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Browse AllFuel cell electric vehicles are described on cell, stack and system levels. In driving operation, multi-physics coupling across subsystems (reactant supply, humidification, thermal management, etc.) reshapes cell- and stack-level boundary conditions, impacting performance and degradation mechanisms. Isolated single-topic approaches on one specific level may have limited transferability, as cross-level interdependencies under changing operating conditions can negate improvements or shift limiting factors. This underscores the development of validation environments (VEs) that represent cross-level interactions and evolve as experimental evidence redirects research questions. Models such as the V-Model provide phase-oriented logic for developing VEs when validation scope, boundary conditions and acceptance criteria can be specified upfront and remain stable. However, in PEMFC VE development, experimental conclusions frequently reshape hypotheses, operating conditions and research topics
In recent years, the automotive industry has faced increasing pressure to accelerate development cycles and reduce costs. Simultaneously, ride comfort standards have risen due to the ongoing integration of autonomous driving functionalities. Consequently, it has become essential to ensure that ride comfort attains a high degree of maturity at the very early stages of the automotive development process. This necessitates the establishment of objective criteria that enable the reliable estimation of subjective ride comfort, utilizing simulation-based assessment methods. This study introduces a methodological framework designed to systematically translate the manufacturer specific subjective perception and assessment of ride comfort into objective descriptions using a dynamic driving simulator. The framework is conceived as a generic approach, enabling the comprehensive application to a wide spectrum of subjective ride comfort phenomena, while being specifically optimized for the
Current lithium-ion batteries should generally only be charged above 0 °C, as charging below this temperature can promote lithium plating and irreversible degradation. However, conventional pack-level heating elements increase system mass and design complexity. In addition, heat is transferred from outside into the cell, causing the temperature inside the cell to rise slowly. This study evaluates internal Joule heating of cylindrical Li-ion cells using a zero-mean square-wave current excitation and quantifies the associated aging impact. LG INR21700-M50L cells were tested at 0 °C, −10 °C, and −20 °C with three excitation frequencies (50 Hz, 1 Hz, 10 mHz) at 5 A amplitude. Each cycle consisted of 30 min heating followed by 60 min cooling; reference capacity-based state of health (SOH) was assessed every 50 cycles up to 400 cycles. A maximum surface temperature rise of 14.3 K was achieved, with larger temperature rise at lower ambient temperature and lower excitation frequency. Capacity