## 4 Dynamics Simulation and Experimental Results  
### Driving Scenarios and Simulator Parameter Setting  
Table 2 tabulates the parameters for the IHTMS simulator. It summarizes the parameters from Equations (3)-(12) so that the simulation profiles can be compared with the experimental results. By measuring the surface area of two stainless tanks, \(\mathrm{A_{fc}}\) and \(\mathrm{A_{bat}}\) were derived. Since the material of pipe 1-5 was Nitrile Butadiene Rubber (NBR), \(\mathrm{h_{p}}\) was given. The pipe surface areas: \(\mathrm{A_{p1}}\) to \(\mathrm{A_{p5}}\) were evaluated according to Figure 6. The specific heat at constant volume for the PEMFC and the battery were derived from the simulation software ADVISOR (ADvanced Vehlcle SimulaOR).  
Table 3 lists the parameters of the vehicle and road conditions for Equations (13)-(16). The proper waste heat of dual energy sources for each time step thus was calculated. Figure 8a is the driving scenario, a standard driving cycle-WLTP (Worldwide harmonized Light vehicles Test Procedure) class 1 was adopted for calculating the waste heat. Figure 8b is the demanded power of dual energy sources evaluated from Equations (13) and (14). Hence, the waste heat of emulated PEMFC and lithium battery is demonstrated in Figure 8c,d. The time-variant waste heat was delivered to the simulator and the experimental platform for the output performance comparison. The assumption of the vehicle mass was 350 kg because we adopted a light EV where the vehicle gross mass is 290 kg. It consists of the fuel cells and hydrogen tanks (50 kg), the lithium battery module with the traction motor and motor controller (60 kg), and the vehicle chassis and frame (180 kg). With one 65 kg driver's weight, the total vehicle mass is 350 kg.  
\begin{table}
\begin{tabular}{c c c} \hline \hline
**Parameters** & **Symbol (Unit)** & **Value** \\ \hline Air density & \(\mathrm{\rho_{a}}\) (kg/m\({}^{3}\)) & 1.225 \\ Water density & \(\mathrm{\rho_{w}}\) (kg/L) & 993 \\ Environment Temperature & \(\mathrm{T_{amb}}\) (\({}^{\circ}\)C) & 27 \\ Battery specific heat at constant volume & \(\mathrm{C_{vbat}}\) (J/kg K) & 759 \\ Fuel cell specific heat at constant volume & \(\mathrm{C_{v,fc}}\) (J/kg K) & 750 \\ Water specific heat at constant volume & \(\mathrm{C_{v,w}}\) (J/kg K) & 4200 \\ Pipe heat transfer coefficient & \(\mathrm{h_{p}}\) (m\({}^{2}\) K) & 0.25 \\ Inner water channel of Fuel cell heat transfer coefficient & \(\mathrm{h_{w,fc}}\) (m\({}^{2}\) K) & 15 \\ Inner water channel of battery heat transfer coefficient & \(\mathrm{h_{w,bat}}\) (m\({}^{2}\) K) & 15 \\ Fuel cell heat transfer coefficient & \(\mathrm{h_{fc}}\) (m\({}^{2}\) K) & 15 \\ Battery heat transfer coefficient & \(\mathrm{h_{bat}}\) (m\({}^{2}\) K) & 15 \\ Fuel cell surface area & \(\mathrm{A_{fc}}\) (m\({}^{2}\)) & 1.5 \\ Battery surface area & \(\mathrm{A_{bat}}\) (m\({}^{2}\)) & 1.5 \\ Pipe 1, 2, 4 surface area & \(\mathrm{A_{p1,2,4}}\) (m\({}^{2}\)) & 0.2 \\ Pipe 3 surface area & \(\mathrm{A_{p3}}\) (m\({}^{2}\)) & 0.25 \\ Pipe 5 surface area & \(\mathrm{A_{p5}}\) (m\({}^{2}\)) & 0.3 \\ Water volume & \(\mathrm{V_{w}}\) (m\({}^{3}\)) & 0.004 \\ \hline \hline \end{tabular}
\end{table}
Table 2: Parameter values of the IHTMS simulator.  
\begin{table}
\begin{tabular}{c c c} \hline \hline
**Parameter** & **Symbol (Unit)** & **Value or Function** \\ \hline Vehicle mass & \(\mathrm{m_{v}}\) (kg) & 350 \\ Rolling resistance coefficient & \(\mathrm{\mu}\) & 0.015 \\ Air drag coefficient & \(\mathrm{C_{d}}\) & 0.3 \\ Final drive ratio & FR & 3.93 \\ Vehicle frontal area & \(\mathrm{A_{vch}}\) (m\({}^{2}\)) & 1.5 \\ Gravity & g (m/s\({}^{2}\)) & 9.81 \\ Road grade & \(\theta(^{\circ})\) & 0 \\ Tire radius & Rw (m) & 0.254 \\ \hline \hline \end{tabular}
\end{table}
Table 3: Vehicle parameters and road conditions.