Prospects and Challenges for Fuel Cell Cars for Tomorrow’s mobilityDr. Peter Treffinger / Prof. Horst E. Friedrich / Dr. Karelle CouturierNovember 21st 2007, 2nd International Workshop on Functional Materials for Mobile Hydrogen Storage, Karlsruhe
Folie 2 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 2
Institute of Vehicle Concepts
DLR - sites and employeesThe DLR - German Aerospace Research Center
5.100 employees working in 27 research institutes and facilities
at 8 sitesin 7 field offices.
Offices in Brussels, Paris and Washington.
fields of research:aeronautics, space, transport, energy
Köln-Porz
Lampoldshausen
Stuttgart
Oberpfaffenhofen
Braunschweig
Göttingen
Berlin--Adlershof
Bonn
Trauen
HamburgNeustrelitz
Weilheim
Berlin-Charlottenburg
Sankt Augustin
Darmstadt
Folie 3 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 3
Institute of Vehicle Concepts
Outline
Bench mark liquid fuelTomorrow’s vehicle concepts ?
Fuel consumptionDevelopment routes
Tomorrow’s fuels ?Fuel cell cars and hydrogen storages
Operation conditionsSafetyCost
Summary
Folie 4 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 4
Institute of Vehicle Concepts
Bench mark – Storage of conventional liquid fuels
Picture: TI Automotive
Almost free shapableVolumetric efficiency (Volume of Storage / package space) ≈ 90 %Gravimetric efficiency (Mass of fuel / Mass of empty storage) ≈ 4,0Gravimetric energy density ≈ 9,5 kWh/kgSystem weight
Folie 5 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 5
Institute of Vehicle Concepts
Honda IMA
Toyota Fine-X
Bora Hy-Power
Vehicle Concepts
LexusRX400h
HyperCar
F-Cell
A-KlasseB-Klasse
GM Sequel
Audi Q7 hybrid
Two-Mode Hybrid
BMWGM
DaimlerChrysler
Touran Hy-Motion
Toyota Prius
DLR - Hylite
Folie 6 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 6
Institute of Vehicle Concepts
Fuel consumption
MJ/km
source: Y. Baba, H. Ishitani. Well to Wheel Efficiency of Advanced Technology Vehicles in Japanese. Electric Vehicle Symposium. Long Beach, 2003.
velo
city
(km
/ h)
0 200 400 600 800 1000 12000
20
40
60
80
100
120
1400Zeit (s)
velo
city
(km
/ h)
0 200 400 600 800 1000 12000
20
40
60
80
100
120
1400Zeit (s)
velo
city
(km
/ h)
0 200 400 600 800 1000 12000
20
40
60
80
100
120
1400Zeit (s)
velo
city
(km
/ h)
0 200 400 600 800 1000 12000
20
40
60
80
100
120
1400Zeit (s)
Japan 10-15-Mode
US-UDDS
NEFZ
US-Highway
Japan1015US-UDDSNEFZUS-Highway
0,0 0,5 1,0 1,5 2,0 2,5 3,0
gasoline engine
gasoline hybrid
diesel engine
diesel hybrid
FC (CH2)
FC hybrid(CH2)
-36%-30%
-20%
-46%
Folie 7 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 7
Institute of Vehicle Concepts
CO2-emissionsdifferent generic drive trains
sources: DLR. R. Edwards, Well-To-Wheel Analysis, 2003. UBA-H2, Entwicklung einerGesamtstrategie zur Einf. alternat. Kraftstoffe. Pehnt, Ganzheitliche Bilanzierung, 2002. Schweimer, Sachbilanz des Golf A4, Wolfsburg.
0 500 1000 1500 2000 2500 3000 3500
reference gasoline middle class
gasoline start/stop
gasoline micro hybrid
gasoline mild hybrid
gasoline full hybrid
FC vehicle H2 ex Coal
FC vehicle H2 ex CNG
FC vehicle H2 ex CleanCoal
FC vehicle H2 ex REG
cumulated CO2 -emissions (kg/a)
vehicle
fuel production
urban operation
highway operation
Folie 8 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 8
Institute of Vehicle Concepts
CO2 reduction potentials
Ø new cars in Germany 2004 (source: ifeu/KBA)
EU-goal for 2012
ACEA goal for 2008 (KAMA 2009)
100
120
140
160
180
80
CO
2em
issi
ons
of n
ew v
ehic
les
in g
/km
(NEF
Z)
2012 2020 2030
cost optimated mix of technologies lightweight construction, integral, electro hybrid
lightweight construction, integral, gasoline engine
full hybrid
mild hybrid
optimization gasoline engine, second stage
aerodynamic resistance, long term
red. of rolling resistanceoptimization gasoline engine, third stage
efficient gearbox
stop/start, externoptimization gasoline engine, first stage
lightweight construction, first stage
aerodynamic resistance, short term
Folie 9 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 9
Institute of Vehicle Concepts
Roadmap towards sustainability
Movie: Schulé, 2005
Folie 10 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 10
Institute of Vehicle Concepts
Fuel scenario for GermanyHigh-efficient vehicles & liquid bio fuels
2.500
1.500
2.000
1.000
500
02000 2010 2020 2030 2040 2050
PJ/a
Hydrogen
Bio-Ethanol
Natural Gas
Diesel fossil, PC
Gasoline
Electricity
Diesel fossil, Trucks
1st gen biodiesel
2nd gen biodiesel (BtL)
Mrd. Veh-km
500
550
600
700
750PC
50
55
60
65
70
75HT
Kilometers traveled
650
Reduction of CO2 Emissionsby 2nd generation bio-fuels
Reduction of fuel consumption by efficient vehicle concepts
Diversificationbyalternative power trains/fuels
Quelle: DLR
Folie 11 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 11
Institute of Vehicle Concepts
Fuel cell vehicleExample Mercedes-Benz F-600 Hygenius
Sources: Brennstoffzellenantriebe Technischer Status und Ausblick, ATZ 09/2007; www.all4engineers.com, www.daimlerchrysler.com
Permanent excited Synchronous motor(85 kW, 350 Nm)
Wasser-cooled Lithium-Ionen-BatteryFuel cell stack (60 kW)Compressed hydrogen (700 bar) Electrical compressorNew Humidification deviceRange: 400 kmMax speed: 170 km/h
The following data is based on our estimation:Fuel cell stack operation temperature: ~ 80 °C
⇒ Challenge heat rejection (Have a look on front area of vehicle) Hear more on that issue in presentation of VW
Folie 12 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 12
Institute of Vehicle Concepts
--440384440100Number of cells
GM Equinox
-
-
-
Metal
ca. 85 °C
ca. 1,7 bar
93 kW
2005
PEM
St – 18
GM
FCX(2003)
0,9 kW/kg
48 kg
(33 l)
Metal
max. 95 °C
-
43 kW
2003
PEM
Honda
FCHV(7/2005)
-
-
-
-
-
-
90 kW
-
PEM
Toyota
140 kg96 kg-Weight
200420032006Developmentdate (approx.)
Andromeda IIMark 902Labeling
DC F 600 HYgenius
ca. 1 kW/kg
-
Metal
ca. 70-80°C
ca. 1,6 bar
16,5 kW
PEM
DaimlerChrysler
0,6 kW/kg0,9 kW/kgspez. Weight
NuveraBallardManufacturer
PEMPEMStack Type
Fiat Panda Hydrogen
DC F-CellInstalled in vehicle
864x486x200mm³ (84 l)
805x375x250mm³ (75 l)
Dimensions
MetalGraphiteBPP Material
70 – 85 °C65 - 80 °CTemperature
1,6 bar3 barPressure (abs.)
85kW85 kWPower
Data of fuel cell stacks
Sources: Gathered from several sources, publications, web-sites, might be notconsistent.
Folie 13 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 13
Institute of Vehicle Concepts
--440384440100Number of cells
GM Equinox
-
-
-
Metal
ca. 85 °C
ca. 1,7 bar
93 kW
2005
PEM
St – 18
GM
FCX(2003)
0,9 kW/kg
48 kg
(33 l)
Metal
max. 95 °C
-
43 kW
2003
PEM
Honda
FCHV(7/2005)
-
-
-
-
-
-
90 kW
-
PEM
Toyota
140 kg96 kg-Weight
200420032006Developmentdate (approx.)
Andromeda IIMark 902Labeling
DC F 600 HYgenius
ca. 1 kW/kg
-
Metal
ca. 70-80°C
ca. 1,6 bar
16,5 kW
PEM
DaimlerChrysler
0,6 kW/kg0,9 kW/kgspez. Weight
NuveraBallardManufacturer
PEMPEMStack Type
Fiat Panda Hydrogen
DC F-CellInstalled in vehicle
864x486x200mm³ (84 l)
805x375x250mm³ (75 l)
Dimensions
MetalGraphiteBPP Material
70 – 85 °C65 - 80 °CTemperature
1,6 bar3 barPressure (abs.)
85kW85 kWPowerChallenge desorption temperature:If the “HT-PEM” does not happen we would rely on a temperature level for desorption of approx. 90 °C
Challenge desorption temperature:If the “HT-PEM” does not happen we would rely on a temperature level for desorption of approx. 90 °C
Data of fuel cell stacks
Sources: Gathered from several sources, publications, web-sites, might be notconsistent.
Folie 14 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 14
Institute of Vehicle Concepts
H2-Storage Compartment 1
H2-Storage Compartment 2
AmbientPEFC-
Stack Case
H2-ComponentCompartment
Ambient
H2-Sensor 1
H2-Sensor 3 in the Passenger Compartment
H2-Sensor 2
Example HyLite® fuel cell system packageSafety concept and hydrogen storage
Folie 15 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 15
Institute of Vehicle Concepts
H2-Storage Compartment 1
H2-Storage Compartment 2
AmbientPEFC-
Stack Case
H2-ComponentCompartment
Ambient
H2-Sensor 1
H2-Sensor 3 in the Passenger Compartment
H2-Sensor 2
Example HyLite® fuel cell system packageSafety concept and hydrogen storage
Components/function neededStorage (material + heat exchanger + vessel); storing hydrogenCharging line with safety equipment; provide mass flow; operating pressureHydrogen supply line to fuel cell stack with safety equipmentHeating and cooling circuit for desorption and adsorptionEventually: Cold start device
⇒ System mass must consider all components required to fulfill the functions
Components/function neededStorage (material + heat exchanger + vessel); storing hydrogenCharging line with safety equipment; provide mass flow; operating pressureHydrogen supply line to fuel cell stack with safety equipmentHeating and cooling circuit for desorption and adsorptionEventually: Cold start device
⇒ System mass must consider all components required to fulfill the functions
Folie 16 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 16
Institute of Vehicle Concepts
Challenge charging of storage
35 kJ/mol: 5 kg H2 90 MJ5 min: ca. 300 kW
0
1
10
100
1000
2.25 2.75 3.25 3.75 4.25Temperature 1000/T [1/K]
Pres
sure
P [b
ar]
high pressure
lowtemperatur
0.1
Temperature T [°C] 150 100 50 0 -50
1 bar
25 bar85
°C 0 °C
ΔH = -40 kJ/molRΔS
RTΔHln(P) −=
ΔS = -130 J/mol.K ΔH = -35 kJ/mol
ΔH = -30 kJ/mol
ΔH = -25 kJ/mol
Folie 17 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 17
Institute of Vehicle Concepts
Challenge charging of storage
35 kJ/mol: 5 kg H2 90 MJ5 min: ca. 300 kW
0
1
10
100
1000
2.25 2.75 3.25 3.75 4.25Temperature 1000/T [1/K]
Pres
sure
P [b
ar]
high pressure
lowtemperatur
0.1
Temperature T [°C] 150 100 50 0 -50
1 bar
25 bar85
°C 0 °C
ΔH = -40 kJ/molRΔS
RTΔHln(P) −=
ΔS = -130 J/mol.K ΔH = -35 kJ/mol
ΔH = -30 kJ/mol
ΔH = -25 kJ/mol
The station should provide cooling power of several 100 kWI personally believe not on concepts replacing of storages; warranty!
The station should provide cooling power of several 100 kWI personally believe not on concepts replacing of storages; warranty!
Folie 18 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 18
Institute of Vehicle Concepts
Experiments on charging of technical solid statestorages
Variety of storage tanks 40 to 400 Nl H2 capacityCharge/discharge at constant pressureor constant mass flowExternal cooling/heating system (2.25 kW)
Lab scaled tank125 cm3 geometric volumeFulfilled with variety of low temperature metal hydride (AB5, AB2, etc…)Temperature profile and pressure drop in the hydride bed
Commercially available storage tank as bench mark AB5 with annular geometry (300 Nl H2 capacity)Storage of JSW compatible to HyLite vehicle
Sources: DLR, Institute of Technical Thermodynamics, Institute of vehicle concepts
Fuel cell stackHeat management
Air supply system JSW storage
Lab scaled storage
Storage test bench
Fuel cell system test bench
Folie 19 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 19
Institute of Vehicle Concepts
Experiments on charging of technical solid statestorages
Variety of storage tanks 40 to 400 Nl H2 capacityCharge/discharge at constant pressureor constant mass flowExternal cooling/heating system (2.25 kW)
Lab scaled tank125 cm3 geometric volumeFulfilled with variety of low temperature metal hydride (AB5, AB2, etc…)Temperature profile and pressure drop in the hydride bed
Commercially available storage tank as bench mark AB5 with annular geometry (300 Nl H2 capacity)Storage of JSW compatible to HyLite vehicle
H2 loading in a LaNi5 Storage tank: 40 L H2, T=25°C, P=10 bar
0
2
4
6
8
10
12
14
0 100 200 300 400 500 600 700 800 900 1000
Time [s]
H2 l
oadi
ng [g
H2 /
kg
Me]
Simulation
Experiment
Sources: DLR, Institute of Technical Thermodynamics, Institute of vehicle concepts
Fuel cell stackHeat management
Air supply system JSW storage
Lab scaled storage
Storage test bench
Fuel cell system test bench
Folie 20 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 20
Institute of Vehicle Concepts
Challenge dynamic operation
Increase of the effective conductivity of the MeH-Bed with Aluminum
1 kg H2 storage tank
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
01.32
0.113
0.225
0.337
0.448
0.560
0.672
0.783
0.895
0.9107
Al fraction in LaNi5effective conductivity [W/mK]
H2
load
ing
at
5 m
in [
kg]
0
50
100
150
200
250
300
350
400
tota
l mas
se [
kg]
and
volu
me
[L]
of
the
sto
rag
e ta
nkmasse of the container [kg]
masse of Al [kg]
masse of LaNi5 [kg]
volume of the container [L]
H2 loading at 5 min [kg]
DOE 2010: 17 kg - 23 L
Dynamic operationUnderstand heat and mass transfer Develop effective heat and mass transfer employing light weight heat exchange devices
Dynamic operationUnderstand heat and mass transfer Develop effective heat and mass transfer employing light weight heat exchange devices
Source: DLR, Institute of Technical Thermodynamics
Folie 21 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 21
Institute of Vehicle Concepts
Challenge cost
DLR cost model for Li-Ion batteries
Carlson (2005) 500k stacks/a
DLR (2007) 10 stacks
Membrane 4.36 € 165.20 €Electrodes 52.08 € 205.42 €GDL´s 3.43 € 51.36 €Bipolar plates 8.98 € 85.26 €Gaskets 2.32 € 10.05 €Summe 71.17 € 517.29 €
DLR cost investigation of fuel cell stacksDLR (2007) cost consider material cost only
Folie 22 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 22
Institute of Vehicle Concepts
Challenge cost
DLR cost model for Li-Ion batteries
Carlson (2005) 500k stacks/a
DLR (2007) 10 stacks
Membrane 4.36 € 165.20 €Electrodes 52.08 € 205.42 €GDL´s 3.43 € 51.36 €Bipolar plates 8.98 € 85.26 €Gaskets 2.32 € 10.05 €Summe 71.17 € 517.29 €
DLR cost investigation of fuel cell stacksDLR (2007) cost consider material cost only
Cost issue of fuel cell Cost issue of traction batteriesCost issue of solid state storage ?
Cost issue of fuel cell Cost issue of traction batteriesCost issue of solid state storage ?
Folie 23 > Vortrag > AutorDokumentname > 23.11.2004
Functional Materials for Mobile Hydrogen Storage > Treffinger > Karlsruhe > Nov. 21st 2007, slide 23
Institute of Vehicle Concepts
SummaryLiquid fuel tank is tough bench markMultiple power train technologies are in development the race is going on …Hydrogen competes with other fuels also in long term
Bio fuelsElectricity
Solid state storage faces a lot of challengesReversible capacity of materialCyclabilityAdjustment to operation conditions of fuel cell system (T and p)Refueling effortsIs gravimetric energy density kept when considering all components needed in real operationand finally what‘s about the cost ...
We should discuss today and then go back to work immediately ...
Thank you very much for your attention!