Analysis of a Fuel Starvation Phenomenon
of a PEM Fuel Cell
P. Thounthong* and P. Sethakul**
* Department of Teacher Training in Electrical Engineering, Faculty of Technical Education
* * Department of Electrical and Electronic Technology, Thai-French Innovation Center
King Mongkut's Institute of Technology North Bangkok (KMITNB),
1518, Piboolsongkram Rd., Bangsue, Bangkok, 10800 Thailand,
E-mail: *phtt 4kmitnb.ac.th, **pnrit 4kmitnb.ac.th
Abstract--This paper presents the characteristics of
a PEM fuel cell, especially a fuel (hydrogen and oxygen)
starvation problem. This phenomenon is an original
demonstration in the domain of fuel cell research. Naturally,
a fuel cell power source is always connected with a power
electronic converter (power conditioning circuit) to boost a
low dc voltage to a higher utility level. Therefore, to present
fuel cell characteristics, a fuel cell power conditioning
circuit (classical boost converter) is designed and
implemented in the GREEN/INPL laboratory. The studied
PEM fuel cell is 500 W, 40 A, around 13 V, designed and
manufactured by the ZSW Company. Experimental results
authenticate the fuel cell characteristics when the fuel cell
power source is operated with a power electronic converter
at a switching frequency of 25 kHz. The high switching
frequency and significant step load (fuel starvation effect) to
the fuel cell voltage and current are clearly illustrated.
Index Terms--Energy conversion, fuel cell, hydrogen,
oxygen.
I. INTRODUCTION
In this day and age, fuel cells (FCs) are under research
as possible alternative power sources for the future.
Modem fuel cell development arose from an infusion of
research money by several research agencies, including
the U.S. Department of Energy (DOE), the French
National Centre for Scientific Research (CNRS), and so
forth. The first used fuel cell has been employed to
produce electrical power in space vehicles since the
NASA Gemini program [1]. It is still in use today in the
Space Transportation System (STS) shuttle orbiters [2].
Many previous works have already highlighted the
possibility of using the fuel cell in distributed power
generation systems: in portable applications [3] and [4],
in transportation applications [5] and [6], and in
stationary power applications [7] and [8].
There are many types of fuel cells characterized by
their electrolytes. One of the most promising to be
utilized in electric vehicle applications is the Polymer
Electrolyte Membrane Fuel Cell (PEMFC) because of its
relatively small size, lightweight, and ease to build [9].
In 1966, GM became the first automaker to
demonstrate a drivable fuel cell vehicle, named "the
Electrovan". Nowadays, many automobile companies
This work was supported in part by the French National Centre for
Scientific Research (CNRS), Nancy Research Group in Electrical
Engineering (GREEN): UMR 7037, and King Mongkut's Institute of
Technology North Bangkok.
1-4244-0844-X/07/$20.00 ©2007 IEEE.
(such as, General Motors (GM), Renault, Opel, Suzuki,
Toyota, Daihatsu, DaimlerChrysler, Ford, Mazda, etc.)
have demonstrated the possibilities to utilize the PEM
fuel cell as a main source in electric vehicles called Fuel
Cell Vehicles (FCVs). The concept of the FCVs is
depicted in Fig. 1.
For example, after a long history of fuel cell research
and development from 1964, GM unveiled a fuel cell
vehicle powered by PEM fuel cell (75 kW, 125-200 V,
200 cells) to drive a wheel motor (a permanent magnet
synchronous:60 kW, 305 Nm) with a driving range of
400 km in 2000. In the USA in 2002, the Honda FCX
was the first fuel cell car to be certified for use by the
general public, and so theoretically become publicly
available. This four seater city car has a top speed of
150 k/h and a range of 270 km. The hydrogen fuel is
stored in a high-pressure tank [10].
In industry, United Technologies Corporation (UTC)
Fuel Cell (USA) is the world leader in fuel cell systems
for space and defense applications. UTC fuel cells
activity began in 1958 and led to the development of the
first practical fuel cell application used to generate
electrical power and potable water for the Apollo space
missions. In 1998, UTC Fuel Cells delivered a 100 kW
fuel cell power plant, with 40 percent efficiency, to Nova
Bus for installation in a 40-foot, hybrid drive electric bus
under a DOE/Georgetown University contract [11] and
[12].
General Motors (USA) is involved in the development
of PEM fuel cells for stationary power as well as the
more obvious automotive markets. In February 2004,
they began the first phase of installation operations in
Texas at Dow's chemical manufacturing, the largest
facility in the world. These fuel cell systems are used to
generate 35 MW of electricity [13].
Axane (France) was created in 2001 and is working on
PEM fuel cell technology. It is positioning itself to
objective three markets that are likely to provide large
commercial outlets in the short term [14]:
* Portable multi-application generators (500 W to
10 kW),
* Stationary applications (more than 10 kW),
* Mobile applications for small hybrid vehicles (5
kW to 20 kW).
Nonetheless, it is widely accepted that one of the key
weak points of fuel cell systems is their dynamic
limitation, according to recent research studies in [15]
731
who worked with a 500 W ZSW PEM fuel cell, in [16]
who worked with a 500 W Ballard PEM fuel cell, and in
[17] who worked with a 500 W Ballard and 500 W
Avista PEM fuel cells. The fuel cell system time constant
is dominated by the compressor and the membrane
hydration level, and may be several hundredths of a
millisecond. As a result, fast load demands will cause a
fuel cell starvation problem.
Fuel Cell Powvered Vehilel
Hydrogen Supply
Compreiocovre
BrakA 2*
Accelerator
Energy Management Cotroller
Fig. 1. Concept of Fuel Cell Vehicle (FCV).
The present work hereafter is to reveal the fuel cell
characteristics: static and dynamic, particularly the fuel
starvation phenomenon. So, the analysis of fuel starvation
problem presented here is the original study in the
domain of fuel cell scientific research. The low voltage of
a fuel cell source is adapted to a higher level by a
classical boost converter. This converter operates as an
electrical load. In this case, the fuel cell naturally
functions in the environment of power electronic
converter at a high switching frequency. And the FC
current is controlled by an analogical PID controller.
Experimental results with a PEM fuel cell (500 W, 40 A)
will clearly illustrate the fuel cell characteristics.
II. PEM FUEL CELL
A. Fuel Cell Principle
Fuel cells are electrochemical devices that directly
convert the chemical energy of a fuel into electricity. Fuel
cells operate continuously as long as they are provided
with reactant gases. In the case of hydrogen/oxygen fuel
cells, which are the focus of most research activities
today, the only by-product is water and heat [18] and
[19].
The fuel cell model here is for a type of PEM, which
uses the following electrochemical reaction:
1 Fig. 2(a) shows some of the tubes which deliver gases.
H2 + -2 -* H20 + Heat + Electrical Energy
2 There are usually 2x4 connections: 2 wires for the
As developed earlier [20]-[22], the Nernst equation for
the hydrogen/oxygen fuel cell, using literature values for
the standard-state entropy change, can be written as,
E = {1.299 - 0.85 x 10-3 * (T - 298.15)
+ 4.3085x 10-5T. Lln(PH2>)+ 2 ln(PO2)I} nCell
where,
E is the reversible no-loss voltage of the fuel cell (the
thermodynamic potential),
T is the cell temperature [K];
PH2 and P02 are the partial pressure of hydrogen and
oxygen [bar], respectively; and
nCell is the number of cells in series.
The fuel cell voltage VFC is modeled as [20]-[22],
Activation loss
- - Ohmic loss
1
VFC =E -Alog FC
io
n _ mIFC+in)
Concentration loss (3)
+B.IOg(lIFC +in)
IL
where,
IFC is the delivered fuel cell current,
io is the exchange current,
A is the slope of the Tafel line,
iL is the limiting current,
B is the constant in the mass transfer term,
in is the internal current, and
Rm is the membrane and contact resistances. These
parameters can be determined from experiments.
B. Fuel Cell System
A fuel cell is always an assembly of elementary cells
that constitute a stack. In particular, Fig. 2(a) presents the
PEM fuel cell stack developed by the Centre for Solar
Energy and Hydrogen Research Baden-Wuirttemberg
(ZSW), Ulm, Germany. This stack is used in the
experiment, too. Its serpentine flow field plate is also
illustrated in Fig. 2(b). In a single fuel cell, these two
plates are the last of the components making up the cell.
The plates are made of a light-weight, strong, gas-
impermeable, electron-conducting material; graphite or
metals are commonly used. The first task performed by
each plate is to provide a gas "flow field". The channels
are used to carry the reactant gas from the point at which
it enters the fuel cell to the point at which the gas exits.
Flow field design also affects water supply to the
membrane and water removal from the cathode. The
second task served by each plate is that of current
collector. With the addition of the flow fields and current
collectors, the polymer electrolyte membrane fuel cell is
completed.
(1)
current, 2x2 tubes for the gases, and lx2 tubes for the
cooling system. As the gases are supplied in excess to
ensure a good operation of the cell, the non-consumed
gases have to leave the fuel cell carrying with them the
produced water (Fig. 3). Generally, a water circuit is used
to impose the operating temperature of the fuel cell
(approximately 60-70 °C). At start up, the fuel cell stack
is warmed and later cooled at the rated current. Nearly the
same amount of energy generation is heat and electricity.
732
 Fig. 4 shows the simplified diagram of the PEM fuel
cell system of the stack presented in Fig. 2. When a fuel
cell system is operated, its fuel flows are controlled by a
"Fuel Cell Controller" that receives a fuel cell current
demand (reference), iFCREF, from the user (manual
operation) or from the energy management controller (in
case of automatic operation). The fuel flows must be
adjusted to match the reactant delivery rate to the usage
rate by the fuel cell controller. For the fuel cell system
considered here, the fuel cell current demand signal iFCREF
is in a linear scale of 50 A/10 V [23].
VFC (t) +
iFCREF (t)
Hydrogen PEMFC Stack ' iFCQ)
from bottle )()W T3 crellR (FC ) (fotroller

Air
Humidifier comj
Pressure
controller
Excess
Excess 1'

Fig. 4. Simplified diagram of the PEM fuel cell system.

Fig. 2. PEM fuel cell (23 cells, 500 W, 40 A, around 13 V)
(a) stack, (b) a serpentine flow field plate of 100 cm2. Pressed against
the outer surface of each backing layer is a piece of hardware, called a
plate, which often serves the dual role of flow field and current
collector.
A fuel cell stack requires fuel, oxidant and coolant to
operate. The pressure and flow rate of each of these
streams must be regulated. The gases must be humidified
and the coolant temperature must be controlled. To
achieve this, the fuel cell stack must be surrounded by a
fuel system, fuel delivery system, air system, stack
cooling system, and humidification system.
Once operating, the output power must be conditioned.
Suitable alarms must shut down the process if unsafe
operating conditions occur and a cell voltage monitoring
system must monitor fuel cell stack performance. These
functions are performed by electrical control systems.
Cooling liquid (water)
6- -S
C. Fuel Cell Power Conditioning
To adapt the low dc voltage of the fuel cell to a higher
dc bus voltage, a classical boost converter is selected as
shown in Fig. 5. In this system, the fuel cell generator is
followed by the converter comprising a controlled switch
S1 (such as a Power MOSFET), a high frequency inductor
L1, an output filtering capacitor CBUS and a diode D1. The
fuel cell converter is driven, through MOSFET SI gate
signal, by means of a pulse width modulation (PWM) for
average current control in continuous conduction mode,
to obtain a constant switching frequency.
Moreover, an analogical PID corrector is chosen for
the fuel cell current controller. As explained above that
the fuel flows must be adjusted to match the reactant
delivery rate to the usage rate, the fuel cell current control
loop is obligatory. So the fuel cell current reference iFcqREF
is sent to the fuel cell controller synchronously (refer to
Figs. 4 and 6). One can take advantage of the safety and
high dynamic characteristics of this loop as well; thus, it
must be realized by analogical circuits to function at high
bandwidth.
The open loop transfer function (OL) of a fuel cell
current regulation can be expressed as follows [24]:
IFC (S)ld(s)
Analog ical PID controller PWM
iFCMea (S)
:GC
(Tcis +±3 (Tcds +) 1 G1(Ts±J)
1FCREF (S) OL
TCs VP Kin;
Con CO n

Cooling liquid (water) filter

Electrode-Membrane-Electrode assembly GFC
Bipolar plate TFCS +1
End plate
Fig. 3. External and internal connections of a PEM fuel cell stack.

733
 means of a ferrite core, its inductance is 72 pH. A total
IFC =( D)2
capacitance of CB,, is 30 mF. A diode D1 is a
w Gi (i-D)
COn
L1CBUS
with:l
|TZ VBUSCBUS
(i -D)IFC
andI
RL1 CBUS
l; = (I- D)2
Cn
2
(4) STPS80HI00TV Schottky rectifier (100 V, 40 A), and a
switch S1 is STE18ONE1O power MOSFET (100 V,
180 A).
where,
D is the nominal duty cycle of the PWM fuel cell
converter,
d is the duty cycle variations,
Vp is the peak voltage of PWM carrier signal,
VBU, is the nominal dc bus voltage,
IFC is the nominal fuel cell current,
1FC is the fuel cell current variations, and
RL1 is the total series resistance of L1, wiring and fuel
cell.

Fig. 7. Photograph of the fuel cell converter (500 W) realized in the

GREEN laboratory.

Fig. 5. Fuel cell converter [24].

Fig. 8. Test bench system.

B. Fuel Starvation Phenomenon of Fuel Cell

Fig. 6. Fuel cell current control loop [25].
III. EXPERIMENTAL VALIDATION
A. Test Bench Description
The PEM fuel cell system studied refers to Figs. 2 to 4.
Figs. 7 and 8 show photographs of the test bench system
realized in the GREEN laboratory. The fuel cell current
reference comes from a digital-to-analogical converter
(ADCs) by a real time controller card dSPACE DS 1104,
through the mathematical environment of Matlab-
Simulink. For the fuel cell converter (500 W) realized in
the laboratory, the frequency of the PWM (by
UC28025B-Texas Instruments Inc.) that drives the fuel
cell converter is 25 kHz. An inductor L1 is obtained by
For clarity about the dynamic limitation of the fuel cell
generator, Figs. 9 and 10 clearly present the PEM fuel
cell voltage response to a current. The tests operate in two
different ways: current step and current slope. It shows
the drop of the voltage curve in Fig. 9, compared with
Fig. 10, because fuel flows (particularly the delay of air
flow) have difficulties following the current step, called
the fuel starvation phenomenon.
It is important to note here that recent work in [16]
obtained the same kind of response, and a similar time
response, with a 1.2 kW Ballard fuel cell system (the first
commercial PEM fuel cell from Ballard Power Systems
Inc.).
Reliability and lifetime are the most essential
considerations in such power sources. Previous research
has clearly demonstrated that hydrogen and oxygen
starvation caused severe and permanent damage to the
electro-catalyst of the fuel cell, as well as reducing its
performance of voltage-current curve. They have
recommended that fuel starvation must absolutely be
avoided, even if the operation under fuel starvation is
momentary, in just 1 second [26].

734
 .... .... I.... I.... I.... I.... .... I....

20_ 20
_

15 - 15

v0
)..........................................
I....
.... I.... I........ I.... 1- .... ....

40 40
;t
30 30

V20 V
20

10 4 10

.:
.......... U-*-------------------------..............
8 -.
.8-
.1 6-
6-
10
4- 6L. 4-
r.
w
(Z
° 2- IC
2-

el
Ai 1-
80
80

60. 'I 60
40
,40 - ,

H 20
H 20- I

0~~~~~~~~~~~~~~~~~~~ 10
time [s]
T ,
~~~~~~Fe Star*a-rio
l~
| ~ ~~~~ .. ....
Chl1: 2.5 V Ch2: 10A
Fig. 9. Fuel starvation phenomenon of the PEM fuel cell to a high
current step from 5 A to 40 A (rate current): (a) The upper most curve is
Chl (the fuel cell voltage), with Ch2 (the fuel cell current), Ch3 (the
hydrogen flow), and Ch4 (the air flow) following from top to bottom.
(b) Expending time scale, Chl (top) and Ch2 (bottom) are the fuel cell
voltage and current, respectively. One can see the effect of the ripple
current caused by the switching frequency of 25 kHz.
Furthermore, at a steady-state of 25 kHz switching
frequency by means of the PWM, the characteristics of
the fuel cell ripple voltage and current are illustrated in
Fig. 11, where the current references are 10 A and 40 A
(rated current), respectively. One can observe that its
output impedance depends on operating point. One can
also see the non-linearity of the fuel cell voltage curve
during the change of current slope from positive to
negative or from negative to positive. It can be concluded
that a fuel cell model is composed of complicated
impedances.
O L-
0 5 10 15 20 25 30 35 40
time [s]
Fig. 10. Fuel cell dynamic characteristics to
controlled current slope of 4 A/s.
As illustrated in Fig. 12, it also presents the worse case
in which the fuel cell system shuts down because of a
high fuel cell voltage drop from the fuel starvation
problem. As already explained above, after the fuel cell
system is operated in many times of fuel starvation, its
performance is reduced.
Without any doubt, to use the fuel cell in dynamic
applications, its current or power slope must be limited,
but some research works have omitted to do this. One
may lack the fuel cell information in which failure modes
for fuel cell are not well documented, and degradation
causes and mechanisms are not completely understood.
To solve this problem, the flow rate of oxygen and
hydrogen is controlled continuously to follow the fuel
cell current variations by controlling the fuel cell current
slope as proposed in Fig. 6, or by fixing a constant fuel
flow, for example for the considered fuel cell system set
for 50 A. In this case, the fuel cell has always enough fuel
flows. Thus, no problem of fuel cell starvation occurs as
Figs. 13 to 15 portray. Nonetheless, this operating system
has low efficiency because fuel flows (known as a power
input of this generator) is always constant at a maximum
value.
Recent works with evidently experimental results have
been based on the control of the fuel cell current or power
slope to meet a high efficiency operation and to avoid the
fuel starvation problem, for example: 500 W/s for a 2.5
kW, 22 V PEM fuel cell [27]; 4 A/s for a 0.5 kW, 12.5 V
PEM fuel cell [28]; and a 2.5 kW/s for a 40 kW, 70 V
PEM fuel cell [29].

735
 ..........

-Chl
1 -0.

2 -)-.

. . . . .
time: 0.01
. ........
ms
. ........ Chli 2.5V Ch2: 10A 200 ms

Fig. 13. Fuel cell characteristics to a current step of 5 A to 40 A

(rated current) at a constant fuel flow (set for 50 A). Chl and Ch2
are the fuel cell voltage and current, respectively.
1 -*

:Ch2

2 -o-I
1-
t me: 0.01 ms

Fig. II. Fuel cell characteristics at 10 A and 40 A to a constant

switching frequency. Chl [0.2 V/div] and Ch2 [10 A/div]
are the ripple voltage and current of the fuel cell, respectively.

Fig. 14. Fuel cell characteristics to a current step of 10 A to 40 A

(rated current) and vice versa at a constant fuel flow (set for 50 A).
Chl and Ch2 are the fuel cell voltage and current, respectively.

Fig. 12. Fuel cell starvation problem. Ch I and Ch2 are

the fuel cell voltage and current, respectively.

Chl: 5.O V Ch2: 10.0 A 4s

Fig. 15. Fuel cell characteristics to a current step

at a constant fuel flow (set for 50 A).

736
 IV. CONCLUSION
The most important purpose of this work is to analyze
the phenomenon of a fuel starvation of a PEM fuel cell
system. The incentive for automotive fuel cell
applications is quite different from that for stationary
power generation or other applications. The dynamic
characteristics of fuel cell must be considered.
Experimental results based on a PEM fuel cell (500 W,
40 A) noticeably substantiate that to employ of fuel cell
in dynamic applications its current or power slope must
be limited to improve a fuel cell performance, including
its voltage-current curve and lifetime.
The use of other kinds of auxiliary power source(s) as
depicted in Figs. 16 to 18, such as batteries or
supercapacitors to cooperate with fuel cell main source is
mandatory for high dynamic applications, particularly for
future fuel cell vehicles.
Fig. 16. Fuel cell/battery hybrid power source [27] and [28].
- ^ +
Fig. 17.Fuel cell/supercapacitor hybrid power source [29] and [30].
ACKNOWLEDGEMENT
This work, based on research carried out over several
years, was conducted under a research program in
cooperation of the and Institut National Polytechnique de
Lorraine and King Mongkut's Institute of Technology
North Bangkok under the "Franco-Thai Cooperation
Program in Higher Education and Research", and
supported in part by the French National Center for
Scientific Research (CNRS) and the Nancy Research
Group in Electrical Engineering (GREEN: UMR 7037).
The authors would like to deeply thank Prof. Dr. Bernard
737
Davat and Prof. Dr. Stephane Rael, who gives advices on
the fuel cell subject and Dr. Idris Sadli, who operated the
fuel cell system during experiments.
-w- w
V -I
.- *
Battery
Q-
Fig. 18.Fuel cell/battery/supercapacitor hybrid power source
[31 ] and [32].
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