Brennstoffzellentechnologie bei Daimler
Dr. G. Frank, Daimler AG, Fuel Cell Component Development & H2 Infrastructure
Seminar erneuerbare EnergienUni Karlsruhe10. Mai 2017
Daimler roadmap to sustainable mobility
High-techcombustion engines
Consequenthybridization
Electric vehicleswith battery and fuel-cell
More than 8 million km customer experienceMore than 4,000 h fuel cell durability
Mercedes-Benz B-Class F-CELL Mercedes-Benz Citaro FuelCELL-Hybrid
More than 4 million km of regular line operationMore than 10,000 h fuel cell durability
Fuel cell technology: Worldwide experience for highest technological know-how
Daimler AG
Mercedes-Benz F-CELL World Drive 2011
3 B-CLASS F-CELL125 DAYS14 COUNTRIES30,000 KM
Minutes
Perc
ent
< 3 min. > 3 min.
Mercedes-Benz F-CELL Lessons Learned:Fast Refueling is validated
Result of 36,000 refuelings in real-life operation:2.8 minutes refueling time in average
Mercedes Benz F-CELL Lessons Learned for Next Generation
Seite 6
Different customer profiles User behaviour Different climate Different H2-Infrastructure Reliability in daily use
Load distribution Degradation Statistics & Prognosis
GLC-Fuel Cell System Learnings Apply learnings from Fleet and test benches
e.g. to reduce stress on stack componentsMore stable components (e.g. catalysts) Implement recovery procedures Improved component specifications
Fleet Operation (Customers) Powertrain-Testing
Phoenix
DAIMLER: Next Generation Fuel-Cell SystemHuge technological progress
2010: Underfloor package 2017: Compartment package
30% reduction fuel cell engine size
90% reduction of Platinum
30% higher electric range in future vehicles
40% higher system performance
Requirement/Development Cascade (top-down) & Validation/Testing Cascade (bottom-up)
Vehicle
Powertrain
Systems
Components
The V Model of Product Development
Durability test distribution on different integration levels:
Good correlation of results on different integration levels required!
Hardware-StagesIntegration Level
Stage 1 Stage 2 Stage 3 Stage 4
Component Level
System Level
Powertrain Level (Test Bench)
Vehicle Level(Road Testing)
Feedback for Control & Component Development
Stack (component) Testing Philosophy:Transfer failure mode from Vehicle/Powertrain to Components
10
Requirements Definition Conformity to Requirements
Fundamental Understanding
Component Verification
Stack Verification/Validation
MaterialRequirements
& Testing
Stack ModuleRequirements
& Testing
Usage Data Requirements
Verification/ Stack Validation
MaterialsTests
Subscale Tests Module Tests System & Vehicle Tests
Failure Mode Identification and Feedback to Design Process
Component/StackRequirements
& Testing
Key Success Factor: Fast Material Tests that correlate with Stack testing for Prediction of Stack Behaviour in System/Vehicle
11
MaterialsTests
Subscale Tests Module Tests System & Vehicle Tests
Performance & Durability Prediction Performance & Durability Validation
Material Characteristics:Tests in wide range ofoperating conditions
Failure mode specifictest protocols
MEA andSubcomponentInteraction:Tests in specifiedoperating conditionsand window aroundSystem conditions
Integrated Stack:Tests in specificconditions derivedfrom vehicleincluding drive cycles
Fuel Cell System/PowertrainVehicle:Performance &Durability validationadressing fuel cellspecific needs
Example: Testing for Start/Stop in the driving cycle
Air-Air StartHydrogen-Air Start
Traffic Shopping Long parking
Duration of “Stop“
• At start-up, air-hydrogen front at anode
• Oxygen is reduced at anode => Corrosion of C-support
1) Source: Yu et al., Journal of Power Sources 205 (2012) 10– 23
• Short stops: Negligible degradation
0
25
50
75
100A
node
gas
co
ncen
trat
ion
(%)
Time
Long stops: After shut-down air diffuses to anode
H2 O2
1) 1)
Example: RDE and Stack Measurement Results
Catalyst RDE test results are comparable with In-situ Test Result in Stacks, but 10 times faster
=> Component Testing (RDE) can be used to predict catalyst durability and to design fuel cell system and operating strategy to optimize durability
Komponenten-Entwicklung BZ-System: Beispiel ETC
14
Verdichter-Rad
TurbineMagneten im Rotor Axiales LuftlagerRadiales Luftlager
• Ölfreie Lagerung notwendig => Luftlager• Reibungsarme Beschichtung für axiale und radiale Lager notwendig für An- und Abschaltvorgänge• Mehr als 200.000 Start – Stopp Zyklen erfolgreich getestet
• Herausforderung: Vereinfachung der Fertigungstechnologie um Kosten zu senken
DAIMLER: Next Generation Fuel-Cell SystemGLC F-CELL Facts
15
Approx. 500 km combined electricrange NEDC
< 50 km ranges in battery-electricmode alone
700 bar hydrogen refueling in approx. 3 min
Battery with an energy content ofapprox. 9 kWh
2 carbon fibres coated tanks with~4 kg capacity
Fuel celldrive system
Charge socket
Hydrogen tank
Electricmotor
H2 fueling nozzle
On-board charger
Lithium-ion battery
Starting 2017: Mercedes-Benz GLC F-CELLwith plug-in-technology
Daimler AGDAIMLER AG | RD/EFR | Juli 2016
Starting 2017: Mercedes-Benz GLC F-CELLwith plug-in-technology
Daimler AG
Hardware Code Receptacle (SAE J 2600)
Keep it simple and utilize interfaces experience from current standard!One coupling for each pressure regime is sufficient!
Refueling Receptacle T N1 35 MPa Refueling Receptacle TN1 70 MPa
Source: WEH.de Source: WEH.de
Daimler AG
>>H2-Infrastructure
Daimler AG
Volatile energy supply due to feed-in of renewable electricity
The feed-in of wind energy already causes significant peaks in the energy supply
2016
The supply of wind energy may exceed the aggregate demand temporarily
2020
In the future, peaks in energy supply and demand become normal.
2050
Residual load has to be compensatedby thermal power plants
e.g.: 2050(70% of RE)
Elec
tric
ityge
nera
tion
/con
sum
ptio
n
Time-dependent over- or under-supply of renewable electricity requires highly-efficientand large-scale electricity storages. Opportunity: H2-storage
Increasing Feed-in of renewable electricity
Daimler AG
Dezentrale Speicher Zentrale SpeicherDecentralized storage Central Storage
Quelle: LBST (2011): Metastudie: Speicherung Erneuerbarer Energien, S.9 aus BMWi 2009
Excess electricity can be stored in different storage systems
Central long-term storage
Hydrogen is the ideal mid- to long-term storage for large amounts of energy from excess electricity
Supraleitende magnetische
Energiespeicher
Doppelschicht-kondensatoren
Schwungmassen-speicher
NiMH/Li-Ion
H2(FCV)NiCd/LA
HT -Batterien
Flow - BatterienDruckluft –
Speicherkraftwerk
H2 – Speicher Stationär
Pump-Speicher-kraftwerk
NiCd/ Blei Säure
Superconducting magnetic energystorage
Double layer capacitors
Fly-Wheel storage
NiMH/Li-Ion
H2(FCV)NiCd/LA
HT battery
Flow batteryCompressed air storage power plants
H2 – Stationary storage
Pumped storage power plant
NiCd/ Lead-Acid
Tage
sspe
iche
rW
oche
nspe
iche
rApplication ranges of different energy storage systems
shor
t-ter
m s
tora
geLo
ng-te
rm s
tora
ge
Nominal Power
Nom
inal
dis
char
ge d
urat
ion
[s]
Efficiency
Volu
met
ric e
nerg
y de
nsity
in k
Wh/
m³
H2 H2 electricity generation
ACAES Pumped storage power plant
Combustion in a combined-cycle power plant
Direct use
• Today only readily controllable fossil power plants are able to compensate long-term (days or weeks) fluctuations (e.g.: lack of wind).
• Replacing these fossil power plants with energy storage systems helps to speed up the Energiewende.
• H2 cavern storage systems have the highest energy density.
Daimler AG
Comparison of WTW greenhouse gas emissions and power consumption of the EUCAR reference vehicle 2020+
0
10
20
30
40
50
60
70
30 40 50 60 70 80 90 100 110 120 130
GH
G*-
emis
sion
[gC
O2e
q/km
]
Well-to-Wheel energy consumption [MJ/100 km]
Well-to-WheelGHG*-emission and energy consumption
FCEV 2020+ (without on-board-charger)100% H2-mode (H2 from wind power)
FC Plug-in 2020+ (with on-board-charger)Energy consumption / GHG*-emissions calculated
analogous to ICE Plug-In (ECE R101)(H2 from wind power)BEV 2020+
Electricity from wind power (no storage)
Storagelosses
pump-storage
H2-cavern storage
storage
FCEV 2020+ (without on-board-charger)100% H2-mode (H2 from natural gas)
BEV 2020+European electricity mix
combination
BEV 2020+Electricity from
wind power (incl. storage)
* GHG: Green House Gas
FC Plug-in 2020+ (with on-board-charger)Energy consumption / GHG*-emissions calculated
analogous to ICE Plug-In (ECE R101)(H2 from natural gas)
Sources: JRC/EUCAR/CONCAWE (2013): WtW report, version 4a,Daimler-internal calculations
H2-Mobility Build up a H2-infrastructre network until 2023 in Germany
23
Shareholder
Associated Partner
Gov.- Contact
H2-Mobility Signing Ceremony in Berlin 13th October 2015
Putting Hydrogen on the map
By 2018/19 as many as 100 Hydrogen stations across Germany should provide the world´s densest network
*
* By 04/2017 there are 33 HRS are completed, 22 HRS are under construction
Brennstoffzellentechnologie bei Daimler
Dr. G. Frank, Daimler AG, Fuel Cell Component Development & H2 Infrastructure
Seminar erneuerbare EnergienUni Karlsruhe10. Mai 2017