Assessment of Fuel Cells as Auxiliary Power Systems for Transportation Vehicles

DE-FC04-01ALL67604

TIAX LLCAcorn ParkCambridge, Massachusetts02140-2390

Reference: D0036.00

2003 Hydrogen and Fuel Cells Merit Review Meeting

Berkeley, CA

May 19-22

MS.DOE.D0036REVIEW.051903 1

Background & Objectives Opportunity

As auxiliary power units (APUs), fuel cells may find opportunity for automotive-volume markets by offering some key potential advantages.

• Fuel Cell Technology could be ideal for APU on trucks and other vehicles due to the following advantages:– minimal emissions– quiet operation– minimal vibration– high efficiency– compact design

• Several designs / demonstration units have been built:– BMW/International Fuel Cells 5-kW hydrogen-PEM demo for 7-series passenger

car– DaimlerChrysler/Ballard 1.4-kW hydrogen-PEM demo for Freightliner Class 8

heavy-duty truck cab– BMW/Delphi/Global Thermoelectric 1 to 5-kW gasoline SOFC technology

development program

APU applications can provide entry markets for fuel cell technology at cost levels significantly higher than that of propulsion applications.

MS.DOE.D0036REVIEW.051903 2

Background & Objectives Project Objectives

The overall objective is to determine the viability of PEM & solid oxide fuel cells in the application of APUs for on-road vehicles.• The USDOE Vehicle Technologies Program of the Office of Energy Efficiency

and Renewable Energy objectives are:– Assess viability as defined in terms of achieving performance & cost targets:

- Fuel flexibility- Start-up time- Power level- Duty cycle

– Determine R&D needs and possible USDOE roles based on projected benefits to the Nation:- Barrels of oil displaced- Criteria pollutants avoided- Safety & Noise

– Compare performance of fuel cell APUs with alternative approaches (both performance & cost)

– Estimate benefits to the Nation and also for acceleration of fuel cell market introduction

– Determine development & commercialization timeline and R&D gaps

-Overall vehicle efficiency-Weight and volume-First and O&M cost-Reliability, Maintainability

DOE is particularly interested in how fuel cell APUs can help facilitate the introduction of fuel cells for propulsion or hybrid electrics.

MS.DOE.D0036REVIEW.051903 3

Approach Scope

We are developing detailed conceptual designs for 3 fuel cell/APU systems for on-road transportation applications.

Analysis Update

5

Identify & Select APU Systems

2

• Summarize PEM and SOFC performance parameters

• Determine most promising future APU applications

• Refine likely duty cycles, power requirements, volume/weight targets

• Conceptual designs of 3 fuel cell /APU applications

• Conceptual design of interfaces with vehicle

• Compare conceptual system with competing technology

• Determine gaps among fuel cell cost & technical performance and market needs

• Layout required development efforts

• Update with latest publicly available data

Kick-off

1

Develop Design Concepts

3 4

R&D Gap Analysis

MS.DOE.D0036REVIEW.051903 4

Approach Schedule & Milestones

Our current effort is to finalize conceptual designs of APUs and complete R&D gap analysis.

FinalReport

Time Period

J F M A M J J A S O N D J F M A M J

Month 2002

Task 1: Completed

Task 2: Completed

Task 3: Develop design concepts• Truck Cab/SOFC/diesel

• Transit bus/SOFC/CNG ordiesel

• Police cruiser/PEM/Hydrogen

Task 4: R&D Gap analysis

Task 5: Updates

2003

• Refrigerated trailer unit/SOFC/diesel

Milestone

MS.DOE.D0036REVIEW.051903 5

Approach Team Structure

The DOE APU Fuel Cell Study Team consists of TIAX LLC and the University of California-Davis with input from the American Trucking Association.

TIAX LLC(Team Lead & Fuel Cell

System Analysis)

Primary Contact: Masha Stratonova

American Trucking Association(Industry Perspective & System

Specifications)

Primary Contact: Bill Gouse

UC-Davis Institute of Transportation Studies

(Vehicle Integration Analysis)

Primary Contact: Christie-Joy Brodrick

MS.DOE.D0036REVIEW.051903 6

Most Promising Fuel Cells APU Applications

We analyze PEM and planar, anode-supported SOFC for APUs based on an evaluation of the most important system characteristics.

• Solid Oxide Fuel Cell technology is most promising for most APU applications– High power density– High efficiency– Most compatible with diesel fuel operation (used as primary engine fuels in

target heavy duty vehicle markets)

• Fossil Energy SECA program and industry is developing core planar solid oxide technologies applicable to both transportation and stationary applications.

• PEM technology was selected for applications in vehicles for which hydrogen was assumed to be the primary fuel. – PEM APUs operating on fuels other than hydrogen were not considered.

MS.DOE.D0036REVIEW.051903 7

APU Applications Ranking Analysis

We use a market screening methodology to identify the likely addressable market for on-road transportation applications

Addressable market: Potential fuel cell APU market

Capturable market: Fuel cell APU market penetration

Market Share

Entire market: On road transportation vehicles Vehicle Markets Analysis

Compare cost and performance of FC APU with benefits to end applications

Market acceptance analysis as part of benefits projections

Outside scope of project

# total market

capacity

Market penetration

(% captured)

% market addressable

% market share

# installed capacityx x x =

MS.DOE.D0036REVIEW.051903 8

APU Applications Screening

For the entire market assessment and the initial screening, we considered market size for new vehicles and price of vehicle.

0

2,000,000

4,000,000

6,000,000

8,000,000

10,000,000

Light DutyCars

Light DutyTrucks

(Class 1-2)

SUVsVansPickups2-SeaterLarge MidsizeCompactSubcompactMinicompact

0

50,000

100,000

150,000

200,000

250,000

300,000

350,000

400,000

Medium Duty Trucks (Class 3-6)

Heavy Duty Trucks (Class 7-8)

Class 8

Class 7

Class 6

Class 5

Class 4

Class 3

US 2000 Sales of Vehicles

We also considered RVs, utility trucks and miscellaneous segments.

MS.DOE.D0036REVIEW.051903 9

APU Applications Potential APU Applications Required Power, Wight, and Volume

Vehicles meeting market and cost criteria are considered as a potential fuel cell APU market.

<50<501-3Law enforcement vehicles

<50<501-3High-end passenger vehicles

2502505-20Deluxe contractor truck

2502502-7Recreational vehicles

20010010-20Transit, intercity buses

2504004-75Specialized utility/PTO trucks

25012510-30Refrigeration trailer units

2501253-6Long-haul heavy-duty truck

Maximum allowable volume (L)

Maximum allowable

weight (kg)

Required power (kW)

APU Power & Packaging Constraints

Market Segment

NOTE: Some values are based on estimates from personal communication with one or more sources, but are not conclusive. Weight and volume estimates are calculated from current space available for these systems and from PNGV research

MS.DOE.D0036REVIEW.051903 10

APU Applications APU Applications for Detailed Analysis

Based on the economic marketability, technical feasibility, and potential benefits, four applications were chosen for detailed analysis.

HeavyHeavy--duty duty truck sleeper truck sleeper cabcab

• Diesel fueled SOFC APU• APU provides for hotel loads and telematics while the truck is

parked• Reduction in fuel consumption, emissions, noise; improved safety

Transit Transit bus/motor bus/motor coachcoach

• CNG or Diesel fueled SOFC APU• APU provides for air conditioning and other electrical loads for

passenger amenities • Potential fuel savings, emission reductions and noise reduction

Hydrogen Hydrogen fueled police fueled police carcar

• Compressed hydrogen fueled PEM APU• Electrical accessory loads• Reduction in fuel consumption, emissions, noise; improved safety

Refrigeration Refrigeration trailer unittrailer unit

• Diesel fueled SOFC APU• APU provides cooling load• Potential fuel savings, emission reductions and noise reduction

MS.DOE.D0036REVIEW.051903 11

APU Design Concepts Approach

We are applying our multi-subsystem modeling methodology to design the conceptual fuel cell APU systems.

Reformer model

M

O

M

OC3H7 H

C3H8

Manufacturing Cost Model

Fuel Cell Model

0.4

0.5

0.6

0.7

0.8

0.9

1

cell

pote

ntia

l (V)

0 0.2 0.4 0.6 0.8 1 1.2 1.4 current density (A/cm²)

NG2000 H2 NG3000 H2 NG2000 ref NG3000 ref

ThermodynamicSystem Model

Conceptual Design and Configuration

46"60"

53"

12

4

5

6 7

8

9

10

11

12

13

15

14

Illustrative

Tape Cast

AnodePowder Prep

VacuumPlasmaSpray

ElectrolyteSmall Powder

Prep

ScreenPrint

CathodeSmall Powder

Prep

Sinter in Air1400C Sinter in Air

Formingof

Interconnect

ShearInterconnect

VacuumPlasmaSpray

SlurrySpray

ScreenPrint

Slurry Spray

Slip Cast

Finish Edges

Note: Alternative production processes appear in gray to thebottom of actual production processes assumed

BrazePaint Braze

ontoInterconnect

Blanking /Slicing

QC LeakCheck

Interconnect

Fabrication

Electrolyte CathodeAnode

Stack Assembly

$/kW$/kW

0

10

20

30

40

50

60

70

80

0 500 1000 1500 2000 2500

Hot Soak10 minutes

VehicleSpeed

[mph]

Cold-Soak>12 h

@20-30C

Cold-Cold-SoakSoak>12 h>12 h

@@20-30C20-30C

Cold TransientPeriod

Stabilized Period Hot TransientPeriod

Time [s]

US Federal Test Procedure, FTP-75

Vehicle Load Profile

MS.DOE.D0036REVIEW.051903 12

APU Design Concepts Long-haul Truck Sleeper Cab

During stationary cycle, potential benefits for 4-kW SOFC APU to power sleeper cabs include significant fuel and emissions saving.

78.3%81.4%80.8%

1,6921,260756Saving at Idle

4682881804-kW SOFC APU

2,1601,548936Main Engine Idling

Heavy“Typical”LightFuel (gal/yr)

Note: Light – 600 rpm, 1 kW average accessory load; “Typical” – 860 rpm, 2 kW; Heavy – 1150 rpm, 3.5 kWValues shown are for average idling duration (6 hrs/day)Approx. 15-20% of market idles <2 hrs/day, 60-70% from 2-10 hrs/day, and 15-20% >10 hrs/day

>99%

~ 0

0.147

“Typical”

0

1000

2000

3000

4000

5000

0 200 400Time (s)Acc

esso

ry p

ower

(W)

Accessory Load Profile at IdleAccessory Load Profile at Idle

NOx (ton/yr) PM (ton/yr)Idling Mode

>99%

0.002

~ 0

MS.DOE.D0036REVIEW.051903 13

Economics Long-haul Trucks

Preliminary analysis of the APU system for long-haul trucks indicates a payback period of under 2 years resulting from annual fuel cost savings.

Economic Assumptions

4-kW SOFC APU, installed package(Long-term cost assumption)

$580/kW

Economic Assumptions

Diesel fuel cost $1.7/gal

Long Haul Trucks

ApplicationApplication

1800-3000

Hours of Idling Hours of Idling (hrs/yr/vehicle)(hrs/yr/vehicle)

1530-3740

Annual Fuel Annual Fuel Cost Savings Cost Savings

($/yr)($/yr)

900-2200

Annual Fuel Annual Fuel Savings (gal)Savings (gal)

0.6-1.5

Payback Payback PeriodPeriod

The low payback periods is likely to ensure a significant marketpenetration for the long haul truck applications.

Unit CostUnit Cost($)($)

2,320

MS.DOE.D0036REVIEW.051903 14

APU Design Concepts Law-enforcement Vehicle

Hydrogen-fueled PEM APU for police cars was considered with an assumption that hydrogen infrastructure is available.

Note: Fuel saving estimate is based on gasoline equivalent.

Simplified Electric Load Profiles at IdleSimplified Electric Load Profiles at Idle

0.00

1.00

2.00

3.00

4.00

5.00

0 2 4 6 8 10Time (hr)

Pow

er (k

W)

Electric base load (kW)With A/C (1/2 time)With A/C (full)With A/C (full + drawdown)

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

3 6 9 12Hours at idle

Fuel

save

d

sedantruck

5 kW Hydrogen Fueled PEM System Performance5 kW Hydrogen Fueled PEM System Performance

0%

20%

40%

60%

80%

100%

0% 20% 40% 60% 80% 100%

Stack Efficiency

Parasitics Efficiency

Percent of Full Load

Eff

icie

ncy

System Efficiency

Power Conversion Efficiency

MS.DOE.D0036REVIEW.051903 15

APU Design Concepts Transit Bus

Use of an APU in a transit bus does not lead to fuel saving benefits and only insignificantly reduces NOx and particulate matter emissions.

0

2

4

6

8

10

12

14

16

0 2 4 6 8 10 12Time (Hours)

Pow

er (k

W)

Baseline A/C Full TimeBaseline A/C 1/2 Time

APU A/C Full TimeAPU A/C 1/2 Time

Base Load

Simplified Electric Load ProfilesSimplified Electric Load Profiles

Base loadAC full time

Base load

BaselineBaseline3.54.2

24.6

SOFCSOFC0.230.91

0

Engine w/ Engine w/ SOFCSOFC3.4

TotalTotal3.6

ReductionReduction-2.1

Fuel gal/h gal/hr gal/hr gal/hr %

NOx Emissions g/mile g/mile

Engine OnlyEngine Only SOFCSOFC ReductionReductionEngine+SOFCEngine+SOFCEngine w/SOFCEngine w/SOFC

-1.23.4 4.3g/mile g/mile %23.2 23.2 5.8

AC full time 31.5 0 23.2 23.2 27

Note: Fuel saving estimate is based on gasoline equivalent.Base load 0.3 0 0.3 0.3 1.1AC full time 0.3 0 0.3 0.3 1.9

PM Emissions g/mile g/mile g/mile g/mile %

MS.DOE.D0036REVIEW.051903 16

Overview

Fuel cells APUs offer benefits in high-volume markets and a possible near term channel for development of the technology. • Fuel cell auxiliary power units can, in principle, be adapted to a range of non-

propulsions applications for a number of applications including trucks, refrigerated trailers, law enforcement vehicles

• Several technology challenges must be overcome by both PEMFC and SOFC for widespread applicability as APUs

• Achieving a low manufacturing cost will be critical for broad SOFC and PEMFC commercialization