Green Week 2013 Hydrogen as transport fuel and its role in industry strategies

Jörg Wind, Vice Chair NEW-IG transportation committee

H2 Electricity

Synthetic fuels (GTL) sulphur-free, free of aromatic compounds

Natural Gas (CNG)

1. Gen. Bio-Fuels (Ethanol from wheat, Biodiesel from Rape)

2.Gen. Bio-Fuels (NExBTL, Synt. Diesel from Biomass )

Wind Water Solar

Bio-Mass

Natural Gas

Crude Oil Conventional fuels sulphur-free, free of aromatic compounds

fuels primary energy sources for car fuels

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mor

row

Potential to store the fluctuating energy and support the energy change in Germany

Variation of future transport fuels

Natural Gas Reforming

Coal Gasification

Biomass Gasification

Renew. Electr. Electrolysis

Nuclear Electr. Electrolysis

• Production capacity in petrochemistry is usable on short term • Moderate CO2 reduction

• Largest fossil energy resources • Only usable if CO2 capture and storage is technically and economically feasible

• CO2 neutrality • Sustainable, reduction of dependencies • Competition among different applications (synthetic fuels, stationary use)

• Many big offshore wind parks already planned • Hydrogen is a means of storage for excess electricity • Good energy and CO2 balances at the same time

• Good CO2 balance • Trend towards an extension of nuclear energy capacity • Very unfavourable energy chain and limited resources

Hydrogen as a Byproduct

• In certain chemical processes (chlorine alkali electrolysis) hydrogen is produced as a by-product • Short term production capacity in chemical industry • Little energy input and costs, moderate CO2 reduction, limited capacity

Best CO2-Balance Highest Capacity

H2 Production Pathways with the Potential of Producing a Significant Amount of Hydrogen

H2 Infrastructure world-wide in 2013 (700 bar + public accessible)

5 FS in operation

• H2movesSkandinavia 2010 – 2012: (vehicles from Daimler, Hyundai and TH!NK), Rollout of 10 B-Class F-CELL

• Active H2 and FC-Initiatives in those countries (Hydrogen Link, HyNor, Hydrogen Sweden)

Scandinavia

7 FS in operation, 2 FS planned (until the end of 2013)*

• Demonstration projects within CaFCP

• Further initiatives e.g. Hawaii Hydrogen Initiative (H2I), SunHydro

USA

2 FS in operation

• Active H2 and FC-Initiatives (UK Hydrogen and Fuel Cell Association)

• Interest in H2 e.g. Politics • UK H2-Mobility: Developing a

rollout strategy for H2 transport in the UK

Great Britain

15 FS in operation, 2 FS under construction, 20 planned

(until the end of 2015)

• CEP Activities 2011 – 2016: Demonstration projects

• Cooperation Daimler AG & Linde Group until 2015: Build up of 20 FS

• H2-Mobility: Project to facilitate an area-wide infrastructure in Germany

Germany

• 350 bar FS were built and FCEVs operated for Olympic Games and Expo 2010

• Currently there are limited activities for further development of H2 Infrastructure

China

5 FS in operation

• Demonstration projects within JHFC and follower projects

• Build up of H2 FS in 4 Metropolis with highway connection until 2015 (MoU between OEMs and Infrastructure operators)

Japan

3 FS in operation

• According to Green Car Roadmap there should be 43 FS build until 2015 and 168 until 2020 in South-Korea

• Incentives for build up of FS will amount 70% until 2014 and 50% until 2018

• 100.000 FCEVs should be sold until 2020 • Incentives for FCEVs will be implemented in 2015

South-Korea

FS = Fuelling Station * In Los Angeles Area build up of FS within California Fuel Cell Partnership

Cost of hydrogen delivered at pump

Source: A portfolio of power-trains for Europe (McKinsey 2011)

The Current Generation of Fuel Cell Vehicles Technical Data

Vehicle Mercedes-Benz B-Class Fuel Cell

System PEM, 90 kW (122 hp)

Engine Output (Cont./ Peak) 70kW / 100kW (136 hp) Max. Torque: 290 Nm

Fuel Compressed hydrogen (70 MPa) Range 380 km (NEDC)

Top Speed 170 km/h

Li-Ion Battery

Output (Cont./ Peak): 24 kW / 30 kW (40 hp) Capacity: 6.8 Ah, 1.4 kWh

Technical Advancements of Daimler’s Fuel Cell Vehicles Top Speed Range Durability

[miles]

+135%

[l/100km]

-16%

[hours]

+100% +30%

[cu. Ft.]

-40% +21%

[kW] [mph]

GEN 1 A-Class F-CELL

GEN 2 B-Class F-CELL

Next Generation “target”

Size H2 Consumption

Power

From generation to generation great technical improvements in numerous technical areas.

Cost Potentials of the Fuel Cell Technology

The cost for the fuel cell power train are currently much higher than those from conventional drive systems. They can be reduced considerably through scale effects and technology advances.

A reduction of the costs on the level of conventional drive trains is possible.

Cost reduction through scale effects

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ts P

ower

Tra

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le

Technology Generation I

A-Class F-CELL

Technology Generation II

B-Class F-CELL

Technology Mass Market

Hybrid

Fuel Cell Electric Vehicle Hybrid

Cost reduction through establishment of a competitive supply industry

Cost reduction through technical advances II

Cost reduction through technical advances I

Applications of H2 / Fuel Cells in other modes of transport

Role of H2 / FCEV technologies in overall strategy Long Distance Interurban City Traffic

Efficient Combustion Engine

Hybrid Drive

Plug-in Hybrid / Range Extender

Electric Vehicle wit Fuel Cell

Electric Vehicle with Battery

B-Class F-CELL

smart fortwo electric drive

S500 Plug-in HYBRID

S 400 HYBRID

ML 250 BlueTEC 4MATIC

Emission free mobility Combustion drive

Air quality, energy savings and GHG-emissions will benefit

Sustainable mobility

Mega Cities / surroundings

Local emissions

CO2 regulations

Resource independency

Growing World Population & Industrialization

Thanks for your attention!