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Assessment of Fuel Cells as Auxiliary Power Systems for Transportation Vehicles
DE-FC04-01ALL67604
TIAX LLCAcorn ParkCambridge, Massachusetts02140-2390
Reference: D0036.00
2003 Hydrogen and Fuel Cells Merit Review Meeting
Berkeley, CA
May 19-22
MS.DOE.D0036REVIEW.051903 1
Background & Objectives Opportunity
As auxiliary power units (APUs), fuel cells may find opportunity for automotive-volume markets by offering some key potential advantages.
• Fuel Cell Technology could be ideal for APU on trucks and other vehicles due to the following advantages:– minimal emissions– quiet operation– minimal vibration– high efficiency– compact design
• Several designs / demonstration units have been built:– BMW/International Fuel Cells 5-kW hydrogen-PEM demo for 7-series passenger
car– DaimlerChrysler/Ballard 1.4-kW hydrogen-PEM demo for Freightliner Class 8
heavy-duty truck cab– BMW/Delphi/Global Thermoelectric 1 to 5-kW gasoline SOFC technology
development program
APU applications can provide entry markets for fuel cell technology at cost levels significantly higher than that of propulsion applications.
MS.DOE.D0036REVIEW.051903 2
Background & Objectives Project Objectives
The overall objective is to determine the viability of PEM & solid oxide fuel cells in the application of APUs for on-road vehicles.• The USDOE Vehicle Technologies Program of the Office of Energy Efficiency
and Renewable Energy objectives are:– Assess viability as defined in terms of achieving performance & cost targets:
- Fuel flexibility- Start-up time- Power level- Duty cycle
– Determine R&D needs and possible USDOE roles based on projected benefits to the Nation:- Barrels of oil displaced- Criteria pollutants avoided- Safety & Noise
– Compare performance of fuel cell APUs with alternative approaches (both performance & cost)
– Estimate benefits to the Nation and also for acceleration of fuel cell market introduction
– Determine development & commercialization timeline and R&D gaps
-Overall vehicle efficiency-Weight and volume-First and O&M cost-Reliability, Maintainability
DOE is particularly interested in how fuel cell APUs can help facilitate the introduction of fuel cells for propulsion or hybrid electrics.
MS.DOE.D0036REVIEW.051903 3
Approach Scope
We are developing detailed conceptual designs for 3 fuel cell/APU systems for on-road transportation applications.
Analysis Update
5
Identify & Select APU Systems
2
• Summarize PEM and SOFC performance parameters
• Determine most promising future APU applications
• Refine likely duty cycles, power requirements, volume/weight targets
• Conceptual designs of 3 fuel cell /APU applications
• Conceptual design of interfaces with vehicle
• Compare conceptual system with competing technology
• Determine gaps among fuel cell cost & technical performance and market needs
• Layout required development efforts
• Update with latest publicly available data
Kick-off
1
Develop Design Concepts
3 4
R&D Gap Analysis
MS.DOE.D0036REVIEW.051903 4
Approach Schedule & Milestones
Our current effort is to finalize conceptual designs of APUs and complete R&D gap analysis.
FinalReport
Time Period
J F M A M J J A S O N D J F M A M J
Month 2002
Task 1: Completed
Task 2: Completed
Task 3: Develop design concepts• Truck Cab/SOFC/diesel
• Transit bus/SOFC/CNG ordiesel
• Police cruiser/PEM/Hydrogen
Task 4: R&D Gap analysis
Task 5: Updates
2003
• Refrigerated trailer unit/SOFC/diesel
Milestone
MS.DOE.D0036REVIEW.051903 5
Approach Team Structure
The DOE APU Fuel Cell Study Team consists of TIAX LLC and the University of California-Davis with input from the American Trucking Association.
TIAX LLC(Team Lead & Fuel Cell
System Analysis)
Primary Contact: Masha Stratonova
American Trucking Association(Industry Perspective & System
Specifications)
Primary Contact: Bill Gouse
UC-Davis Institute of Transportation Studies
(Vehicle Integration Analysis)
Primary Contact: Christie-Joy Brodrick
MS.DOE.D0036REVIEW.051903 6
Most Promising Fuel Cells APU Applications
We analyze PEM and planar, anode-supported SOFC for APUs based on an evaluation of the most important system characteristics.
• Solid Oxide Fuel Cell technology is most promising for most APU applications– High power density– High efficiency– Most compatible with diesel fuel operation (used as primary engine fuels in
target heavy duty vehicle markets)
• Fossil Energy SECA program and industry is developing core planar solid oxide technologies applicable to both transportation and stationary applications.
• PEM technology was selected for applications in vehicles for which hydrogen was assumed to be the primary fuel. – PEM APUs operating on fuels other than hydrogen were not considered.
MS.DOE.D0036REVIEW.051903 7
APU Applications Ranking Analysis
We use a market screening methodology to identify the likely addressable market for on-road transportation applications
Addressable market: Potential fuel cell APU market
Capturable market: Fuel cell APU market penetration
Market Share
Entire market: On road transportation vehicles Vehicle Markets Analysis
Compare cost and performance of FC APU with benefits to end applications
Market acceptance analysis as part of benefits projections
Outside scope of project
# total market
capacity
Market penetration
(% captured)
% market addressable
% market share
# installed capacityx x x =
MS.DOE.D0036REVIEW.051903 8
APU Applications Screening
For the entire market assessment and the initial screening, we considered market size for new vehicles and price of vehicle.
0
2,000,000
4,000,000
6,000,000
8,000,000
10,000,000
Light DutyCars
Light DutyTrucks
(Class 1-2)
SUVsVansPickups2-SeaterLarge MidsizeCompactSubcompactMinicompact
0
50,000
100,000
150,000
200,000
250,000
300,000
350,000
400,000
Medium Duty Trucks (Class 3-6)
Heavy Duty Trucks (Class 7-8)
Class 8
Class 7
Class 6
Class 5
Class 4
Class 3
US 2000 Sales of Vehicles
We also considered RVs, utility trucks and miscellaneous segments.
MS.DOE.D0036REVIEW.051903 9
APU Applications Potential APU Applications Required Power, Wight, and Volume
Vehicles meeting market and cost criteria are considered as a potential fuel cell APU market.
<50<501-3Law enforcement vehicles
<50<501-3High-end passenger vehicles
2502505-20Deluxe contractor truck
2502502-7Recreational vehicles
20010010-20Transit, intercity buses
2504004-75Specialized utility/PTO trucks
25012510-30Refrigeration trailer units
2501253-6Long-haul heavy-duty truck
Maximum allowable volume (L)
Maximum allowable
weight (kg)
Required power (kW)
APU Power & Packaging Constraints
Market Segment
NOTE: Some values are based on estimates from personal communication with one or more sources, but are not conclusive. Weight and volume estimates are calculated from current space available for these systems and from PNGV research
MS.DOE.D0036REVIEW.051903 10
APU Applications APU Applications for Detailed Analysis
Based on the economic marketability, technical feasibility, and potential benefits, four applications were chosen for detailed analysis.
HeavyHeavy--duty duty truck sleeper truck sleeper cabcab
• Diesel fueled SOFC APU• APU provides for hotel loads and telematics while the truck is
parked• Reduction in fuel consumption, emissions, noise; improved safety
Transit Transit bus/motor bus/motor coachcoach
• CNG or Diesel fueled SOFC APU• APU provides for air conditioning and other electrical loads for
passenger amenities • Potential fuel savings, emission reductions and noise reduction
Hydrogen Hydrogen fueled police fueled police carcar
• Compressed hydrogen fueled PEM APU• Electrical accessory loads• Reduction in fuel consumption, emissions, noise; improved safety
Refrigeration Refrigeration trailer unittrailer unit
• Diesel fueled SOFC APU• APU provides cooling load• Potential fuel savings, emission reductions and noise reduction
MS.DOE.D0036REVIEW.051903 11
APU Design Concepts Approach
We are applying our multi-subsystem modeling methodology to design the conceptual fuel cell APU systems.
Reformer model
M
O
M
OC3H7 H
C3H8
Manufacturing Cost Model
Fuel Cell Model
0.4
0.5
0.6
0.7
0.8
0.9
1
cell
pote
ntia
l (V)
0 0.2 0.4 0.6 0.8 1 1.2 1.4 current density (A/cm²)
NG2000 H2 NG3000 H2 NG2000 ref NG3000 ref
ThermodynamicSystem Model
Conceptual Design and Configuration
46"60"
53"
12
4
5
6 7
8
9
10
11
12
13
15
14
Illustrative
Tape Cast
AnodePowder Prep
VacuumPlasmaSpray
ElectrolyteSmall Powder
Prep
ScreenPrint
CathodeSmall Powder
Prep
Sinter in Air1400C Sinter in Air
Formingof
Interconnect
ShearInterconnect
VacuumPlasmaSpray
SlurrySpray
ScreenPrint
Slurry Spray
Slip Cast
Finish Edges
Note: Alternative production processes appear in gray to thebottom of actual production processes assumed
BrazePaint Braze
ontoInterconnect
Blanking /Slicing
QC LeakCheck
Interconnect
Fabrication
Electrolyte CathodeAnode
Stack Assembly
$/kW$/kW
0
10
20
30
40
50
60
70
80
0 500 1000 1500 2000 2500
Hot Soak10 minutes
VehicleSpeed
[mph]
Cold-Soak>12 h
@20-30C
Cold-Cold-SoakSoak>12 h>12 h
@@20-30C20-30C
Cold TransientPeriod
Stabilized Period Hot TransientPeriod
Time [s]
US Federal Test Procedure, FTP-75
Vehicle Load Profile
MS.DOE.D0036REVIEW.051903 12
APU Design Concepts Long-haul Truck Sleeper Cab
During stationary cycle, potential benefits for 4-kW SOFC APU to power sleeper cabs include significant fuel and emissions saving.
78.3%81.4%80.8%
1,6921,260756Saving at Idle
4682881804-kW SOFC APU
2,1601,548936Main Engine Idling
Heavy“Typical”LightFuel (gal/yr)
Note: Light – 600 rpm, 1 kW average accessory load; “Typical” – 860 rpm, 2 kW; Heavy – 1150 rpm, 3.5 kWValues shown are for average idling duration (6 hrs/day)Approx. 15-20% of market idles <2 hrs/day, 60-70% from 2-10 hrs/day, and 15-20% >10 hrs/day
>99%
~ 0
0.147
“Typical”
0
1000
2000
3000
4000
5000
0 200 400Time (s)Acc
esso
ry p
ower
(W)
Accessory Load Profile at IdleAccessory Load Profile at Idle
NOx (ton/yr) PM (ton/yr)Idling Mode
>99%
0.002
~ 0
MS.DOE.D0036REVIEW.051903 13
Economics Long-haul Trucks
Preliminary analysis of the APU system for long-haul trucks indicates a payback period of under 2 years resulting from annual fuel cost savings.
Economic Assumptions
4-kW SOFC APU, installed package(Long-term cost assumption)
$580/kW
Economic Assumptions
Diesel fuel cost $1.7/gal
Long Haul Trucks
ApplicationApplication
1800-3000
Hours of Idling Hours of Idling (hrs/yr/vehicle)(hrs/yr/vehicle)
1530-3740
Annual Fuel Annual Fuel Cost Savings Cost Savings
($/yr)($/yr)
900-2200
Annual Fuel Annual Fuel Savings (gal)Savings (gal)
0.6-1.5
Payback Payback PeriodPeriod
The low payback periods is likely to ensure a significant marketpenetration for the long haul truck applications.
Unit CostUnit Cost($)($)
2,320
MS.DOE.D0036REVIEW.051903 14
APU Design Concepts Law-enforcement Vehicle
Hydrogen-fueled PEM APU for police cars was considered with an assumption that hydrogen infrastructure is available.
Note: Fuel saving estimate is based on gasoline equivalent.
Simplified Electric Load Profiles at IdleSimplified Electric Load Profiles at Idle
0.00
1.00
2.00
3.00
4.00
5.00
0 2 4 6 8 10Time (hr)
Pow
er (k
W)
Electric base load (kW)With A/C (1/2 time)With A/C (full)With A/C (full + drawdown)
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
3 6 9 12Hours at idle
Fuel
save
d
sedantruck
5 kW Hydrogen Fueled PEM System Performance5 kW Hydrogen Fueled PEM System Performance
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Stack Efficiency
Parasitics Efficiency
Percent of Full Load
Eff
icie
ncy
System Efficiency
Power Conversion Efficiency
MS.DOE.D0036REVIEW.051903 15
APU Design Concepts Transit Bus
Use of an APU in a transit bus does not lead to fuel saving benefits and only insignificantly reduces NOx and particulate matter emissions.
0
2
4
6
8
10
12
14
16
0 2 4 6 8 10 12Time (Hours)
Pow
er (k
W)
Baseline A/C Full TimeBaseline A/C 1/2 Time
APU A/C Full TimeAPU A/C 1/2 Time
Base Load
Simplified Electric Load ProfilesSimplified Electric Load Profiles
Base loadAC full time
Base load
BaselineBaseline3.54.2
24.6
SOFCSOFC0.230.91
0
Engine w/ Engine w/ SOFCSOFC3.4
TotalTotal3.6
ReductionReduction-2.1
Fuel gal/h gal/hr gal/hr gal/hr %
NOx Emissions g/mile g/mile
Engine OnlyEngine Only SOFCSOFC ReductionReductionEngine+SOFCEngine+SOFCEngine w/SOFCEngine w/SOFC
-1.23.4 4.3g/mile g/mile %23.2 23.2 5.8
AC full time 31.5 0 23.2 23.2 27
Note: Fuel saving estimate is based on gasoline equivalent.Base load 0.3 0 0.3 0.3 1.1AC full time 0.3 0 0.3 0.3 1.9
PM Emissions g/mile g/mile g/mile g/mile %
MS.DOE.D0036REVIEW.051903 16
Overview
Fuel cells APUs offer benefits in high-volume markets and a possible near term channel for development of the technology. • Fuel cell auxiliary power units can, in principle, be adapted to a range of non-
propulsions applications for a number of applications including trucks, refrigerated trailers, law enforcement vehicles
• Several technology challenges must be overcome by both PEMFC and SOFC for widespread applicability as APUs
• Achieving a low manufacturing cost will be critical for broad SOFC and PEMFC commercialization
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