。
在冷却系统运行过程中，导致冷却液电导率提升的因素包括散热器、管路、阀体及燃料电池电堆本体的冷却管路，主要包括铝合金、不锈钢以及硅胶管等主要材料，随着冷却液的循环，各种材料都会有一定程度的离子析出[3,4]。
为降低冷却液中的电导率，目前通常采用的方式为在冷却回路中增加去离子罐，通过去离子罐中的树脂进行吸附，降低电导率[5]。
但整体吸附效率、使用周期以及使用效果仍很难满足燃料电池汽车的规模化推广，降低了车辆使用过程便捷性。
在树脂选型上，不仅需要考虑树脂本身的吸附性能和要求，同时还要考虑其与冷却液的配合，避免出现相互影响。
不同性能的树脂对于溶液中的导电离子有不同的吸附作用和效果，因此树脂的选择及处理也直接关系到整体的吸附效率和后期的使用。
通过前期研究发现，为了提升整车的散热效率，燃料电池汽车通常采用钎焊式散热器以增加有限空间的散热量，而冷却液中的离子主要来源于散热器在加工过程中残留的助焊剂[6,7]。
车载燃料电池冷却系统去离子树脂吸附性能研究 张少鹏1 申 彤2 韦 瑾2 张 晓2 段伦成1 梁 晨1,3*Study on Adsorption Performance of Ion Exchange Resin for fuel Cell Cooling System on VehiclesAbstract: The high-voltage insulation of the fuel cell vehicle is strongly affected by the electrical conductivity of the coolant in the fuel cell cooling system, which can be effectively reduced by ion exchange resin. But there are also problems such as short service life, replacement and adsorption efficiency when applying this resin. In this paper the ion exchange resin is tested to verify its ion exchange performance, efficiency and impact on the overall cooling system. The research of removal performance for different ions in the coolant is also conducted. It shows that the increase in coolant temperature can improve the ion exchange efficiency, and adding fluorosis to the base resin can strengthen the exchange of fluoride ions in the coolant. In practical applications, different resins can be mixed together to improve the ion exchange efficiency with little increase on overall resin volume.Key words: fuel cell, cooling system, electrical conductivity, ion exchange resin, ion exchange针对助焊剂在冷却液中所析出的阴阳离子，对不同离子交换树脂在不同温度及流量的工况下进行交换吸附的吸附效率、交换容量以及压力损失等比较测试，为整车装车及燃料电池系统长期推广应用提供基础保障。