A Review of Future Fuel Cell Electric Vehicles and Challenges Related
to Morocco
*, ,
Research Team EMISys, Research Centre ENGINEERING 3S
1Mohammed V University in Rabat, Mohammadia School of Engineers, MOROCCO
2Université de Pau et des Pays de L’Adour, E2S UPPA, SIAME, Pau, FRANCE
3Université Mohammed V, École Nationale Supérieure d'Arts et Métiers, Rabat, MOROCCO
Abstract: - According to estimates from Madrid, Paris and Berlin, Morocco wants to provide Europe with
substantial amounts of solar energy and green hydrogen in the future, paving the way for climate neutrality.
Morocco is a leader in climate and energy policy in Africa, as well as in the rest of the world. The Maghreb
state is pursuing aggressive CO2 reduction targets and has been a major participant in international climate
talks, hosting COP22 in Marrakech in 2016. By the end of 2020, the country had built just over 40 percent
renewable capacity, and this is expected to reach 52 percent by 2030. Morocco's energy policy plan has now
added an ambitious new goal: it aspires to become the global market leader in green hydrogen production. With
the growing demand for this new zero-emission fuel, hydrogen manufacturing is a solid bet for the future. In
addition, the Kingdom has set ambitious targets for reducing CO2 emissions and integrating electric vehicles as
the main solution to reach the 2030 targets. This paper aims to provide a better understanding of fuel cell
electric vehicles as well as explore the future of FCEVs in Morocco through an in-depth analysis of the
Moroccan hydrogen roadmap. In addition, a SWOT analysis was detailed to determine the key success factor to
encourage the adoption of FCEVs in the Kingdom. In the same sense, this paper represents an overview of
electric vehicles established for the future realization of prototype FCEVs by our team, this through the
integration of the fuel cell in a solar electric vehicle, possibly providing a hybrid power system.
Key-Words: - FCEVs, fuel cell, hydrogen, green energy, electric vehicles, COP22, SWOT analysis.
Received: August 29, 2021. Revised: September 8, 2022. Accepted: October 14, 2022. Published: November 8, 2022.
1
Introduction
The alarming state of the planet today directs us
towards important energy and environmental
issues, the energy demand continues to increase
while our environment has reached an almost
irreversible pollution threshold, and the
inappropriate behavior of people has led us to
change our perspective, it isn't more a question of
modifying our inadequate use of energy, but rather
of changing energy source and switching to a new
source of renewable energy, which is less harmful
to the environment and will be able to compensate
the years spent destroying our ecosystem by fossil
sources responsible for global warming. This
phenomenon is due to the increase of greenhouse
gas emissions into the atmosphere, some
predictions concluded that the consumption of
fossil fuels still represents 78% of the energy
consumption in 2040. Mobilization of private and
government organizations, as well as experts and
researchers, were requested, and several studies
have been carried out in this direction to facilitate
this energy transaction, the Paris Agreement on
climate change was established in December 2015,
for which 195 countries unified their
environmental goals and agreed to keep global
temperature rise well below 2 ◦C , [1].
This climate change is one of the major social
disadvantages of the last decades, and the mobility
sector is one of the most concerned sectors by
these releases, as the transport sector accounts for
25% of the global energy consumption, [2]. The
rapid decline of underground oil resources that is
occurring with the overuse of fossil fuels is
considered another major problem for the
transportation sector, [3], [4], [5]. The alternative
solution of battery electric vehicles (BEV) seems
to be a reliable solution to face this energy crisis,
in this sense several types of energy sources and
technology have emerged, and they are special
vehicles. electric vehicles, hybrid electric vehicles,
fuel cell hybrid vehicles, fuel cell hybrid vehicles +
photovoltaic panels, and various other renewable
energy systems [6], [7], [8]. The development of
this type of vehicle is undoubtedly a good initiative
to be taken to accelerate the energy transition, [9],
so the use of different non-fossil energy sources in
an electric vehicle is essential, the following table
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represents the different power choices. for electric
vehicles and specifically fuel cell vehicles, their
advantages, and their disadvantages:
Table 1. Power supplies used in FCEVs [10]
Several studies in this area have been published.
Mustafa et al, [10]. Provide an overview and study
on fuel cell electric cars, including topology,
power electronics converters, energy management
systems, technical problems, marketing, and future
implications. Jérôme Bernard, [11], conducts
extensive research on fuel-cell hybrid cars,
including their dimensions and control systems.
Jinwu Gao and colleagues Fuel cell hybrid
propulsion system and control difficulties, as well
as the development, [12]. Koushik Ahmed and
colleagues, [13] As grid-connected generators,
investigate hydrogen fuel cells using proton
exchange membranes. Daisy D. Bettner and others,
[14]. Models of proton exchange membrane fuel
cell systems are being developed for vehicle
simulation and control. Similarly, the authors of
[15] suggest that the challenge for battery makers
for FCEVs is to develop a battery system with the
power capabilities of an ultra-capacitor UC but the
energy capability of a battery. Daisie D. Xueqin Lü
et al., [16], present a thorough assessment of
hybrid power systems for PEMFC-HEV issues and
methods.
This study aims to comprehensively evaluate the
power supply of fuel cell vehicles, and more
specifically to study the energy chain of this type
of vehicle. A fuel cell system is structured in a
complex way, it is first necessary to study the
operating conditions of the PEMFC to understand
how to use it. The multitude of circuits and
converters in fuel cell systems represents the major
obstacle to the advancement of this process, the
optimized use of auxiliary systems as well as the
intelligent management of all operators is
necessary to obtain a safe and reliable operation,
Without forgetting that the development of new
materials can also influence the performance of the
PAC, of course, the use of some materials with
more conductivity and resistance to high
temperature allows to move to a more accelerated
regime which involves an increase in the kinetics
of the reaction and then an increase in the
performance of the cell.
In this work, a review of the literature is given for
FCEVs, the first part summarizes the typical
operation of a fuel cell and assesses the different
losses of the internal system, then part two
highlights the layout of a fuel cell stack and
illustrates the different circuits used for the
operation of all the stack. Then, part 3 represents
the structure of a fuel cell power plant and
highlights the different models and designs used
for these FCEVs, the multitude of solutions
proposed is interesting and can give us a clear idea
of the technical needs of this new system. Finally,
the last part consists of highlighting the hydrogen
roadmap in Morocco and discussing the
opportunities and challenges of the integration of
FCEVs in the Moroccan market through a SWOT
analysis and the current work of our team.
2 Principle of Operation
Chemical energy (hydrogen and oxygen) is
converted into electrical energy by PEM fuel cells.
This electrochemical process is known as
backwater electrolysis, [17], [18], [19], [20], [21],
[22], [23], [24], [25], [26]. A redox reaction
between oxygen (oxidizing agent) and hydrogen
produces electrical energy (reducing agent). The
anode is responsible for oxidation, whereas the
cathode is responsible for the reduction. A
membrane that functions as an electrolyte separates
these two processes. The cathode receives gaseous
oxygen (or, more broadly, air), whereas the anode
receives hydrogen gas. During operation, the
reaction can be represented as follows [11], [27]:
- Anode oxidation:
- Cathode reduction:
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- The overall redox reaction is:
The two electrons released by the hydrogen
molecule generate electricity. Hydrogen protons
H+ pass through the membrane that separates the
anode from the cathode and recombine with
electrons and oxygen atoms at the cathode, the
following diagram summarizes the principle of
operation of the fuel cell (elementary cell):
Fig. 1: Construction of a typical PEMFC [12]
Fig. 2 (a) shows the typical structure of a single
PEMFC, including the anode and the cathode flow
field plates, gas diffusion layers (GDLs), catalyst
layers (CLs) and proton exchange membrane
(PEM).
Fig. 2: Schematic diagram of fuel cell [28]
2.1 Electrical Characteristics of PEMFCs
In practice, for standard temperature and pressure
conditions (1 atm, 25 °C), the unladen voltage is
slightly below 1 V, [29].
The polarization curve is a fuel cell's electrical
characteristic. It reflects the cell's voltage as a
function of current density and is affected by the
operating temperature, reactant pressure, and
membrane humidity. So, the current density
(A/cm²) is defined by:
With the current of the fuel cell and the
active surface of a membrane. Classically, if all
cells have identical electrical behavior, the total
voltage of the fuel cell
is given by:
With
the elemental voltage of a cell and
the number of cells. Thus, the gross power
provided by the fuel cell is given by:
The polarization curve of the fuel cell is as follows:
Fig. 3: The polarization curve of PEMFC [30]
This polarization curve can be broken down into 3
distinct zones, each characterized by preponderant
voltage drops, [11]:
Voltage drops by Activation: The right
electrochemical reaction crosses an activation
threshold to initiate.
Ohmic voltage drop: Ohmic voltage drops are
caused by the electrical resistance of the membrane
and by the electrical resistance of the bipolar
electrodes and plates assembly.
Voltage drops by Concentration: Voltage drops
by concentration result from a lack of reagents.
When the current density becomes high, the
diffusion of gases in the electrodes is no longer fast
enough to sustain the reaction.
The following table shows us the different
electrical characteristics of the fuel cell according
to the experience menu in [13]:
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Table 2. Electrical parameters of the fuel cell [16]
2.2 Fuel Cell System
This fuel cell system (FCS) must be supplied with
hydrogen and air, the membrane must be
permanently humidified, and the heat produced
must be evacuated. The role of the auxiliary
components is to ensure the proper functioning of
the fuel cell. Four main circuits make up a PAC
system [14]:
The hydrogen circuit (closed circuit): It supplies
the anode with hydrogen gas. Hydrogen not
consumed at the exit of the FCS can be reinjected
at the inlet of the FCS via a recirculation pump.
The air circuit (open circuit): it supplies the fuel
cell with oxygen, a compressor injects air into the
cathode.
The cooling circuit: The cooling circuit is an
essential part of the fuel cell system. The heat
produced by the FCS can represent more than 50%
of the power losses for high currents. In addition,
the temperature difference between the ambient air
and the fuel cell (80°C) does not promote heat
exchange, which represents a significant technical
constraint for automotive applications.
The water circuit: The humidification of the
membranes is done by the incoming gases (air and
hydrogen) via the water circuit. Water also
contributes to the cooling of the fuel cell as it
passes through the heat exchanger.
It is essential to take into consideration the type of
hydrogen storage used, it directly influences the
structure of a PAC, there are many types of storage,
and the most important are, [11]:
Storage in the gaseous form: hydrogen is stored
in metal tanks or composite materials, pressurized
between 300 bar and 700 bar. It is the simplest and
least expensive solution for storing hydrogen.
Storage in liquid form: Hydrogen is stored in
liquid form at very low temperatures (-253 °C) in
cryogenic tanks.
Storage in liquid form: Hydrogen is stored in
liquid form at very low temperatures (-253 °C) in
cryogenic tanks.
"Solid" storage: Hydrogen can be stored in metal
hydride tanks. A metal hydride captures hydrogen
molecules when it is under pressure and releases
them when its temperature is increased. The main
disadvantage of this solution is the large mass of
the tank.
Storing hydrogen in nanostructures and
nanotubes is also a promising solution, but the
actual hydrogen absorption capacity is a
controversial topic and seems far removed from the
needs of the automobile.
The architecture of the classic FCS is given by the
following figure [14]:
Fig. 4: Classical Fuel Cell system architecture
Figure 5 shows the structure of a fuel cell studied in
[12], which typically includes a hydrogen and air
supply system, a fuel cell pack, a cooling system, a
humidity management system, an electric charging
system, and a hydrogen storage tank.
Fig. 5: A typical structure of FCs [12]
Fuel cell temperature and current density, PEM
humidity, hydrogen/oxygen ratio, and
accompanying pressure must all be altered and
maintained to maintain an efficient, continuous,
and stable electrochemical reaction in a fuel cell.
Otherwise, the lifetime and efficiency of the fuel
cell will not be achieved. The start-up phase
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depends entirely on the initial kinetics of the
chemical reaction between water and hydrogen.
After this phase, the fuel cell switches to the
permanent phase, which depends mainly on the
flow of water, hydrogen, and air. With a constant
and well-controlled flow, the fuel cell will continue
to work properly, but since the components of the
system have limited constraints, in particular the
membrane which needs permanent humidification
to avoid a decrease in its water content, we have to
use additional processes to regulate the operating
parameters without degrading the fuel cell
constituents like the solution proposed in this
illustration.
The tank is filled with hydrogen at high pressure
(up to 35 or 70 MPa), but it remains gaseous. A
finely regulated pressure reduction valve located
between the hydrogen tank and the fuel cell
supplies the fuel cell with hydrogen gas at the
appropriate pressure. The remaining hydrogen
flowing through the anode of the fuel cell, on the
other hand, is pushed to the inlet of the hydrogen
line by the recirculation pump. The hydrogen is
almost completely oxidized for energy production
using this process. To provide a very high-pressure
airflow, the air supply system uses a compressor
powered by a high-speed motor. on the other hand,
are attempting to minimize the size of fuel cells by
eliminating the humidifier while managing the
humidity of the PEM, [31].
There is also a new architecture of the proposed
FCS, as in [13]:
Fig. 6: The new architecture of the proposed FCS
This novel FCS is a PEM FC system with a fuel
cell stack, DCDC converter, gas flow model, water
pump, and other components. To regulate the flow
of hydrogen gas, a mass flow controller was
employed (MFC). Simultaneously, a fan was
utilized to force air into the cathode chamber. The
direct current was then delivered from the fuel cell
stack using an electrochemical approach. To
remove the remaining gas, a mechanical valve was
employed. To keep the temperature in the stack
stable, a water-cooling system was utilized.
Because the PEMFC chamber had a thin layer,
excessive pressure may harm the stack. As a result,
it was critical to monitor and control the pressure
differential between the anode and cathode
chambers. Two valves were installed at the far end
of the gas line to control air and fuel pressure.
Pressure sensors P1, P2, P3, and P4 measure flow
rate, whereas temperature sensors T1, T2, T3, and
T4 detect temperature. The dotted region depicts
the fuel flow control structure, which marks the
PEMFC stack's exit, [13].
The auxiliary components are therefore essential
for the proper functioning of the fuel cell and
consume part of the energy produced by the fuel
cell. The net power available at the output of the
FCS () is a function of the gross power
and the power consumed by the auxiliary
components
:
These power losses induced by the power
consumption of the auxiliary components affect the
overall efficiency of the system. The following
figure illustrates these losses and the dependence of
the polarization curve on voltage and current, as
well as the dependence on efficiency and power:
Fig. 7: Efficiency and net output power as
functions of load current in a fuel cell system [32].
The following table shows examples of the global
physical parameters of fuel cell stack:
Table 3. Physical parameters of fuel cell stack [13]
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2.3 Fuel Cell Powertrains
Fuel cells can be seen as a replacement for batteries
in pure battery electric vehicles. Thus, the fuel cell
vehicle has an all-electric powertrain topology,
with the primary power source being the fuel cell
[33], [34], [35]. A typical diagram of a fuel cell
powertrain for a passenger car is shown in Fig. 6:
Fig. 8: Schematic of a fuel cell-based power system
[36]
The charging converter progressively converts the
low voltage DC generated by the fuel cell to the
needed voltage at the input of the three-phase DC /
AC inverter. Inverters adjust the speed and torque
of the electrical gear that powers the vehicle by
converting direct current into variable voltage,
variable frequency, and three-phase power. During
the fuel cell preheating stage, the hybrid structure
in the figure additionally includes a battery (for
regenerative braking) that supplies a DC input
voltage to the DC / AC inverter, [35]. The
secondary battery is charged from the power
generated by the fuel cell as soon as the fuel cell
system is turned on [37], [38].
Even in emergency scenarios, the battery system
delivers electricity. As a result, it performs a dual
role. The traction controller sends control signals to
fuel cells, DC / DC converters, and DC / AC
inverters based on speed and feedback torque
signals as well as driver directions. This controls
the traction motor's speed and torque. Fuel cell
electricity is also utilized to power the equipment
load (BOP) of fuel cell systems, such as pumps, fan
motors, and motor actuators, as shown in Figure 6.
The DC / DC converter boosts the fuel cell voltage
to that of the main DC bus, [39]. During transitions
like as starting and accelerating, the battery delivers
initial peak power. An appropriate DC / DC
converter and a DC / AC inverter supply a range of
DC and AC loads from the primary DC bus. The
driving motor is controlled by the motor controller,
[15].
We found a different model on [10], the following
powertrains structure is studied on this review:
Fig. 9: Powertrain of FC + SMES hybridization
[10]
Fig. 10: FC + Battery + PV architecture [10]
Fig 9 shows the powertrain of FC + SMES
hybridization. This topology does not still
investigate hybrid FC powertrain applications.
However, in the next years, it is expected to use a
SMES unit together with an FC stack. SMES
performs energy storage through a magnetic field
that is created by a direct current flowing on a
superconducting coil. SMES has shorter charging
and discharging time compared to other storage
technologies. Besides, it has quite high
charge/discharge cycles and an almost 95% power
conversion ratio, [40]. However, SMES currently
has high costs that constrain its application with
fuel cell Vehicles, [41].
In this type of structure illustrate on Fig 10, PV
photovoltaic panels generate DC voltages
connected to the DC bus with a unidirectional
converter for the hybridization of the FC with the
Battery and PV, [42], [43]. In the FC + Battery +
PV architecture, the FC is used as the main source
and the PV panel is considered the additional
energy generator. Unidirectional converters link FC
and PV to the DC bus. A two-way converter
connects the battery to the DC bus. The amount of
electricity generated by PV panels varies with the
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amount of solar radiation, the temperature, and the
orientation. According to this, the produced PV
power either feeds the electric motor directly or
charges the battery. On the other hand, the sudden
fluctuations in PV panel output can be assumed by
the UC because of its high-power density,
providing low power fluctuations.
A second model is proposed in [16] using PEMFC
as a major power source as well as lithium batteries
and the SC supercapacitor as secondary energy
sources. The following figure shows the structure
of the energy chain connected to the fuel cell:
Fig. 11: The structure of the energy chain
connected to the fuel cell
PEMFCs are supposed to produce peak power for a
brief period during ascent or acceleration. The
suggested energy management system "EMS" may
be guaranteed by the conclusion, [16]. Low
frequency components have the necessary power.
The battery powers several low-frequency
components, which reduces the impact of POFCs.
During this time, supercapacitors (SC) can
transport high frequency components that might
harm the PEMFC. To offer the essential
compatibility and performance for propulsion
systems, the SC can compensate for the sluggish
output of the mains with quick output response and
high-power density, [44]. As a result, the energy
storage device's battery life is restricted, and the
cost is considerable.
Research results presented in [45] proposes
research for linking energy storage and/or fuel cells
to the DC bus of FCVs. The secondary voltage
doubler is selected to double the gain, minimize
transformer size, and efficiently reject low-
frequency DC harmonics. The illustration below
depicts the design of a fuel cell power unit:
Fig. 12: Architecture for an FCV or signal amplifier BEV with fixed DC bus [45]
Figure 12 illustrates a different FCV or BEV signal
amplifier layout with a fixed DC bus and a
controlled low-voltage fuel cell ranging from 32V
to 68V. A DC converter is used to provide a
constant DC bus voltage from the fuel cell's
alternating current voltage. The quantity and size of
the overall system may be expanded by adding this
converter, but the construction and management of
the bidirectional charger and inverter are easy in
comparison to the previous system, this additional
bi-directional DC-DC converter is used to interface
the energy storage system (ESS) with the high-
voltage DC bus, i.e., the batteries and
supercapacitors that are connected, to provide
transient power during cold start and acceleration,
and absorb power during braking.
The fuel cell converter accepts 48-75V input and
has a set output voltage. Because the converter's
voltage gain is largely constant, designing the
converter for optimal efficiency under these
operating circumstances is simpler. Controlling
three-phase inverters and traction motors is simple
with a constant voltage. The DC absorbs low-
frequency harmonics (at least 5th order) into the
DC bus, resulting in a nearly constant DC in the
fuel cell, [45].
3 The Different Models of Fuel Cell
Vehicles Marketed
FCEVs (Fuel Cell Electrical Vehicles)
commercially available until today, their
manufacturers and their specific features are
detailed in Table 4:
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Table 4 Commercial FCEVs produced by manufacturers [10]
The types defined in Table 4 and in the figure
below, are classified according to the fuel cell
vehicle power supply mode.
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Fig. 13: Topological classification of FCEVs
according to power supplies, [10].
As shown in evolution, most passenger car
manufacturers have been developing FCEVs in
recent years. Manufacturers such as General
Motors, Toyota, and Honda generate their own FC
stacks and other companies such as Ford, Mazda,
DaimlerChrysler, Mazda, Hyundai, Fiat, and
Volkswagen buy from FC manufacturers. In the
specification of available FCEVs, battery
hybridization (Type II) is currently more widely
preferred. Moreover, recently, plug-in FCEVs have
been generated by manufacturers Honda, Hyundai,
and Mercedes. PEMFC is the most common FC
stack and its rating increases day by day for
FCEVs. The table shows that Toyota, Honda, and
Mercedes have PEMFCs higher than 100 kW
while the Honda FCX-V4 produced in 2002 uses a
PEMFC in rating of 78 kW [10].
4 Discussion and Overview
The use of fuel cell-type systems becomes a major
challenge in recent studies, firstly, we presented a
single PEMFC cell and explained the operation of
this new power system, the internal losses of the
system are the main cause of limiting the
efficiency to 55%, so we can always improve and
increase the efficiency of the system by finding a
plausible solution to decrease the internal losses
such as activation voltage drop, ohmic voltage
drop and concentration voltage drop. There are in
[45] several auxiliary solutions to these losses such
as the use of batteries for transient power demands
to compensate for startup and deceleration losses,
or a supercapacitor for peak power demands and
thus compose the degradation of the system, or
sometimes both, which leads studies to effectively
develop an alternative system capable of efficiently
managing fuel cell operations.
Part 2 gives us a brief idea of a fuel cell pack,
which highlights the complexity of the system,
there are already 4 circuits in the FCS, the
hydrogen circuit, the water circuit, the air and
cooling circuit; these circuits are essential for the
operation of batteries in a car, but the effective use
of these circuits can compensate for some losses
such as ohmic voltage drops and concentration
drops, certainly, some studies [14], [13], [12] led
us to the use of thermal and hydraulic sensors, for
the effective evaluation of air and hydrogen flows
and the maintenance of humidity favorable to the
PFSA (Nafion) membrane, it is a matter of
effectively managing the circuits and creating
favorable operating conditions for the fuel cells.
Other avenues propose material modifications, the
use of appropriate materials in the membrane could
increase the operating temperature and thus the
reaction kinetics because the problem here is that
operating a PEMFC at a temperature close to the
boiling point of water involves two-phase water,
the water condenses and floods the gas diffusion
electrodes when the humidification is too high or it
is operated at high temperature, with higher water
the vapor pressure in the feed gas stream can only
be achieved by pressurizing the Nafion membrane,
[46]. The solution of switching to membranes
operating at high temperatures, such as PBI, is still
very attractive. HT-PEMFC systems can simplify
the fuel cell structure but are still in the research
stage, [47], [48]. Changing the materials of the
bipolar plates to improve the electrical and thermal
conductivity of these plates can also influence the
kinetics and response of the system, [49], [50].
Part 3 represents the configuration of the energy
chain of hydrogen vehicles, these different
concepts clearly show us that the number of
auxiliaries is gradually increasing, but the issue of
management is still obvious, we need to create an
intelligent and efficient management system to
enable the reliable use of this new type of vehicle,
The existence of converters and a large energy
chain in the Fuel cell for the transmission leads us
to use almost all the solutions discussed previously
[10], [12], [13], [14], [15], [16], [40], [41], [45].
The change of materials, conditioning favorable to
the batteries, and a system of management and
control of the auxiliaries and components are
essential for mastering this new process.
5 Case Study: Morocco
With its geographical position and outstanding
wind and solar capacity, Morocco can capture 2 to
4% of the global green hydrogen market and
become an exporter by 2030, [49]. The objective of
this section is to give a better understanding of the
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hydrogen sector and power to x in Morocco. In
addition, it shows that Morocco’s ecosystem is
challenging for the integration of FCEVs and how
far is it ready for the promotion of FCEVs.
Otherwise, [51], gives more details about the
future of power to X in Morocco, while [52] details
the economic assessment of hydrogen production
potential from solar energy in Morocco.
According to a study carried out by the World
Energy Council Germany, Morocco is among the
countries with a high potential in terms of Power to
X. Power to X requires an energy mix that allows
plants to run for as long as possible during the 24
hours. Solar energy can cover about 30% of the
need. If we add the contribution of wind power, we
can reach 50%. This means that up to 70–80% can
even be achieved if storage is used.
As part of the hydrogen / PtX roadmap, Morocco
will develop a roadmap for hydrogen and PtX
products that encompasses the power to mobility, a
roadmap for hydrogen technology and associated
PtX goods for Morocco, and set sustainability
standards. As a result, the Moroccan industry must
adapt quickly to the changing requirements and
restrictions of the green mobility market, where
mobility power is one of the finest possible
solutions to promote the national mobility policy.
5.1 Current progress on Morocco
5.1.1 Morocco and IRENA
The International Renewable Energy Agency
(IRENA) and the Kingdom of Morocco (MEME)
today vowed to expand relations and develop
renewable energy expertise in order to speed up the
June 2021 energy transition, [53]. Specifically,
IRENA and Morocco will collaborate to strengthen
the country's green hydrogen economy, with the
goal of Morocco becoming a significant producer
and exporter of green hydrogen. The agreement
calls for IRENA and MEME Morocco to
collaborate on technical and market overview
research, the creation of a public-private
collaboration model for hydrogen, the study of the
development of new hydrogen value chains, and
green at the national and regional levels. Create the
groundwork for hydrogen trading.
Partners will also conduct collaborative research to
study the socioeconomic advantages of renewable
energy, with an emphasis on the establishment of
new value chains, the creation of national jobs, and
lessons gained elsewhere in the area. increase.
Morocco is dedicated to expanding South-South
cooperation in accordance with IRENA's
worldwide objective through exchanging
experiences, and information, and boosting
regional initiatives among peers and experts.
In general, IRENA and Morocco will collaborate
to create the Kingdom's policy and regulatory
framework for renewable energy and energy
efficiency. Both the Sustainable Energy Access
Coalition Initiative and the Climate Investment
Platform (CIP) are contributing to climate
financing by developing a robust portfolio of
projects that are more financially viable and
simpler to fund.
5.1.2 Morocco Portugal
Consolidated Contractors Company (CCC) of
Greece and Fusion Fuel of Ireland propose to
create an $850 million green hydrogen-powered
ammonia facility in Morocco, the biggest hydrogen
plant announced in the North African country to
date, [54].
By 2026, the project is planned to generate
183,000 tonnes of green ammonia and 31,000
tonnes of green hydrogen per year. Fusion Fuel's
off-grid solar-to-hydrogen HEVO Solar generator
will provide green hydrogen.
Following the conclusion of a feasibility
assessment, work on the project is planned to begin
in 2022. The project is anticipated to cost $850
million in total. The scheme's offtake arrangement
will be managed by commodity trading corporation
Vitol.
5.1.3 Morocco Germany
The agreement, which links the Moroccan Ministry
of Energy Transition and the German Ministry of
Economic Cooperation and Development, intends
to promote the sector of green hydrogen generation
and to establish research and investment initiatives
on the use of this environmentally friendly energy
source, [55].
The very first two projects, which have already
been stated in the statement of intent, will be
carried out within the framework of Moroccan-
German economic cooperation.
It relates to the Moroccan Solar Energy Agency's
(MASEN) "Power-to-X" initiative to manufacture
green hydrogen, as well as the construction of a
research platform on "Power-to-X," knowledge
transfer, and skill training in collaboration with the
Institute for Research in Solar Energy and New
Energy (IRESEN).
5.2 Main Actions Carried Out by Morocco
I. The formation of the National Green Hydrogen
Commission, which will bring together public and
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private players. Launch of a study to develop the
Green Hydrogen Roadmap, scheduled for
completion in May 2020.
II. Efforts have been made to implement a pilot
project for green ammonia production.
III. Development of an integrated approach to
manufacture green ammonia through the re-
use of renewable energy sources.
IV. Preparations are underway for the hosting of
a major scientific and technology conference
on "Green Hydrogen."
5.3 A Roadmap on the Table
Beyond exports, green hydrogen will also allow
Morocco, in the medium term, to decarbonize its
industrial sector, in particular the phosphate
fertilizer industry, by avoiding, in the long term,
the import of 2 million tons of ammonia, [55].
In addition, in the medium and long term, it adds,
hydrogen will help decarbonize the national
transport sector (land and maritime logistics, and
aeronautics) through the two green hydrogen and
methanol components. In addition, Morocco could
develop the production of green fuels such as diesel
or kerosene.
5.4 Establishment of the National Green
Hydrogen Commission
First, the members of the GreenH2 Cluster are
industries, universities, and research centers,
including technology platforms incubated by the
University Mohammed VI Polytechnic (UM6P)
and the Institute for Research in Solar Energy and
Renewable Energy (IRESEN).
The objectives of the GreenH2 Cluster. In addition
to contributing to the emergence of a national green
hydrogen ecosystem, this platform, the first of its
kind on the African continent, will position
Morocco as a regional hub, the leader in the
production and export of green hydrogen and its
derivatives, as the two ministries proudly point out.
They also indicate that it will help federate the
national ecosystem to develop a green industrial
sector with high-added value.
Among other missions, the GreenH2 cluster will
have to strengthen the technical and technological
capacities of national actors for the production,
operation and development of green hydrogen and
its derivatives, says the newspaper, which adds that
it will also contribute to the promotion of
Moroccan green hydrogen at the national and
international levels while accompanying the
national commission of green hydrogen for the
creation of a regulatory framework incentive for
the development of a sector.
6 SWOT Analysis
The objective of the realization of a SWOT
analysis is to deeply study the weak points and
strong points responsible for the speed of
integration of fuel cell electric vehicles in the
Moroccan market. Table 4 gives a better
understanding of this analysis.
Table 5. FCEVs integration SWOT analysis
7 Current Work
After the study and development of a solar electric
vehicle in the laboratory of the Mohamadia School
of Engineering, the EMISYS team participated in
the Moroccan Solar Race Challenge and twice won
the first national place behind 3 places won by two
French teams and another Turkish. In the sense of
competitiveness, we have thought to better
configure the solar vehicle by moving from an
electric vehicle to a hybrid vehicle, which can use
two power systems based on solar energy, certainly
using a battery and a fuel cell we can have
sufficient autonomy, power and higher
performance than the previous model, but the
complexity of this system makes the challenge
more difficult. A preliminary study of this type of
vehicle is strictly necessary to understand the
obstacles of this type of process, then a simulation
and in-depth study of fuel cell hybrid vehicles are
necessary to properly configure the design of this
new car, then finally tests and targeted tests on our
vehicle to make the system functional and adjust
the latest modifications to have an optimized
configuration. Some relevant web sites can be
found in [54], [55] and [56].
Strengths
Weaknesses
- Savings in terms of consumption
- Environmentally friendly
- Reliable thanks to its low-wear motor
- High efficiency
- High cost of ownership
- Pollution in manufacturing process
- The investment and supply component
- No FCEV local brand in Morocco
- Electrolyzer technologies
Opportunities
Treats
- Lunch of project "Power-to-X" to
produce green hydrogen proposed by
Masen and the establishment of a
research platform on "Power-to-X"
- Morocco’s target to reach 30% of it’s
fleet 100% by 2030
- Increase in the price of diesel
- Predicted growth of electric vehicles
because of the adoption of green
consumption patterns
- No charging infrastructure
- Hydrogen price increase
- Lack of legal text in Morocco for the
integration of FCEVs
- The threat of substitutes products
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Fig. 14: Participation in the Moroccan Solar Race
Challenge
Fig. 15: EMISys solar car
8 Conclusion
Our Kingdom has set ambitious plans related
to the reduction of CO2 emissions and the
integration of electric vehicles as the main
solution to achieve the objectives set by 2030,
in this context this study was conducted to
clarify the operation of new types of electric
vehicles, mainly fuel cell vehicles, their
development in the kingdom will allow an
acceleration of the energy transition, and will
transform an ambitious goal into a controlled
routine, thus achieving a roadmap for green
hydrogen, the new global trend to protect the
climate will have a clear example of an
emerging country achieving small and large
goals simultaneously. Our research based on
new scientific models have highlighted the
different development structures of FCEVs, it
is obvious that a large mobilization of
researchers and experts is necessary to realize
infrastructure and models in accordance with
Moroccan use, different types of vehicles are
exposed in a table to highlight the
characteristics of each vehicle manufactured
by the different multinationals that
monopolize the sector of mobility, certainly
even large automotive companies are more
interested in this type of vehicle. The article
illustrates in the first part the typical operation
of a fuel cell and evaluates the different losses
of the internal system, then the second part
summarizes the layout of a fuel cell and
highlights the different circuits used for the
operation of the entire cell. Next, part 3
represents the structure of a fuel cell
powertrain used for electric vehicles, and
finally the last part which consists of a swot
analysis to discuss the challenges and
opportunities of integrating FCEVs into the
Moroccan market.
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Contribution of Individual Authors to the
Creation of a Scientific Article (Ghostwriting
Policy)
-Khaldi Hamza studied the state-of-the-art part and
also the analysis of the existing models and future
work.
-Mounir Hamid supervised the first author and
helped to better structure the article.
-Boulakhbar Mouaad studied the part of the
challenges to integrating the FCEVs in Morocco
using the SWOT analysis method.
Creative Commons Attribution License 4.0
(Attribution 4.0 International, CC BY 4.0)
This article is published under the terms of the
Creative Commons Attribution License 4.0
https://creativecommons.org/licenses/by/4.0/deed.e
n_US
[50]
Khouya, Ahmed. Levelized costs of energy
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