**1.2 Fuel cell electric vehicle**

Among the different technologies of interest, the FCEVs containing hydrogen engines have been developed (**Figure 1**), mainly due to their high-power density, quick start-up and low operating temperatures. FCEVs use a fuel cell such as a proton exchange membrane fuel cell (PEMFC) or solid oxide fuel cells (SOFC) to convert the chemical energy in hydrogen and oxygen directly into electrical energy. Hydrogen is currently produced through many technologies either from nonfossil fuels or from fossil fuels. Examples of non-fossil fuel technologies are water electrolysis, thermolysis, thermochemical water splitting, and photonic process.

**Figure 1.** *Fuel cell electric vehicle configuration.*

#### *Hydrogen Fuel Cell Implementation for the Transportation Sector DOI: http://dx.doi.org/10.5772/intechopen.95291*

Fossil fuel technologies involve hydrocarbons reforming, these processes are carried out by methods such as steam reforming, auto-thermal, and partial oxidation [4]. FCEVs emphasized in this chapter are FCEVs that are using PEMFC as an electric generator. The dynamic response from driving behavior is one of the limitations for using PEMFC, especially if the system achieves a high load demand to acquire the desired speed ability. According to this situation the FC system would be unable to feed the fuel and oxidant in time, so "fuel and oxidant starvation" phenomenon would occur leading to materials degrading over time [5]. The auxiliary electrical source is one of solutions used to stabilize the electrical potential of the PEMFC system. Therefore, one part of this chapter discusses practical solutions to accommodate driving behavior via "Hybridization System". The missions of the hybridization system are relevant to the supply of traction power during PEMFC start-up, power assistance during driving cycles, regenerative braking energy recovery, the supply of electrical accessory loads, and PEMFC start-up and shutdown [6, 7]. An energy storage system such as a battery or a supercapacitor should be the preferred choice for the PEMFC hybridization system. A supercapacitor (SC) has interesting and effective functions such as its fast charge–discharge rate that can potentially support PEMFCs when they are operated under dynamic load demands [8]. Its fast responsiveness fulfills the power demand, rises the system power density and has to generate or absorb the power which either the PEMFC is not capable of generating or absorbing [9]. **Figure 2** indicates an example of PEMFC-SC hybridization. A supercapacitor offers transient power to PEMFC for attaining load demands in a short period. Moreover, the supercapacitor contributes advantages to PEMFC via capturing regenerative braking energy, enhancing fuel economy, providing a flexible operating strategy, overcoming PEMFC cold-start and transient shortfalls, and significantly lowering the cost per unit power [6].

Regarding transportation applications, the hybridization concept is not only applied for cars, but also for buses, trains, and tramways. The PEMFC-batterysupercapacitor hybridization was applied for electric trams [9] which possessed PEMFC for governing a stable operation. The battery offers a portion of the positive low frequency components of power demands which in turn decreases the responsibility of the PEMFC, and absorbs the slow-variation negative segments. The supercapacitor supplies the transient power demand effectively during sudden acceleration and braking.

The PEMFC performance investigations corresponding to driving behaviors will bring about information sustained to durability and lifetime of PEMFCs. Transportation applications require more than 5000 hours of PEMFC lifetime in order to be used under different circumstances [10]. This requirement results in
