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Key developments in Fuel Cells Capital Markets Event Seoul, 23 May 2012
Key developments in Fuel Cells
Capital Markets Event
Seoul, 23 May 2012
2
What is a fuel cell?
Fuel cells generate electricity by means of a reversible electrochemical reaction
Energy supply is hydrogen and oxygen,
by-products are water and heat
•
Oxygen is taken from ambient air
•
Hydrogen source can be pure H2
gas, natural gas, methanol or other organic materials
•
Hydrogen is stored outside the fuel cell in
a separate tank
Performance characteristics
•
Energy is mainly determined by the size of the storage tank
•
Power is determined by the size of the fuel cell stack
3
Fuel cell types
Proton exchange Membrane Fuel Cells (PEMFC) are dominant technology
•
Mainly used today in stationary applications in Asia and transport in North America
Performance characteristics make it best candidate for automotive applications
•
Uses H2
gas as energy source
•
Scalable from W to MW
•
Suitable for dynamic operations
(e.g.: start/stop, drive cycles,…)
Direct Methanol Fuel Cells (DMFC) is a variant, using methanol as energy source
Other types (PAFC, AFC, MCFC, SOFC) have more limited applications due to their stringent operating conditions
•
Installed in small numbers for very large and continuously operated applications
73.8%
1.2%
8.8%
7.4%8.6% 0.2%
[MW]
97.0%
2.9% 0.1%
[#]
PEMFC DMFCPAFC SOFCMCFC AFC
Source: Fuel Cell Today
Fuel cell shipments in 2010
4
Current market
Today first commercial products are produced for slowly developing markets
•
Back up power
•
Off grid systems
•
Specialty vehicles
•
Buses
•
Distributed energy generation
•
Residential Combined Heat-Power (CHP) units
Commercial applications dominated by PEMFCs
2.30
54.8
32.9
Portable electronicsStationaryTransport
[MW]
Fuel cell shipments in 2010
Source: Fuel Cell Today
5
Early commercial/
prototype phase
(mainly mobility)
Market introduction
(mainly stationary power)
Estimated timeline of market introduction
or early commercial phase
2010-12
Source: Canadian Hydrogen & Fuel Cell Association
2012-2014
2015-2020
Backup Power
Market 2011 > 1000 units
Materials Handling
Market 2011 > 1000 units
CHP units
Market 2011 > 10,000 units
in Japan
Distributed Generation
Market 2011 < 10 units
Bus
Market 2011 > 10 units
Car
Market 2011 > 100 units
6
Why do we need fuel cells in automotive?
In order to achieve the EU CO2
reduction ambition of 80% by 2050,
road transport must achieve 95% decarbonisation
Portfolio of PHEVs, BEVs
and FCEVs
is only long term solution to obtain this decarbonisation target
In a decarbonised road transport world FCEVs
are the only solution offering longer driving ranges
100
50
150
00 400 600200 800 1000 1200 1400
CO2
emission
[g/km]
Range
[km]
ICE
dieselICE
gasoline
PHEV
FCEV
BEV
2010
2050
2010
2050
2010
2050
2010
2050
2010
2050
EU 2015
target
EU 2020
target
ICE
Internal Combustion Engine-powered vehicle
BEV
Battery-powered Electric Vehicle
HEV
Hybrid Electric Vehicle
PHEV
Plug-in Hybrid Electric Vehicle
FCEV
Fuel Cell-powered Electric Vehicle
Source:
A portfolio of power-trains for Europe: A fact-based analysis (EU coalition study 2010)
7
Major OEMs have fuel cells
on their development roadmap
First market introduction for FC-powered cars planned in 2012, 2013, 2014 and 2015
Fuel cell-powered buses are already sold commercially by Daimler, Toyota, Hyundai and integrators such as Van Hool
Source: GM LBST compilation
8
Current state of the automotive fuel cell market
Programmes are agreed to roll out fuel cell cars and infrastructure simultaneously between
•
Public authorities
•
Automotive OEMs
•
Infrastructure companies
Programs are in place in
•
Europe
•
USA
•
Japan
•
KoreaSource: Canadian Hydrogen & Fuel Cell Association (2009)
Steps paving the way to commercialisation
of fuel cell electric vehicles
9
Current state of the automotive fuel cell market
There are satisfactory solutions to address main technical hurdles such that the development of commercial vehicles can continue
•
Water management
•
Cold weather operation
•
Performance
•
Durability
•
System size
Cost reduction is remaining issue, for which OEMs identified ways to get there
•
Mass production and economies of scale
•
Further material and system advancement
10
2010 2015 2020 2050
Lifetime
[‘000 km]115 180 247 290
Pt use
[g/kW]0.93 0.44 0.24 0.11
The fuel cell cost curve
Significant cost reductions to be obtained
•
Engineering technical issues
•
Design and materials innovation
•
Process cost reductions
•
Mass production effect
Fuel cell system cost reduction objectives*
•
By 2020
-75%
•
By 2050
-95%
•
MEA (incl. catalyst)
-90%
•
Catalyst (incl. Pt)
-80%
* Source: A portfolio of power-trains for Europe: A fact-based analysis (EU coalition study 2010)
Fuel cell system cost (in car)
-95%
Cost
MEA
Catalyst -75%
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Platinum availability
FCEV today needs more Pt than in an emission control catalyst
•
Today some 5-10x more or ~40g per car
•
Product expected to reduce this by 50% by 2050 (20g) and a further 50% by 2050 (10g)
Total availability of Pt is a concern to meet growing penetration of FCEVs
•
1 million FCEVs
by 2020 would represent ~20 tons of Pt
•
20 million FCEVs
by 2050 would represent ~200 tons of Pt
•
Compares to today's total supply of ~240 tons (including recycling for 25%)
US department of Energy indicated this long-term trend can be met
•
Mining capacity to be increased, requiring adjusted and more advanced mining technology
•
Efficient recycling will be key (available today at Umicore, closed loop models are a must)
•
Mobility behaviour will have to change (mix of BEVs, FCEVs, public transport)
12
Hydrogen availability
Hydrogen generation/distribution is not a technical issue
•
Hydrogen filling stations are existing technology
•
They can be built in growing numbers in the coming years by the industrial gas players (e.g. Linde, Air Liquide)
Hydrogen can be produced from renewable energy, without any CO2
emissions, creating new energy and mobility business model opportunities
•
Hydrogen can be used as storage medium for electricity by using electrolysis
•
Large energy and utility companies are investigating large scale energy storage technology by means of hydrogen
•
These initiatives complement the fuel cell mobility case, for which green hydrogen is the clear expectation of the public
Linde
hydrogen filling station
Honda hydrogen filling station
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Recycling
chemistrymetallurgy
materials science
materialmaterial
Completes Umicore’s technology exposure to automotive roadmap
•
Future car will be electrical, most probably hybrid, with battery and fuel cell
•
Automotive industry is major driver for fuel cell technology
Fit with Umicore business model
•
Precious metals containing added-value materials
•
Recycling is key in the model
Close technology fit with Umicore business
•
Precious metals chemistry and catalysis
Close application fit with Umicore business
•
Energy products
•
Automotive end user market
Why is Umicore active in fuel cells?
material
solutionsPGMs
Catalysis
PM chemistry
Recycling
Energy
AutomotiveFuel Cells
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Umicore combines efforts with Solvay
forming SolviCore
50%
50%
PM-based
catalysts
Membrane
ionomer
Membrane
Electode
Assemblies
(MEA) Fuel cell
producer
Each player is focused on own products and technology
Umicore and Solvay can also supply other MEA producers,
while SolviCore can also source from other suppliers
The key component
of the fuel cell
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Company PM
precious metals
PMC
precious metals chemistryCatalyst
Membrane ionomer
MEA
Membrane Electrode Assembly
Recycling
of PM
Umicore / SolviCore (Umicore) (Umicore) (Umicore) (Solvay) (SolviCore) (Umicore)
BASF
Concentrating on High Temperature
PEM-MEAs
Johnson Matthey
Gore
3M
Tanaka
Umicore/SolviCore/Solvay combination ideally
placed in competitive landscape for automotive fuel cells
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H2
/air
Automotive
H2
/O2
StationaryCHP, APU, UPS*
H2
generationH2
/air *combined heat and power generationauxiliary power unituninterrupted power supply
SolviCore is addressing the following MEA markets
with multiple collaborations
Ref
H2
/air
PEM electro
lysis
Collaboration with
multiple OEMs
Collaboration with
some engineering
companies
Collaboration with
some engineering
and gas companies
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Collaboration examples
Automotive drivetrain
fuel cell
Umicore and SolviCore are official partners in Volkswagen´s HyMotion 5
project
Development of
1st
German automotive fuel cell stack
for the HyMotion
5 car fleet
Introduction expected by 2015/16
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Collaboration examples
Automotive Range Extender Fuel Cell (REFC)
Michelin developed a 5kW H2
/air REFC for vehicle integration with SolviCore MEAs for FAM auto for an electrical F-City vehicle
•
Presented at Michelin Challenge Bibendum
in 2011
•
Michelin started commercialisation of REFC
concept in 2011
Renault is working on battery Range Extender Fuel Cell concepts (REFC) in close collaboration with SymbioFCell
•
Goal to overcome range and recharge time limitations of Renault’s ZE vehicle fleet
•
An REFC and battery powered HyKangoo
with SolviCore MEAs will be presented by Solvay together with Renault Tech and SymbioFCell in June 2012 at Solvay Tavaux, France
5 kW RE
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Collaboration examples
Stationary fuel cells
Air Liquide
intensified its hydrogen and fuel cell program in the last 2 years and is now leading the French H2
E and H2
mobility program
Air Liquide
and Indian Barthi
telecom (first Indian telecom service provider) signed MoU
which should lead to the foundation of a JV to provide electric energy
to remote telecom towers as a service
based on hydrogen and fuel cell (“Off-Grid”)
SolviCore is Axane´s
long term partner for all systems employed until today
Off-Grid
Backup
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Collaboration examples
Solvay’s
Lillo plant, hydrogen stations & transports
Solvay installed a 1 MW PEM fuel cell unit in 2011 at its plant in Lillo, Belgium with MEAs supplied by SolviCore
•
Produces electricity from hydrogen by-product coming from chemical electrolyis plant
•
Plant can be used to monitor >10.000 MEAs in real life operation
Solvay will install and operate 2 hydrogen filling stations
•
Lillo (Belgium): Support hydrogen bus fleet in the port of Antwerp
•
Tavaux (France): Support local hydrogen driven vehicles
Solvay will operate 2 Renault HyKangoos at its Tavaux plant (France) in June 2012
•
In collaboration with Renault Tech, SymbioFCell and SolviCore
•
In the framework of the French H2
E program
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Forward-looking statements
This presentation contains forward-looking information that involves risks and uncertainties, including statements about Umicore’s plans, objectives, expectations and intentions.
Readers are cautioned that forward-looking statements include known and unknown risks and are subject to significant business, economic and competitive uncertainties and contingencies, many of which are beyond the control of Umicore.
Should one or more of these risks, uncertainties or contingencies materialize, or should any underlying assumptions prove incorrect, actual results could vary materially from those anticipated, expected, estimated or projected.
As a result, neither Umicore nor any other person assumes any responsibility for the accuracy of these forward-looking statements.
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The presenter
Dr.-Ing. Holger
Dziallas
General Manager of SolviCore GmbH & Co KG
Dr.-Ing
Dziallas
joined Umicore in 2001 as Manager Marketing & Sales at Umicore Fuel Cells. He became the General Manager of SolviCore GmbH & Co KG in 2006. As an engineer in mechanical engineering with background in process engineering, polymer technology, energy technology, chemical reaction technology and catalysis and with more than 10 years of working experience, Dr.-
Ing
Dziallas
has excellent understanding of the whole fuel cell world. He was involved in the creation of the joint venture company SolviCore as technical and commercial lead of Umicore´s
fuel cell activities in 2006.
