Hydrogen Projects and Conceptual Ideas in Germany
as of January 27, 1998
Reinhold Wurster,
Dipl.-Ing.
Ludwig-Bölkow-Systemtechnik GmbH
Daimlerstrasse 15 / D-85521 Ottobrunn / Germany
Phone: ++49/89/608110-33 / Fax: ++49/89/6099731 /
E-mail: wurster@lbst.tnet.de
I. Hydrogen Projects with LBST-Involvement
I.1 Hydrogen Initiative of the Bavarian State Government
In 1995, the Bavarian State Ministry of Economics, Transport and Technology established the task force "Hydrogen in Bavaria" composed of Bavarian industry, service companies and institutes active in the field of hydrogen. Until the end of 1995, the task force prepared a report on which pre-commercial activities to embark in Bavaria. LBST coordinated three out of four working groups for the Bavarian government.
The Bavarian government presently plans to support financially several selected lead projects to be carried out by the industry. In order to coordinate these hydrogen activities, the Bavarian Government has established a hydrogen coordination office for the so-called Hydrogen Initiative in Bavaria [Wasserstoff-Initiative Bayern WIBA]. LBST assists to this office.
I.2 Bavarian PEM Fuel Cell City Buses and Delivery Truck
A deatiled description of the project is given here.
LBST together with the Bavarian industry (DASA, ESTW, Linde, MAN, MagnetMotor, Neoplan, Siemens, SWB) defined a pilot project for two PEM fuel cell low floor city buses and one medium duty delivery truck.
In 1994 and 1995 LBST carried out a feasibility study, and in 1995 a detailed definition phase, proving the feasibility of the concept.
In further discussions it turned out that an MAN low-floor bus equipped with the components for a fuel-cell drive system would be the suitable system in order to demonstrate the advanced drive concept to the public. The hydrogen storage system consisting of 9 lightweight composite cylinders will be mounted on the roof of the bus. In these cylinders sufficient hydrogen for a range of at least 200 km will be stored in compressed form at 25 MPa. Fuel-cell modules with a total net power output of 120 kWe will generate electrical energy for operation of the bus with two asynchronous motors. These two motors will be linked by a summation gearbox. Other components of the fuel cell system and the electric drive system will be housed at the rear of the vehicle. If fuel cell drive is used there will be no local emissions. In addition the electric drive system makes the bus extremely quiet and gives it a very high level of ride comfort.
An industrial group composed of Siemens AG KWU (fuel-cell system), Siemens AG Verkehrstechnik (electric motors), MAN Nutzfahrzeuge AG (low-floor bus), MAN Technologie AG (hydrogen storage system), Linde AG AG (hydrogen supply and periphery) and LBST (project coordination). A 50 % sponsorship from the Bavarian Ministry for Economics, Transport and Technology in the context of the Hydrogen Initiative Bavaria of the total project budget of DM 11 million has been granted. According to actual planning, the MAN PEM fuel cell bus could be finalized by 1999 and tested in practical public operation in 2000, probably in the Bavarian city of Erlangen.
I.3 Local Urban Hydrogen Supply System for the City of Munich
Between 1990 and 1994, L B S T together with the municipal utility of Munich (SWM) investigated the feasibility of the admixture of hydrogen to municipal natural gas pipeline systems in selected blocks of energy supply infrastructure of the city of Munich.
The most recent project planning (to be realized until 2000) foresees a 100% hydrogen operation of a confined part of the municipal gas pipeline system with hydrogen, supplying various consumers such as very small scale PEM fuel cell cogeneration units. The hydrogen will be produced by a natural gas reformer unit initially, which later on may be replaced by a biomass gasification unit.
As a first step, the fuel cell partner will engineer, build and test a 5 kWe/ 7 kWth PEM fuel cell cogeeration system by 1999 and clarify several pending infrastructural questions together with LBST.
I.4 Euro-Québec Hydro-Hydrogen Pilot Project [EQHHPP]
Since 1989 LBST performed project management and monitoring of the European part of the EQHHPP on behalf of the European Commission [EC]. Its counterpart in this joint EC-Québec undertaking is Hydro-Québec in Canada. In the early phases of the project LBST did project monitoring and coordination on a turnkey basis. In the subsequent more hardware oriented project phases LBST did project monitoring and assistance to EC project management together with its partner CONOC Continental Contractors of Hamburg.
The hardware projects monitored by LBST are the MAN Nutzfahrzeuge, VCST Hydrogen Systems and the Ansaldo/ De Nora liquid hydrogen prototype city buses as well as the DASA Airbus aviation activity and the LH2 supplied Consulectra/ HEW PAFC demonstration project.
I.5 Hannover Industrial Fair - Joint Presentation Hydrogen Technologies
In 1995, 1996 and 1997 LBST assisted in the program definition and organization of the joint presentation hydrogen technologies. The exhibit showed prototypes and first products in the field of hydrogen production, storage, handling and application to an international audience and received a wide press coverage, in 1996 even wider than the first time in 1995.
In 1997, LBST presented the MAN-Siemens-Linde PEM fuel cell city bus project together with MAN on the fair as well as LBST’s internet based hydrogen information system HyWeb. Again in 1998, LBST will appear in the same configuration at the Hannover Industrial Fair, Hall 18.
This hydrogen exhibit may serve as a platform for a hydrogen presentation in the framework of the EXPO 2000 world exhibit in Hannover in the year 2000.
I.6 Internet Activity "HyWeb" [http://www.hyweb.de]
LBST has started an internet presentation on hydrogen and fuel cells in April 1997. This world wide web presentation includes a homepage, free of charge one page industrial presentations by industries active in the field of hydrogen and related fields, a data base on hydrogen technologies and products, a hydrogen education section, etc. LBST continues the development of this activity with support of several industrial partners. The most up-to-date part of the HyWeb is the news section which is updated practically every week and features most recent achievements in hydrogen and fuel cell technology as well as in related new, clean and alternative energy technologies. Also important information on fossil resources situation and on climate change debate are displayed on a case by case basis.
I.7 German Hydrogen Association [DWV]
On 12 June 1996 the German Hydrogen Association [Deutscher Wasserstoff Verband] with very active support of LBST (one of the funding members) was founded as non-profit organization in Berlin.
Its main goals are:
One LBST collaborator is member of the board of the DWV.
II. Existing and Planned Hydrogen Projects in Bavaria
Existing Projects:
II.1 The Photovoltaics/ Hydrogen Project carried out by Solar Hydrogen Bavaria [SWB]
Already in 1986 the utility Bayernwerk AG (BAG), Munich, started into a demonstration activity covering the whole solar hydrogen concept including production of solar electricity, conversion to hydrogen, hydrogen storage and hydrogen application technologies. A particular company was formed (Solar Wasserstoff Bayern GmbH - SWB) under the participation of Siemens, Linde, MBB (now DASA) and BMW, each with 10% capital stock, whereas BAG holded the 60% majority. Since the withdrawl of DASA in 1994, BAG hold a 70% share.
The plant site is located at Neunburg vorm Wald in Bavaria and the first stage of the project was put into operation in 1987 and completed until the end of 1991. The photovoltaic generators are operative in grid connection mode since 1989. The cost of phase I are in the order of 64 million DM and born half by the federal and the Bavarian government and half by SWB.
Phase I (1987 - 1991) for 64 million DM consisted of the following plant components:
The Photovoltaics/ Hydrogen Project carried out by Solar Hydrogen Bavaria [SWB] [Cont.'d]
Phase II (1992 - 1999) for approx. 60 million DM will incorporated the following components:
<These 80 kWp seem to be the feasible technological options for the PV applications within phase II. Neither the burried contact Si-modules [ASE], nor the copper indium diselenide (CIS) modules [SSG] could be made available for this phase.>
II.2 The Liquid Hydrogen City Bus Demonstration Project by MAN
A full size regular floor city bus of the MAN SL 202 series was converted to liquid hydrogen operation by MAN Nutzfahrzeuge, Nürnberg, Germany, until summer 1994. A six cylinder, 12 liter natural gas series-production engine MAN E 2866 DUH was converted to quantitative (air/ fuel ratio just under lambda = 1) operation. The built-in three way catalytic converter functions as a reduction catalytic converter leading to very low NOx emissions (European 13 mode test: 0,4 g/ kWh). The engine is suited for gasified liquid hydrogen and unleaded gasoline and will provide a power output of approx. 140 kW at 2,200 rpm when operated with hydrogen. Two sequentially-working, multi-point fuel injection systems are used. Each cylinder has one gasoline and one hydrogen injection nozzle. The hydrogen is injected in gaseous form. The injection nozzles are controlled by a Bosch Motronic M3.3 engine control unit. The engine together with three super insulated elliptical-section LH2 cryotanks of 200 l geometrical volume each (total of 570 l of LH2 volume), with the LH2 fuel supply, with regasification equipment and with appropriate safety equipment are integrated underfloor and crash-protection proof into the bus body. The operating range with LH2 fuel, depending on the driving patterns, lies between 150 km and some 200 km. The operation mode with unleaded gasoline (opperating range 450 km) allows the transfer of the bus from one demonstration site to another.
Besides the onboard bus LH2fuel supply system, Linde AG also developed a new LH2 refueling station with a clean break filler connection for very low LH2 transfer times (of around 15-20 minutes).
Demonstration of the bus system in regular public transport started in April 1996 originally for 8 months (finally for some 11 months) in the Bavarian city of Erlangen, operated in the Bavarian capital Munich from April 1997 to December 1997 and presently continues for another two 8 month periods (until end of August of 1998) in Munich operated by a private operator as shuttle bus between Munich’s new fair ground and Munich Intnl. Airport (site of the most important hydrogen related vehicle demonstration project in Bavaria; see II.7).
II.3 Direct Injection H2-Operated Diesel Engine for Ship Propulsion
In a five year program (1994-1998) the Technical University of Munich and MAN B&W Diesel AG carry out a development activity for a large direct injection hydrogen engine which works according to the diesel principle. High power density and low combustion emissions are the primary goal of the development.
Development of a electronically controlled and hydraulicallly actuated hydrogen injection system. Laser fluorescence analysis of the mixture formation process. Development and realiztion of a one cylinder test bed installation including all hydrogen specific periphery and safety equipment.
Integration of a one cylinder prototype engine including a 600 bar fast hydraulically actuated valve and a hydrogen inlet valve. Operation of prototype engine and analysis campagne shall produce results concerning the operative parameters of the engine as well as its emission characteristics.
Planned Projects:
II.4 PEM Fuel Cell City Buses and Delivery Truck
see under paragraph I.2 above
II.5 Renewable Hydrogen Supply System for the Spa Resort of Bad Brückenau
In the spa resort of Bad Brückenau in Bavaria, some essential energy consumers shall be supplied with hydrogen and thus several end use technologies shall be H2-adapted step by step. Among them count a municipal combined fuel cell power and heat generator for the public spa installations (feeding heat into the spa district heating system), the municipal vehicles and public buses as well as the hydrogen supply to a metal treating company. The hydrogen shall be produced as far as possible and economic from clean and renewable energy sources, mainly from biomass gasified to hydrogen. Besides biomass conversion to hydrogen also electrolytic H2 production from renewable electricity is in discussion.
The different project phases require different amouts of subsidies. Whereas the first phase can be operated almost economically, the 2nd and 3rd phase at present will require state significant subsidies.
Presently a Bavarian consulting company (Electro Farming GmbH) is pursuing the concept of establishing a pressurized water vapor gasification unit for biomass gasification and subsequent hydrogen production in the Lower Bavarian town of Pilisting. The hydrogen shall be supplied to a PEMFC cogeneration unit for the production of electricity and heat as well as to the vehicles of a nearby bus manufacturer. The entire plant with an electric power output of approx. 2 MW shall be operative earliest in 1998.
II.6 Local Urban Hydrogen Supply System for the City of Munich
see under paragraph I.3 above
II.7 Conversion of the Munich International Airport Ground Transport Vehicles to Hydrogen Operation (ARGEMUC)
For the new international airport of Munich, Bavaria, opened in May 1992, it was identified as promising to convert the airfield service, catering, aircraft tractors, waste removal trucks and passenger transport vehicles (minivans, buses, passenger cars) to hydrogen propulsion step by step, as existing vehicles are to be replaced. All vehicles have defined operating range requirements and are centrally refueled. In many cases they provide a viable alternative to presently operated hybrid vehicles while reducing emissions significantly.
In a feasibility study carried out by DASA, several scenarios for the production of hydrogen were investigated: LH2 delivery from existing refinery surplus H2, plasma arc splitting of natural gas into H2 and carbon black by use of electricity (Kværner process) and ambient and high pressure electrolysis units for H2 production from off peak grid electricity, and PV electricity. The Kværner process showed the highest overall energy efficiencies but was not regarded as flexible enough for a step by step project build-up.
The hydrogen produced on-site in gaseous form to be used in vehicles with compressed storage shall be stored in gaseous form in stationary pressurized storages at between 40 bar and 400 bar. Liquid hydrogen required for some vehicle applications shall be delivered from a liquefaction plant in Bavaria (or probably via imported liquid hydrogen from Québec at a later time).
The most recent project planning by the consortium ARGEMUC (Aral, BMW, Grimm, HDW, HEW, Linde, MAN, Mannesmann, Neoplan, GHW) starts out from a two stage approach:
This project is a technology demonstration project of about 34 million DM with 50% government funding.
II.8 Liquid Hydrogen Operated Regional Aircraft
Despite smaller pressure ratios and temperatures, the NOx emissions of turboprop engines are not negligible. The NOx emissions of aircraft cause about 50% of the aircraft related contribution to the greenhouse effect. Especially in areas where short-haul traffic faces severe critisism due to environmental reasons, nearly zero-emission aero engines may become essential for the operation of regional aircraft. Combustor tests within the EQHHPP have shown that NOx emission values for hydrogen jet engine combustors can be reduced to 1/20 of those of advanced kerosene operated combustors, thus providing significant improvements.
Therefore, DASA Airbus presently plans to develop and fabricate the prototype demonstrator of a regional jet aircraft of the type DO 328 to be operated with liquid hydrogen (LH2). The LH2 storage containers can be accommodated under the wings or be integrated into the upper part of the fuselage. The prototype version will have the LH2 storage containers under the wings. Such an aircraft will have a total operating range of some 1,100 km.
The flying demonstrator shall prove the operability and safety of a LH2 aircraft, gain experience in daily flight operation and increase public and commercial acceptability of the hydrogen aircraft technology short after the turn of the century.
The series aircraft development shall lead to a commercial LH2 commuter aircraft in Europe as well as to liquid natural gas operated short/medium service aircraft within CIS countries after the turn of the century.
II.9 Fleet Operated Vehicles Fueled from Chemical Surplus Hydrogen [Conceptual Idea]
Several chemical plants in Germany (chlorine-alkaline electrolysis, petrochemical refineries) generate hydrogen as a by-product. This hydrogen so far is used mostly as energy source for thermal uses. The overall volume which may be available for other uses, e.g. clean vehicle propulsion, under favorable boundary conditions for Germany lies in the order of 1 billion Nm3. This amount could supply an equivalent of some 10,000 city buses or more than 200,000 passenger cars in Germany with clean hydrogen.
Also in Bavaria chlorine-alkaline electrolysis plants produce by-product hydrogen from which at least 13 million Nm3 could be made available for fleet operated vehicles, such as municipal service vehicles and public buses.
In order to keep the hydrogen costs competitive only a suitable hydrogen supply infrastructure would have to be built close to the location of the chemical plant. According to present considerations hydrogen adapted vehicles (at least compressed gaseous hydrogen retrofit versions) can be made available for such an adapted fleet operation still in this century.
Nevertheless, a first demonstration activity with a Neoplan fuel cell bus is envisaged for a Bavarian community close to a chlorine-alkaline electrolysis plant operated by Hoechst within the next two years.
The Munich Fair Corporation is constructing a new fair ground to be opened by February of 1998. Due to the fact that since more than 20 years battery powered shuttle buses are in use inside the fair grounds as shuttle buses, interest has been shown to operate also clean respectively zero emission hydrogen fueled buses, both for shuttle services on the fair grounds as well as for shuttle bus connection to Munich International Airport.
Such buses manufactured by MAN Nutzfahrzeuge and by Neoplan are already or will undergo demonstration testing in Bavaria and may become commercially or semi-commercially available around the year 2000.
The hydrogen for these buses may be produced from clean renewable energy sources such as biomass and/or photovoltaic electricity at medium term. As an intermediate step, refueling of the shuttle buses may be carried out at the hydrogen refueling facilities to be installed at the Munich Intnl. Airport (see II.7).
II.11 Bavaria-Québec Cooperation in the Field of Hydrogen Technologies
The Québec Government and the Bavarian State Government in the recent years have signed several agreements for cooperation, some of them also focusing on hydrogen cooperation.
Among the topics for cooperation in the field of hydrogen technologies count:
- advanced metal hydrides development,
- containerized long-distance transport of liquid hydrogen (LH2) in advanced LH2 container systems
- operation of a commuter jet aircraft of the Dornier Do 328 type with LH2
- testing and modeling of hydrogen flame propagation phenomena (university project),
III. Hydrogen Projects in Germany (outside Bavaria)
III.1 Hydrogen operated PAFC Cogeneration Project in Hamburg
Hamburgische Electricitäts-Werke AG (HEW) and Hamburger Gaswerke GmbH (HGW) are presently realizing a ONSI PAFC modified to pure hydrogen operation by Ansaldo CLC. The unit is based on the ONSI PC 25 C type and will generate 200 kWe and 220 kWth. The electrical efficiency of the system operating at 205oC will lie in the order of 45%.
The hydrogen for the packaged fuel cell unit will be supplied in cryogenic liquid form and stored on-site in a 60 m3 cylindrical storage tank erected vertically. The storage volume is enough to supply the PAFC unit at full load operation for two weeks.
Besides modifying a conventional PAFC to hydrogen the first time, the second innovative aspect of the project is its integration into a residential area. This approach raises new questions to licensing authorities and requires public participation in order to get a general acceptance for this very project as well as to gain experience for future projects. The public hearing was successfully held in spring of 1996 and the approval for the project granted shortly after. The hydrogen operated PAFC system was delivered by spring of 1997 and was inaugurated by August 14, 1997. The project is supported by the European Commission within the framework of the EQHHPP.
More information (in German language) can be found in the description by HEW and in the description by HGW .
Several PAFC cogeneration project with natural gas as fuel supplied are in operation in Germany. Additional ONSI units were delivered by Ansaldo CLC to the eastern part of Germany (Halle and Leipzig) during 1997.
III.2 Compressed Gaseous Hydrogen Vans in Hamburg
The Hamburger Wasserstoff-Gesellschaft e.V. ("Hamburgian Hydrogen Society") in Hamburg plans to realize 6 hydrogen converted Mercedes-Benz Sprinter Vans (Total weight: approx. 3.5 t, length: approx. 6 m). The engine conversion is carried out on the basis of an engine modification concept developed by a US technology company (HCI) and the modification itself is carried out by a German vehicle dealer and a local licensing organization. Operating range of the vehicle equipped with compressed gaseous hydrogen tanks is about 100 km in the case of steel tanks (20 MPa), but can be almost doubled if composite materials tanks (25 MPa) will be used. The refueling station for the compressed hydrogen vehicles will be implemented adjacent to an already existing CNG refueling station at the operation yard of the Hamburger Gaswerke GmbH, the Hamburg gas utility in spring of 1998. The vehicles shall be operative by summer of 1998.
See also the Hydrogen-Gazette, 97-12-12.
III.3 Compressed Gaseous Hydrogen City Bus Project in Karlsruhe
In the south-western German city of Karlsruhe a demostration project is planned for the operation of 3 MAN 12 m low floor city buses with internal combustion engine and compressed gaseous hydrogen storage by the municipal bus operator Stadtwerke Karlsruhe. The hydrogen will be stored on-board in fully composite materials vessels at a pressure of 25 MPa. The hydrogen will be produced from surplus electric utility capacity via a 1 MWe high performance electrolysis operated at 3.3 MPa and supplied by GHW. The local utility partner is Badenwerke. The compressed hydrogen gas refueling station is supplied by Mannesmann Demag Energie- und Umwelttechnik, also being a project partner. As soon as the financing will be secured, the project will be realized until the end of the century.
III.4 Daimler-Benz NECAR II Fuel Cell Van, NEBUS Fuel Cell City Bus and NECAR III A-class subcompact car
In May of 1996, Daimler-Benz has presented a second generation fuel cell van (NECAR II) with compressed hydrogen storage at 25 MPa. The progress compared with the first generation vehicle (NECAR I) is significantly (5 fold in fuel cell stack power density). The data are as follows:
The operating weight of the van is approx. 2,5 t. The vehicle dimensions are: length 4659 mm, width 1870 mm, height 2380 mm. PEMFC system compose of two high performance stacks of in total 50 kWe (gross) at an air operating pressure of 0,3 MPa. The specific system weight is 6 kg/ kWe at a voltage of 180-280 V. The electric asynchronous motor reaches a power output of 33 kWe and is coupled to a two speed automatic transmission. The hydrogen is stored at 25 MPa in two carbon fibre reinforced composite materials tanks of 140 l geaometrical volume (length 1895 mm, diameter 351 mm, weigt 80 kg) providing an operating range of > 250 km. The passeneger capacity is 6 to 7 persons. The maximum speed reaches 110 km/h.
May 1997, Daimler-Benz presented a 12 m city bus prototype with a PEMFC system of appprox. 190 kWe named NEBUS (New Electric Bus). Net power output and a traction power of 150 kWe. The hydrogen is stored in seven aramid fibre reinforced cylindrical tanks with aluminum liner of 147 l geometric volume each. Daimler-Benz plans to have (together with Ballard) a total of more than 20 PEMFC buses on the road by 2000. Commercial production of these buses can be expected by 2004. A prototype bus will enter into public service testing in the Stuttgart area within first half of 1998.
Furthermore, Daimler-Benz has presented the functioning concept of the sub-compact PEMFC A-model with a methanol reformer at the Frankfurt and Tokyo Motor Shows in fall of 1997 (see Hydrogen-Gazette, 97-09-10). If all cost goals can be achieved, the series production of this model is envisaged to start by 2004 and to reach some 100,000 units per year by 2005.
In a symposium held for representatives of federal ministries in Bonn in September 1996, Daimler-Benz presented its strategy of 're-inventing the car', aiming at an early introduction of fuel cell propulsion technology into mass car markets in order to provide clean vehicles for the rapidly growing world automotive market.
For more information see the Daimler-Benz home page.
III.5 Volkswagen PEM Fuel Cell Vehicle with Methanol Onboard Hydrogen Reformer
With its partners Johnson Matthey (UK), Volvo (Sweden) and Energy Research Foundation Netherlands ECN (NL) and supported by the European Union, Volkswagen develops a fuel cell passenger car with PEM fuel cell and autothermal onboard methanol reformer. VW regards methanol to be the only practical storage media for hydrogen avoiding high pressures (compressed hydrogen) or extremely low temperatures (LH2) and herewith related complicated supply infrastructures.
VW will present a functioning prototype vehicle by 2000 at the occasion of the EXPO 2000 in Hannover. Series production is not expected before 2010.
III.6 NEOPLAN PEM Fuel Cell Bus Projects
Neoplan presently develops several hydrogen fueled PEMFC buses. The first unit to come into demonstration in spring 1998 is a N 8008 battery-electric bus with a 15 kW2 DeNora PEM fuel cell installed as range extender. Hydrogen will be stored in compressed form onboard. This project is supported by the Bavarian State Government. Within the framework of a European Commission JOULE contract (N° JOE3-CT96-0043) Neoplan converts an N 8012 composite materials city bus to PEMFC-hydrid-electric drive. The main power source is a 50 kWe DeNora PEMFC. The bus shall undergo public demonstration by 1999.
III.7 Hydrogen Bus Demonstration Project in Lübeck
In spring of 1997, the city council of the northern German town of Lübeck has decided to convert the city’s bus fleet of several hundred units to natural gas operation until the year 2020. Furthermore, the city council also approved the proposal to start a demonstration project with several hydrogen buses.
MTU/Friedrichshafen (Germany) has developed the so-called „Hot Module" on the basis of molten carbonate fuel cell (MCFC) technology licensed by the American company Energy Research Corp. (ERC). The work has been done in collaboration with Haldor Topsoe and Elkraft/ Denmark, Ruhrgas AG and RWE AG/Germany. The special feature of the Hot Module is the arrangement of all system components in a small thermally insulated vessel. This reduces system costs considerably (goal: 2,300 DM/kWe or approx. US$ 1,350 per kWe). The MCFC generates electricity and heat at operating temperatures of 650°C
The system demonstrator MCFC unit has an electric power output of 280 kWe and is divided into three subsystems: MCFC Hot Module and its direct periphery, electrical and control system including inverter, and fuel processor. The direct current produced passes a pulse regulated inverter and a transformer in order to reach the 400 VAC-level. Auxiliary electric consumers (e.g. blowers) are fed from this internal electric supply system. The electrical efficiency is 50%.. In combination with a steam turbine electric efficiencies of 65 % can be reached without external reforming of the fuel gas. The typical operation mode planned is grid connected operation, although stand alone operation is feasible. The first system demonstrator will be in operation at a Ruhrgas facility in Dorsten in the second half of 1997. Product optimization will be carried out from 1998. Several demonstration units will be operated between 1998 and 2000. Commercialization is planned afterwards.
See also Hydrogen-Gazette, 97-10-16.
III.9 PEM Fuel Cell Cogeneration Plant in Berlin
A consortium of AEG, Bewag, EDF, HEW and VEAG plan to erect a PEMFC cogeneration plant of 250 kWe and 237 kWth power output in Berlin-Treptow. The electric efficiency is estimated at 40%, the total energy efficiency (electric and heat) at 80%. The fuel is hydrogen obtained by natural gas steam reforming. The size of the fuel cell module is in the order of 2.4 m x 2.4 m x 5.6 m. The start up time lies in the order of somewhat below two hours. The electricity is delivered at a 400 V level. The operation is continuous and automatic. Different operating modes and conditions shall be tested and evaluated within a measuring program. The heat produced in cogeneration shall be fed into the existing district heating grid. The demonstration project has been applied for funding by the European Commission’s Thermie program and was selected for funding. The realization can be expected by end of 1998.
III.10 Hydrogen Projects in Thuringia (Thüringen)
In the eastern German federal state of Thuringia several industrial companies and research institutes intend to develop and implement hydrogen applications for onboard use in vehicles, like for heating devices, air conditioning or electric generators. Furthermore, the use of hydrogen as means of purification of Diesel engine pollutants (mainly Nox) shall be investigated and tested. The government of Thuringia intends to financially support these activities.
In a cooperation with Indian partners the adaptation of motor bikes to hydrogen by the use of adapted internal combustion engines and metal hydride storage systems is under consideration. Such clean propulsion concepts would significantly reduce the emission levels in Indian metropolitan centers.
The Thuringian village of Kettmannshausen has been envisaged as the location for demonstrating the application of renewable energies and hydrogen in a small-scale village setting. The technological development shall be carried out in cooperation with the Technical College of Ilmenau (TH Ilmenau).
III.11 Autonomous Photovoltaic/ Hydrogen/ Electricity Supply System of the Library at FZJ in Jülich
At the FZJ Forschungszentrum Jülich GmbH (German Research Center Jülich) the self-sufficient supply of the library building with electricity over the whole year is planned. The PHOEBUS system includes a photovoltaic generator, a DC/DC-converter, a lead acid battery system, an alkaline electrolysis and an alkaline fuel cell system. The entire systems has been simulated in the JULSIM simulation program prior to realization in order to ensure a successful functioning of all control devices when the hardware system is set into operation end of 1993.
The system conceived has the following design data and technical concepts:
PV generator: four facade and rooftop integrated generators consisting of monocrystalline modules of an active area of 312 m2 and a peak power output of 43 kWp and a maximum electrical energy output of 19 MWh/yr (1000 W/2, 25°C, AM 1.5)
DC/DC-converter: each PV array has two converters of 5 kW each, operated in a master/slave mode and controlled with a puls frequency of 20 kHz, adjusting the voltage to the level given by the DC-grid which has the actual voltage level of the battery system
Pb-battery system: design current of the DC-grid is 220 V (200...260 V); design capacity of 250 kWh respectively 1380 Ah over 10 hours; the 110 batteries are of the OPzS OCSM type with electrolyte recirculation
Electrolysis system: bipolar 21 cell electrolyzer with an active cell area of 2500 cm2, a current of 750 A, a current density of 3 kA/ m2, with 30% KOH solution, 80°C operating temperature, an operating pressure of 0.7 MPa and 90% efficiency in design load operation at a design power rating of 26 kW; max. hydrogen production is 6.5 Nm3/h and max. oxygen production is 3.25 Nm3/h
H2/O2 storage system: the product gases hydrogen (6.5 Nm3/h) and oxygen (3.25 Nm3/h) leaving the electrolyzer at 0.7 MPa are compressed
sufficient for the whole seasonal storage requirements
Fuel cell system: alkaline KOH gas diffusion electrode fuel cell of the Siemens BZA 4-2 type; design power output of 6.5 kW at 48 V and 135 A; system efficiency at design load is 63% (lhv of H2) and 70% at 30% partial load
The overall efficiency of the electrolysis/ storage/ fuel cell/ DC-converter chain is 45%.
The requirements for self-sufficient operation impose new considerations concerning the design, process engineering and setup of the involved components such as fuel cells electrolyses and hydrogen storage systems. Advanced systems such as protone conducting membrane fuel cells (PEM), reversible alkaline electrolysis/ fuel cell system and stirling motor with AC-generator shall be investigated and tested.
Furthermore, extensive probabilistic reliability and risk/safety analyses have been carried out on the entire system.
III.12 Hydrogen Research Activities at the Fachhochschule (College) of Stralsund
The main goal of the Stralsund College is to teach scientific and system aspects of the use of renewable energy and hydrogen technologies (production, storage, application). The theoretical and experimental classes are given in the course of semester terms to regular students as well as in the form of special seminars to interested individuals, business people and others.
The college operates a system composed of a 100 kWe wind energy converter, coupled to a 3 MPa pressurized alkaline electrolyzer of 20 kWe power consumption at 80oC temperature level (manufactured by ELWATEC) which feeds a cylindrical pressure storage of 9 m3 which accomodates 240 Nm3 of pressurized hydrogen at 3 MPa.
The hydrogen consumers under consideration are a 20 kWth catalytic heating device and an internal combustion engine cogenerator of 30 kWe and 75 kWth, the latter to be operated with a step by step increased mixture of hydrogen in natural gas. As soon as the funds have been brought up the operation of a PEM fuel cell system shall be investigated. The use of hydrogen in vehicle applications is carried out in a Ford Escort with the gasoline engine adapted for hydrogen operation but not yet optimized at all. Hydrogen is stored onboard in two pressurized containers of 60 l geometric volume each and at 30 MPa pressure level.
III.13 Hydrogen Production and End-Use Strategy of a Northern German Electric Utility
A regional electric utility in northern Germany presently investigates the possibility to realize a wind-hydrogen demonstration project. The technical concept foresees electrolytic hydrogen production from wind energy generated electricity, hydrogen conditioning and handling and hydrogen application in end-use technologies. Besides the benefits for the environment it is expected to avoid capacity extension of the electric grid at some locations where wind-generated electricity already would require such extension efforts. The decision on the project go ahead is expected still for 1997. The realization and start-up of the entire system is expected to last two and a half years.
III.14 Wind-Hydrogen-Test-Installation at the Fachhochschule Wiesbaden
Since 1988, a small test installation is being opperated by the Fachhochschule Wiesbaden on the mountain Feldberg/ Taunus, Germany, and consists of a 20 kW wind energy converter (at wind velocities of 11 m/s), an alkaline pressurized electrolyzer of 20 kW (at 3 MPa, 50 cells at 125 V and 160 A), a pressurized gas storage in bottles (of 2.4 m3 volume) and of two hydrogen operated gas motor generators (8 kW and 4 kW) with external mixture formation built into one generator unit with individual fuel conditioning equipment for each engine. The overall primary energy efficiency of the system "wind converter - electrolysis - combustion engine - electric generator" is approximately 15%.
The wind energy converter is designed for stand alone operation and feeds its pulsating direct current in first place into the electrolyzer. Additionally the electricty is used for heating purposes in the staff shelters of the test installation. Also a battery is fed which provides electricity for the measuring and monitoring equipment in case wind is not available. An electronic power conditioning unit optimizes the electricity supply to the various consumers.
Goal of this project is to optimize the system 'wind energy converter/ electricity supply/ pressurized electrolyzer/ storage/ generator', as well as each component itself. The energy production costs calculated over a 10 year depreciation periode are estimated to be 1.6 DM/ kWhe.
III.15 Decentralized Solar Hydrogen Energy Supply System at the Fachhochschule Wiesbaden
Since 1991 at the Fachhochschule Wiesbaden a small PV generator with an output of 1.5 kWe,p feeds its energy into a battery bank (350 Ah). Via an inverter this battery supplies alternating current (220 V, 50 Hz) to an independent local grid. Excess energy which cannot be fed into the battery system produces pressurized hydrogen in a 2 kWe presurrized electrolyzer (2 MPa). Pressurized hydrogen and oxygen are stored in bottles for pressurized gases serving as long-term storages. In an alkaline fuel cell system of 1.2 kWe capacity hydrogen and oxygen can be converted into electricity with an average efficiency (uhv of H2) of 50-55%. The overall efficiency electrolysis/fuel cell amounts to 40%. Electrolysis and fuel cell have only one electrolyte/water circuit thus avoiding feed water treatment.
Within the framework of the hydrogen activities of the Fachhochschule Wiesbaden various hydrogen application technologies which are not yet available on the market were developed, some derived from natural gas or propane systems. For the later introduction of hydrogen consumer equipment/appliances have to be available.
Among the hydrogen appliances developed respectively adapted are: an absorption refrigerator, a gas lamp, a camping cooker, a hydrogen heater, hydrogen suited internal combustion engines, a cogeneration unit, a motor pump, a sea water desalination plant, a cooling device, a welding equipment, a H2/ O2 generator, a catalytic burner, a gas purification unit, and gas sensors.
III.16 Energy Self-Sufficient Solar House of the Institute for Solar Energy Systems ISE of the Fraunhofer Society
At the Fraunhofer Institute for Solar Energy Systems the concept of the 'Self-sufficient Solar House 2000' was developed over several years, built from Sept. 1991 to Oct. 1992 in Freiburg, Germany. It takes into account solar architecture priciples, thermal collectors, transparent insulation, photovoltaics, battery storage, hydrogen storage and an electricity and hydrogen application system. It provides all energy needs from solar radiation.
The energy supply strategy of this concept supposes direct electricity use during sunshine. Excess energy is stored in a lead-acid battery system. As soon as this system is charged completely, hydrogen and oxygen are produced in a membrane pressure electrolysis unit at a level of 3 MPa and stored in gas cylinders. The hydrogen storage is a seasonal storage with a cycling period of one year. During wintertime the hydrogen is converted to electricity by an alkaline fuel cell system or to high temperature heat in a catalytic cooker with 4 diffusion burners and in a catalytic air-heater with a two step diffusion burner. The battery buffers electric peak-demand which cannot be covered by the fuel cell. The catalytic cooker replaces the electric one when the sun is not shining. The oven is operated electrically.
The daily energy consumption is assumed to be in the order of 3 kWh and the overall efficiency of the storage system is calculated to be about 70%.
The solar hydrogen system exists of the following components:
The solar thermal collector system for the production of hot water consists of selective absorbers, type 'BEIKO', with a cermet cover achieving an absorption degree of 0.93 and an emissivity of 0.09, of a 1000 l water layer storage, a flat plate heat exchanger for the collector circuit and the fuel cell excess heat circuit and 24 V circulation pumps with variable flow rates.
The air ventilation system has a design capacity of 200 m3/h providing an exchange rate of 0.7. The fresh air enters into a system of tubes burried 4 m deep in the earth, by passing through the tubes the air is pre-heated, then it passes a heat exchanger (recovery factor 0.85) recovering the heat contained in the used air and finally the air is heated to its required final temperature by the hydrogen powered air-heater.
In 1997, the house was again connected with the public electricity and gas grid since the funding for the scientific monitoring ran out.
III.17 Photovoltaics/ Hydrogen Project at the Agricultural College of Triesdorf
During the early 1990s, in the Agricultural College of Triesdorf various electricity consumers were supplied with photovoltaic electricity. Among these consumers were the educational workshop for agricultural equipment, seed cultivation, cattle breeding, pig breeding, fish rearing pond, and domestic science. The last two departments of the college have interfaces with the hydrogen/ oxygen production and storage system. Their photovoltaic generators - the mobile one of the fish rearing pond (2 kWp) as well as the stationary one of the domestic science department (5 kWp) - can feed their electricity into the electrolysis module when electricity is not used directly by other consumers and when the battery (48 V/ 420 Ah) is charged. The stored electricity, via a 5 kW inverter, feeds electric domestic appliances in the college's domestic sciences department.
The hydrogen generated was used for cooking in the domestic science department, whereas the oxygen generated was used for aeration of the fish pond. This permits the parallel use of the product gases from the electrolysis. The alkaline electrolyzer has 3.15 kWel and is of the ALYZER model 0100, operating at 0.6 MPa pressure and at a maximum temperature of 75°C. The system was conceived by Ludwig-Bölkow-Systemtechnik GmbH for the Agricultural College Triesdorf and the local utility company Fränkisches Überlandwerk. Main contractor for the photovoltaic electricity supply and storage system was IBC Solartechnik.
IV. Public Funding of Hydrogen Research and Projects in Germany
BMBF Bundesministerium für Bildung, Wissenschaft, Forschung und Technologie
Federal Ministry for Education, Science, Research and Technology
Between 20 MDM and 25 MDM annually with main focus on fuel cells (PEM and SOFC) and high performance electrolyzers. With status of December 1996 the BMBF will not fund any other hydrogen related activities on a significant level (i.e. also no infrastructural developments).
Hamburg Several hydrogen activities are planned/ carried out by Hamburgische Electricitäts-Werke AG (HEW) and Hamburger Gaswerke GmbH:
All these activities within the time range of 1992 to 1999 receive levelized funding of in the average of some 1.5 to 2 MDM annually.
Bavaria Several hydrogen lead-projects are under discussion, out of which at least three are finally discussed and thus elegible for funding (figures: budget/ gov. funding):
Other projects in consideration are:
The foreseeable BStMWVT (Bavarian Ministry for Economics, Transport and Technology) funding for period of 1996 to 1999 is estimated to lie in the order of some 18 MDM annually (Budget: 36 MDM annually).
These projects are in the discussion process and may receive additional funding as soon as they are sufficiently detailed and the public budgets are secured (e.g. from privatization sales by the government)
Note: MDM = million Deutsch Mark