fuel cell: background and application to automotive vehicles · background and application to...

Technical University of Radom

Andrzej Kowalewicz

FUEL – CELL:

Background and Application

to Automotive VehiclesEcology and Safety as a Driving Force

in the Development of Vehicles

IP Radom, 02 March – 15 March, 2008

TECHNICAL UNIVERSITY OF RADOM

Ecology and Safety as a Driving Force in the Development of Vehicles


1. Introduction

2. Theoretical Background

2.1. Van’t Hoff equilibrium box

2.2. How does FC act

3. Application of Fuell – Cell to Automotive Vehicles

3.1. Fuel – cell: Present status

3.2. Hydrogen FC

3.3. Methanol FC

3.4. Gasoline FC

4. Recent FC Vehicles

5. Forecast

6. Conclusions

Introduction



Nicolaus Carnot 1798 – 1832

Robert Bunsen 1811 – 1899

William Grove 1830

Jacobus van’t Hoff 1852 – 1911

Francis Bacon 1930

1959 – first fuel – cell 6 kW

Theoretical Background



Fig. 1. Van’t Hoff equilibrium box




Fig. 2. Equilibrium of reaction

a A+ b B m M + n N




Fig. 3. Hydrogen FC




Hydrogen FC




Theoretical Efficiency of Fuel – Cell

1st Law of Thermodynamics:

H = G + Q

where:

H - chemical energy of fuel (enthalpy of fuel)

G - Gibbs free energy (electric energy)

Q - thermal energy (heat)

theoretical efficiency:

th = 1- Q/H




Voltag

e

Rated last

Shortcircuiting

Currentintensity

Area of maxcurrent

Area of workdU/di ~Ri

Voltageof idling

Part load

i

U

Current – voltage characteristics of single H2–O2 FC




Voltage at single FC

Hydrogen FC works at temperature 90ºC

Voltage of single FC

- maximum 1,23 V

- rated voltage 0,6÷0,8 V




Type ElectrolyteOperating

temp ( C)

Principal

applications

PEMFCPoly-perfluoro sulfinic

acid25-105 Transport

DMFCPoly-perfluoro sulfinic

acid70-105 Transport

SOFCZirconium & yttrium

oxides750-1000

Transport, power

generation

AFC Potassium hydroxide 50-200 Space, transport

MCFCLithium and potassium

carbonates630-700

Power

generation

PAFC Phosphoric acid 180-210Power

generationKey: SPFC – solid polymer fuel cell; SOFC – solid oxide fuel cell;

AFC – alkaline fuel cell; PEMFC – proton exchange membrane;

MCFC – molten carbonate fuel cell; DMFC – direct methanol fuel cell;

PAFC – phosphoric acid fuel cell




Comparison of power source efficiency




Present Status of FC

Energy density: 10 kg/kW, 1,0÷2,0 kW/dm3

Emission of CO2 from FC (gasoline) is twice less than from IC engine

Fuel consumption (gasoline) is twice less at the same distance of way

Price of FC is US$ 300/kWPrice of IC engine is US$ 50/kW

Application of FC to Automotive Vehicles



Type of

hydrogen

storageFeatures. Advantages/Shortcomings

Liquefied

hydrogen

Hydrogen cooled to –253ºC. Contained in cryogenic tanks. High cost of cooling process and

cost of tank. Problem: Cooling equipment on-board vehicle?

Compressed

hydrogen

Hydrogen compressed to 69 MPa. Dangerous? Distribution demands new infrastructure.

Methanol Requires on-board reformation at 260ºC. Methanol FC is 30% more efficient than IC engine.

Gasoline Requires on-board reformation at 600ºC. Less efficiency than methanol FC. Good

infrastructure.

Metal hydrides Can store 1,5-2,5% wt hydrogen.

Requires infrastructure.

Sodium

borohydride,

NaBH4

Nontoxic, nonexplosive, nonflammable – the most benign fuel for FC. Dry powder, water-based

solution stored in an aqueous solution containing 3% wt NaOH to inhibit the evolution of

hydrogen. Requires infrastructure.




Companies producing FC

• Ballard (XCELLSIS)

• Global Alternative Propulsion Center (GAPC)




Companies, which apply FC to automotive vehicles

DaimlerChrysler Liquid hydrogen FC (NECAR 4)

Compressed Hydrogen FC (NECAR 4a)

Methanol FC (NECAR 5

and Jeep Comander 2 SUW)

Gasoline FC

Sodium borohydride as a source of hydrogen

to FC (NATRIUM minivan)

Renault Liquid hydrogen FC

VW Liquid hydrogen FC (Bora)

GME Methanol FC (Opel Zafira)

Honda Methanol FC (Research vehicle)

Ford Gaseous Hydrogen FC (Ford Focus)

Ford Methanol FC (Ford Mondeo)




Overview of fuel cell demonstration cars developed by Daimler

Chrysler, based on different onboard fuel storage concepts




The FC energy source could by hydrogen, methanol or gasoline




Hydrogen FC

Direct application of hydrogen to FC

Anode Reaction 2H2 → 4H+ + 4e-

Cathode Reaction 4H+ + O2 + 4e-→ 2H2O




Methanol FC

Reforming of methanol

CH3OH 2H2 + CO dissociation

CH3OH + H2O 3H2 + CO2 steam reforming

Autothermal reforming: combination of total oxidation

and steam-reforming – model of autothermal reforming

of methanol




Methanol FC

Catalyst: CuO/ZnO/Al2O3

Net reaction enthalpy change = 0

Combustion

2 CH3OH + O2 2CO2 + 4H2O

exothermic reaction

Steam reforming

CH3OH + H2O 3H2 + CO2

endothermic reaction




GM’s example of function principle of methanol powered FC system




Opel Zafira powered by FC

1 – battery, 2 – electric motor, 3 – transreformer, 4 – inlet of air to FC,

5 – FC, 6 – vaporizer - mixer , 7 – compressor, 8 – cooling system, 9 – reformer




General scheme of automotive Ford Motor Co. methanol FC

1 – methanol tank, 2 – reformer, 3 – FC, 4 – transreformer, 5 – electric motor DC,

6 – air compressor




Liquid Gasoline → Vapourizer → Partial Oxidation →

→ Water-gas shift → Preferential Oxidation PROX →

→ FC

Gasoline FC




Gasoline FC




Chrysler Co. FC than

runs on gasoline




Sodium borohydride FC

heatNaBOH4OH2NaBH 22

catalyst

24

stoichiometric reaction generation of hydrogen




HOD System




DaimlerChrysler Natrium minivan with on-board Hydrogen-On-Demand (HOD)

System




What should be improved?In previous years companies were still working on proof-of-

concept of FC, they need now build a vehicle!

Now main problems being solved are:

• quick start-up (presently 20 sec) of vehicle

• manufacturability

• crash safety

• fuel (hydrogen: on board storage and fuel infrastructure

are being key obstacles; synthetic gasoline, methanol?)

• electric drive/drivertain need very efficient heat

exchanges (cooling)

• cost of FC remains a key challenge




FC as Auxiliary Power Unit

APU for electronic systems (BMW – Delphi)

• Fuel consumption of ICE

for electronic systems = 1,5 dm3/100 km

• Fuel consumption of gasoline fuelled

FC = 0,7 dm3/100 km

Recent FC Vehicles



NECAR 5 – Daimler – Chrysler, 2004

FC: Compressed hydrogen

Hydrogen stotage: Two hydrogen tanks, 350,0 bar

Ballard FC stack

Electric motor: 65 kW, 210 Nm

Battery: NiMH, 1,4 kWh capacity

NECAR 5 range: 150 km

Acceleration: 0-100 km/h in 16s

Also FC for Mercedes A - Class

Recent FC Vehicles



NATRIUM Chrysler’s Minivan

FC: Compressed hydrogen

Range: 500 km

Speed: 130 km/h

Recent FC Vehicles



Hyunday’s FC Vehicle TUSCON CAR

FC: hydrogen, operaters at temp. < 0 C

Battery: Lithium – ion polymer

Hydrogen storage: compressed H2 152 dm3


Range of the vehicle: 300 km

Speed: 155 km/h

Recent FC Vehicles



AUDI A2

Hydrogen FC, PEM

Hydrogen storage: liquid H2, 1,8 kg

Electric motor: synchronous, 66 kW/110 kW for 30s, 425 Nm

Battery: NiMH


Acceleration: 0 – 100 km in 10s

Speed: 175 km/h

Recent FC Vehicles



Toyota FCHV-4 (demonstrator vehicle)

FC: Hydrogen 400 V

Hydrogen tanks: 4 tanks, 350 bar


Battery: NiMH

Vehical speed: 155 km/h

Range: 300 km

Recent FC Vehicles



Inteligent Energy ENV, Fuel – Cell Motorbike

FC: Hydrogen, 1 kW

Hydrogen storage: Composite cylinder, 2,5 kWh

Electric motor: 6 kW, 48 V, DC

Batteries: lead – acid

Range: 160 km

Acceleration: 0 – 80 km in 12,1 s

Recent FC Vehicles



FC – Diesel ICE or Spark Ignition ICE

FC – Diesel ICE or NG Fuelled Dual Fuel Engine

Recent FC Vehicles



F600 Hygenius, Mercedes – Benz

Hydrogen FC, 4 stacks, 100 cells

Hydrogen reservoir: 4 kg H2 at 700 bar

Electric motor: 60 kW/80 kW, 250/350 Nm (Synchronous AC)

Battery: Lithium – ion, 200 – 270 V

ICE: Diesel, 2,9 dm3 /100 km


Speed: 170 km/h

Forcast



Methanol

Hydrogen

Gasoline

Cost, Weight

Fuel EconomyEmission

Infrastructure of fuels

Infrastructure andtechnology must

be developed

Technologyaccesible

Are

Demonstrationprototypes

Technologywill be

developed

Options offuel

Preliminary optionsare made

Forcast



50 % theoretic

Market – share

15 Mio

20 % theoretic

Market – share

3 Mio

2 % theoretic

Market – share

300.000

Under 0,5 % theor.

Market – share

50.000

2005 2010 2015 2020 2 025

~ 25 %

World sale

of cars

Nu

mb

er

of

so

ldc

ars

Phase 4

Further

Development of

FCV market

technology and

infrastructure

2020-2025

Phase 3

Development of

the FCV market

and technology

2015-2020

Phase 2

Niche

Technology:

Developmint of

reformers

technique and

infrastructure

Phase 1

Testphase of

existing FCV

2005-2010

Years

Conclusions



• Fuel-cell converts potential chemical energy of the

fuel into electrical energy without need for transfer it

into heat in low temperature process.

• Theoretical efficiency of fuel-cell is very high and not

limited by efficiency of Carnot cycle.

• Due to low temperature of electrochemical reactions

and hydrogen as a fuel, FC is practically zero

emission power.

Conclusions



• Emission of greenhouse gas (CO2) of hydrogen FC is

much more lower for methanol or gasoline fuel-cell

then for conventional IC engine.

• At present the most advanced are research vehicles

powered with hydrogen FC.

• First into the market gasoline FCV will be introduced

due to existing fuel market.

THANK YOU

TECHNICAL UNIVERSITY OF RADOM

Ecology and Safety as a Driving Force

in the Development of Vehicles


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