PowerCell Sweden AB · Property of Powercell Sweden AB Powercell Company overview Located in...

Per Ekdunge, PowerCell Sweden AB

21 May 2019, Lund University

Fuel Cells -

PowerCell AB

Property of Powercell Sweden AB

Powercell Company overview

Located in Gothenburg, Sweden

Building on a 15 year heritage of technology, know-how and IP developed within Volvo Group,

Independent company since 2009

Listed on NASDAQ during 2014

A high competence team of about >60 FTEs

Unique, patented fuel cell and reformer technologies

Northern Europe’s largest state-of-the-art fuel cell and reformer laboratories

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Property of Powercell Sweden AB 3

Fuel cell benefits

Highly efficient energy conversion

▪ reduced greenhouse gas emissions

▪ reduced oil consumption

Reduced air pollution

Fuel flexibility (use of diverse, domestic fuels, including clean and renewable fuels)

Expanded use of renewable power (through use of hydrogen for energy storage and transmission)

Modularity

Good partial load characteristics

Dynamic response

Quiet operation

Low maintenance needs

High reliability

2018-05-08


The Fuel Cell History

2018-05-08


Type of fuel cell technologies

Fuel cell PEMFCProton Exchange

Membrane Fuel Cell

AFCAlkaline Fuel Cell

PAFCPhosphoric Acid

Fuel Cell

MCFCMolten Carbonate

Fuel Cell

SOFCSolid Oxide Fuel

Cell

Electrolyte Solid organic

polymer

Potassium

hydroxide

Phosphoric Acid Molten carbonate Solid zirconium

oxide

Operating

Temperature

60-100 C 90-100 C 175-200 C 600-1000 C 600-1000 C

System

Efficiency

50-60% (H2)

35-45% (NG)

60-70% (H2) 38-42% (NG) 50-60% (NG) 50-60% (NG)

Application Backup Power

Portable Power

Dist. Generation

Transportation

Military, Space Dist. Generation Electric Utility,

Dist. Generation

Electric Utility,

Dist. Generation

Advantages Quick start-up,

simple construction

Low temperature

High efficiency Generate heat

and power

Cheap catalyst

fuel flexible

Cheap catalyst

fuel flexible

Dis-

advantages

Expensive catalyst

sensitive to fuel

impurities

Removal of CO2

from air and fuel

required

Pt catalyst

Large size weight

Corrosion

Material stability

Material stability

2018-05-08


Fuel cells serve a wide range of distributed power applications

Telecom

Genset Thermo transport

Household mCHP

Industrial

Power plantLaptopMobile devices Material handling

1W 1kW 1MW1mW

Vehicle APU

Car propulsion

Bus propulsion

10kW 100 kW

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Marine


Fuel Cell System Efficiency

PEFC (H2)

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Fuel Cell Technology Challenges (1)

Cost and durability are the major challenges to fuel cell commercialization. However, hurdles vary according to the application in which the technology is employed. Size, weight, and thermal and water management are barriers to the commercialization of fuel cell technology. In transportation applications, these technologies face more stringent cost and durability hurdles. In stationary power applications, where cogeneration of heat and power is desired, use of PEM fuel cells would benefit from raising operating temperatures to increase performance. The key challenges include:

Cost. The cost of fuel cell power systems must be reduced before they can be competitive with conventional technologies. For transportation applications, a fuel cell system needs to cost $30/kW for the technology to be competitive. For stationary systems, the acceptable price point is considerably higher ($400-$750/kW for widespread commercialization.

Durability and Reliability. For transportation applications, fuel cell power systems will be required to achieve the same level of durability and reliability of current automotive engines, i.e., 5,000 hour lifespan (150,000 miles equivalent) for cars and >20000 h for commercial vehicels, and the ability to function over the full range of vehicle operating conditions (- 40°C to 80°C). For stationary applications, more than >40,000 hours of reliable operation will be required for market acceptance.

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Fuel Cell Technology Challenges (2)

System Size. The size and weight of current fuel cell systems must be further reduced to meet the packaging requirements for automobiles. This applies not only to the fuel cell stack, but also to the ancillary components and major subsystems (e.g., compressor/expander, and sensors) making up the balance of power system.

Air, Thermal, and Water Management. Air management for fuel cell systems is a challenge because today's compressor technologies are not suitable for automotive fuel cell applications. In addition, thermal and water management for fuel cells are issues because the small difference between the operating and ambient temperatures necessitates large heat exchangers.

Hydrogen infrastructure Cost efficiency• Availability• Coverage • Efficiency

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Conflicting Objectives of the Stack Design

10

0

5

10

15

20

25

30

35

40

45

50

Cost

Durability

EfficiencyOperationcondtions

Fuel

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Technology


The Principles of Fuel Cells

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The fuel cell stack

The fuel cells are serially connected into a fuel cell stack

▪ Stack Voltage = (No. of Cells) x (Average Cell Voltage)

▪ Stack Current = Cell Current

The same current goes though all cells, i.e. if one cell malfunctions the whole stack will malfunction

▪ A Cell Voltage Monitoring (CVM) device is therefore used that monitors all cell voltages

▪ The CVM will have to communicate with the control system

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GDL• Purpose is to conduct

electricity, transport reactants and product water and to distribute compression forces

• Porous carbon based paper or wowen material

• Wetproofed with PTFE• Total thickness of 100-300 µm

Gas diffusion layer (GDL)

14


Copyright © 2012 PowerCell Sweden AB. All rights reserved


PEM Fuel Cell

WaterAcid

H2

Carbone

H+ Pt-particle

e-

Nafion

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The Membrane

16

Fuel Cells Bulletin, Vol.2002, issue 11, November 2002, Pages 9–12

10 µm

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Electrodes

Electrodes • Platinum or platinum alloy nanoparticles

• High surface area carbon support material

• Thickness 5-10 µm

• Pt/C is mixed with ionomer to create the eletctrode structure

Durability of the electrodes is a key challenge for PEMFCs• Carbon corrosion

• Platinum dissolution/aglomeration

Oh et al., Journal of Hydrogen Energy, 35 (2), 2010

New materials

Ne

w m

ate

ria

ls

Core-shell catalyst

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Property of Powercell Sweden AB2018-05-08 18

Oliver Gröger et al. J. Electrochem. Soc. 2015;162:A2605-A2622


Fluorinated Ionomer Membranes

Phase separation

• Hydrophobic

• Hydrophillic

8-50 µm

2018-05-08 19

Fuel cell component


Bipolar plate (cathode side)

Diffusion medium (cathode side)

Membrane electrode assembly

Diffusion medium (anode side)

Bipolar plate (anode side)

Coolant inlets

Fuel Cell Components

Gas inlets

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Bipolar Plate

- Low Stoichiometry Operation- Di-Electric Coolant Development- Conductivity (composite plastics)- Corrosion (metal plates)- Freeze & Cold Performance

Gas inlets

Coolant inlets

Fuel Cell Components Key Issues

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Gas Diffusion Medium- Water Management- Electrical Conductivity

Gas inlets

Coolant inlets


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Membrane Electrode Assembly

- Zero External Humidification- Higher Temperature Operation- Lower Pressure Performance- CO Tolerance- Catalyst Loading

Gas inlets

Coolant inlets


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Efficiency


Fuel cell versus Carnot Efficiency

Heat EngineCarnot Cycle

Fuel CellHE

T T

T

−1 2

1

Where T1 is the temperature at

which the heat is supplied and T2 is

the temperature at which the heat is

rejected.

EE

G

HT

S

H = −

1

The maximal work that can be done by

a fuel cell is given by the change in

Gibbs free energy, -G, for the

reaction of the fuel with the oxidant.

The energy content of the fuel is

expressed in terms of its heat value,

which is the change in enthalpy, H.

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Versus Carnot efficiency

0

10

20

30

40

50

60

70

80

90

100

300 500 700 900

Temperature/K

Eff

icie

nc

y/%

Fuel cell

Carnot cycle

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Fuel Cell Efficiency

0

20

40

60

80

100

0 20 40 60 80

Eff

icie

nc

y/%

Current

Activation overpotential

Ohmic losses

Mass transport losses

Theoretical

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Efficiency in application

0

10

20

30

40

50

60

70

0 20 40 60 80 100 120

Verk

nin

gsg

rad

/%

Last/%

Fuel Cell

Otto

Diesel

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Fueling the fuel cell


Fuels for the Fuel Cell

Energy Crops

WindOrganic

residuals Wood Sun NG

Electric grid

OilCool

Fermentation

Anaer. Digestion

Electrolysis Gasification Reforming Refinery

Nuclear

Ethanol MethanolBiogas hydrogen NGGasoline/

Diesel

Thermo-chemical

Fuel Cell

Hydrogen

Useful energy

Final Fuel

Fuel

Reformer Reformer ReformerReformerReformer

Primary

Energy

Electricity

Heat

Renewable Fossil

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Impacts of Fuel Constitutes

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Choice of Fuel

Hydrogen▪ Liquid

▪ Compressed

Methanol

Ethanol

Natural Gas

Biogas

Diesel

Other

On-site/On-board reforming

Needed

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Fuel cell system with hydrocarbon fuels

Fuel

Fuel cell

stack

AC Power output Inverter

AC Power output

Heat recovery

HeatFuel processor heating

Fuel Reformer

Hydrogen rich gas

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H2 (gas or liq.)

Steam or auto-thermal

reformerMeOH + H2O -> CO2 + 3H2

MeOH + ½O2 -> CO2 + 2H2

Methanol

CO cleanupCO + ½O2 -> CO2

FC

stack

POX reformerCnH2n+2 + n/2 O2 ->

n CO + (n+1) H2

Hydrocarbon

fuels

CO cleanupCO + ½O2 -> CO2

FC

stack

LT & HT shiftCO + H2O -> CO2 + H2

FC

stack

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Fuel cell system


Powercell Reformer System for APU

ATR technology was chosen in order to be self sustained by heat and have

good load following with as high efficiency as possible.

CxHy + H2O + O2 → H2 + CO2 + CO

Water Gas Shift + Preferential Oxidation was chosen to reduce CO level

CO + H2O → H2 + CO2

CO + ½ O2 → CO2

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V = 15 mresp. ~ 1,3 kgH2

V = 15 mresp. ~ 1,3 kgH2

vehicle requirement:~ 4 - 8 kg

EYE PRESS/AP „GAS THIEVES in Puheng “

Hydrogen storage

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23 kg 4,6 kg 4,6 kg

26 L 68 L 120 L

Fuel Fuel Fuel

Diesel Liquid Hydrogen Compressed Hydrogen 700 bar

32 L 120 L 200 L

30 kg 90 kg 95 kg

System System System

23 kg 4.6 kg 4.6 kg

26 L 68 L 120 L

Fuel Fuel Fuel

Diesel Liquid Hydrogen Compressed Hydrogen 700 bars

Range: 400 km

Car Tank System Weight and Volume

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Elevated TemperatureT > 80°C

Cryogenic Temperature- 200°C < T < -150°C

Storage Technologies

Conventional Technology

LH2

CGH2

Solid State Materials

Absorption Adsorption on Inner Surface

High SurfaceMaterials

ChemicalHydrides

MetalHydrides

Hydrogen Storage Technology Options

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Fuel Cell Market and applications


Fuel Cell Global Shipment - Trends

Property of Powercell Sweden AB 452018-05-08

Fuel Cell Global Shipment – Trends -2


Applications transportation

Motive Power

▪ Specialty Vehicles, Light-duty Vehicles, Buses, and Trucks

Transportation

▪ Trucks, Aircraft, Rail, and Ships

L. Gaines and C. Hartman, “Energy Use and Emissions Comparison of Idling Reduction Options for Heavy-Duty Diesel Trucks,” Center for

Transportation Research, Argonne National Laboratory, November 2008;

The use of auxiliary power units (APUs) for Class 7–8 heavy trucks in US to avoid overnight idling of diesel engines could save up to 1000 million l of fuel per year and avoid more than 92,000 tons of NOx and 3 million tons CO2 emissions.

2018-05-08


Distributed Energy Applications and CHP Systems

Eliminating of transmission and distribution losses, low emissions, increased reliability, and high efficiency

Backup Power Fuel cells are emerging for providing backup power, particularly for telecommunications towers, data centers, hospitals, and communications facilities for emergency services.

Storage and Transmission of Renewable Energy

47

Stationary Applications

60 MW MCFC installation POSCO KoreaPEMFC installation ReliOn USASOFC installation Bloom Energy USA

2018-05-08


mCHP development in Japan

35000 €

25000 €

16000 €

5300 €3500 €

Biggest fuel cell program (number of systems) is ENA-FARM mCHP in Japan

>300 000 system has been deployed

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BEV and FCEV

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Key components

▪ Fuel cell stack

▪ Air compressor

▪ Humidifier

▪ Hydrogen tank

▪ Hydrogen re-circulation system

▪ Power electronics

▪ Electric driveline

Hybridization

▪ Increases overall efficiency, supports durability and optimizes driving behavior

50

Automotive fuel cell system layout

Illustration reproduced with permission from AUDI AG

Battery electric and hybrid combustion engine vehicles pave the way for fuel cells. The same or similar components are used.

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Fuel Cell system

Fuel Cell Stack

Application adapted

fuel cell systemFuel Cell Module

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Schematic of direct-hydrogen pressurized FCS

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Schematic of electric drive train for FCHEV

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Critical factors for a broad FCVs market introduction - Technology

Automotive fuel cell technology readiness level

Key technical findings which have paved the way for fuel cells in transport

▪ Low noble metal loading electrodes (1990’s)

▪ Reinforcement (1990’s) and doping (2000’s) of membranes

▪ Understanding of degradation mechanisms with respect to start/stop and fuel starvation (2000’s)

▪ Robust (low cost) metal bipolar plate sealing solutions and metal stamping / coating processes (2010’s)

▪ Cost and weight efficient on-board fuel storages (2010’s)

Photo: Daimler / Mercedez-Benz. Reproduced with permission.

2018-05-08


Critical factors for a broad FCVs market introduction - Technology

We are competing with combustion technology which has been developed for more than 100 years, i.e. we are still experiencing a steep learning curve!

Some selected official statements on OEM technical FCV advances

Toyota Advances 2008-2015 (Source Toyota)

▪ Fuel cell stack current density increase x 2.4

▪ Tank storage density increase by 20 % (now 5.7 w%) while reducing cost

Daimler advances 2010-2017 (Source Daimler)

▪ Test fleet FC B-class: 8.000.000 km driven, 36.000 refueling occasions (2.8 min average)

▪ Fuel cell engine size reduction by 30 %

▪ Platinum amount reduction by 90 %

▪ Increase of driving range by 30 %

Honda advances new Clarity vs previous model (Source Honda)

▪ Fuel cell stack 30 % more power with 33 % less volume

2018-05-08


Critical factors for a broad FCVs market introduction – Customer acceptance

Reasonable price to end user (ultimate DOE system production cost target 27 € / kWnet)

Convenience, user behavior

Environmental impact, local and global

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5

93

76

56

54

48

13

9

55

44

28

27

23

1000 10 000 30 000 80 000 100 000 500 000

PR

OD

UC

TIO

N C

OST

EU

RO

ANNUAL PRODUCTION VOLUME

PRODUCTION COST ESTIMATION DOE 2015 BASED ON TODAY’S TECHNOLOGY

System Cost (€/kWnet)

Stack Cost (€/kWnet)

Source: DOE: "Fuel Cell System Cost - 2015" Ahluwalia et al.

2018-05-08


Release dates for fuel cell cars

▪ Hyundai ix35 fuel cell: 2014

▪ Toyota Mirai: 2015

▪ Honda Clarity: 2017

▪ Mercedes-Benz GLC F-Cell: 2018

Photo: Daimler / Mercedez-Benz. Reproduced with permission.

2018-05-08


Manufacturer Honda Mercedes

Production 2016–present 2017

Class Mid-size compact SUV

Electric drive Fuel cell powered 130 kWFuel cell plug in hybrid with9 kWh Li-Ion battery

Range 589 km (EPA) 500 km (NEDC).

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Production optimization and investments

Technology and production development

Where are we now production cost wise?

59

Prototype development

Proof of concept Test fleets

Early adopters

Broad market introduction

Pro

du

cti

on

Co

st

Tre

nd

Time

2018202X

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Power density, Pt-reduction and durability need balancing

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o Loading of < 0.3 mg/cm2 is used in the context of optimized operation conditions

o Lower Pt-loading establish conflicts of objective with regards of performance, durability and stack power density.

o Increase of area specific power density delivers an equally effective tool for cost reduction.

o Further optimization potential is ties with the OEM system requirements

2018-05-08


acceleration=> H2 depletion deceleration

=> high ∆P

between A / C

low power, stack stop=> Carbon corrosion

Extended stop

=> O2 ingressPotential cycling

=> catalyst corrosion

Durability - Stress factors in a “real” drive cycle

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Powercell Fuel Cell Stacks & Systems


PowerCell fuel cell stacks and system

PowerCell S320-100 kW (prototype)

PowerCell S25-25 kW

PowerCell S1 1-5 kW

PowerCell PS-51-5kW

PowerCell MS-100100kW (prototype)

PowerCell MS-2020kW (prototype)

PowerCell PS-51-5kW

PowerCell PowerPac3kW (prototype)

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Fuel Cell Platforms Serving a Wide Range of Applications

Fuel Cell stack PowerCell S2 (in production)

▪ 2-35 kW power

▪ Runs on pure hydrogen or reformate

▪ Suitable for continuous power or back-up solutions

▪ Can be operated in multiples for larger systems (MW)

Fuel Cell stack S3 (in prototype production)

▪ 20-125 kW power

▪ Runs on pure hydrogen

▪ Suitable for propulsion or industrial systems

▪ Can be operated in multiples for larger systems (MW)

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S2 Designed with Fuel Flexibility & Used in Multiple Applications

MethanolHydrogen LPG DieselNatural Gas Biogas

Smart

Homes

Micro-CHP Telecom Range Extender

2018-05-08 65


PowerCell S3 – Establishes Best-in-Class Power Density

S3

Powered by hydrogen gas

High-quality fuel cell stack primarily for powering vehicles

20-100 kW power range

Designed in accordance with automotive cost targets

The design is exclusively based on industrial components and materials

Goal: Superior quality and performance to meet the requirements from the automotive industry!!

2018-05-08 66


Outstanding Power Density Addresses Packaging and Cost

Improved active to passive ratio

Lower cell pitch

Improved material usage

Lower cost materials

More rugged design

CVM integrated in stack housing

Prototype tooling for housing components

Specifications Unit EVO3 Target EVO1 Outcome EVO2 Outlook

Outer dimensions (lenght x width x height) dm 6.5 x 4.3 x 1.55 5 x 4.14 x 1.656 4.9 x 4.15 x 1.49

Volume of the stack exterior dm3 < 41 34.3 ~ 27,7

Weight without fluids and fully humidified membranes (net weight) kg < 44 46,3 ~ 33,1

Change Evo 1 vs. Evo 2 Active/passive ratio +13%

Cell pitch mm -17%

2018-05-08 67


Industrial and research partners have joined forces in the AutostackIndustrie project

The project addresses a critical gap in the German value chain

The project uses the results from AutostackCore as starting point for industrialization of the technology

The objective is to develop best- in-class automotive stack technology with strong focus on production technology

The stack platform concept enables additional vehicle and stationary applications

The design is exclusively based on industrial components and materials

Target is automotive stack production in Europe from 2021

Project budget: 60 M€

Partners: 11

Duration: 48 months

AutoStack Industrie Consortium

Automotive OEMs

Component and System Suppliers

Research Institute

Example of costumer projects


PowerPac: A Complete System for Clean Power Generation

Unique diesel reformerDiesel based 3kW

fuel cell system(prototypes avalible)

Fuel Cell stack designed for H2 or

reformate gas

PowerCell addresses the market with cost effective power supply solutions using current fuel infrastructure

2018-05-08


Reliable Power Supply for Vodacom & TeliaSonera

One million telecom towers are outside of reliable electrical grids and another

200,000 are expected to be added by 2020 (GSMA)

Traditional alternative is a diesel power unit, but global players are under strong pressure to find environment-friendly renewable alternatives

Currently testing together with Vodacom in South Africa and Telia in Sweden

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PowerPac: Freezer and Refrigerated Transport

Field test of PowerCell PowerPac B-prototype during 2016

Up to 90% reduction in fuel consumption (ca 1,800 liters per year)

Up to 90% reduction of CO2 emissions (ca 5 tons per year)

CO, NOx and particulates eliminated

Opens the door to up new opportunities for PowerPac

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Customer Case:

Decentralized Smart Houses - ”Off Grid”

Summer: Production of Hydrogen from Photovoltaic

Winter: Fuel Cells Producing Heat and Electricity from Stored

Hydrogen

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Energy system solution

74Property of PowerCell Sweden AB2018-05-08


Inverters



Fuel Cell System and Longterm storage



12 Mounth Energy data from the House

10,500 kWh sun energy converted to 210 Kg Hydrogen from March thruOctober, Electrolyser run time 1190 hrs.

210 Kg Hydrogen converted with PS-1.5 to 6.000 kWh electricity and thermal heat from November thru February.

Total electricity consumption 12,400 kWh including 3.000 kWh by the fuel cell.

Total thermal heat consumption 14800 kWh including 2.900 kWh by the fuel cell.

Electric Vehicle charging consumption 3.500 kWh


Off-grid houses: Skellefteå Kraft

Sunlight: Production of hydrogen from solar panelsDarkness: Heat and electricity from stored hydrogen

The Zero Sun Project

Nilsson Energy


▪ 30kW peak power

▪ Complet Fuel Cell System

• PowerCell S2 Stack 35kW peak power

• Hydrogen loop

• Air loop

• Coolant loop (no radiator)

• Control and safety system

• DC/DC

▪ Easy to integrate

▪ 10 000 h life time expected at 20kW

▪ Compact

PowerCell MS-30 (prototype)

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PowerCell MS-30 (prototype)

2018-05-08 80


Fuel Cell System based on PowerCell S2

Middle sized Forklift for SSAB

Test until 2018

Material Handling: Kalmar and SSAB

PowerCell S2

Kalmar 18 ton electric forklift

PowerCell provides complete energy solution

▪ 2 units of MS-30

▪ 120 kW Li-batteries

▪ 3 H2 cylinders 700bar

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INN-BALANCE

100 kW Fuel cell system will be installed in vehicle from Volvo

Main technical objectives of project are:

▪ develop highly efficient and reliable fuel cell BoP components

▪ reduce costs of current market products in fuel cell systems

▪ achieve high technology readiness levels (TRL7 or higher) in all the tackled developments

▪ improve and tailor development tools for design, modelling and testing innovative components in fuel cell based vehicles.

Project consortium:

Brose Fahrzeugteile GmbH & Co

AVL LIST GMBH

VOLVO PERSONVAGNAR AB

Powercell Sweden AB

DEUTSCHES ZENTRUM FUER LUFT - UND

RAUMFAHRT EV

UNIVERSITAT POLITECNICA DE CATALUNYA

STEINBEIS INNOVATION GGMBH

CELEROTON AG

EU funding 5.0 M€, 6.1 M€ total

budget

2018-05-08 82


COOP Switzerland presents world first fuel cell truck with trailer

34 ton truck with a daily route of about 400 km

Powercell S3 fuel cell in 100 kW fuel cell system

35 kg of hydrogen

2018-05-08 83


100 kW Fuel Cell Power System (prototype)

FC system technical data SHA-100-E

Number of cells 455

Max. continuous net power 100 kW

DC net out at max. cont. power 332 V; 300 A

System pressure (at full load) 2.6 barabs

Voltage range (Peak Power EOL .. OCV BOL) 250 .. 500 V

Coolant flow (pump integrated) 150 l/min

Coolant outlet temperature 80 °C

Waste Heat 92 kW

System Efficiency (LHV H2 in to DC stack out) 52 %

Dimensions (H x W x D) 1) 750 x 750 x 520 mm

Weight 2) 98 kg

Durability (depending on usage profile) > 5000 h1) Not included: brackets, covers, heat shields, coolant reservoir

2) All included (but Radiator and DC/DC converter not within system

content)

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Best in class performance

Easy to integrate

Suitable for mass since based on industrial components

Life time 20 000 h (expected)

Price competitive

Nikola Fuel Cell Truck

Property of PowerCell Sweden ABConfidential

2018-05-08 85


Marine application of a new fuel cell powertrain validated

in demanding arctic conditions

165 kW (2 x 82.5 kW AC) fuel cell powertrain based on

S3 fuel cell stack

Powers research vessel Aranda's electrical equipment

and dynamic positioning during measurements

18-month marine field testing including extreme cold

and saline conditions (mostly Baltic and North Sea)

MARANDA project

Project consortium:

VTT Technical Research Centre of Finland Ltd

Powercell Sweden AB

ABB Oy

OMB Saleri SPA

PersEE

The Finnish Environment Institute (SYKE)

Swiss Hydrogen SA

EU funding 2.9 M€, 3.7 M€ total budget

2018-05-08


Siemens MoU on Marine Applications


Thank You for Your Attention!

Powercell Sweden AB (publ) noterat på Nasdaq First NorthRuskvädersgatan 12, 418 34 Göteborg

+46 31 [email protected]

PowerCell, a Leading Fuel Cell Company

2018-05-08 88

mailto:[email protected]

http://www.powercell.se/

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