GM’s Electrification Strategy
GM s Electrification Strategy
With Focus on Hydrogen and Fuel Cell Electric Vehicles
International Hydrogen Fuel Cell Technology and Vehicle Development Forum
George P. Hansen
Director, Fuel Cell Commercialization Asia Pacific, General Motors
International Hydrogen Fuel Cell Technology and Vehicle Development Forum Hosted by MOST and IPHE
Shanghai, China September 22, 2010
All Options in Play – The Power of “AND”
Cellulosic biomass ramps to high volume; BEVs / EREVs make 40% of VMT electric; FCEVs penetrate to 40% of parc by 2050
Goal – 80% reduction from 1990 level by 2050
– LDV parc mostly transitioned to electric drive and ZEV solutions – US grid GHG modeled at 80% lower than 2008 levels
– Hydrogen from cellulosic biomass or clean electricity
•
Start soon with early options•
Start soon with early optionsGM’s Advanced Propulsion Technology Strategy
H drogen Hydrogen fuel cell-electric Battery-electric hi l /E REV Improve vehicle fuel economy Displace petroleum vehicles/E-REV Hybrid-electric vehicles (including plug-in HEV) IC engine y and emissions Electrification of the propulsion system Time g and transmission improvementsPetroleum (conventional and alternative sources)
E Alternative fuels(Ethanol, Biodiesel, CNG, LPG)
Electricity(conventional and alternative sources)
Hydrogen Energy
On-Board Energy Storage
Weight and Volume of Energy Storage System for 500 km Range Lithium Ion Battery 100 kWh electrical energy Diesel Compressed Hydrogen 700 bar
6 kg H2 = 200 kWh chemical energy
g gy g y g
System
System System
Cell
Fuel SystemFuel
43 kg 43 kg 830 kg 540 kg 33 kg 125 kg6 kg 46 L 46 L 670 L 360 L 37 L 260 L170 L
Application Map – the Power of “AND”, not “OR”
High Load cle Drive Cycle Duty Cy c Continuous Stop-and-go Light LoadToday’s Electrification Opportunities
Portfolio of Solutions for a Full Range of Vehicles
g
¾ Mild Hybrid – BAS
¾ Full Hybrid – 2-Mode
¾ PHEV 2 M d
Hydrogen
¾ PHEV – 2-Mode
¾ EREV – Voltec
¾ BEV – EV Drive
¾ FCEV FC Propulsion System
Electricity – ZEV Fuel
Hydrogen
¾ FCEV – FC Propulsion System
2-Mode PHEV EREV BEV
Hybrid
FCEV
Electrification
FCEV
Chevrolet Volt – Electric Vehicle
with Range Extending Capability
with Range Extending Capability
Overcoming
RANGE
Anxiety
Daily Mileage (Example: Germany)
25% 80% of daily driving 50 km or less 20% 50 km or less 15% 10% 5% 0-1 2-4 5-10 11-20 21-50 51-100 > 100 0% kmPropulsion System Cost
EV
EV
EV
EV
t
EE--REV
REV
Co
st
EE--REV
REV
Range / km
50 100 150 200 250 300 350 400 450
EN-V Electric Network Vehicle
For Personal Urban Mobility
Chevrolet Equinox Fuel Cell – Over 2,000,000 km logged
¾ GM has deployed the world’s largest fleet of fuel cell electric vehicles to date for market testing
for market testing
– 3 US locations, Europe and Asia – 119 vehicles deployed to various
customers customers
¾ Has been used for extensive testing under real driving conditions
under real driving conditions
– Cars loaned for average of 3 months at a time
– Use of OnStar for customer care and Use of OnStar for customer care and feedback
– Data will be used in next generation vehicle development
GM’s Next Generation Fuel Cell Vehicles
¾ Fully functional 4-passenger crossover vehicle
¾ Meeting US Federal Safety and ZEV requirements
¾ 0-100 km/h in 12 s, 160 km/h max speed
¾ 420-km range (latest version) ¾ Freeze durable over vehicle life ¾ Chevrolet branded
GM/SAIC EXPO FCEV Collaboration
• GM/SAIC are providing the jointly developed “Shanghai
FCV” based on SAIC’s Roewe 750 model
• Shanghai FCV is used currently as VIP shuttle at Shanghai
EXPO 2010
Vehicle uses modified Fuel Cell Propulsion System out of
• Vehicle uses modified Fuel Cell Propulsion System out of
GM’s Next Generation Fuel Cell Propulsion Systems
½ Size
½ Weight
Gen 2 Objectives
• All customer requirements with respect
q
p
to Performance and Durability are met
– Wide temperature operating range (-40ºC … +50ºC) – Product Lifetime > 10 years
• Significant product cost reductions through design
simplifications
simplifications
• Design supports bandwidth of vehicle applications
R d f
k t i t d ti i 2015
Gen 2 Application Bandwidth
Power Electronics Electronics Fuel Cell System Co Axial Drive Unit Integrated on cradleGen 2 Design Evolution
Fuel Cell System
Equinox Fuel Cell Gen 2
Net Power 93 kW 85 92kW
Net Power 93 kW 85-92kW
Max Excursion Temp 86C 95C
Durability 1500-hrs 5500-hrs
Cold Operation Start from -25C Start from -40C
Mass 240 Kg <130 Kg
Sensors/Actuators 30 ≤15
Stack Subsystem:
Plates Composite Stamped Stainless Steel
UEA 80g Platinum / FCS <30g Platinum / FCS
Air Subsystem & Humidification
Tube-style Humidifier sensor based RH control
GM designed Humidifier model based RH control
GM Fuel Cell System Durability Progression
I it lt
120,000 140,000
ility (miles
) • In-situ voltage recovery
• Start stop degradation mitigation
• Internally developed MEA • Model based
humidifica-Improvements identified for full automotive
60,000 80,000 100,000 ystem Dur ab i
tion control 10 year / 125k miles
20,000 40,000 Fu el C ell S y 0
Gen1 Upgrades to Gen1 Gen2 and 3
Field Today
Equinox Fuel Cell
Field Demonstration Identified Upgrades to Equinox Fuel Cell First Production Introduction
Proving Ground Today 2015 timeframe
GM Fuel Cell System Cost Reduction
BOP Stack m Co st • System Integration M f t i B t P ti Balance of Plant Fuel Cell Stackl C
ell S
yst
em •• Manufacturing Best Practices
Conventional Powertrain Tech Transfer • Electrode Design for Lower Platinum • ½ the mass
• ½ the part numbers 4.4x 1.4x 1.0x 80g Pt 30g Pt <10g Pt Fu el p Gen 1 500/year Gen 2 10k/year Gen 3 100k/year Gen 3 1000k/year 80g Pt 30g Pt Project Driveway
500/year Commercial introduction 10k/year 100k/year 1000k/year
Today 2015 timeframe 2020 2022
Subsequent Generations
GM Fuel Cell System Research Initiatives
• Precious metal catalyst /electrode materials, designs and
processes
processes
– Target <10g of Pt per vehicle
• Low-Cost membrane materials
– Non PFSA based materials that have cost advantage at lower volumes
• Novel cell design and membrane synthesis techniques that
allow for high volume continuous processes
allow for high-volume continuous processes
• Low-cost bipolar plate materials
– Low-Nickel content stainless steels
Platinum Reduction Roadmap
5 <5 5 Platinum
Pt Alloy (e g PtNi) Key
h d l Pt N ti l Pt All Pt All Sh ll Pt-Alloy-Shell
<5 nm
<5
nm <5 nm
>20nm Pt Alloy (e.g. PtNi)
Affordable Core
Cathode Catalyst
Technology Pt Nanoparticles (Equinox) NanoparticlesPt-Alloy NanoparticlesPt-Alloy-Shell
y Large Nanoparticles
Demonstration
Maturity Vehicles Stacks Single Cells Beaker
Maturity g Pt Required (gm Pt/vehicle) 80 <30 <15 5-10 Pt Cost Pt Cost ($/vehicle) $1200/troy oz Pt $3000 <$1200 <$600 $200-400
Pathways are well established to Pt levels that are cost competitive with Pathways are well established to Pt levels that are cost competitive with
Energy implications of 700 bar storage systems
350 bar 4kg Hydrogen 133 kWh 700 bar 6.2kg Hydrogen 207 kWh 133 kWh 207 kWh + 10 % compression energy 55% t t•
Most compression energy is expended at+ 55% energy content
Most compression energy is expended at lower pressures
•
10% additional compression energy to get from 350 bar to 700 bar…get from 350 bar to 700 bar…
Hydrogen Storage Vessels: Type III vs. Type IV
Compared to Type III Vessels,Type IV Vessels haveyp
•20% lower weight with
identical volumetric storage
density Vessel Cost
(@10k p a )
y
•higher potential regarding long term fatigue and
durability (little/no liner
(@10k p.a.)
y ( cracking)
•lower cost carbon fibers (lower modulus of elasticity)
Letter of Understanding Signed – 08SEP09
Automotive Industry Support for Battery & Fuel Cell
y
pp
y
Technology
gy
• Battery and fuel cell vehicles complement each other • 2015 FCEV commercialization anticipated
• Hydrogen infrastructure with sufficient density required by 2015
• Built up from metropolitan areas via corridors into area-wide coveragep p g • Stations integrated into branded conventional stations, meet
SAEJ2601 requirements, and offer hydrogen at a reasonable price to
Commercialization Scenario for FCVs and H
2Stations
Japan Timing
(FCCJ Fuel Cell Commercialization Conference of Japan)2010 2011 2015 2016 2025 2026 Phase 1 Technology Demonstration 【JHFC-2】 Phase 2 Technology & Market
Demonstration
【Post JHFC】 【Starting Period】
Phase 3
Early Commercialization
【Expansion Period】
Phase 4
Full Commercialization 【Profitable business Period】
e
r 2010 2011 2015 2016 2025 2026
•Solving technical issues and promotion of
review regulations (Verifying & reviewing development progress as needed)
•Verifying utility of FCVs
Contribute to diversity of energy sources and
reduction of CO2emissions
atio
n
Numb
e
•Expanding production and sales of
FCVs while maintaining convenience of FCV users
•Reducing costs for H2stations and hydrogen fuel •Continuously conducting and H2stations from socio-economic viewpoint H 2 St a Approx. 1,000 H2stations* y g
technology development and review of regulations
C t f H2 t ti t ti
N
umber Determine specifications of Begin building
commercial type H2stations Period in which preceded Ht ti b ildi i 2
Approx. 2 million FCVs*
Costs for H2 station construction and hydrogen reach targets, making the station business viable. (FCV 2,000 units/station)
Year Note: Vertical axis indicates the relative scale between vehicle number & station number.
Ve
h
ic
le
N commercial type Hp 2stations commercial type H2stations
Increase of FCV numbers through introduction of more vehicle models
station building is necessary
Advanced Propulsion Technology Cost Reduction
Enabled through Generational Learning
g
g
¾
Significant cost reduction of new technology is enabled throughti l d i b d i i
100%
generational designs based on in-use experience
100%
75%
25% 50%
Cost %
Gen1 Gen2 Gen3
25%
Time & Volume
Summary
¾ GM is committed to Advanced Propulsion Technologies
¾ No one solution - today and tomorrow – the power of “AND” • Conventional Improvements
• Conventional Improvements
• Electrification (Hybrid, PHEV, EREV, BEV, Fuel Cell EV)
¾ GM’s Next Generation program (Gen2) targets 2015 introduction
¾ Bandwidth of application optionspp p ¾ Automotive durability
¾ Significant product cost reduction through design simplifications and platinum loading reductions
¾Research initiatives to close remaining gaps on cost are underway ¾Research initiatives to close remaining gaps on cost are underway ¾With hydrogen stations according to SAE J2601A (-40ºC precooling)
refueling will be comparable to today’s gasoline vehicles.
¾Type4 70MPa compressed hydrogen storage tanks have significant
d t T 3 35MP t k f i li ti
advantages over Type3 35MPa tanks for commercialization
¾Key stakeholders need to work together aggressively to provide infrastructure, regulations and to implement incentives
