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A multi-fuel PEM fuel cell power plant has demonstrated power production from both diesel and E85. The system combines a compact autothermal reformer (ATR) based fuel processor with an automotive fuel cell stack to convert liquid fuel into hydrogen and then electricity. While both the fuel processor and fuel cell have been developed over several years of collaboration with the automotive industry1,2,3,4,5, this system is the first generation (Gen 1) demonstration of a lab-independent power plant with embedded controls, no external water input, an integrated heat rejection system, and automotive-style air, fuel, and water controls. The Gen 1 prototype power plant has produced up to 10 kWe net electrical output and demonstrated system efficiencies up to 31%. To achieve a tight schedule, the system utilized non-optimized off-the-shelf balance of plant (BOP) components including air compressors and water pumps that increased the parasitic power and reduced the efficiency.

An ongoing program has made further technology advances in onboard fuel processors for use with PEM fuel cells. These systems are being explored as an option for reducing vehicle CO2 emissions and for other benefits such as fuel-flexibility that would allow vehicles to operate on a range of bio-fuels, conventional fuels, and synthetic fuels to support diversification and/or “greening” of the fuel supply. As presented at the 2006 SAE World Congress1, Renault and Nuvera Fuel Cells previously developed fuel processor technology that achieved automotive size (80 liters) and power (1.4 g/s of hydrogen production) and reduced the startup time from more than 60 minutes to between 1.4 and 3.7 minutes to have CO <100 ppm. This paper presents an overview of the multi-fuel fuel cell power plant along with advances in the fuel processing system (FPS) technology and the testing results obtained since those reported in 2006.

To reduce greenhouse gas emissions such as CO2, automakers are actively pursuing alternative propulsion systems. Improvements to current engine technology are being investigated along with new power plant technologies. Fuel Cell Vehicles offer an exciting option by producing electric power through a reaction that combines hydrogen and oxygen to make water. However, hydrogen storage onboard vehicles and construction of an expensive hydrogen distribution and fueling infrastructure remain as challenges today. In addition, greenhouse gas emissions from the production of hydrogen must be considered since most hydrogen is currently produced from non-renewable sources. While these issues are being worked on, Renault has chosen to pursue a fuel cell vehicle with a fuel processor that converts gasoline and other liquid fuels to hydrogen onboard the vehicle.

To reduce greenhouse gas emissions, automakers are actively pursuing alternative propulsion systems. European automakers have voluntarily committed to reduce CO2 emissions 25% from 1995 levels by 2008 with the possibility of even lower levels in 20121. To achieve these large reductions, improvements to current engine technology are being pursued along with new power plant technologies. Fuel Cell Vehicles offer an exciting option by producing electric power through a reaction that combines hydrogen and oxygen to make water. However, hydrogen storage onboard vehicles and the construction of an expensive hydrogen fueling infrastructure remain as challenges today. In addition, greenhouse gas emissions from the production of hydrogen must be considered since most hydrogen is currently produced from non-renewable sources. While these issues are being worked on, Renault has chosen to pursue a fuel cell vehicle with a fuel processor that converts gasoline to hydrogen onboard the vehicle.

Reduction of pollutants and greenhouse gas emissions is one of the main objectives of car manufacturers and innovative solutions have to be considered to achieve this goal. Electric vehicles, and in particular Fuel Cell Electric Vehicles, appear to be a promising alternative. Renault is therefore investigating the technical and economic viability of a Fuel Cell Electric Vehicle (FCEV). A basic question of this study is the choice of the fuel that will be used for this kind of vehicle. Liquid fuels such as gasoline, diesel, naphtha, and gas-to-liquid can be a bridge for the introduction of fuel cell technologies while hydrogen infrastructure and storage are investigated. Therefore, multi-fuel Fuel Processor Systems that can convert liquid fuels to hydrogen while meeting automotive constraints are desired. Renault and Nuvera have joined forces to tackle this issue in a 3-year program where the objective is to develop and to integrate a Fuel Processor System (FPS) on a vehicle.

Faced with tough emission standards, auto manufacturers have started looking into technologies that offer feasible alternatives to internal combustion engines. Fuel cells - especially proton exchanged membrane fuel cells (PEMFC) - offer many advantages including almost-zero emissions. However, fuel cells need hydrogen as a fuel to generate electricity. Epyx Corporation, a subsidiary of Arthur D. Little, Inc., has developed a fuel-processor design that reforms hydrocarbons such as gasoline and generates hydrogen - needed to run a fuel cell engine. The Epyx fuel processor is the first to be demonstrated for gasoline operation. In addition to its lightweight and compact configuration, the Epyx fuel processor operates on multiple fuels such as gasoline, ethanol, propane, methanol, and natural gas. This paper gives a brief description of the Epyx automotive fuel processor system coupled with a PEMFC system.

Fuel processor / fuel cell systems promise to provide a means of powering automobiles with low emission levels. Prototype systems have already been built to demonstrate operation on automotive fuels including gasoline, methanol, and ethanol. As these systems evolve it becomes increasingly important to verify that the emission reduction potential is indeed possible. This paper outlines the basic components in a fuel processor / fuel cell system, highlights a few differences between emissions from fuel cell systems and IC engines, and describes the various operation modes which must eventually be considered when testing for emissions from fuel cell systems. In addition, steady state results are presented for a 10 kWe system operating at ¼, ½ and full power on gasoline. Key issues related to emissions from fuel cell systems are identified. The Tail Gas Combustor is identified as the critical component for controlling emissions.