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The TriHyBus and its Triple Hybrid Drive Train for City Buses
Nominated for the
© Proton Motor 2010 1
Proton Motor Fuel Cell GmbHJan-Mark KunbergerProton Motor Fuel Cell GmbHBenzstraße 7D-82178 Puchheimphone: +49 89-1276265-46fax: +49 89-1276265-99e-mail: [email protected]: www.proton-motor.de
...more than just fuel cells
TriHyBus and Triple Hybrid
What is the TriHyBus?Zero Emission Fuel Cell Hybrid Bus
Basis: Standard 12 m trolley bus from Skoda Electric (on IVECO Irisbus platform)
Maximum weight: 18 t
Maximum operational range: 250 kmMaximum speed: 65km/h
Triple Hybrid Drive Train
© Proton Motor 2010 22
Skoda Electric• Vehicle packaging• Design and manufacturing of power electronics
(e.g. DC/DC-converters, battery charger)• Design and programming of Power Management• Initial commissioning of vehicle• Homologation
Project Partners
© Proton Motor 2010 33
UJV (Nuclear Research Institute)• Overall project management• Financing
Proton Motor Fuel Cell GmbH• Design Power Management• Manufacturing and initial commissioning of Fuel Cell System• Certification and integration of Fuel Cell System• Initial commissioning of vehicle
TriHyBus and Triple Hybrid
What is Triple Hybrid?
SupercapsEnergy storage system applying
© Proton Motor 2010 44
A Fuel Cell System
Li-Ion Batteries
Fuel Cell System
Proton Motor
Gross power: 48 kW
Specific Energy: 327 Wh/kg (incl. H2-pressure vessels)Specific Power: 47 W/kg
Weight: 600 kg
© Proton Motor 2010 5
Li-Ion Battery
Voltage: 422 V (22 modules)
Energy: 27.4 kWh
Specific Energy: 80 Wh/kgSpecific Power: 155 W/kg
Weight: 326 kg
© Proton Motor 2010 6
Supercaps
Maximum Power > 200 kW
Specific Energy: 1,61 Wh/kg
Specific Power: 355 W/kgDurability: over 1 mio load cycles
Weight: 660 kg
© Proton Motor 2010 7
What is a city bus doing?
Power dynamics of a typical city bus drive cycle
dynamic response
© Proton Motor 2010 8
vehicle speed
Drive Train Requirements
What are typical city bus drive train requirements?
-> Enough power for stop and go traffic (acceleration and recuperation)
-> Enough energy storage for two shift operation (16h or 250km)
-> Economic operation (guarantee ROI)
• Low capital investment
© Proton Motor 2010 9
• Low capital investment
• Low specific energy costs
• Low specific power costs
• Low operational costs
• Low fuel costs -> high efficient vehicle
• Low maintenance costs -> high durability for triple hybrid drive train
Why Triple Hybrid?
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Supercap Li-Ion battery FCS
Specif ic Pow er [W/kg]
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Supercap Li-Ion battery FCS
Specific Energy [Wh/kg]
© Proton Motor 2010 10
0,000
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Supercap Li-Ion battery FCS
Pow er Cost [€/W]
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Supercap Li-Ion battery FCS
Energy Cost [€/Wh]
Low cost specific power
Supercap
Low cost specific energyBattery
Fuel Cell
Why Triple Hybrid?
© Proton Motor 2010 11
(VDI, Supercaps – Properties and Vehicle Application, 2005)
Power Management and Power Scheme
DC/DCWandler
DC/DCBatterieladegerät
________________________________________
____________________________________
________________________________________
M
Kühlung
M
Ventilation
Flexible Power Scheme and Power Management
Average power
• Fuel Cell
High power dynamics• Supercaps
P_fc=f(v, SOC, DC_link) P_bat = f(v, SOC, DC_link)
© Proton Motor 2010 12
DC/ACWandler
Supercaps
M
Traktionsmotor
________________________________________
________________________________________
________________________________________
____________Brennstoffzellen
Traktionsbatterie
Periphere
Verbraucher
Kühlung
M
Kompressor
Bus
M
KompressorBrennstoffzelle
M
Lenkkraft-verstärkung
Fuel Cell support during
high power demand (overland drive, uphill drive)• Li-Ion Battery
Triple Hybrid Performance
Fuel CellSupercaps Li-Ion Battery
© Proton Motor 2010 13
Optimum operation of Fuel Cell System, Li-Ion Battery and Supercaps -> Maximum durability
Triple Hybrid Performance
Fuel CellSupercaps Li-Ion Battery
© Proton Motor 2010 14
Optimum operation of Fuel Cell System, Li-Ion Battery and Supercaps -> Maximum durability
TriHyBus Project Targets and Achievements
Concept Phase TargetsFuel consumption: 26l/100km (Diesel equivalent, about 8 kgH2/100km)Fuel Cell average power < 48kWTest of Power Scheme and the Power Management
© Proton Motor 2010 15
AchievementsVehicle is in operation in Neratovice/Prag
Fuel consumption: 8,5 – 12 kg H2/100km (ca. 28 – 40 l Diesel
equivalent/100km), about 40% of a conventional Diesel busFuel Cell waste heat recovery for bus heating in operation
Average Fuel Cell power < 42kW
Next Steps TriHyBus Field Trials
Concept Phase successfully closed.
Field Trial Phase Targets• Integration of the next generation Fuel Cell technology• Verification of 6000h durability (on the TriHyBus)
© Proton Motor 2010 16
• Verification of 6000h durability (on the TriHyBus)• Fuel consumption 8kg H2/100km HBA (Hydrogen Bus Alliance)
requirement
• DV-Testing (EMC, vibration and climate chamber tests)
• Cost reduction through modular Fuel Cell System packaging
PM Basic A50 PM200 Packaging
Modular Packaging
Fuel Cell BoxAir Loop
Cooling Loop
17© Proton Motor 2010
More flexible packaging
Easy adaptation to different applications (Bus, Ship, APU)
Higher manufacturing volume -> Economies of Scales Effect -> cost reduction
Summary
The Triple Hybrid Drive Train is the perfect drive train for city busses!
• Zero emission
• Highly efficient• Requires only an average power of less than 42 kW
© Proton Motor 2010 18
• Requires only an average power of less than 42 kW• Operates the Fuel Cell, the Li-Ion Battery and the Supercaps under
minimum stressful conditions
• Is capable to cover all typical city bus drive cycles
Triple Hybrid Drive Train for City Buses
© Proton Motor 2010 19
Thank you very much!
Please visit the TriHyBus between exhibition hall 13 and 27
Why Triple Hybrid?
diesel electric
generator (incl.
fuel cell system
(incl. fuel
© Proton Motor 2010 20
generator (incl.
fuel system) battery
(incl. fuel
system)
critical success
factors weight AS TAS AS TAS AS TAS
zero emission 0,25 1 0,25 4 1 4 1
energy density 0,25 4 1 2 0,5 3 0,75
durability 0,2 4 0,8 3 0,6 3 0,6
costs 0,15 4 0,6 2 0,3 2 0,3
efficiency 0,15 1 0,15 4 0,6 3 0,45
sum 1 2,8 3 3,1
Milestones 2009
27.04.09 first test drive in Puchheim
30.04.09 Linie 854 Puchheim
© Proton Motor 2010 21
Milestones 2009
Homologation of TriHyBuses (EMC, noise emission, isolation test)
© Proton Motor 2010 22
HBA Strategy
Capital Investment[1] [ €] Volume Period
Status Quo $1.6 million to $2 million
(1200000 – 1500000)
<= 50 2009 – 2011
anticipated 1000000$ (740000) <= 100 2011 – 2013
(Hydrogen Bus Alliance, 2008)
[1] exchange rate 1,36USD/Euro (26.03.09)
Lower bound
FCS add on costs on diesel hybrid bus < $100000 (74000)
> 400 2013 – 2015
and later
© Proton Motor 2010 23
Expansion of H2-Fuelling infrastructure
(Daimler, H2-Mobility – Aufbau der Wasserstoffinfrastruktur in Deutschland, F-Cell Symposium 2009)
© Proton Motor 2010 24