Test cell adaptation from engine to fuel cell development

Autoren

Henning Münstermann, Jürgen Knust, Jörg Fischer, SBI Schreiber, Brand und Partner Ingenieurgesellschaft mbH

Jahr

2019

Zusammenfassung

The automotive industry is changing. While in the past individual mobility, performance and speed have been focused on, sustainability, digitalization and connectivity are now the main topics of development. Driving factors are, inter alia, the Paris Agreement on Climate Change, the Dieselgate and related ban on vehicles in cities as well as electric car quotas in China. In the course of the development of sustainable drive technologies we generally speak of "New Energies".
Due to the changes in the automotive industry, the planning of test facilities is changing as well. In the past, the testing task was regarded as the central starting point for planning. The buildings and related building services were designed for functionality, the costs played a rather subordinate role. In addition, a large amount of different type of fuels, needs to be handled. Today, the entire testing process is considered with all its upstream and downstream steps. Sustainability has become a central part of building planning. Within the building, changed energy management can be found, driven by the change of technology and legal requirements (EEWärmeG, EnEV).
These changes are described, in the field of planning, with the term "New Energies Test Facilities". On closer examination of a fuel cell test bench (FCTB) and an internal combustion
engine test bench (ICETB), the differences can be well described by using Sankey diagrams.
The losses on the fuel cell test bench (FCTB) side are primarily composed of exhaust air mixture (approx. 10%) and chilled water (approx. 45%). This results in a total of approx. 45% drive energy taking into account that the input energy is represented by 100%. The primary losses on the ICETB side consist of exhaust air mixture (approx. 30%), friction (approx. 5%), convection (approx. 5%), cooling water (approx. 20%), and chilled water (approx. 10%) caused by the intercooler. Considering a constant drive energy of approx. 45% shows that the use of energy in the case of ICETB is approx. 135%. It can be clearly seen that the fuel cell (in this case the FCTB) has a higher efficiency, the use of less input energy is necessary and finally an adaptation of the building services must take place. Within the following chapters, the focus is on the systems and building services which need to be adapted and optimized.

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