Automotive Fuel Cell Cooperation is a Vancouver, British Columbia, Canada, based automotive fuel cell technology company. Founded in November 2007, the privately held company was created to allow for further expansion of fuel cell technology.With a share of 50.1%, Daimler AG is the major stakeholder. Ford Motor Company hold a 49.9% stake. In 2013, AFCC's owners signed a three-way agreement with Nissan Motor Company to develop next-generation fuel cell technology that they hope will lead to the world's first affordable, mass-market fuel cell electric vehicles as early as 2017. The collaboration is to be jointly led by all three automakers with engineering work taking place at various locations around the world. AFCC will be responsible for the research and product development of automotive fuel cell stacks for the collaboration.The company is headed by Dr. Andreas Truckenbrodt, formerly the executive director for hybrid development for Daimler AG. Wikipedia.
News Article | November 25, 2016
« Audi taps Mertens from Volvo to lead technical development | Main | Cadillac annual sales in China top 100,000 vehicles for the first time » Loop Energy (earlier post) has introduced a new range-extender (REX) power module for heavy-duty electric transport vehicles. At the core of the module is Loop’s unique fuel cell design which improves performance, durability and cost. Following a three-year development period, the Loop power module is now being integrated by an original equipment manufacturer and will begin in-service operation in 2017. Loop’s patented eFlow fuel cell features an improved design, and is the competitive advantage within all Loop fuel cell stacks and power modules. By optimizing air flow inside the fuel cell, Loop’s eFlow design produces greater power density than industry-standard fuel cells, the company says. This higher power density allows Loop to simplify and significantly increase the efficiency of the fuel cell stack and system. In a 2014 paper in Fuel Cells Bulletin, Loop’s chief scientist Dr. Sean M. MacKinnon and director of product development Robert A. Wingrove explained that in a conventional fuel cell flow channel, based on a constant cross-sectional area, the mass flow rate reduces proportionate to the consumption rate of reactants—and thus the flow velocity also reduces. This in turn leads uneven flow distribution through the stack, resulting in stack performances which are more variable compared to single cells. In contrast, the eFlow technology provides a cross-sectional area which converges down the length of the channel in a proportionate fashion to compensate for the reduction in mass flow rate due to reactant consumption. This levelizes reactant availability throughout the entire flow channel. The Loop 56kW fuel cell power module offers a power density of 213 W/L to boost the range of battery electric vehicles by more than three times. The module is turn-key, containing the air compressor and controls, enabling a drop-in solution for manufacturers of heavy-duty trucks and transit buses who want increased power and range for a reduced cost. In May, Loop Energy entered a collaboration agreement with Hunan CRRC Times Electric Vehicle Co., Ltd. (a subsidiary of CRRC Corporation Ltd.) to develop zero-emission power systems for heavy-duty transportation applications. Loop’s chairman is Dr. Andreas Truckenbrodt, who as CEO/CTO of Automotive Fuel Cell Cooperation (Daimler/Ford/Nissan), Andreas was responsible for driving fuel cell commercialization. He also led the Hybrid Development Center for DaimlerChrysler. MacKinnon joined Loop from the National Research Council of Canada. Prior to that, he had been at General Motors Automotive Fuel Cell Activities and Ballard Power Systems - R&D. Wingrove worked for Ballard for 13 years and then served as Program Manager with the Daimler/Ford Automotive Fuel Cell Cooperation, leading three generations of fuel cell stack programs from conception to the Mercedes F-Cell fuel cell test cars.
News Article | February 15, 2017
Global Fuel Cell Electric Vehicles market is accounted for $75.98 billion in 2015 and is expected to reach $138.4 billion by 2022 growing at a CAGR of 8.9% from 2015 to 2022. Factors such as adopting fuel cell vehicle strategies, increasing hydrogen-based fuel cell vehicle, decrease in greenhouse gases emission, R&D of fuel cell electric vehicle technology will propel market growth. However, large cost required to establish the system can hamper market growth. Storage of hydrogen in vehicles, solar hydrogen stations, regenerative fuel cell system for vehicles and HRS and electric drive train over an internal combustion engine will provide ample opportunity for the market to grow. Asia Pacific commanded the largest market for fuel cell electric vehicles due to increasing demand from Taiwan, china and Japan for zero emission. Europe is expected to grow at the highest CAGR during the forecast period. Some of the key players in global Fuel Cell Electric Vehicles market are Automotive Fuel Cell Cooperation Corp., Ballard Power Systems, Acal Energy, Acumentrics SOFC Corporation, Ceramic Fuel Cells Ltd, Belenos Clean Power Holding, BIC Consumer Products, Hydrogenics, Hyundai, Michelin, Nuvera-NACCO Materials Handling, Proton Motor Fuel Cell Germany, Riversimple, Nissan Motor Company Ltd, Intelligent Energy, Bosch Thermo-technology, Toyota Motor Corporation, VW Group including Audi, GreenGT, Daimler AG,BMW AG, General Motors, Dynasty Electric Vehicles Ltd., Mitsubishi Corp and Tesla Motors. Power Sources Covered: • Battery-Powered Source • Exotic Power Source • Fuel Cell Power Source Vehicle Types Covered: • Aircraft • eBikes • Commercial/industrial o Burden carriers o Material handling equipment o Forklifts • Passenger Vehicles o Microcars o Sports Utility Vehicle (SUVs) o Crossover SUVs o Sedans o Sports cars • Buses • Motor scooters • Low-Velocity Vehicles o Neighbourhood electric vehicles o Golf carts o Personal mobility devices • Delivery trucks • Other Vehicle Types o Military o Locomotives Configurations Covered: • Hybrid Electric Vehicle • Plug-In Hybrid Electric Vehicle • Pure Electric Vehicle Regions Covered: • North America o US o Canada o Mexico • Europe o Germany o France o Italy o UK o Spain o Rest of Europe • Asia Pacific o Japan o China o India o Australia o New Zealand o Rest of Asia Pacific • Rest of the World o Middle East o Brazil o Argentina o South Africa o Egypt What our report offers: - Market share assessments for the regional and country level segments - Market share analysis of the top industry players - Strategic recommendations for the new entrants - Market forecasts for a minimum of 7 years of all the mentioned segments, sub segments and the regional markets - Market Trends (Drivers, Constraints, Opportunities, Threats, Challenges, Investment Opportunities, and recommendations) - Strategic recommendations in key business segments based on the market estimations - Competitive landscaping mapping the key common trends - Company profiling with detailed strategies, financials, and recent developments - Supply chain trends mapping the latest technological advancements Some Major Points from Table of content: For more information or any query mail at email@example.com About Us Wise Guy Reports is part of the Wise Guy Consultants Pvt. Ltd. and offers premium progressive statistical surveying, market research reports, analysis & forecast data for industries and governments around the globe. Wise Guy Reports understand how essential statistical surveying information is for your organization or association. Therefore, we have associated with the top publishers and research firms all specialized in specific domains, ensuring you will receive the most reliable and up to date research data available. For more information, please visit https://www.wiseguyreports.com/sample-request/959905-fuel-cell-electric-vehicles-global-market-outlook-2016-2022
News Article | March 4, 2016
« ViriCiti, Simacan tool predicts energy usage and savings per route by driving electric | Main | BMW introducing On-Street Parking Information service this year; connected vehicles and predictive algorithms » Loop Energy—formerly known as PowerDisc Development—has been awarded a $7.5-million grant from Sustainable Development Technology Canada (SDTC) to accelerate deployment of the company’s new zero-emission powertrain for heavy-duty trucks. The Loop heavyduty powertrain combines an electric battery with a hydrogen fuel cell designed around its patented eFlow technology. eFlow addresses unequal current distribution in the fuel cell by improving the flow of oxygen, fuel and water within a fuel cell and avoiding degradation of the fuel cell membrane and stack materials. The net result is that eFlow increases overall fuel cell durability, enables higher peak power, and significantly reduces cost due to greater membrane resiliency, the elimination of costly system components, and improved lifetime, the company says. Loop says that its powertrain is ideally suited for urban freight applications, such as yard trucks and delivery trucks operating at commercial distribution centres, and drayage trucks operating at ports. The SDTC grant will accelerate the deployment of the Loop system in Class 8 trucks built by Peterbilt that will be put to work at a customer location. Loop’s chairman is Dr. Andreas Truckenbrodt, who as CEO/CTO of Automotive Fuel Cell Cooperation (Daimler/Ford/Nissan), Andreas was responsible for driving fuel cell commercialization. He also led the Hybrid Development Center for DaimlerChrysler. Loop’s director of product development is Ron Wingrove, who worked for Ballard for 13 years and then served as Program Manager with the Daimler/Ford Automotive Fuel Cell Cooperation, leading three generations of fuel cell stack programs from conception to the Mercedes F-Cell fuel cell test cars.
Swider-Lyons K.E.,U.S. Navy |
Campbell S.A.,Automotive Fuel Cell Cooperation
Journal of Physical Chemistry Letters | Year: 2013
Hydrogen fuel cells, the most common type of which are proton exchange membrane fuel cells (PEMFCs), are on a rapid path to commercialization. We credit physical chemistry research in oxygen reduction electrocatalysis and theory with significant breakthroughs, enabling more cost-effective fuel cells. However, most of the physical chemistry has been restricted to studies of platinum and related alloys. More work is needed to better understand electrocatalysts generally in terms of properties and characterization. While the advent of such highly active catalysts will enable smaller, less expensive, and more powerful stacks, they will require better understanding and a complete restructuring of the diffusion media in PEMFCs to facilitate faster transport of the reactants (O2) and products (H2O). Even Ohmic losses between materials become more important at high power. Such lessons from PEMFC research are relevant to other electrochemical conversion systems, including Li-air batteries and flow batteries. © 2013 American Chemical Society.
Moore M.,University of Alberta |
Putz A.,Automotive Fuel Cell Cooperation |
Secanell M.,University of Alberta
Journal of the Electrochemical Society | Year: 2013
The oxygen reduction reaction remains the main contributor to performance loss in polymer electrolyte fuel cells. A major challenge facing researchers is the development of a kinetic model that is simple and yet can accurately predict reaction rates at arbitrary electrode potentials. Recently, the double-trap intrinsic kinetic model was proposed. The model assumes that the overall reaction is comprised of four intermediate reactions and two intermediate adsorbed species. The model has been shown to predict the commonly observed doubling of the Tafel slope. This work shows that the previously proposed model has several limitations such as underpredicting Tafel slopes at low over potentials and predicting unrealistic oxygen reaction orders. The model is therefore extended to account for backward reactions that had previously been assumed to be insignificant and an advanced, constrained, multi-variable parameter estimation is performed to determine new kinetic parameters. Using the extended model, the computed Tafel slopes and oxide coverages are in close agreement with experimental data from the literature. The kinetic model shows that the observed high coverages at low over potentials are due to the oxidation of water, that the oxygen reaction order is dependent on the applied potential, and that the ORR is predominantly adsorption limited. © 2013 The Electrochemical Society. All rights reserved.
Yau T.C.,University of British Columbia |
Cimenti M.,Automotive Fuel Cell Cooperation |
Bi X.,University of British Columbia |
Stumper J.,Automotive Fuel Cell Cooperation
Journal of Power Sources | Year: 2011
The effects of a microporous layer (MPL) on performance and water management of polymer electrolyte fuel cells are investigated. The presence of an MPL on the cathode side is found to slightly improve performance, although the voltage gain is less significant than that obtained by wetter reactants. The effect of the MPL on water management depends on the cathode inlet-gas humidity. Differences in water crossover rate are insignificant for wet cathode feed (RH = 75%), while they are significant for dry feed (RH = 25%). A model based on transport resistance of the MPL is proposed to explain the experimental trends observed. Modeling results suggest that the presence of the MPL on the cathode side causes a reduction of the water flux from the cathode catalyst layer to the flow channels, effectively promoting water back diffusion through the membrane. Higher cathode humidity reduces the driving force for water transport from the electrode to the gas channels, also reducing the importance of the water transport resistance due to the presence of the MPL. © 2011 Elsevier B.V.
Rinaldo S.G.,Simon Fraser University |
Stumper J.,Automotive Fuel Cell Cooperation |
Eikerling M.,Simon Fraser University
Journal of Physical Chemistry C | Year: 2010
The loss of electrochemically active surface area (ECSA) causes severe performance degradation over relevant lifetimes of polymer electrolyte fuel cells. Using a simple physical model, we analyze the interrelations between kinetics of platinum nanoparticle dissolution, evolution of the particle size distribution, and ECSA loss with time. The model incorporates the initial particle radius distribution, and it accounts for kinetic processes involving Pt dissolution, Pt?O formation, and Pt?O dissolution. Employing reasonable simplifying assumptions to the governing equations, a full analytical solution was found under potentiostatic conditions. The simplified model predicts the evolution of the particle radius distribution as well as ECSA loss with time, in close agreement with experimental ex situ and in situ studies. The study indicates that the rates of chemical Pt?O dissolution, driven by the particle size dependence of the cohesive energy, may dominate over electrochemical dissolution. Fitting of the model to experimental data provides an effective surface tension and an effective rate constant of Pt?O dissolution. Implications of the model for the development of strategies to reduce ECSA loss are discussed. © 2010 American Chemical Society.
Stumper J.,Automotive Fuel Cell Cooperation |
Rahmani R.,Automotive Fuel Cell Cooperation |
Fuss F.,Automotive Fuel Cell Cooperation
Journal of Power Sources | Year: 2010
A 10-cell Mk 9 stack was characterized using current/voltage mapping during automotive drive cycle testing. A minimally invasive current mapping technique was used to determine localized polarization curves which together with open circuit voltage (OCV) profile measurements provide useful information about crossover leak formation and location. Through a systematic variation of reactant gas pressures it is further possible to distinguish between electrical shorts, diffusive and convective leaks. © 2010.
Automotive Fuel Cell Cooperation | Date: 2015-06-19
Methods and systems are provided for cold-start of fuel cell stack in fuel cell vehicles. In one example, a method may include in response to cold-start of fuel cell vehicle, limiting the load drawn from the fuel cell stack. In addition, a coolant pump may be operated at a higher rate through a bypass loop to get heat quickly to the fuel cell stack to increase the solubility of water in the fuel cell stack to prevent ice formation. The net effect is that the fuel cell stack is then operated within the ice capacity of the membrane, and start-up at lower temperatures is possible without experiencing an intermittent performance drop due to active area freezing. Once the fuel cell stack is sufficiently warmed up, the coolant pump rate and fuel cell stack may be adjusted according to the demand.