future hydrogen vehicles expectations to storage · pdf filehans-christian fickel ......

BMW GroupResearch and Technology

Hans-Christian Fickel

Future Hydrogen VehiclesExpectations to Storage Systems

BMW GroupResearch andTechnologyJune, 3rd 2008Seite 2

Customer Expectations. Space and Comfort for Transport.


Customer Expectations. Reliability….


Customer Expectations.…. under all ambient Conditions.


Customer Expectations. Safety.


Customer Expectations.Longest possible Range.


Volumetric system energy density [kWh/l]

Gasoline(7 series):8 kWh/kg, 7 kWh/L

Gra

vim

etric

sys

tem

ene

rgy

dens

ity[k

Wh/

kg]

LHLH22 physical @ 1 physical @ 1 barabara33.33

1.0

1.5

2.0

2.5

0.0 0.5 1.0 1.5 2.0 2.5

0.0000 1.0000 2.0000

2.37

0.5

0.0NiMHNiMH batterybattery

3.0

3.5

4.0

LHLH22lightweight lightweight constructionconstruction

long termlong termPotential LHPotential LH22

Potential CGHPotential CGH22

currentlycurrently

CGHCGH22(350 bar)(350 bar) currentcurrent

LHLH22next gen.next gen.

MHMHcomplex MHMH

(350 bar)

CGHCGH22(700 bar)(700 bar)

Tank System PerformanceWhy Cryogenic Hydrogen?


Challenges::Costs; Raw material and productionBatch productionThermal + mechanical loadVibration Low (no) maintenanceRecycling

High gravimetric energy densityFuture System

Customer Expectations.Vehicle Integration of Future Tank System.

Energy Storage and Converter are forming a Common System

Lightweight materials

(Volumetric energy density physical limited)Free form geometry


Customer Expectations.Performance and Fun.


Customer Expectations. Performance and Fun.

Purpose of the Propulsion System...even more with Hydrogen


European Funded Research Project “HyICE”Hydrogen Internal Combustion Engine.

Direct Injection

Cryogenic Port Injection

Engine Components

Optical engine

Development tools

Validated CFD-modelsLambda1 8

Experiment Simulation

Validated CFD-models

DI-Injector2 Designs

10 and 200 bar

CPI-Injector+60°C ≥ ϑ ≥ -220 °C

Plasma Spark Ignition

Compromise to Storage System


Results of Engine OptimisationGoal achieved in Power and Efficiency

6 cylinder Truck Engine (MAN)

Power: 200 kW

Indicated efficiency: 46 %

Compression ratio: 9.5

1 cylinder Research Engine ( Passenger Car Dimensions )

Power: 50 kW

Displacement: 0,5 liter

Indicated efficiency: 44 %Optimum not exploited yet

Peff = 100 kW/lboosted


Hydrogen Combustion Engine.High Pressure Direct Injection.Electronic

Engine ControlUnit

PressureSensor

High-Pressure Supply the missing link between storage system and engine.High Pressure DI Injection

Pressure: 150 ≤ p ≤ 300 barTemperature: - 40 ≤ T ≤ 120°C ?

?


Hydrogen Combustion Engine.Cryogenic Port Injection.Electronic

Engine ControlUnit

PressureSensor

All Components available.First step towards Economic Hydrogen Vehicles, fulfilling the Customers Demands

Cryogenic Port InjectionPressure: 3 ≤ p ≤ 6 bar,abs(upper Limit to discuss!)Temperature: < –220°C

Vacuum insulatedPipe

100 kW / litredisplacement

(+60°C ≥ ϑ ≥ -220 °C)


Future Hydrogen Vehicles. Cost Factors: Production and Running.

Integrated Lightweight Tank (LH2)

High Efficient Engine

Results of EU-Project StorHy

Results of EU-Project HyICE

Advanced Energy Management

with

Small Fuel Cell

“to be developed”


Functions

ThermalEnergy

MechanicalEnergy

Fuel EnergyConverter

EngineH2

Optimized Energy ManagementIntelligent Integration of a small FCto optimize Vehicle Fuel Consumption

Small FuelCell

ElektricalEnergy

Each System should do what it can do best!

Propulsion

Heating

Air Condition

Suspension

Breaking

Steering

Eng. Cooling

Lubrication

Lights

…

Kind of Energyneeded


Future Hydrogen Vehicles.Optimized Consumption and Highly Efficient.

Efficiency Engine DownsizingHybridizationEnergy Management with small FC

4,9 litre Dieselper 100 km

49kWh

Ener

gy C

onsu

mpt

ion

[kW

h / 1

00km

]

1kg Hydrogenper 100 km

33kWh10

20

30

40

50

60

Today‘s BMW 320d Touring(130 kW / 177 hp)

Future H2-Vehicle


Supply of Hydrogen.Energy Demand.

Elektrolysis48kWh

Ener

gieb

verb

rauc

h[k

Wh

/ 100

km]


33kWh10

20

30

40

50

60

Supply of Hydrogen Future H2-Vehicle

Liquefaction13kWh

Transportation 2kWh

63kWhyield1kg H2in a

vehicle


Supply of Hydrogen.Fuel Costs per 100km.

Ener

gieb

verb

rauc

h[k

Wh

/ 100

km]


33kWh10

20

30

40

50

60

Supply of Hydrogen Future H2-Vehicle

100kmcost

7,60$ andin futuremaybe3,80 $

Energy: 63kWhCosts: ~12ct/kWhel(Kramer Junction)

63 * 12ct ≈ 7,60 $

Potential of future Costs: ~6ct/kWhel 63 * 6 ct ≈ 3,80 $


Customer Expectations.Affordable Mobilitywith Hydrogen as well.


It is HyTime!

BMW CleanEnergy.It is Hy Time!

Thank you for your attention.


„L'eau c'est le charbon de l'avenir. L'energie de demain c'est l'eau. L’hydrogène et l’oxygène, qui la constituent, utilisés isolément ousimultanément, fourniront une source de chaleuret de lumière inépuisables “

Jules Verne; l‘ile mysterieuse, 1874





Goals:Early markets – including specialist vehicles will be established by 2010 mass market transport applications by around 2020.

Implementation:If hydrogen fuel is available, it can be used with adapted internal combustion engines already in the near future.

“Hydrogen can contribute significantly to European public policy”

Source: Strategic Research Agenda, Chapter 2.4, Transportation applications 14

European Commission 2004

Vision of the Future


Potential of Solar Thermal SystemsMulti Coverage of World Energy Demand

Example: Kramer Junction, CA150 Megawatt Operating for 20 years


pictures: www.google.de

Solar Thermal SystemsKramer Junction


Finish: 2008Surface area of the collectors: 126 acresPower plant dimension: 4200 × 4900 ft.Electrical Capacity: 50MWGross electricity output: 176GWhel/a source: Solarmillenium

Solar Thermal EnergyAndasol, Spain


Surfaces necessary to produce ElectricityWorld / Europe / Germany

Source: http://www.desertec.org


Regenerative ElectricityLocations for Production and Supply grid

Source: http://www.desertec.org


Future Hydrogen Vehicles.Efficient and Sustainable Mobility with Pleasure.

IntegratedLightweight

Tank

Optimized Energy Management

with

Small Fuel Cell

HighPower Densitywith

Monovalent Vehicle, Function-relatedDesign

Area-wideInfrastructure

HydrogenHighEnergy Densitywith

IntenalCombustionEngine


Physical Coherences at Hydrogen Engines State of Technique and new Approaches


Hydrogen Internal Combustion Engine (HyICE).Two Successor Projects already started.

HyICE

Low Pressure DI-Injection:14 city busses

HyFleet-Cute, Berlin

High Pressure Direct Injection:

Fundamental Research

H2BVplusA3-program, Austria

CryogenicPort InjectionVehicleApplication


Hydrogen Direct Injection.Low Pressure DI versus Combustion Control.

0

10

20

30

40

50

60

70

-100 -80 -60 -40 -20 0 20 40 60 80 100Crank angle [°CA]

Cyl

inde

r pre

ssur

e [b

ar]

n=1.000 min-1

IMEP=8 bar

NOx-emissionsSingle injection: 100 %Combustion control: 4 %

Maximum pressure riseSingle injection: 8.3 bar/°CACombustion control: 2.4 bar/°CA

Maximum pressureSingle injection: 69 barCombustion control: 47 bar

n= 1000 rpmIMEP = 8barstoichiometric

Improvement by 70%

Improvement by 70%

Reduction by 96%


Optimised engine management.Lowest NOX emissions in all Driving Conditions.

NO

x-E

mis

sion

ens

[ppm

]

Air ratio[l]

5.00.0 2.0 3.0 4.01.0

Surpressed area Thin combustion (without catalyticconverter)

Catalyticconverter

Stociometriccombustion

Rawemissionens Emissionens

Rich combustion(Catalyticconverter)


Future Hydrogen Vehicles.Optimized Consumption and Highly Efficient.

Efficiency Engine DownsizingHybridizationEnergy Management with small FC

4,9 litre Dieselper 100 km

49kWh

Ener

gy C

onsu

mpt

ion

[kW

h / 1

00km

]


33kWh10

20

30

40

50

60

Today‘s BMW 320d Touring(130 kW / 177 hp)

Future H2-Vehicle

future hydrogen vehicles expectations to storage · pdf filehans-christian fickel ......

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