Focus Article

Design of a 5-kW advanced fuel

cell polygeneration system
Mahrokh Samavati,1 Rizwan Raza1,2 and Bin Zhu1∗

In this article, a planar, low-temperature, solid-oxide fuel cell based on nanocom-

posite materials is developed by cost-effective tape casting and hot-pressing
methods. First, a single cell with active area of 6 × 6 cm2 was manufactured and
tested to determine the cell performance. The power density of 0.4 and 0.7 W cm−2
were achieved at stable open-circuit voltages at operating temperature of 550◦ C
using the syngas and hydrogen, respectively. Based on these experimental results,
a 5-kW low-temperature, solid-oxide fuel cell polygeneration system is designed
and analyzed. This system can provide electrical power and heating concurrently
from a single source of fuel. The system design and the energy and mass balance
are presented and a simulation based on syngas is performed. Finally, effects
of fuel utilization factor, fuel cell operating temperature, and air temperature at
cathode inlet on performance of polygeneration system is investigated. C 2012 John
Wiley & Sons, Ltd.

How to cite this article:

WIREs Energy Environ 2012, 1: 173–180 doi: 10.1002/wene.6

INTRODUCTION high amount of high-quality waste, heat, which make

P olygeneration systems refer to simultaneous pro-
duction of power and one or more side prod-
ucts like space heating, water heating, cooling from
a single fuel source. These systems have attracted
much attention in recent decades due to their sev-
eral advantages versus the conventional systems, such
as higher efficiencies, lower emissions, lower cost,
and possibility of decentralized generation. Various
conventional technologies (e.g., micro gas turbine,
internal combustion engine, sterling engine) as well
as new technologies (e.g., solar cell, fuel cell) have
been used in polygeneration systems as the prime
mover.1–4
Fuel cells, compared with other possible prime
movers, are one of the most suitable prime movers
for the polygeneration systems due to their high ef-
ficiency, low or zero emissions, simplicity, ability to
follow the load, and modular characteristics. Among
different types of fuel cells, high-temperature fuel
cells, such as solid-oxide fuel cells (SOFCs), produce
∗ nologies have been successfully demonstrated in LT
Correspondence to: binzhu@kth.se
1 (300–600◦ C) SOFCs.5–8 Biomass and direct alcohol
Department of Energy Technology, Royal Institute of Technology,
Stockholm, Sweden.
2
Department of Physics, COMSATS Institute of Information
Technology, Lahore, Pakistan.
DOI: 10.1002/wene.6
them attractive for polygeneration applications. Be-
sides, liquid or gaseous hydrocarbons can be used as
fuel directly in the fuel cells, that is, they can inter-
nally reformate hydrocarbon fuels and consequently,
there is no need for external reformers resulting in
a less expensive and complicated system. However,
high operating temperature introduces some problem
regarding the cell degradation as well as thermal ex-
pansion incompatibilities between different compo-
nents of the cell. Hence, lower operating tempera-
ture may be beneficial. Low-temperature (LT) SOFCs
(300–600◦ C) provides a good solution to the above-
mentioned problems, while maintaining almost all the
advantages of high-temperature SOFCs.2–5
Under the framework of the European R&D
programs (FP6), an European Commission–China
network nanocomposites for advanced fuel cell tech-
nology was established to develop and enhance
LTSOFC based on nanocomposites.6 Within this plat-
form, functional two-phase composite materials de-
veloped from nanotechnologies and composite tech-
SOFC technologies have been developed on the basis
of nanocomposite materials by Zhu and coworkers
since 2000.5,8–13 The schematic Figure 1 is depicted
such LTSOFC polygeneration system.

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c 2012 John Wiley & Sons, Ltd. 173
Focus Article
F I G U R E 1 | Polygeneration systems with multifueled.
Generally, SOFCs are divided into three main
types based on their structural design, namely tubu-
lar, monolithic, and planar. Although, planar de-
sign is at development stage, they have several ad-
vantages over the others. Planar design has lower
ohmic resistance than in tubular design. Therefore,
the power density and specific energy may be higher.
Also, fabrication of planar cells is easier due to their
configuration.14,15
To the best knowledge of authors, the most typ-
ical investigated fuel cell polygeneration systems are
hybrid ones, that is, fuel cell is integrated with another
kind of electricity generation system. Haseli et al.16
suggest a thermodynamic model for a polygeneration
system based on SOFC combined with gas turbine cy-
cle. Akkaya et al.17 analyze a SOFC integrated with
gas turbine cycle based on exergy equations. Calise18
designed a polygeneration system based on SOFC and
solar collectors. However, there are a few publica-
tion regarding polygeneration systems based on SOFC
solely. Adams et al.19 investigated several polygen-
eration systems with a SOFC as the prime mover.
Recently, Yu et al.20 simulated a polygeneration sys-
tem based on SOFC for simultaneous production of
power, heating, and cooling by MATLAB software.
In this paper, a planar LTSOFC, also called ad-
vanced fuel cell, is developed by using the nanocom-
posite materials. First, a single cell was fabricated and
tested to determine the cell performance. Based on
these experimental results, a 5-kWel advanced fuel
cell system is designed and analyzed through the first
law of thermodynamic. Finally, the effect of fuel uti-
lization factor, fuel cell operating temperature, and
air inlet temperature on performance of the system is
investigated.
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Single Cell Fabrication
The nanocomposite electrolytes and electrodes were
prepared by a different chemical synthesis method,
which is discussed below.
Synthesis of Nanocomposite Electrolytes
and Electrodes
The nanocomposite electrolyte of Na2 CO3 com-
posited with Samaria-doped ceria (NSDC) was
synthesized by a coprecipitation process. The
Ce(NO3 )3 ·6H2 O (Sigma–Aldrich, Sweden),
Sm(NO3 )3 ·6H2 O (Sigma–Aldrich), and Na2 CO3
were used as starting materials. Then, the precipi-
tation powder was sintered at 700◦ C for 4 h and
again pulverized to form NSDC electrolyte.11,12 The
detailed synthesis procedure is reported elsewhere.12
The nanocomposite electrodes (anode and
cathode) were prepared with solid-state reac-
tion method. The stoichiometric amount of
Li2 CO3 (Sigma–Aldrich), CuCO3 ·Cu(OH)2 (Sigma–
Aldrich), NiCO3 ·2Ni(OH)2 ·6H2 O (Sigma–Aldrich),
and Zn(NO3 )2 ·6H2 O were mixed with a weight ratio
of 1:2:5:7 and grounded. Afterward, this powder was
sintered for 4 h at 800◦ C in a furnace. The Li, Cu, Ni,
ZnO, and electrolyte powder were grounded com-
pletely together to avoid nonhomogeneity of compo-
sition in the final powder for about 30 min.
Single-Cell Fabrication and Electrochemical
Characterization
The resulting powder was used to prepare the an-
ode, cathode, and electrolyte films. The electrodes’
slurry (both anode and cathode) was prepared by
mixing composite electrolyte with a 50%:50% vol-
umetric ratio. Also, the slurry of the electrolyte was
prepared by ball milled for 24 h by adding polyvinyl
butyral as organic binders. After that, it was dried
at 100◦ C temperature for 24 h on the heating plate.
Then, the obtained film was cut to the cell sizes 6 ×
6 cm2 dimensions. The symmetrical planar single cell
was prepared by hot-pressing technique at 500◦ C.
The cell performance was tested by an auto-
mated instrument (SM-102, Sanmusen Corporation
China) over the temperature 400–600◦ C in the labo-
ratory. Silver net was used on both sides of the cell
as a current collector. Different fuels, namely, hydro-
gen and syngas, were used to compare cell perfor-
mance. The gaseous fuels were fed in the range of
300–400 mL min−1 at atmospheric pressure on an-
ode side; while the air was used on the cathode side
of the cell with a flow rate of about 350 mL min−1 .
Some of the single-cell characteristics are listed in
Table 1.
Volume 1, September/October 2012
 WIREs Energy and Environment Design of a 5-kW advanced fuel cell polygeneration system

T A B L E 1 Single-Cell Properties T A B L E 2 Composition of the Syngas

Anode (Ni–Zn) thickness (mm) 0.20 Component (%)
Cathode (Ni–Zn) thickness (mm) 0.15 CO2 CO H2 N2
Electrolyte (NSDC) thickness (mm) 0.15
Interconnect thickness (mm) 2 11.97 28.68 51.69 7.66
Cell active area (cm2 ) 36
Operating temperature (◦ C) 400–600
Fuel flow rate (H2 and syngas), (mL/min) 300–400 air and heat up water, respectively. The exhaust gases
Air flow rate (mL/min) 350 from HRS are assumed to discharge into the ambient.
NSDC, Na2 CO3 composited with Samaria-doped ceria.

SOLID OXIDE FUEL CELL MODELING

Modeling since in the fuel cell the input and output
energies are the chemical energies of reactants and
products, Gibbs free energy is used as a measure for
calculating the amount of chemical energy converted
into the electrical power. To determine the amount of
released energy, Gibbs free energy of formation, Gf
must be estimated, which is the difference between
reactants’ (input) and products’ (output) Gibbs free
energy. The Gibbs free energy is dependent on the op-
erating temperature and pressure and will be changed
by change of operating conditions.21
If there are no losses in the fuel cell, then all the
Gibbs free energy will be converted into electricity.
Therefore, the reversible or theoretical open-circuit
voltage (OCV) of the fuel cell can be estimated by the
following equation:
⎛ ⎞
F I G U R E 2 | Schematic of solid-oxide fuel cell system. AHE, air heat −ḡf ḡf
o mols of
RT ⎝ preactants reactants
exchanger; HRS, heat recovery system. E= = − ⎠ (1)
nF nF nF mols of products
p products

SYSTEM DESCRIPTION where, g f , molar Gibbs free energy at operating

pressure and temperature; g of , molar Gibbs free en-
Figure 2 shows the schematic of the designed SOFC
ergy at operating temperature; preactants , partial pres-
polygeneration system based on the experimental re-
sure of reactants; pproducts = partial pressure of prod-
sults. The system consists of SOFC stack, combus-
ucts; and n = the amount of transferred electron per
tor, air heater, fuel heater, and heat recovery system
each mole of fuel.
(HRS). Fuel is syngas, which is fed directly to the fuel
Such voltage, also known as Nernst voltage, is
cell stack anode compartment after preheating and
the possible OCV existing at certain operating tem-
at atmospheric pressure. The composition of syngas
perature and pressure. In other words, if there were
is given in Table 2. Air is assumed to be at an ambi-
no losses in fuel cell, the output voltage would be cal-
ent condition, which is preheated at the air heater and
culated from the above equation. Because, in reality,
then is used as an oxidant in the cathode compartment
there are several losses in fuel cells, the actual voltage
of fuel cell stack. The electrochemical reactions occur-
will be lower than this value. Therefore, the differ-
ring at the interfaces of electrolyte and electrodes of
ence between the reversible and real voltage can be
the SOFC stack result in a flow of electrons in the ex-
used as a measure for the amount of energy that is
ternal circuit, therefore, electrical power is produced.
not converted to electrical power; in other words, it
Afterward, the anode and cathode outlet gases are
is converted to the heat. Accordingly, for a fuel cell
mixed and burned at the combustor. The main rea-
stack with electrical power and operating voltage, the
son for using a combustor after the fuel cell is to burn
produced heat will be as follows:
nonreacted fuel and produce more useful heat. The  
exhaust gases from the combustor are further used in E
PHeat = Pel −1 (2)
two heat exchangers and HRS to preheat the fuel and vc

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T A B L E 3 Mass and Energy Balance Equations

Component Mass Balance Energy Balance

Combustor (ṁ 6 + ṁ 4 u f ) + ṁ 4 (1 − u f ) = ṁ 7 ṁ 6 · h 6 + ṁ 4 u f · h 5 + ṁ 4 (1 − u f ) LHVfuel = ṁ 7 · h 7

Air heat exchanger ṁ 1 + ṁ 7 = ṁ 2 + ṁ 8 ṁ 1 · h 1 + ṁ 7 · h 7 = ṁ 2 · h 2 + ṁ 8 · h 8
Fuel heat exchanger ṁ 3 + ṁ 8 = ṁ 4 + ṁ 9 ṁ 3 · h 3 + ṁ 8 · h 8 = ṁ 4 · h 4 + ṁ 9 · h 9
Heat recovery system ṁ 9 + ṁ 11 = ṁ 10 + ṁ 12 ṁ 9 · h 9 + ṁ 11 · h 11 = ṁ 10 · h 10 + ṁ 12 · h 12

T A B L E 4 Input Parameters of the System Components

Input Parameter Value

Air and fuel pressure (bar) 1.01

Electrical power (kW) 5
Cell voltage (V) 0.6
Pressure drop in fuel cell (%) 2
Pressure drop in heat exchangers (%) 5
Fuel utilization (%) 66
Cell active area (cm2 ) 50
Operating temperature (◦ C) 550

T A B L E 5 Calculated Results for the System

Parameters Value
F I G U R E 3 | Performance of a single cell at operating temperature
of 550◦ C. Electrical efficiency (V) 19.5
Heating efficiency (%) 57.6
Combined efficiency (%) 77.1
Fuel flow rate (syngas) (kg/h) 6.13
Air flow rate (kg/h) 21.45
Number of the cells 304
SYSTEM MODELING
A typical lumped-parameter model is used for system ters of the model are listed in the Table 4. Table 5
modeling base on the one dimensional steady state includes calculated results for the system.
flow. Recently, lumped models have been used in dif-
ferent literature to model different cycles because they
are simple and need short calculation time.17,22,23 SYSTEM EFFICIENCY EVALUATION
However, such models can only consider mean values
of the important parameters in the given system.24 Because fuels used in fuel cells are usually burnt to re-
In addition, it is assumed that there is no gas lease their energy in conventional methods, it would
leakage in the system and the heat losses to the envi- be reasonable to compare the produced electricity
ronment can be neglected. Furthermore, the cell op- with the released heat of fuel combustion. In this way,
erating voltage and electrical power output are kept the efficiency of fuel cell can be compared with heat
constant (0.6 V and 5 kW). To assure of proper system engines. The efficiency of the SOFC may be estimated
performance, the energy and mass balance equations by the following equation:
are derived for each component in the system. These Pel
equations are listed in Table 3. ηSOFC = (3)
Qfuel
The developed stack model is based on the pla-
nar SOFC type with the counter-flow design. The Where, Qfuel is the amount of chemical energy in the
achieved current density at the base case (operating fuel fed into the fuel cell stack:
temperature of 550◦ C), according to the experimen-
Qfuel = ṁfuel · LHVfuel (4)
tal design (Figure 3) is about 550 mA cm−2 . So, to
achieve the desired power output (5 kW) at given op- Where, ṁ f uel is the mass flow rate of fuel and lower
erating cell voltage (0.6 V), the fuel cell stack should heating value of the fuel (LHVfuel ) is the lower heating
consist of about 304 single cells. The input parame- value of the fuel.

176 
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 WIREs Energy and Environment Design of a 5-kW advanced fuel cell polygeneration system

F I G U R E 4 | Effect of fuel utilization factor change on combustor

temperature.

The efficiency of the polygeneration system is

defined as below: F I G U R E 5 | Electrical, heating, and combined efficiencies versus
fuel utilization factor.
Pel + PHRS
ηpoly = (5)
Qfuel

RESULTS AND DISCUSSION

The performance of an advanced LTSOFC was deter-
mined. Maximum power densities (Pmax ) of 0.4 and
0.7 W cm−2 were obtained for the single cell at 550◦ C,
using syngas and H2 respectively, as shown in Figure
3. These performances are at least twice as good as
those reported for other electrodes in this temperature
range.14,15 As it can be seen, the polarization curves
are approximately linear; therefore, there are negligi-
ble electrode polarization losses in the Figure 3. The
higher conductivity of functional nanocomposite ma-
terials may be the reason for the higher performance
at such LT.
One of the most important factors in the SOFC
is the fuel utilization factor (uf ) representing the ra-
tio between fuel consumption at the anode compart-
ment and the supplied fuel to the fuel cell. Therefore,
the effect of fuel utilization factor on system perfor-
mance was simulated at fixed operating temperature
of 550◦ C, and air inlet temperature of 350◦ C. It is
worth mentioning that higher temperatures of inlet
air were impossible with this operating temperature
due to the exhaust gases temperature at the air pre-
heater outlet. Figures 4–6 show uf effects on com-
bustor temperature, electrical efficiency, heating ef-
ficiency, combined efficiency, and heat power pro-
duction at the HRS, respectively. Increasing of fuel
utilization factor means lower amount of fuel at the
electrode is available for reaction. Therefore, at higher
uf smaller portion of fuel will remain to be burned
F I G U R E 6 | Effect of fuel utilization factor change on heating
power.
at combustor resulting in lower combustor tempera-
ture (Figure 4). Consequently, heating efficiency will
be decreased due to the lower amount of available
heat to recover as it is shown at Figure 5. However,
because the fuel cell electrical power is assumed to
be constant, the lower fuel utilization factor means
lower amount of input energy to the system and,
therefore, higher electrical efficiency. As the descend-
ing trend of heating efficiency is smaller than rais-
ing trend of electrical efficiency, the total efficiency
of the system will be enhanced. Furthermore, lower
temperature at combustor results in lower tempera-
ture at HRS inlet. Considering the discharge temper-
ature as constant, the amount of available heat de-
creased and, therefore, the heat power production is
lower.
Effect of fuel cell operating temperature on sys-
tem performance is also investigated. The simulation

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F I G U R E 7 | Effect of fuel cell operating temperature on combustor

temperature.

F I G U R E 1 0 | Effect of air inlet temperature on electrical, heating,

and combined efficiencies.

was made at constant fuel utilization factor of 0.66.

F I G U R E 8 | Effect of SOFC operating temperature on heating
power.
F I G U R E 9 | Effect of fuel cell operating temperature on electrical,
heating and combined efficiencies.
As it can be seen in Figure 7, increasing the oper-
ating temperature of the fuel cell results in higher
combustor temperature because the inlet of com-
bustor will have a higher temperature and, there-
fore, higher enthalpy. For this reason the amount of
available heat in the exhaust gases will be higher,
which means higher amount of heat production (Fig-
ure 8) and higher heating efficiency. However, the
higher the operating temperature, the higher is the
inlet gases’ temperature to the combustor. Further-
more, high temperature inlet air means lower cool-
ing effect and consequently higher maximum tem-
perature of the combustor. Therefore, the operating
temperature of the fuel cell cannot be increased too
much due to the temperature tolerance limits of the
combustor materials. Because the power production
was assumed constant (5 kW), operating tempera-
ture of the fuel cell has no effect on electrical effi-
ciency here (Figure 9). However, the efficiency of the
whole system will increase due to increase of heating
efficiency.
Moreover, the effect of air temperature at the in-
let of fuel cell stack was studied while fuel utilization
factor and fuel cell operating temperature were kept
constant at 0.66 and 400◦ C, respectively. Increasing
the air temperature at the cathode inlet means higher
amount of heat extraction at the air preheater and,
subsequently, lower amount of available heat at the

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 WIREs Energy and Environment
F I G U R E 1 1 | Effect of air inlet temperature on heating power.
fuel preheater and HRS. So, heat power production
and heat efficiency will decrease (Figures 10 and 11).
Because air inlet temperature has no significant ef-
fect on electrical efficiency, the total efficiency will
decreased as well.
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Design of a 5-kW advanced fuel cell polygeneration system
CONCLUSION
In this paper, development of an advanced nanocom-
posite LT fuel cell for polygeneration applications is
described, both theoretically and experimentally. Hy-
drogen, and syngas, was tested with nanocomposite
materials at low temperatures (300–600◦ C). Then, a
LT planar SOFC was designed and simulated on the
basis of the achieved experimental results for polygen-
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