electric mode. Source: Data from Chevrolet Volt customers in the USA, via OnStar on average. On average, the VOLTEC customer refuels gas every 1,500 km ...
Hydrogen & Batteries for Automotive Applications Two Competing or Two Complementary Technologies?
Ulrich Eberle Norman Brinkman Volker Formanski Uwe Dieter Grebe Roland Matthé
International Energy Agency HIA Expert Meeting Heidelberg, May 7, 2012
Early Days of Electrification 1899
1900 to 1917
Open competition combustion engine vs. electric motor
EVs are highly appreciated for their Convenience
1911: Invention of the Electric Starter The internal combustion engine wins the battle...
Charles “Boss” Kettering Founder of GM R&D
GM Milestones in Electric Propulsion Electric Propulsion System Development 1966 Electrovan with fuel cell
Space technology
1968
1972
Drivers for Electrification: Reduction of local emissions (e.g. California ZEV mandate)
1966
1968 Electrovair
2020
1987
1972 Electro-Vette
1972 Lunar Rover AG-Zn primary battery
1987 Sunraycer
GM Milestones in Electric Propulsion Electric Propulsion System Development 2000 HydroGen1
1987
1991
2020
1996 2000
1987 Sunraycer
1991 Impuls
1990 Impact (concept)
1996 EV1
1997 S10 Electric
Drivers for Electrification: CO2 and CAFE regulations
GM Milestones in Electric Propulsion Electric Propulsion System Development 2000 HydroGen1
1987
1991
2007 HydroGen4
2007
1996
1991 Impuls
1990 Impact (concept)
2010 Volt 2011 Ampera
1996 EV1
1997 S10 Electric
2-Mode Hybrids
2020 2012
2000
1987 Sunraycer
2010/11
2012 RAK e (concept)
Petroleum – 96% of Transportation Energy
World Petroleum Production by Source 120
Uncertainty about availability
Million barrels per day
100
Unconventional oil
80
Natural gas liquids
60
Crude oil: fields yet to be found 3%
40
20
0 1990
Crude oil: $ 10 trillion cumulative investments required 2011 – 2035
1995
Crude oil: fields yet to be developed
10%
Crude oil: currently producing fields
Upstream
87%
Transport
Source: World Energy Outlook International Energy Agency, 2011
Refining
2000
2005
2010
2015 Year
2020
2025
2030
2035
Electric Motor and Power Electronics Progress 200%
150%
Specific Power [kW/kg]
100%
Specific Cost max. [$/kW] Specific Cost min. [$/kW]
50%
0% 1990
2000
2010
2020
2030
2040
Future focus for the electric motor and power electronics is on cost reduction while keeping efficiency high and further reducing mass.
1984: The Rare Earth Revolution
A crucial discovery by General Motors for electric motors and generators Applied Physics Letters 44 (1) January 1, 1984, page 148 J.J. Croat, J.F. Herbst, R.W. Lee, F.E. Pinkerton
Herbst
Pinkerton
Neodymium-Iron-Boron alloys as permanent magnets
On-Board Energy Storage Weight and Volume of Energy Storage System for 500 km Range Diesel
CNG
CGH2 700 bar
6 kg H2 = 200 kWh chemical energy
Lithium-ion battery
100 kWh electrical energy
System Fuel
System Fuel
System Fuel
System Cells
43 kg 33 kg
170 kg 37 kg
125 kg 6 kg
830 kg 540 kg
46 L 37 L
200 L 156 L
260 L 170 L
670 L 360 L
Source: N. Brinkman, U. Eberle, V. Formanski, U. D. Grebe, R. Matthé Vehicle Electrification – Quo Vadis? Fortschritt-Berichte VDI, Reihe 12 (Verkehrstechnik/Fahrzeugtechnik), Nr. 749, vol. 1, p. 186–215, ISBN 978-3-18-374912-6
Specific Power and Specific Energy of Battery Systems 900 800
Specific Power [W/kg]
700
Li-Ion E-REV
600
NiMH HEV
500 400 300
Lead Acid BEV
200
NiMH BEV
High-temperature BEV NaNiCI2 and NaS
100
NiCd BEV
0 0
10
20
30
40
50
Specific Energy [Wh/kg]
60
70
80
90
Comparison of Batteries: Opel Impuls and Opel Ampera
1992 Opel Impuls
2010 Ampera/Volt Gen I
ZEBRA battery (NaNiCI)
E-REV battery (Li-ion)
270°C operating temperature Approx. 100 W thermal losses Battery shape: Compact block Max. power: 45 kW Battery pack weight (26 kWh) : 325 kg Max. energy density (nominal): 80 Wh/kg
Room temperature technology Temperature management at low and high ambient temp. Battery shape: T-shape, vehicle integrated Max. power: > 111 kW Battery pack weight (16 kWh): 190 kg Max. energy density (nominal): 85 Wh/kg
Specific Power of Vehicle Traction Batteries 900 800
Lithium-Ion
Specific Power [W/kg]
700 600 500
NiMH
400 300 200 100 0 1985
1990
1995
2000
2005
Year
2010
2015
2020
Battery Progress 200%
150%
Specific Energy [Wh/kg] Battery Life [years]
100%
Specific Cost max. [$/kWh] Specific Cost min. [$/kWh]
50%
0% 1990
2000
2010
2020
2030
2040
At best, in the long term (> 2040), doubling of energy density at pack level compared to today’s automotive traction batteries possible
Best-Case Assessment for Optimized Li-ion Technology State of the art Asymptote analysis
Cell
Pack
Vehicle
2-fold improvement possible
Nominal max. energy density on cell level Nominal max. energy density on pack level
BEV usable energy density on pack level
E-REV usable energy density on pack level Volt/Ampera usable max. energy density on pack level
Battery cell
Battery pack
Usable energy
Usable energy
Usable energy
150 Wh/kg
85 Wh/kg
50 Wh/kg
100 Wh/kg
150 Wh/kg
Charging Time and Power
… and what the customer really expects Range 100 km 200 km 300 km 8 7
Time [hours]
6
1,5 MW
5
Hydro power station Heilbronn
4 3
300 km range & 3 min. charging Power 1 MW
2 1 0 0
10
20
30
40
Charging Power [kW]
50
1000 kW
Future of Battery Electric Vehicles Electric range will remain a limiting factor
150 km
Köln
Time for recharging is significant
Marburg
80 km
Bonn
Solution for city driving
Koblenz Wiesbaden Mainz
40 km Frankfurt
Rüsselsheim Darmstadt
Würzburg
Koblenz
Heidelberg Saarbrücken Karlsruhe Stuttgart
Opel Ampera Extended-Range Electric Vehicle (E-REV) 40–80 km
Battery-electric driving
> 500 km
Extended-range driving
No range anxiety Independent of public charging infrastructure Usage as your one and only vehicle First fully capable electric vehicle Volume product – not a demo vehicle
At Opel dealers now!
Use Pattern of Extended-Range Electric Vehicles Average daily driving
1/3 range extender mode
2/3 electric mode
On average, the VOLTEC customer refuels gas every 1,500 km
Source: Data from Chevrolet Volt customers in the USA, via OnStar on average
Evolution of the Fuel Cell System 500%
400%
300%
Specific Cost [$/kW]
200%
Power Density [kW/L]
100%
0% 1990
2000
2010
2020
2030
2040
Fuel cell systems still have a significant potential for increases in power density, mass production will bring the cost down
Fuel Cell System Design Evolution HydroGen4
Next Generation
Net power
93 kW
85-92 kW
Max excursion temp
86°C
95°C
Durability
1,500 h
5,500 h
Cold operation
Start from -25°C
Start from -40°C
Mass
240 kg
< 130 kg
Sensors / actuators
30
Stack subsystem: Plates UEA
Composite 80 g platinum / FCS
Stamped stainless steel < 30 g platinum / FCS
Air subsystem & humidification
Tube-style humidifier Sensor-based RH control
GM designed humidifier Model-based RH control
Design integration
Semi-integrated
Highly integrated for thermal performance
15
Durability Progression and Cost Reduction Fuel cell system durability (kilometers)
Fuel cell system cost
210,000 Balance of plant
180,000 Fuel cell stack
150,000 120,000 90,000 60,000 30,000 0
HydroGen4 field demonstration
Identified upgrades to HydroGen4
Commercial introduction
Field today
Proving ground today
2015 timeframe
80g Pt
30g Pt
HydroGen4
Commercial introduction
500/year
10k/year
Today
2015 timeframe
