The desire to reduce the power electronics related issues has turned the attentions to passive coupling of powertrain components in fuel cell hybrid electric vehicles (FCHEVs). In the passive coupling, the fuel cell (FC) stack is directly connected to an energy storage system on the DC bus as opposed to the active configuration where a DC-DC converter couples the FC stack to the DC bus. This paper compares the use of passive and active couplings in a three-wheel FCHEV to reveal their strengths and weaknesses. In this respect, a passive configuration, using a FC stack and a supercapacitor, is suggested first through formulating a sizing problem. Subsequently, the components are connected in an active configuration where an optimized fuzzy energy management strategy is used to split the power between the components. The performance of the vehicle is compared at each case in terms of capital cost and trip cost, which is composed of FC degradation and hydrogen consumption, and total cost of the system per hour. The obtained results show the superior performance of the passive configuration by 17% in terms of total hourly cost, while the active one only results in less degradation rate in the FC system. © 2019 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim

中文翻译：

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三轮电动汽车燃料电池与超级电容器无源与有源耦合比较

减少电力电子相关问题的愿望已将注意力转向燃料电池混合动力电动汽车 (FCHEV) 中动力总成组件的被动耦合。在被动耦合中，燃料电池 (FC) 堆直接连接到直流总线上的能量存储系统，这与 DC-DC 转换器将 FC 堆耦合到直流总线的主动配置相反。本文比较了三轮 FCHEV 中被动和主动联轴器的使用，以揭示它们的优缺点。在这方面，首先通过制定尺寸问题建议使用 FC 堆栈和超级电容器的被动配置。随后，组件以主动配置连接，其中优化的模糊能量管理策略用于在组件之间分配功率。在每种情况下，车辆的性能在资本成本和行程成本（由 FC 降解和氢消耗量组成）以及每小时系统总成本方面进行比较。获得的结果表明，就总小时成本而言，被动配置的优越性能提高了 17%，而主动配置仅导致 FC 系统的退化率更低。© 2019 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim