110418 Workshop on Cost Model D25 Agenda Draft · 2018-10-22 · Workshop on Cost Model and Resources Requirements. Seite 2 Objective ... internet research stakeholder database Fuel

Autostack HFC-JU Project No.: 245142

- 1 -

Agenda 18 April 2011

Topic Venue

Joint Workshop on Generic Stack Design, Cost Model Lucerne

and Resources Requirements Date 28.06.2011

Start 14:00

End 18:00

Convener Telefon-Nr. Minutes taken by Telefon-Nr. Agenda from

L. Jörissen +49-731-9530-605 18.04.2011

Participants CC

A. Martin L. Jörissen F. Finsterwalder P. Ekdunge T. Priem B. Andreas-Schott T. Giunti S. Sibona R. Ströbel

V. Banhardt F. Büchi G. Tsotridis R. Zuber M. Holzmann N. Zandona C. Loevenbruck J. Sfeir U. Hannessen

C. Navas A. Müller

Discussion / Result Remark / Action

Agenda

TOP 1. Welcome and Introduction to the Autostack Project TOP 2. OEM-Requirements for Automotive Fuel Cell Stacks TOP 3. European Supply Chain Analysis TOP 4. Stack Cost Analysis (Methodology) TOP 5. Coffee break TOP 6. Stack Cost Analysis (Preliminary Results) TOP 7. Draft Business Concept for a European Stack Integrator TOP 8. Discussion TOP 9. End of Meeting

Daimler AG

AutostackFinal Conclusions on

WP 1: OEM Stack Platform

General Assembly / Workshop on generic Stack Designs

Jun 28th 2011, Luzern

F. Finsterwalder

1

Automotive System Architecture

M

anode

cathode

coolant

MM

humidifier

radiator

MM

H2-blower

M

anode

cathode

coolant

MM

humidifier

radiator

MM

Simplified schematic

Features:• Air compressor without

expander• Gas-to-gas humidifier

(cathode out cathode in)

• High power density stack• An active / passive

H2 recirculation pumpp = 1 .. 2 bar abs

T = 55 .. 95°C max (outlet)

Rh cathode @ max power = 50%

2

High Level Stack Requirements

Stack nominal power (gross, continuous) 95 kW (requirement)(System power 80 kW)

Stack Open Circuit Voltage <430 V (requirement)(limit set by power electronics – consider OCV > 1V @ freeze T)

Minimum stack voltage >200 V (guidance)(limit depending on E-motor and DC/DC converter characteristics)

Weight <75 kg

Volume <60 l

Operating Temperature min -25°C (start capability)max +95°C (outlet temp.)

Interface parameters at nominal powerPressure 2 baraAir Stoichiometry 1,6 Cathode Humidification 50% (nominal OP)

3

Stack and Plate Design

Area Power density 95 kW, 1 W/cm2

Cell voltage at nominal power 0,67 VCurrent density at nominal power 1,5 A/cm2

Active area of stack 9.5 m2

Number of cells (1-row stack is a requirement) 300 .. 380 (staple height!)

Active are area per cell (projected) 317 cm2

Plate Area (a.a. = 60% of plate area) 528 cm2

Cell pitch 1,5 mm

Ci

Ao

Ai

Co

Wi Wo

Active Area (aspect ratio 1:3)Port

Region Transition

Region

Preliminary Plate Design (1 Path parallel Flow Field)

30,8 cm

10,3 cm

Plate Dimensions:

11,3 x 46,8 cm2

4

Packaging ComparisonAvailable Stack Box volume in OEM vehicles

Daimler(E-class)

Fiat(Panda)

VW(Jetta)

688

mm

610

mm

786

mm

688

mm

610

mm

786

mm

785 mm

Driving

direction

Driv

ing

dire

ctio

n

Top view

Sideview

618

mm

driving direction

865 mm

618

mm

driving direction

865 mm

770 mm610 mm

driving direction subfloor limit

5

critical due to crash

stack might be tilted

Driv

ing

dire

ctio

nPrinciple Stack Mounting Orientations

6

Packaging Conclusion

Stack can be fitted in common box

785 m

m60

5 m

m

510 mm

470

mm

600

mm

140 mm

450

mm

„common box“ volume

V = 40 l

7

Conflicting Targets / Major Gaps

• Essential target is to bring down costs of stack

• The latter are primarily determined by the PGM content

• Lowering PGM content entails technical challenges / conflicting targets

• Improving power density w/o compromising other targets is a long-term effort

• Short term mitigation: Trading off power density vs. Pt-loading

8

Gap Power Density / Pt LoadingFuel efficiency targets might even be more challenging

relevant for fuel efficiency relevant for top speed

15

Projected MEA (2015) "automotive ready"

Specific Stack Costs

17

Specific Stack Costs

Projected MEA “CEA cost study"

19

Conclusion

• The cost optimized Pt loading is influenced by:- the costs of membrane, GDL, BIP vs. Pt- the power density characteristics of the MEA

• Given today’s price structure, the cost optimized Pt loading goes along with meetings the power density target.

• Lower costs of area components / higher Pt costs shift the cost minimum towards lower Pt-loadings.

• Power density is the paramount target. High power density allows standardization, thus economies of scale and cost reduction.

20

Standardization & Economies of Scale

higher power density higher degree of freedom (packaging)

standardizationeconomies of scale (1)

Pt reduction economies of scale (2)

Addressing ultimate cost targets

Addressing product design targets

market volume

Cost optimized Pt loading is high

Cost optimized Pt loading movestowards lower values

Ultimate cost targets met

21

Open Issues

• Efficiency targets at reduced Pt-loading

• Limited turn-down ratio of thefuel cell stack

Fuel Cell Range Extenderas a short-term mitigation ?

…. to be discussed

Pre

ssur

e dr

op

in s

tack

Current density / volumetric flow / load

pmax

pmin

turn down ratio)

Daimler AG

Thank you very much for your kind attention

Seite 1

European Supply Chain Analysis

Paul Scherrer Institut

Stefan Kreitmeier, Philipp Dietrich, Felix Büchi

28th June 2011, Lucerne

6. Oktober 2011PSI,

Workshop on Cost Model and Resources Requirements

Seite 2

Objective

Inventory of the European stack component supply industry

Developing a technical roadmap for afuture generic PEFC stack platform

Autostack

Workpackage 2.1

Seite 3

Goals

1. Compiling a database of European companiesdealing with PEFC technology

2. Assessment of commercial availabilityand level of product maturity

3. Prepare basic technical data of PEFC materials and components suited for the stack platform

• Component properties

• Component cost

Seite 4

Boundaries

• Only stack repeating components

Membrane

Catalyst

GDL

Subgasket

Metallic BPP

Composite BPP

Sealing

BPP

MEA

Seite 5

Boundaries

• Only European suppliers of PEFC stack components


only representative for Europe

Seite 6

Boundaries



• Component specifications were restricted to the requirements of Auto-Stack (WP 1)

Seite 7

Boundaries



• Component specifications were restricted to the requirements of Auto-Stack (WP 1)

• For current and future preliminary mass production (250-25.000 stacks/year) in the time frame 2015 to 2020

• Non disclosure agreement

A minimum of 3 replies required fordata anonymisation based on averaging

Seite 8

Methodology

1. Compile an inventory of the European companies

Short questionnaire

Long questionnaire

with NDA

Interviewwith NDA+ +

2. Data acquisition

internetresearch

stakeholderdatabase

Fuel CellExhibition

+ +

Seite 9

Summary of results

1. Compiling a database of European companiesdealing with PEFC technology

Seite 10

Summary of component properties

1. Metallic bpp mostly fulfill the requirements

2. GDLs are supplied with adequate properties based on the Autostack requirements.

3. No evaluation for catalyst and sealing materials

Seite 11

Summary of component properties

4. Gap beetween demand and supply

• High power density at required low Pt loading

• Cell pitch for carbon composite BPP usage

• Coating technology for metallic BPP

6. Limited availability of high matured PEFC components in EU

Market competitiveness?

5. Inadequate disclosure of stack component durability

Seite 12

Summary of component cost

• 1 W/cm2 specific power density of the MEA at

• 95 kW stack power* (80 kW stack net power)

with

• 315 cells per stack with

• 300 cm2 active area

Cost specified for generic stack from Autostack

* DTI: 87 kW stack power for 80 kW net power

Seite 13


MEA: Agreement to DTI study for lowest cost target.

B. D. James, J. A. Kalinoski, K. N. Baum, DTI, Contract Nr. DE-AC36-08GO28308, Virginia, USA, 2010.

0.9 mio units23 €2015

2.4 mio units

300.000 units

@ annualproduction rate

14 €2020

74 €2010

Production cost[per kWstack]

4 mio units

1 mio units

100.000 units

@ annualproduction rate

n.a.14 €44 €2020

0.1 – 1 mio/a14 €62 €2015

10 – 300 k/a71 €124 €2010

Production capacity[units]

Lowestvalue

Meanvalue


DTI study

Seite 14


Membrane: Moderate cost dependency on production rate


30.0006 €2015

1000

@ annual stackproduction rate

40 €2010


100.000

10.000

1000


n.a.n.a.2020

10 €1 €2015

15 €n.a.2010

Per-fluorinated

Hydro-carbon


DTI study

Seite 15


B. D. James, J. A. Kalinoski, K. N. Baum, DTI, Contract Nr. DE-AC36-08GO28308, Virginia, USA, 2010. 30.0007 €2015

1000


16 €2010


100.000

10.000

1000


n.a.n.a.2020

1.5 €3.5 €2015

6 €13 €2010

Lowestvalue

Meanvalue


DTI study

GDL: 50% lower cost compared to DTI study in 2015

Seite 16

11 €

18 €

44 €

Metallic BPP Mean

value

8 €

15 €

37 €

Metallic BPP Lowest

value

30.00012 €20 €2020

300027 €42 €2015

30032 €87 €2010


CarbonBPP Lowest

value

CarbonBPP Mean

value

Productioncost

[per kWstack]



2.3 €

2.8 €

CarbonBPP

2015

2010


3 €

13 €

Metallic BPP

30.000

1000

@ annual stackproduction rateDTI

study

• Composite plates more expensive than metallic • Both metallic and composite plates are severalfactors more expensive compared to DTI study

BPP:

Seite 17


Only a limited number of suppliers with high maturity level of their product

Cost and technology assessment difficult

Seite 186. Oktober 2011PSI,PSI, Seite 18

Thank you very much for your kind attention

Status Work Package 4 Luzern 27.6.2011Preliminary results

André Martin Consulting

1. Deliverable 4.1 – Expertise and Resources

1/17/2012 1AMC

2

Combination and integration of expertise and resources of research, supply industry and OEMs.

Development of a joint technology roadmap and transparent collaboration scheme based on strategic partnerships.

Improvement of economies of scale by combining volumes of several OEMs andapplications based on joint platform concept.

Establishment of a dedicated development structure with focus on stack integration, validation and production.

Recruitment of experienced staff with solid track record in stack development to accelerate learning curves.

General assumptions of the business model

3

Core competences:•Stack development and design (concept, interfaces, specification, IP…)•Component specification and validation (MEA, BPP, BoP..)•Stack prototype build, testing and validation•Supply chain management Manufacturing/assembly

Support to core: •Sales & Marketing•Project- and program management •Quality system•Infrastructure and IT•Finance & Admin

Core competences of stack integrator

Overall staff demand:25 … 40 depending ofprogress


2. Deliverable 4.2 – Market Study

1/17/2012 4AMC

Common OEM specification

Operating point 1,5 A/cm²@ 0,675 mV Pt-loading 0,15 mg/cm² Stack-power 95 kW, scalable Operating temperature < 95° C Operating pressure < 2bara Voltage 220 - 430 V Power density < 60l / 75kg Cost 40 €/kW @ 100000

5

State-of-the-art in stationary offers room for maneuver

1/17/2012André Martin Consulting 6

Stationary PEFC StacksModerate power density (~0.4 W/cm2)Medium cell pitch (~ 5 mm)High endurance ~ 20 000 h under

stationary conditions)Turn down ratio 1:3

Automotive PEFC StacksHigh power density (~ 1 W/cm2)Low cell pitch (<1,5 mm)Reasonable endurance < 10 000 h

under stationary conditions)Turn down ratio ~ 1:20

Several stationary applications have complementing requirements.Transfer of automotive design concepts can deliver substantial benefits.Stack design needs to be robust to allow sufficient flexibility.

Assessment identified technical compliance level


Large potential based on technical synergy


~ € 0,8 – 1,0 billion market potential even @ low penetration rates

1/17/2012 9AMC

According to Stack Voltage:Standard Voltage levels: 12 V, 24 V, 48 V, 96 V

According to design single cell voltage:High efficiency: 0.75 VAutomotive: 0.67 VHigh power: 0.62 V

According to BoP-Effort:

Low effort: ambient pressureAutomotive: 2 barabsHigh effort: 3 barabs

Possible Stack Classification

1/17/2012 André Martin Consulting 9

1/17/2012 10AMC

High efficiency stack for 24 V applications:Number of cells: 32 Average single cell voltage: 0.75 VPressure level: ambient Area specific power density: 0.5 W/cm2

Stack nominal power: 5 kW

Automotive:Number of cells: 314 Average single cell voltage: 0.67 VPressure level: 2 barabs Area specific power density: 1.0 W/cm2


High power density stack for 96 V applications:

Number of cells: 155 Average single cell voltage: 0.62 VPressure level: 3 barabs Area specific power density: 1.3 W/cm2


Stack design examples using the same cell hardware (active Area 300 cm2)

1/17/2012 10

1. Outline and objectives of the project

Standardized cell and battery design have reduced cost dramatically.

Success story consumer markets…

Anticipated overall market launch for FCEVsand other applications is now more certain

Assumed roll-out scenario of FCEVs in Europe *:

2015 – 100.000 FCEVs2020 – 1.000.000 FCEVS

Other applications have the potential to add 10 000s of units from 2015

Hence production volume potential of at least 50.000 units is assumed as baseline after ramp-up

* A portfolio of powertrains for Europe (McKinsey Study)

12

Use of platform concepts to help economies of scale early on

Standardized platform concepts are allowing superior scale effects in early phases of commercialization for both, OEMs and suppliers.

In the long-term, novel processes and materials will be required to achieve ultra-low Pt-loading targets and thus achieve the required scale effects at growing market volumes.

13

High power density

Improved flexibility (Packaging)

StandardizationEconomies of scale (1)

Pt - reduction Economies of scale (2)

Marktvolumen


Deliverable 4.3 - Draft business plan

1/17/2012 14AMC

Massive savings are possible when accumulating volumes through a common platform concept

15

Total stack cost

Production rate

Savings by no of vehicles when arriving next level of scale effect:A B = 6,5 m €/1000 B C = 28,3 m €/10000C D = 46,5 m €/50000D E = 166,6 m €/100000

16

P & L - sensitivity analysis over three scenarios

Total Cash FlowScenario 1 58 M€Scenario 2 64 M€Scenario 3 72 M€

Breakeven 10 2004000

50000


5. Summary and conclusions

1/17/2012 17AMC

Summary and conclusions

18

Economies of scale are much more important for early cost reduction than Pt-loading.

Pt-loading is a long-term issue for higher production volumes in combination with advanced technology while observing efficiency limitations.

High power density of the stack is key for platform concept and for achieving cost targets in mid term.

Market introduction of fc vehicles will require massive investment before and until reaching market penetration (optimum production rates).

Therefore, common platform concepts can help mitigate and substantially reduce market introduction cost.

Documents

110418 Workshop on Cost Model D25 Agenda Draft · 2018-10-22 · Workshop on Cost Model and Resources Requirements. Seite 2 Objective ... internet research stakeholder database Fuel