riga exhibition and conference october, 2013 · 2013. 10. 22. · 0 2 4 6 8 10 12 14 16 18 20 zeit...
TRANSCRIPT
„Why Hamburg chose to integrate hydrogen technologies in the Public Transport system“
Dr. Johannes Töpler German Hydrogen and Fuel Cells Association (DWV)
and European Hydrogen Association (EHA)
Riga Exhibition and Conference October, 2013
„Environment and Energy",
„ We should leave the oil, before it will leave us“
(Fatih Birol, Chief-Economist of International Energie-Agency, IEA, 8.4 2008)
Future primary energy supply
Supply cannot satisfy demand
Supply outreaches demand by far
Vertical load curve and feed-in of wind power in E.ON grid
Vertical load
Wind power 2007
Estimated wind power 2020
Date
Fluctuating renewable electricity
Hydrogen Electricity
or:
Hydrogen as secondary energy carrier
Comparison of netto-storage capacities
0
2000
4000
6000
8000
0 2 4 6 8 10 12 14 16 18 20Zeit in d
Win
d Le
istu
ng in
MW
AA CAES
Pumpspeicher
H2 (GuD)
Bei einem Speichervolumen von V = 8 Mio. m³
8 Mio. m3 correspond to the biggest German natural gas caverne field For comparison: Pump storage Goldisthal has a Volume of 12 Mio. m3
Pump storage 5 GWh
AA CAES 23 GWh
H2 – Gas /vapor turbine ca. 1.300 GWh (1.3 TWh)
Time (days)
Win
d P
ower
in M
W
Storage volume of V = 8 Mio. m3
Source: KBB UT
J. Töpler
Potential Locations for H2-Caverns
500 MW for 200 hours (100 GWh), 2 cycles per month
Hydrogen
Compressed Air (adiabatic)
Pumped Hydro
today
today
Depending on location
>10 years
>10 years
Only costs for storage; the costs for purchase of energy are to be added..
Cost [ €ct/kWh]
Storage costs for „Storage by weeks“
• The availiability of fossil primary energies is limited to aproximately 50-80 years (with respect to probable annual growing rates even less!)
• Fossil energy carriers are raw materials for organic chemistry -> to valuable for burning.
• The damage of climate due to CO2-emissions is obvious right now and will increase further on (in spite of Kyoto-protocol).
• The energy demand world-wide will increase (especially by the developing countries) and will aggravate the situation.
• The introduction of a new energy-system will need in principal about 50 years for the first 10% of market penetration. (Marcetti 1980)
• Consequence: It‘s very high time to introduce CO2-free renewable energies (if necessary via primary energies with less CO2), with hydrogen as secondary energy carrier which can be stored, transported and used in manifold applications.
Actual Situation of Energy Supply
J. Töpler
Market segments for battery- and fuel cell vehicles
Original-Source: Coalition Study
Annual range
(1000 km)
< 10
> 20
10- 20
Compakt Class Medium Class Comfort-Class
c l a s s o f v e h i c l e s
Fuel cell vehicles
hybridised
Battery- Vehicles
Plug-in-Vehicles FC- Vehicles
η (%)
100
70
56
29
12
Fuel Cell Hybrid
Propuslsion Test: 1470 kg
52 %
W-t-W with renewable electricity : H2 or CNG for mobile application of passenger cars in NEDC
Hydrogen -Supply at Dispenser
(incl. Transport and Compression)
Well-to-Wheel Process steps
H2-FCV
CNG-Otto PISI 22 %
From: www. OPTIRESOURCE.com; D. Kreyenberg/J. Wind, Daimler, 5. Dt. H2-Congress Berlin 2012 Energy balance till supply at filling station: 56 % = TTW 84 MJ/100km/ WTW 150 MJ/100km x100 or TTW 188 MJ/100km/ WTW 340 MJ/100 km X100 oder at wheel 10 %, when CO2 from air is applied
Electricity from
Wind, PV Central
Electrolysis
CNG-Supply at dispenser (H2 and CO2
from Biogas for SNG Synthesis, incclusively CO2 - Compression a.
Transport)
E prim
8,1
4,5
1,9 1
Electricity from
Wind, PV
Central Electrolysis CNG-Supply
at dispenser (H2 and CO2 from Biogas for SNG
Synthesis, incclusively CO2 - Compression a.
Transport)
Otto-CNG-Antrieb: 22 %
W-t-W with renewable electricity : H2 or CNG for mobile application of passenger cars in NEDC
(normalized to 1 for final energy at wheel)
Well-to-Wheel Process steps
H2-FCV 52%
CNG-Otto PISI
22 %
From: www. OPTIRESOURCE.com; D. Kreyenberg/J. Wind, Daimler, 5. Dt. H2-Congress Berlin 2012 Energy balance till supply at filling station: 56 % = TTW 84 MJ/100km/ WTW 150 MJ/100km x100 or TTW 188 MJ/100km/ WTW 340 MJ/100 km X100 oder at wheel 10 %, when CO2 from air is applied
5,6
2,4
3,4 H2 –Supply at Dispenser (incl. Transport and
Compression)
Fuel Cell Hybrid
Propuslsion Test: 1470 kg
52 %
Comparison of Fuel Cell System and Internal Combustion Engine
Power in %
Effic
ienc
y in
%
Medium Power Passenger Car Bus /Truck
with Hydrogen Fuel Cell Systems
Source: IBZ
Clean Transport Strategy One holistic approach
15
High operating grade Highly environmentally
friendly Highly economic
+ +
E-mobility H2-/FC-vehicles Fleet operation
Buses and multi-purpose vehicles
Low emissions for long range Public transport a perfect
match for the concept of e-mobility
Specialized city-cars Little footprint in terms of space Ideal for multi-modal mobility
service
Framework Conditions
16
Policy: most innovative bus system in Europe; from 2020 only low emission buses to be purchased
Implementation of EU clean air regulations in national law
Transition towards renewable energy/wind in national law and regional objectives
Annual increase of passengers 3%, with growing rate of environmentally orientated customers“
Consideration of socio-economic developments in mobility
Future availability and cost of fossil fuel?
FC successfully started
Achievements Currently 20 FCV and 4 buses in operation – in both
public transport as well as corporate use
3 hydrogen refuelling stations in operation provide hydrogen partly produced by wind energy
Hamburg is one of the initiators and active partner of the CEP* in Germany and HyER* on European level
17
H2-/FC-vehicles
CEP: Clean Energy Partnership www.cleanenergypartnership.de; HyER: Hydrogen and Fuel Cells and Electro-Mobility in European Regions www.hyer.eu
Future plans 1,000 passenger cars by 2015
2 more hydrogen refuelling stations in the city
Hydrogen highway to Berlin and Scandinavia
Large-scale hydrogen production from wind-power with underground storage of hydrogen
18
Current status
4 FC/Hybrid buses in operation 2 x 70 kW fc modules, 35 kg hydrogen on board,
350 kilometer mileage Guarantee 12,000 hours or 5 years Very comfortable, quiet , good drivability More than 50% fuel reduction compared with last bus
generation
FC Buses
Next steps
3 more vehicles in 2013, next generation by 2017 Masterplan for implementation of technology with
manufacturer From 2020 only low emission buses Depot for low emission buses in planning
Citaro FuelCELL-Hybrid
Technische Daten Leistung BZ-
System 250 kW
Lebensdauer (BZ) 4 Jahre
Antriebsleistung 205 kW, für < 15-20 sec Wasserstofftank 40 – 42 kg H2 (350 bar)
Reichweite 180 - 220 km HV-Batterie --
Effizienz BZ-System 43 - 38 %
H2-Verbrauch 20 – 24 kg / 100 km
Technische Daten Leistung BZ-
System 120 kW (konst.) / 140 kW (max.)
Lebensdauer (BZ) 6 Jahre
Antriebsleistung Leistung (konst. / max.): 2 x 80 kW / 2 x 120 kW
Wasserstofftank 35 kg Wasserstoff (350 bar) Reichweite > 250 km HV-Batterie 26,9 kWh, Leistung 250 kW
Effizienz BZ-System 58 - 51 %
H2-Verbrauch 10 – 14 kg / 100 km
BZ-Bus (CUTE)
Nächste Generation BZ-Hybrid Busantrieb:
• Energierückgewinnung durch Hybridisierung
• Effizienzverbesserung • optimale Verfügbarkeit durch erhöhte Zuverlässigkeit des Antriebs (zwei Energiequellen)
2 BZ-Systeme ebenfalls Eingesetzt in der B-Klasse F-CELL
Lebens-dauer +50%
[l/10
0km
Verbrauch - 45%
Wirkungs-grad (BZ)
+35%
[km
]
Reichweite +25%
[Jah
re]
The Citaro FuelCELL-Hybrid is the next generation of fuel cell buses
20
General 5 hydrogen refuelling stations (3 already existing) for vehicles
Partners: Vattenfall, Shell and TOTAL
German masterplan: connections with Berlin and Scandinavia
Additional 2 stations for other applications (Airport, Zemships)
Refuelling Infrastructure
HafenCity: 70 MPa SAE J2601 cars, 35 MPa buses & cars 50% production, 50% trucked-in Hydrogen Technology: Linde AG 2 electrolysers (60 Nm³/h), option for 3rd 2 ionic compressors (400 Nm³/h) by Linde Storage total ~ 750 kg 2 middle pressure tanks @ 45 bar, 2x 215 kg 120 high pressure Faber bottles @ 830 bar, ca. 250 kg Maximum capacity of 20 buses and several cars per day
72,500 kg of CO2 1000 kg of NOx 220 kg of SOx 40 kg of particles will not be emitted per year!
The first fuel cell passenger ship in Hamburg
Source:Alster Touristik GmbH
Technical Specifications
Batteries & Energy Management
2 Proton Motor fuel cell systems with 50 kW rated power each
Hydrogen Tanks / 350 bar
Bow thruster
100 kW electric motor for
propulsion
Water tanks
Source:Alster Touristik GmbH
Page 23
Fuel cell technologies and H2 can make Aircraft systems simpler
Fuel cells as APU‘s in Airplanes
Source: Airbus
Example of a typical A30X application: F/C to replace APU
24
Hamburg Airport
STILL Fuel cell powered towing tractor R08 Experimental operation
Ground power unit (mobile generator) at remote stands in process
Linde hydrogen filling station 200 / 350 bar
Mulag Comet 3E tow tractor, electric platform tested from may 2012
Members of a common strategy of German airports in hydrogen and fuel cell technology as well as electric drives
Hydrogen economy in the Lower-Elbe-Region in 2020
The sixth Kondratjew: Energy productivity (after Charlie Hargroves, Brisbane, Australia)
Mechanization
Steel & railroads
Electricity, chemicals,cars
TV, aviation, computers,
Biotech IT
Energy productivity, renew. energy
Source: E.U.v.Weizsäcker
Thank you very much for your attention!
And see us occasionally at
www.dwv-info.de!
Which are the questions I can answer at first?
Anode: H2 → 2 H+ + 2 e- Cathode: 2 H+ + ½O2 + 2 e- → H2O ---------------------------------------------------------------------------------------------------
Sum: H2 + ½O2 → H2O
CnH2(n+1) + (3n+1)/2 O2 → nCO2 + (n+1)/2 H2O
Comparison of Power-Trains I
Gasoline/ Diesel- Vehicles
H2/FC- vehicles
Battery-Vehicles
(double range) I
Cathode: LixCn → nC + x Li+ + x e-
Anode: Li1-xMn2O4+ xLi +xe- → LiMn2O4 ------------------------------------------------------------------------------------------------------------------------------------------------------
---------
Batt.: Li1-xMn2O4+ LixCn → LiMn2O4 + nC
Powertrain of a H2 /FC-Hybrid-Vehicle
Electricity- Management