2 nd czech hydrogen day activities of jbrc within the fp6 eu ip roads2hycom jan macek, jiří vávra...

2nd Czech Hydrogen Day

Activities of JBRC within the FP6 EU IP Roads2HyCOM

Jan Macek, Jiří VávraJosef Božek Research Center, Czech Technical University in Prague


Contents

• Project Overview• Education Agenda for MechEng• Simple Tank-to-Wheels Analysis Tool for Future

Vehicle Powertrains


Overview of Activity

• Mapping Stage – Online surveys– Collation of Databases– State of the Art analysis

• Analysis Stage– Future Scenarios– Evolution of technology

in context– Opportunities &

Synergies

• Engagement Stage– Outputs to Commission

& HFP– Outputs to Communities

& Stakeholders

Roads2HyCom brings together mappings of RTD, infrastructure and communities, and analyses

this information to develop strategic recommendations

Roads2HyCom was conceived together with HyLights, which examines Transport Demonstration projects

(www.hylights.org)

WP0: Program Leadership & Management

WP1: Monitoring & Mapping of Research Activities

WP2: Mapping H2 resources & infrastructure

WP3: Mapping of Community

Types

WP4: Development of Technology Pathways

WP5: Gap & Opportunity Analysis for Technology & Infrastructure

WP6: Develop strategy for future RTD Activities

WP7: Engaging and planning Hydrogen

Communities

WP8: Reporting, Communication & Dissemination

Program Leadership & Management

Monitoring & Mapping of

Demonstration Activities

Development of Assessment

Framework for Demonstrations

Cross Segment Synergy Analysis

Planning of Future Activities & HyCom

Reporting, Communication

and Dissemination

HyLightsRoads2HyCom

MA

PP

ING

AN

AL

YS

ISE

NG

AG

EM

EN

T


Who is delivering Roads2HyCom?Project Partners…

• Roads2HyCom brings together 29 partners from a broad cross-section of areas

– Energy and Hydrogen Supply

– Transport industries (Surface, Air)

– Stationary power (Buildings, Industry)

– Engineering and Socio-Economic research

– Community Expertise

Czech Technical

University in PragueInstytut

Energetyki

Co

re G

rou

pO

ther

Pro

ject

Par

tner

s

Centre Cortes, Moscow

http://www.ika.rwth-aachen.de/index.php?PHPSESSID=89b602d62277e72d576e09942a45a552

http://www.mawsley.com/volvo.htm


Contents


Vehicle Powertrains


Introduction – Motivation and Boundary Conditions

• The implementation of hydrogen technologies requires to educate staff as teams of real

technological movers prepared to assess and overcome issues before/after political

decision is achieved.

• The implementation team should react to yet not fully specified issues in a flexible way.

Higher (tertiary) education is required for the staff realizing technological development

and implementation.

• Different levels of education seem to be useful at certain stages of implementation.

• The time delay between start of planning and the first graduates occurrence should be

taken into account. During this period some boundary conditions may be changed.

• R2H WP 1 and WP 4 collected very useful stuff to be implemented in curricula of

engineering education, especially that of power/process engineering or vehicle

(automotive) engineering.

• The modules of courses can be used in different context.


Levels of Academic Agenda

The goals of the academic agenda may be covered by module curricula at different levels with different pre-requisites. The lower level courses use the simplified modules of higher level ones.

How to Do It – Modular structure is suitable for other stakeholder information

Life-long training courses for graduated engineers

• full semester training (50 days)

• short (weekend) training (10 days)Requirements

Master of Science in Hydrogen Engineering (4 semesters)

Bachelor of Hydrogen Technologies Implementation (2 semesters)

The simplified modules may be applied for other education aims.

Summer schools and workshops for graduated engineers (1 week)


Assignment of Main Blocks to Levels of Education

Supplements to Theoretical Background

Fuel-Cell Theory

General Issues of Energy Transformation and Transport Mitigation of Side Impacts on

Environment; Global and Local ScalesSpecific Features of Heat or Electricity Distribution to Public Consumers

Energy EconomicsInfrastructure Issues Energy Business

FinancingIntellectual Property Rights

Hydrogen EngineeringAlternative Powerplants and

Powertrains

OPTION Vehicle Engineering

OPTION Power Engineering

Master R&D for

Hydrogen Engineering

Bachelor Hydrogen

Technology Implementation

Life-long Training

ShortCourses

Summer School


Contents


Vehicle Powertrains


Introduction• Aim of the Study

– Assessment of potential of future vehicle powertrains especially fuel cell (FC) based in comparison to an internal combustion engine (ICE) as a vehicle prime mover

– Transparent, reasonably simplified software tool for assessment of efficiency potential

• various types of vehicle powertrains

– FC, ICE, Hybrid

• various types of vehicles (car, light truck, city bus)

• arbitrary driving cycle

– NEDC


Methodology

Coverage of all driving resistances by a prime-mover taking into account:

• prime mover efficiency– real steady state ICE performance maps– PEM FC incl. auxiliaries

• transmission efficiency– powertrains simulated with assumptions of fully continuously

variable transmission CVT – optimum efficiency line – electric drives involve:

• DC/DC convertor, DC/AC invertor, electric motor • accumulator charging/discharging efficiencies

• Quasi-static features of powertrains except of powertrain inertia• Slip during drive-off

Impact of the vehicle weight (H2 FC, Hybrid) TTU instead of TTW


Strategies compared

• State of the art SI and CI ICEs• CI ICE-hybrid solution• Two ICEs of different size in parallel

• H2 ICE

• H2 PEMFC

• Cycle tailored powertrains ICE, FC, ICE- Hybrid


Main parameters of a car used in model

SI ICE CI ICE H2

ICEPEMFC CI ICE

Hybrid


Optimal fuel consumption line evaluation

Ford H2 2.0 l

450 450450 450

450

230

230

240 250

260 270290 300

320 340380400

0

1

2

3

4

5

6

7

8

500 1500 2500 3500 4500 5500

rpm

bmep

[bar

]


Fuel Cell Performance Characteristics

PEMFC efficiency

0

20

40

60

80

0 200 400 600 800 1000 1200 1400Current Density [mA/cm2]

Pe

[kW

]

0

0.2

0.4

0.6

0.8

1

FC

Vol

t [V

], et

aFC

[1]

Pe [kW] Pe-Pc [kW] etaFC [1] eta(FC + C) [1] U[V] Ballard Mk900


Comparison of optimal lines of specific heat consumption of ICEs and H2 FCs

Optimal Lines Brake Specific Heat Consumption [MJ/kWh]

4

6

8

10

12

14

16

18

20

0 10 20 30 40 50 60Pe [kW]

bshc

[MJ/

kWh]

1.6FSI 1.2T 1.9TDI TDPx

H2ICE 2xTDI PEMFC PEMFCPx


Results of SI ICE powered car in NEDC

NEDC ECE

-40

-20

0

20

40

60

80

100

120

0 195 390 585 780 975 1170time [s]

Spe

ed [k

m/h

], P

act [k

W]

800

1800

2800

3800

4800

Eng

ine

spee

d [r

pm]

Speeddem [km/h] Speedact [km/h] Pact [kW] RPMdem

Optimum Mflc 16 FSI


Results of Hybrid car with CI ICE in NEDC

NEDC ECE

-40

-20

0

20

40

60

80

100

120

0 195 390 585 780 975 1170

time [s]

Spe

ed [k

m/h

], P

ower

[kW

], S

OC

[%]

Speed_dem [km/h] Speed_act [km/h] P_dem [kW] Pe [kW] SOC [%]

66 kW diesel hybrid


Total efficiency of electric drive

•Constant charging/discharching

efficiencies•CVT utilization•Operation of the ICE at optimum

fuel consumption point or at

maximum power•Coverage of the whole poor

efficiency region of ICE at low load

by electric drive•Additional mass accounted for

•SOCStart= 1 / 2 * SOCMax

•SOCMax=1 MJ

Model of Hybrid Car with CI ICE

motorelconvertorinvertordriveel .. Investigation of Hybridization level

20

45

70

95

120

10 20 30 40 50 60

Pe [kW]

wm

ax

[km

/h],

effic

ienc

y [%

]

-0.5

0

0.5

SO

CE

nd

- S

OC

Sta

rt [M

J]

wmax [km/h] efficiency delSOC [MJ]


NEDC Results

Powertrain efficiencyin NEDC

19.0 20.9

28.0 29.534.4

22.4

37.6 36.030.4

35.5

3.43.7

5.0

4.2

7.06.7

6.2

5.3

0

5

10

15

20

25

30

35

40

45

50

1.6F

SI1.

2T

1.9T

DI

TDPx

2xTDI

H2ICE

PEMFC

PEMFCPx

1.9T

DIHyb

TDPxHyb

Pow

ertr

ain

effic

ienc

y [%

]

Hybrid upper estimated eff. gain

Powertrain efficiency


Future Development of the Simulation Tool

• The corrections for transient response will be implemented to the simulation. – Their estimate depends on the SOTA of detailed

dynamic simulation– At present mastered for ICE only

• Possible next development steps– combination of FC and electric accumulator

• load of fuel cell in real hybrid will be significantly higher due to the need for recharging an accumulator or a supercapacitor

• The FC efficiency will be then lower depending on average power demand, especially high for motorway operation (FC characteristics at higher loads)


Conclusions• Comparison of upper but still realistic estimates of efficiency of

gasoline, diesel, diesel hybrid and hydrogen fuelled ICEs and hydrogen PEMFC vehicles in NEDC– Upper estimated efficiency gain for hybrid solution for all

powertrain systems– More correct hybrid solution for diesel engine

• The real hybrid system with fuel cell is expected to be less efficient, due to permanent higher loading of FC

• The simulation tool compares SOTA of different powertrain efficiencies and extrapolates them to the future level assuming the cost level set by predicted FC price in the future

• It keeps realistic base for upper estimates of overall efficiency under real driving cycles but predicts at least the limits of future possibilities

• It helps to find gaps opened for the future bridging by a consequently focussed R&D


Thank you for your attention!!!

27th and 28th November 2008 General Assembly in Prague

2 nd czech hydrogen day activities of jbrc within the fp6 eu ip roads2hycom jan macek, jiří vávra...

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