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Research Institutes of Sweden
PREREQUISITES FOR FUEL
CELL VEHICLES
Dr. Hans Pohl
Senior researcher
December 2017
RISE VIKTORIA
2
Presentation outline
▪ Vehicles on the roads
▪ Powertrain configurations
▪ Competitiveness of fuel cells in road vehicles
▪ On-going sub-system projects
▪ Conclusions
3
Why a fuel cell vehicle?
▪ Comfort, performance and versatility as a conventional car – no behavioural changesrequired
▪ Fuel can be produced in many ways, includingclimate neutral options
▪ Energy efficient tank-to-wheels
▪ No local emissions
▪ Low noise
▪ Commercially competitive (tbc!)
4
Why not a fuel cell vehicle?
▪ Long term investment, other solutions areeasier to get on the road
▪ Hydrogen fuel makes the transition demanding
▪ Few actors willing to face the commercial risk associated with large-scale investments in hydrogen refuelling infrastructure (and to some extent also fuel cell vehicle market introduction)
5
Comparison of two electric vehicles
Battery vehicle Fuel cell vehicle
Main components
differing
Tractionary battery pack Fuel cell system plus
hydrogen storage
Local emissions Zero Zero
GHG emissions Depends on electricity
production
Depends on hydrogen
production
Energy efficiency tank-
to-wheels
Very good Good
Range per day Depends on battery size
and recharging strategy
As for conventional
vehicle
Cost of vehicle Depends to a large
extent on battery size
As hybrid vehicle (tbc!)
Cost of fuel per km Low Depends on hydrogen
production
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Cars on the roadOEM Hyundai Toyota Honda Daimler
Model ix35/ Tucson Fuel Cell
Mirai Clarity Mercedes GLC F-Cell
Fuel cell power
100 kW 114 kW 103 kW ~100 kW
Battery Li-ion 24 kW
NiMH 9 kW
Li-ion Li-Ion 9.3 kWh (net)
Hydrogen 5,64 kg, 700 bar, 1 tank
5,0 kg, 700 bar, 2 tanks
700 bar, 2 tanks
4.4 kg, 2 tanks
Range 594 km 502 km (US EPA)
589 km (US EPA)
437 km (NEDC)
Price (USD)
76 000 57 500 56 500 –64 000
?
7
Buses on the roadOEM Daimler
EvoBusVan Hool Wright Solaris Toyota
Model Citaro Fuel Cell Hybrid, 12 m
A330, 12 m VDL 200 chassi, 12 m
Urbino, 18.75 m
FC Bus, 11 m
Fuel cells 2 * 60 kW from AFCC
150 kW from Ballard
75 kW from Ballard
100 kW from Ballard
2 * 114 kW (from Mirai)
Electricitystorage
Li-ion 250 kW Li-ion 100 kW Supercaps 240 kW
Li-ion 120 kWh
NiMH (from Crown)
Hydrogen storage
35 kg, 350 bar, 7 tanks
30 - 35 kg, 350 bar, 7 tanks
33 kg, 350 bar, 4 tanks
45 kg, 350 bar, 9 tanks
~25 kg, 700 bar, 10 tanks (from Mirai)
Comments FC as rangeextender
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Trucks on the road
▪ Few FC trucks presented so far
▪ Nikola Motors presented an all-electric FC truck 2016:
▪ Li-ion battery (320 kWh)
▪ Fuel cell (~300 kW)
▪ Compressed hydrogen
▪ Toyota tests a truck in Los Angeles:
▪ 12 kWh battery
▪ 2 Mirai fuel cells (228 kW)
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Presentation outline
▪ Vehicles on the roads
▪ Powertrain configurations
▪ Competitiveness of fuel cells in road vehicles
▪ On-going sub-system projects
▪ Conclusions
10
Powertrain configurations - introduction
Several combinations of fuel cells and batteriesare possible:
▪ Large fuel cells and hybrid (power) batteries
▪ Large fuel cells and plug-in batteries
▪ Small fuel cells and large batteries – rangeextender solution
We made two studies:
▪ Database covering all vehicles with fuel cells presented
▪ Total Cost of Ownership study
We = Hans Pohl, RISE Viktoria, Anders Grauers, Chalmers/SEC and Erik Wiberg, Vätgas Sverige
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Database study - conclusions
▪ Wide range of propulsion types presented
▪ Several concept vehicles may explain the large variations in propulsion types
▪ No clear trends but:
▪ FC hybrid propulsion dominates heavily for cars and buses among all presented vehicles
▪ FC hybrid propulsion dominates even more among produced vehicles
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Total Cost of Ownership (TCO) - Introduction
The following dimensions weresystematically studied to obtain the TCO:
▪ Power of the powertrain
▪ Range per tank/battery
▪ Lifetime of battery
▪ Total distance covered
It was assumed that the vehicle is usedduring 10 years with no remaining value
Marginal
cost for
power
[USD/kW]
Marginal
cost for
energy
[USD/kWh]
ICE diesel mild hybrid 15 0.4
Fuel cell + electric machine 40 + 35 18
Energy optimized battery +
electric machine
0 + 35 250
Power optimized battery +
electric machine
40 + 35 500
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Powertrain cost
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Cost of operation
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Example – private battery electric vehicle
Range 300 km
Used during 10 years
Average distance per day 50 km
Battery utilization:
Total distance driven/max range =
610 full cycles (only)
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TCO Battery and fuel cell electric vehicles
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Total Cost of Ownership
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Conclusion of powertrain study
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Presentation outline
▪ Vehicles on the roads
▪ Powertrain configurations
▪ Competitiveness of fuel cells in road vehicles
▪ On-going sub-system projects
▪ Conclusions
20
Policy study
▪ Zero emission zones exist but do not (yet) influence the massmarkets
▪ Markets combining size with strong policies such as China, California and Japan are more important to monitor
▪ Most clean vehicle policies support battery and fuel cell vehicles
▪ However, policies focusing on the fuel side differ
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Commercial vehicle applications - buses
Fuel cell buses popular option in several places:
▪ European procurement projects aiming at 600 buses
▪ Deliveries by Ballard and Hydrogenics of 1 600 fuel cell systems in China, mainly for buses have been announced
▪ Fuel cell system in a bus in the US. has been working more than23,000 h
But in Sweden plug-in buses are higher on the agenda.
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Commercial vehicle applications - trucks
An initial study of truck applications was made with the conclusion that distribution trucks appear most promising:
▪ Zero emissions and low noise most valuable in cities
▪ Easier to accomodate hydrogen tanks
▪ Reasonable range requirements.
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Presentation outline
▪ Vehicles on the roads
▪ Powertrain configurations
▪ Competitiveness of fuel cells in road vehicles
▪ On-going sub-system projects
▪ Conclusions
24
Cost function for automotive fuel cell systems
▪ Cost critical for cars and important for larger vehicles
▪ Several combinations of batteries and fuel cells possible and relevant to maximize life time or minimize cost
▪ Size (and use) dependant cost function needed
▪ Budget: 125 kSEK
▪ Status: Granted but not contracted
25
Hydrogen storage in road vehicles
▪ Hydrogen storage heavier, larger and more expensive than conventional tanks for fossil fuels
▪ High pressure (700 bar) now also used in heavy vehicles
▪ Number of cycles differs between applications and is critical for the cost of use
▪ Storage must be carefully optimized for each application
▪ The project will update the knowledge about hydrogen storage alternatives with a focus on durability and cost
▪ RISE Viktoria and SWECO
▪ Budget: 100 kSEK
▪ Status: Granted but not contracted
26
Conclusions
▪ Fuel cells relevant for a wide range of road vehicle applications, with or without plug-in options
▪ Policy support exists but differs substantially when it comes to the energy side
▪ Knowledge needed, large gap between insiders and others
