Fuel cell in the focus of Electrified Mobility 2019 in Mannheim

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Fuel cell in the focus of Electrified Mobility 2019 in Mannheim-fuel

– Advertising / cooperation with Freudenberg Sealing Technologies –

You have to use opportunities. Especially when they are close to gripping. This was the case with the 2. International ATZ Congress Electrified Mobility 2019, which on 12. and 13. November 2019 in Mannheim took place. The focus of my visit was the fuel cell technology, which was given special attention in particular on the second day of the event, in the context of three lectures, special attention.

Markus SchOttle – Senior Editor Automotive Developments, Springer Specialist Media Wiesbaden GmbH, Germany – led as a moderator by the morning. Already with his welcome and brief idea of the process, he was committed to the fact that hot discussions on the fuel cell was led to the previous day. In particular about their use in the car and commercial vehicle sector. Relatively quickly, he handed the micro to the first speaker of the day, a veterinarian in the topic fuel cell, but also in lithium-ion batteries, such as SchOttle to report.

Technology, costs and infrastructure – challenges, but no Bermuda triangle for the fuel cell!

Prof. Dr. Christian Mohrdieck – Director Fuell Cell and CEO, Mercedes-Benz Fuel Cell GmbH, Germany – opened the lecture series on e-mobility. The entry into the topic he began with a view to the overall strategy of Daimler in terms of electromobility: “Our current focus is on battery electrical mobility,” says a statement by OLA Kallenius, Daimler CEO, which Mohrdieck is still as a proviso and impact direction look up. In this context, a look at the “Ambition2039”: Daimler’s way to sustainable mobility was not missing.

Fuel cell in the focus of Electrified Mobility 2019 in Mannheim-fuelProf. Dr. Christian Mohrdieck – Director Fuell Cell and CEO, Mercedes-Benz Fuel Cell GmbH, Germany

But not only topics such as CO2-neutral production of the actual final products for Daimler play a role, but the view of the entire process chain should lead to this CO2 neutral. In this context, Mohrdieck mentioned that currently six percent of global CO2 emissions are caused to steel production; from his point of view also a point that must be addressed. But since it just does not realize only in one way you have to be open for everything. Among other things, including fuel cell technology.

Daimler looks fuel cell and battery as supplementary drive techniques

A general statement by Mohrdieck and his employer Whether battery-powered e-mobility or fuel cell e-mobility the nose has not existed. Instead, the reference that always has to be decided on application for application. A statement, which is also reflected in the lectures of the other two speakers. “You do not see fuel cell and battery as competition, but supplementary drive techniques. Ideally, one can benefit from both drive techniques, “says Mohrdieck. Best example of this is the GLC F-Cell.

It is fixed, Daimler sets on three columns in the drive: high-efficiency burners, electric cars & plug-in hybrids as well as electric vehicles with battery and fuel cell. Mohrdieck sees personally burner on the street, but also sees appropriate potential for improvement in the burner itself, which still needs to be used. Nevertheless, it seems to be clear to him: “The freestyle is the fully electric driving. With fuel cell or as a battery-powered car.”

Fuel cell has proven everyday life

The Director Fuell Cell and CEO, Mercedes-Benz Fuel Cell GmbH, made clearly recognizing in his lecture: the “fuel cell has proven its everyday life.”Already in 2011, three Mercedes-Benz B-Class F-Cell, in 125 days, a journey around the world: 14 countries, 30.000 km stood on the plan. Fuel cell technology did not lead to any problems. Scratches on the windshield or problems with tires were the biggest challenges. But Mohrdieck did not make a secret that it has already noticed that the infrastructure must be expanded so that the fuel cell can prevail.

Mercedes itself now looks at fuel cell vehicles, which are well over 350.000 km on the speedometer. The longevity is quite available. In addition, you have appropriate advantages in refueling to the store, which Mercedes-Benz understands with numbers to underpin. At 36.000 Tank operations is achieved an average refueling time of around 2.8 minutes. So comparable to combees nowadays and much faster than purely battery electric vehicles.

From his view, with the Mercedes GLC F-Cell, his “baby”, also a bit successful, what the fuel cell technology can arrive in everyday life. Mercedes-Benz has built up a hybrid from battery electrical and fuel cell technology and thus combines the best of both worlds. Or as Mohrdieck himself said, “You have minimized the range of E-cars, as well as the gas station attachment of the fuel cell.”

Mohrdieck: “How about? The theme GLC F-Cell is through “

He asked himself in the room and knew these also to answer: “In the future we want and have already begun to develop a modular fuel cell system.”Thus, the company then wants to go the step from car to heavy commercial vehicles. This a variety of vehicle types with fuel cell technology should be equipped, but also stationary storage systems play a role. Because this project should lead to large volumes in the fuel cell. To do this, the reference to a pilot project of Mercedes with Hewlett Packard, which we have reported in 2017: “Daimler cooperates with computing experts with non-automotive fuel cell systems”.

The fuel cell expert gave to understand that “modularity of course ensures cost reduction”, but not the only control lever. On the contrary, volumes, technical progress and capable suppliers use the economies of scale the cost reduction in the fuel cell perceptibly. On the basis of these considerations, Mercedes-Benz goes so far that the company is to be understood that a fuel cell car can come to the cost level of a plug-in hybrid.

Volumina wants to achieve the already mentioned stationary storage systems. Because big memory is necessary anyway, if it comes to save regenerative energies. Also over longer periods of time. Storms in the north of Germany as an example, are available in some seasons, then not again. Hydrogen energy storage mights could offer themselves for such a use and then save energy when needed can also be delivered again.

Dr. Manfred Stefener, Managing Director in Fuel Cell, Freudenberg Sealing Technologies GmbH & Co. Kg, Germany, did not take it and inquired about the lecture on the current position of Daimler in international competition, in the field of fuel cell. For this, Mohrdieck could not give a completely satisfactory answer for reasons of secrecy, especially in puncto quantity planning. But also to understand that Daimler has taken off the Toyota Mirai, among other things, and then he could sleep very well. Competition, Mercedes does not seem to be afraid.

PEM fuel cell stack for mobile applications

Dr. Mohsine Zahid – Director Global Business Development Battery & Fuel Cell, Elringklinger AG, Germany – ranked directly to Prof. Dr. Christian Mohrdieck in the fuel cell lecture series and gave from the point of view of an automobile supplier to understand what importance the fuel cell technology for Elringklinger has.

Fuel cell in the focus of Electrified Mobility 2019 in Mannheim-cellDr. Mohsine Zahid – Director Global Business Development Battery & Fuel Cell, ElringKlinger AG, Germany

From the “classic” sheet metal and plastic parts supplier to the fuel cell expert

As an entry, he first chose the view of the history of Elringklinger, a company, which owns its origin in the Swabian Alb and is still located in GOttingen today. Meanwhile, the company has 140 years of corporate history and over 10.000 employees employed worldwide. The own business is actually strongly influenced by sheet metal parts and plastics. Which was also a good foundation from Zahid’s view to enter the fuel cell. The focus is mainly on components for fuel cells such as the “metallic bipolar plates” development in this area have already begun in 2000.

The supplier also deals with battery-powered electromobility and also sees relevance for both areas, as well as for previous combustion drives. At least for the near future. For fuel cell technology, it has been decided because alternative drives an increasingly aggressive growth has been recorded, especially from 2025 – strongly driven by stricter emission guidelines. As a supplier, you have to react promptly and get into new business areas.

Fuel cell also increases in development

In product development, steady progress can be seen at ElringKlinger. Since 2015, appropriate periods of progress has been noticeably achieved faster. Currently, the company looks at two fuel cell stack platforms developed in terms of industrialization: NM5 (50 kW nominell) NM12 (120 kW nominell). These systems can be adapted to the energy requirement of the purpose. Five to 150 kW can be covered here.

The NM5 fuel cell stack platform can handle up to 70 kW, the NM up to 135 kW, in a later expansion stage 150 kW. The purpose of the platforms is based on required power of later end products. Similar Freudenberg Sealing Technologies (FST) sets Elringklinger’s worth a high level of value in its own house. Zahid also gives to understand: “The technology is here. What is missing is the cost reduction.”

More opportunities as problems with fuel cell technology

Here you stand in front of the typical HENNE EI problem. Say, quantities are needed to reduce costs. Also to give suppliers security for their own planning and continuation towards series maturity. A lot of potential continues to be addressed. This is aware of Elringklinger and goes to these steps. The forecast of the supplier is:

“ElringKlinger goes from a worldwide fuel cell production in 2030 of 2.5 million vehicles, as well as a stock of up to 5.5 million. vehicles. Furthermore, by 2030, one market consolidation is based on a few OEMs and animal 1 suppliers worldwide.”

This is also underlined by national goals, which Zahid has shown in the context of his presentation for the year 2030. Here was the speech of

  • Japan – 800.000 vehicles
  • California – 1.000.000 vehicles
  • China – 1.000.000 vehicles
  • Korea 1.800.000 vehicles

Therefore, for him, it can be found in principle that more opportunities are available as problems with the fuel cell – even if the planning security is still missing. This was only given in China by the strong support measures. Europe must follow here. But here too, it seems to be something to move. For, not only battery electrical e-mobility games in the future, a role in the future, also a hydrogen strategy for Germany should be developed, so Merkel.

On the way to series products – industrialization of fuel cell systems for the commercial vehicle industry

We remember: The Freudenberg Sealing Technologies (FST) relies on the fuel cell for its future strategy, accompanied by the change in mobility. Here, the company will first focus on fuel cell systems for heavy-duty applications. Fuel cell experts DR. Manfred Stefener was already talking to us at the beginning of October and answer in the podcast and gave an insight into the strategy and the future of the fuel cell at FST. Even with the lecture series in the Rosengarten, Mannheim was not missing his lecture.

Fuel cell in the focus of Electrified Mobility 2019 in Mannheim-fuelDr. Manfred Stefener, Managing Director in Fuel Cell, Freudenberg Sealing Technologies GmbH & Co. Kg, Germany

His introductory words were mutatis mutandis that he sees the fuel cell in the market still underrepresented. But this will still be used. Rather, therefore, to ask the question from his point of view: “When is the fuel cell in the field of mobility?”Freudenberg Sealing Technologies, whose CEO Claus MOhlenkamp, as well as Dr. Stefener himself made appropriate thoughts.

FST sees change in mobility as an opportunity

Dr. Stefener therefore to understand in the context of his presentation that you see change in mobility as an opportunity and therefore take a higher level in value creation wool. Hard is in terms of fuel cell, the company wants to offer its own customers in the future a finished solution from a single source. A decision which hand in hand with the always aimed high value-added depth of the Group is. This is made possible by the complete integration of all existing fuel cell products and capacities of the Freudenberg Group, Z.B. GDL, seals, humidifiers etc.

The concentration on heavy-duty applications should help to achieve faster economies of scale. Costs to reduce deeper into the market. Here the cross-reference is permitted to a statement by FST-CEO MOhlenkamp. For this, the path of the fuel cell can only lead to success only via scale effects and value-added depth. For this a quote from one of his past interviews:

“If we realize the drive of a cruise ship common size complete with fuel cells, we talk about an equivalent of 1.000 car – in a single ship! So we would achieve rapid scale effects, with which we would also be very competitive in the car segment.”- Claus MOhlenkamp, CEO Freudenberg

The company also relies on its own patents and technologies to the Group, which should help to further benefits.

Battery operations E-mobility or fuel cell use always to choose after use

However, Dried Dr. Stefener that the drive type must always select depending on the purpose. In this context, he referred to the extract of a study entitled “Fuel Cells and Hydrogen”. This shows the insertion of various mobility sectors by weight and reach as well as the classification as this affects use of battery-powered E vehicles and fuel cell vehicles. It becomes clear that heavy vehicles are rather in the area of the fuel cell, on the other hand, cars rather in the field of battery-powered e-mobility. Another point that speaks for the concentration on heavy-duty applications.

In connection with the fuel cell technology handle Dr. Stefener also an interesting point on which one should not be ignored for larger vehicles. The charging time. Already today you can achieve with hydrogen 15 times faster charging times than with fast-charger. Furthermore, there are studies that could say that you could replace 60 Fast charger by a hydrogen tank station. Accordingly, a cost factor, which is to be considered.

Freudenberg Sealing Technologies sees price parity between diesel and fuel cell on the horizon

Dr. Stefener presented an excerpt of a consideration of Thinkstep during his presentation. This looks price parity in 2030 between diesel and fuel cell heavy duty vehicles. FST shares the assessment of the study. An important point is not only the own development, but also decreasing costs of hydrogen. Because even here, it will move a lot from his point of view, since electrolyzers also set on scale effects and drive the technology. This will increase the whole economically interesting.

So interesting that dr. Stefener lets the statement “2050 no one will miss the internal combustion engine.”Instead, you will see a variety of alternative drives. In this case, the scope also plays a crucial role. This gave DR. Stefener to understand that one “with the heavy-duty applications relatively quickly see the advantages in which one can then also economically compete with the fuel cell against an internal combustion engine.”

However, he is also sure that there will always be a vehicle class that functions purely battery or purely fuel cell operations. One will see a bandwidth of technologies, depending on the field of application.”Where the hybrid system from the point of view of Freudenberg Sealing technology is the widest field of application. This means you. Stefener a system connecting the advantages of fuel cell and battery-powered e-mobility – similar to the GLC F-Cell by Mercedes-Benz.

In an internal FST view, it has been shown that on the basis of the costs, in particular hybrid systems from fuel cell and battery over pure battery or. Fuel cell systems are advantageous. FST comes with a purely electric city bus on 218.000 dollars costs; at the Fuell Cell Bus to 156.000 US dollars for the hybrid variant will be “only” 67.000 dollars due for a comparable system.

Freudenberg Sealing Technologies: benefits from know-how

Dr. Stefener also gave to understand that the purchase of companies, such as Elcore and Elcomax in Freudenberg Sealing Technologies benefit. Since one has thus created the possibility to maintain the highest possible value for value at the fuel cell. Already last spring, the Freudenberg Group invested in the form of a minority stake, in the US company Xalt Energy. The company based in Midland (Michigan) produces large-format lithium-ion battery cells, modules and system. In 2019, the group increased the participation to 50.1 percent, with the option for complete takeover.

Also in 2018, Freudenberg secured with the partial acquisition of the fuel cell manufacturer Elcore and his sister company Elcomax in Munich, the rights to several hundred patents and patent applications. A highly efficient fuel cell for stationary use is based on this. The combination of these two technologies for clean, powerful and economic drives should in future come into the wide production application according to Freudenberg Sealing Technologies. The resulting integrated hybrid drive systems combine the advantages of battery and fuel cell complementary, as already listed in the previous section.

Dr. Stefener: “The supplier industry is ready to invest.”

To the end of his presentation Gave DR. Stefener to understand: “The supplier industry is ready to invest. But needs clear framework conditions of OEMs and politics, in order to invest well and in the situation.”An announcement where you can let yourself be measured and must. Where we believe that in particular FST with its clear positioning and orientation, a pioneering role in the field of fuel cell technology is assumed.

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5 thoughts on “Fuel cell in the focus of Electrified Mobility 2019 in Mannheim”

  1. How to look when several cars refuel?
    According to my knowledge, a lot of time (10..20 minutes) and electricity used to rebuild the necessary pressure of 700 bar.
    Does that apply?

  2. This is at least instantaneous, but must be solved in the longer term. Because it’s about how long has the driver to deal with the tank process. And that’s just as fast as you refuel. But of course it is important with a high number of vehicles to be refueled that at least enough functioning taps are available.
    However, this is certainly a medium-term reliable task for engineers.

  3. “Freudenberg Sealing Technologies sees price parity between diesel and fuel cell on the horizon.”
    Yes … so 2150. With fusion reactor, flux compensator … Science Fiction.

    Because the production of “clean hydrogen” needs enormous amounts of electricity … And if that should not come to CO2-rich coal-fired power plants or nuclear power, it has to be invested heavily in wind energy and solar energy … and that prevents HR. Altmeyer and the Wirtschaftslobby.

    And where the clean water, which should then be available, should not tell us either … The farmers will then have less for the fields … apart from the drinking water for our cities.

    The logistics activity behind the hydrogen hype is not justified … And only serves to tell the customer … Ey, wait for hydrogen, the gasoline or diesel you can continue …

    The Dops is sucked, and the battery cars and possibly also battery trucks make the race ..

  4. There is no slightly stupier, electricity make this hydrogen and from hydrogen I do stream again, but it does not need a statement, oh humanity is so stupid.

  5. The storage of gaseous hydrogen is not the solution. We need a mobile hydrogen production. The water dripping from the “exhaust” is returned to mobile hydrogen production. This is certainly only as a ship drive or stationary in the house.


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