by Birgit Scheppat | Nov 7, 2024 | Electric transportation, hydrogen development, Market, News
Dynamic-energetic optimization of light FC commercial vehicles
The challenge in designing a fuel cell electric drive lies in the vehicle- and vehicle application-specific dimensioning of the drivetrain components. The essential parameters to be considered for an optimization are the fuel cell output, the dynamics of the fuel cell, the mass of hydrogen in the tank, the capacity and maximum charging power of the HV battery, the output of the drive machine in motor and generator mode and also the dynamic behavior of the converters.
Virtual and real test procedures should be used to verify and validate model-based developed fuel cell drives. For this. a development platform for the dynamic-energetic optimization of these drives was realized at the university for applied sciences Hochschule Kempten (HKE).
In order to also be able to investigate upscaling effects, at a scaling of 1:10, a model- and a hardware-in-the-loop (HiL) performance or system test stand was put into operation, whose mutual digital twin was realized as a model-in-the-loop simulation (MiL simulation).
As an example, an optimized prototype FC drivetrain was implemented in a test vehicle, to be able to compare the results obtained in the road test with those of the simulations and test bench measurements. The use of iterative and recursive procedures ensured the reproducibility of the results and demonstrated the functionality of the methods developed.
The innovation now lies in the fact that small and medium-sized companies can significantly reduce development costs and considerably shorten development times by applying these methods.
Diagram of the development platform realized by the method coupling
The MiL simulations optimally describe the behavior of the drives on the HiL test bench. The HiL test bench measurements optimally predict the behavior of the drives in the test vehicle. Through an iterative and recursive approach, it was possible to achieve the fact that the simulations already provide very good information about the use of the fuel cell drive in the vehicle.
The CleanEngine test bench (HSRM)
The specially developed test bench of the university Hochschule RheinMain (HSRM) enables the detailed investigation of fuel cell systems (FC systems) with a stack output of 3 to 10 kW. This development includes the control of the test bench and the FC system as well as precise monitoring of all relevant parameters of the fuel cell stack and its peripheral components required for operation.
The aim of the project CleanEngine is to achieve performance or energy requirements of real driving situations (WLTP, etc.), as taken from “real trips” of suitable vehicles, to “downscale” them on a test stand and develop a “driving program.” This driving program should allow optimized operation in terms of dynamics and avoidance of critical states of the fuel cell in accordance with the requested road performance. By closely monitoring the system parameters, it is possible to control the FC system in such a way as to minimize the energy consumption of the vehicle’s operation – for example the auxiliary units, which today use up to 15 percent energy and always leave the fuel cell system in its comfort zone. For this purpose, three PEM FC stacks of power classes 3, 6 and 9 kW were procured as part of the project. When designing the FC systems, emphasis was placed on a vehicle-oriented design, in close consultation with the team of HS Kempten regarding its experimental setup.
In addition to the variability of the operating temperature and pressure, the test setup is characterized by passively adjustable humidification and active recirculation of the hydrogen. Initial experience has confirmed that these are important levers for flexible adaptation to different operating conditions and for increasing the efficiency and service life of the systems.
Fig. 2: Test bench of Hochschule RheinMain
A comprehensive sensor system records all mass and energy flows within the FC system. This includes simultaneous single-cell voltage measurement and determination of the power requirements of all system components. Additionally, temperatures, pressures and humidity values are continuously monitored, which enables a precise analysis of the operating states.
The test bench offers the possibility of determining the polarization characteristics of the FC stack as well as carrying out electrochemical impedance spectroscopy on individual cells or optionally on the entire stack. These processes are crucial for understanding the electrochemical properties and performance capability of the fuel cells. In addition to these analytical methods, driving cycle tests and endurance tests can be carried out on the test bench in order to investigate the aging and failure mechanisms of the fuel cells.
The open test system and the flexible control of the FC system allow a wide range of system components to be tested. These include compressors, refrigerants, humidification concepts, valves and a variety of sensors. They can also be used to further develop fuel cell technology. They provide new insights into the performance and efficiency of the FC systems investigated and enable the identification of optimization potential in terms of operating temperature, operating pressure, humidification and recirculation.
They also support the development of improved control and monitoring systems for fuel cell systems, particularly with regard to humidity and temperature curves. The results provide a basis for the further development of analytical methods such as electrochemical impedance spectroscopy in order to better understand the electrochemical properties and performance capabilities of fuel cells. In addition, they show the influence of different operating conditions on aging and failure mechanisms of fuel cells in order to improve the longevity and reliability of FC systems.
Schematic structure of the test stand of Hochschule RheinMain
Configuration of the HiL system test stand (HKE)
While all components are represented by physical models in an MiL simulation, all essential components of the drive can be integrated and characterized as hardware on an HiL test bench. Non-available components, such as the vehicle itself or the environment, etc., are in turn represented by physical models in the form of a residual bus simulation.
The following essential components are currently integrated into the test stand:
- Toyota fuel cell system, 80 kW, dynamics ± 30 kW/s
- Synchronous drive machine, 85 kW
- HV traction battery 36 kWh, lower capacities can be simulated on the software side
- Asynchronous load motor Pmax = 250 kW for applying the load cycles
- External storage battery (222 kWh) for storing electrical energy and for grid independence
Features of the HiL system test stand
- Complete drive trains and all individual components can be examined and characterized
- The test stand is currently designed for drives with a max. drive power of 250 kW
- Possible test cycles are WLTC, NEDC, in particular also freely configurable scenarios
- The realization was carried out entirely in-house, from the idea to the start-up of operation
Figure 4 schematically shows the structure of the HiL system test bench. In the lower left block is shown the real integrated vehicle hardware, consisting of fuel cell system, prime mover, cooling system, traction battery, electrical converters and the power distribution unit (PDU). As the central control device, the MicroAutoBox 3 from DSpace is employed. For the complex regulation of energy flows between the fuel cell, drive unit and traction battery, an “intelligent energy flow regulator” was developed as software for the control unit.
Measurements on the system test bench very quickly showed that the electrical energy storage device (namely traction battery or HV battery) is the limiting factor for vehicle applications. It is not only the capacity of the electrical storage system that is decisive, but rather the maximum charging capacity of the battery during recuperation and simultaneous fuel cell lag that limits the storage of the recovered energy, so additional mechanical braking is often required. This results in the need to accelerate the development of battery systems for hydrogen-electric drives.
Topology of the HiL system test stand
Comparison of the results from MiL simulations with HiL test bench measurements
Figure 5 shows the comparison of the simulation results (in the left column) with the test stand measurements (in the right column). Basis of the comparison is the WLTC Class 3 cycle. The first row shows the speed profile in blue and the SoC of the battery in red. The motor torques are compared in the second row, and the motor speeds in the third row.
The fourth row shows the performance curves for the fuel cell system, the motor and the battery. The charging power limit of the battery and the maximum charging power set by the intelligent energy flow regulator are also shown.
Overall, it can be stated that the results of the MiL simulation correspond very well with the results of the HiL test bench measurements.
Comparison of the results from simulation and test stand measurements based on WLTC class 3
H2 research facility of Hochschule Kempten
The H2 research facility (test stand and infrastructure) of Hochschule Kempten was installed on the campus of the wastewater association Abwasserverband Kempten (AVKE, see Fig. 1). There, the hydrogen center Wasserstoffzentrum Kempten will appear.
The cooperation of Hochschule Kempten with the AVKE is a result of the project HyAllgäu, which was funded as a feasibility study as part of the program HyLand under the subprogram HyExperts. The subject of the project was the question of the extent to which the Allgäu’s future hydrogen requirements can be covered by H2 production in the Allgäu region (see H2-international, May 2021).
Next steps and summary
The driver testing by the company ABT e-Line GmbH is currently happening, and then the vehicle measurement data will be compared with the measurement data from the system test bench. That the simulation results agree very well with the results of the test stand measurements has already been mentioned. We are currently working on the dynamic-energetic optimization of the hydrogen-electric drive mentioned. The key question here is: How or by what means can the efficiency of the fuel cell in conjunction with the HV traction battery be raised in order to, for example, minimize the H2 consumption?
In addition, it was shown that, to meet the requirements of hydrogen-electric drives, further development of electrical storage systems towards hybrid systems consisting of high-performance and high-energy batteries and supercapacitors is urgently recommended.
In the project CleanEngine, we have learned to understand the relevant parameters of energy management and to draw conclusions from them, that is, to analyze the energy flows between the FC system, traction battery and drive motor and to optimize them based on the vehicle type and application using a specially developed intelligent energy flow controller. This is currently in testing. Prerequisite is the optimized dimensioning of the components H2 tank (H2 quantity), battery capacity, power of the FC system and the drive unit.
In conclusion, in the project CleanEngine, procedures, methods and tools were developed whose practical application make it possible to answer comprehensive technical and scientific questions in the context of hydrogen-electric drives for stationary and mobile applications.
The results from the support project (Förderprojekt) CleanEngine show the importance of a holistic view of fuel cell systems including the BoP (balance of plant) components. The unique structure of the project enables the zoom from the level of the finished FC hybrid vehicle to a prototype hybrid drivetrain system to the individual components that are needed to operate an FC stack, and thus the representation of the interactions of these system levels and components.
The project CleanEngine is funded by the German ministry for digital infrastructure and transport (BMDV). Administrative responsibility lies with the Nationale Organisation Wasserstoff GmbH (NOW), and the responsibility as project organizer Projektträger Jülich (PTJ). Project partner in addition to Hochschule Kempten (HKE – Yue Ni, André Giesbrecht, Moritz Gegenbauer, Christoph Zettler) and Hochschule RheinMain (HSRM – Max Kleber, Georg Derscheid, Matthias Werner) is the industrial company ABT eLine GmbH. The project duration, after an extension by twelve months, spans from December 1, 2020 to November 30, 2024.
Authors:
Prof. Dr. Birgit Scheppat
Hochschule RheinMain
Birgit.Scheppat@hs-rm.de
Prof. Dr. Werner E. Mehr
Hochschule für angewandte Wissenschaften Kempten
werner.mehr@hs-kempten.de
by Monika Roessiger | Nov 4, 2024 | Electric transportation, Germany, News
Still produces in new factory in Hamburg
The intralogistics industry, too, must reduce its CO2 emissions while continuing to operate profitably. As far as drive systems are concerned, hydrogen technology alongside purely battery-electric vehicles is increasingly coming into focus. Thanks to its high performance, it scores particularly well in multi-shift operation.
The Hamburg-based company Still is the first supplier of industrial trucks in Europe to have its own production facility for fuel cell systems. These are optionally integrated into the storage technology devices at the customer’s request. Up to 5,000 units per year will initially roll off the production line in the Hanseatic city, where the production capacities are designed for further growth.
The intralogistics specialist, which offers forklift trucks, warehouse technology and networked systems, for example, has been producing 24-volt fuel cell systems at its main factory in Hamburg since November 2023. “This is a closed unit, which makes it possible to switch from battery to fuel cell at a later date,” stated Jan Lemke, production manager, at the mechatronics center during a factory tour at the headquarters in Hamburg. The factory founded in 1920 by Hans Still today employs around 9,000 people in 22 countries and is part of the listed Kion Group. The fuel cell system was also developed there.
For companies with large fleets – so more than 50 vehicles and over 1,500 operating hours per year – hydrogen, according to the company’s information, is suitable as an alternative to battery-powered vehicles. And in areas such as the food and pharmaceutical industries, where hygiene is particularly important, this applies all the more due to the clean FC technology.
Eight to nine hours at full power
Because of their performance capability, fuel cells are particularly required when processes such as lifting or acceleration are involved, states Lemke. With 0.8 kilograms of hydrogen in the steel tank, the FC systems, which feed into a lithium-ion battery as required, enable a continuous shift of eight to nine hours without any drop in performance. The subsequent “refueling” with the gas compressed to 350 bar takes only 30 to 120 seconds, assures Lemke. To do this, the vehicle is connected to a dispenser that acts as a fuel pump. Because it requires very little space, such a dispenser can either be positioned flexibly in the warehouse or integrated along the route, depending on requirements.
Such FC systems are used for example by customers with large fleets of intralogistics devices such as baggage tugs at airports or train stations. Regardless of the size of the fleet, FC systems are particularly suitable for those customers who already or in the future will have a hydrogen production facility or pipeline in their vicinity or produce the green gas themselves via electrolysis using renewable energy sources – for example, for industrial operations or heavy goods transport.
Complete package for trial operation
To enable customers with small fleets to get started with hydrogen technology, Still offers a package of FC vehicles, mobile refueling system, permits and installation to rent for about one month. This allows these customers to test the fuel cell vehicles themselves in real-life operation. “For selected vehicles, Still offers the ‘Fuel Cell Ready’ option, so that customers can switch to FC technology as required,” says Lemke. The system development was funded with over 1.9 million euros as part of the federal innovation program NIP (Nationales Innovationsprogramm Wasserstoff- und Brennstoffzellentechnologie).
Stress test in the factory
The production in Hamburg includes the manufacture of individual components such as printed circuit boards in the mechatronics center. Of this Still is especially proud. There are “only a few competitors on the market for power electronics,” says Lemke. Another unique feature is the quality testing in a specially designed test cabin: “No system leaves the factory without being tested. We stress the system at one and a half times the pressure to see if hydrogen escapes anywhere.”
To do this, the fuel cell is refueled with hydrogen and the tightness of all lines and components is tested under high pressure using special measuring devices. The safety standard also includes the immediate and complete extraction of any escaping hydrogen in the event of an untight line. The glass test cabin, which is computer-controlled and fully automatic, was also developed there – together with a partner company.
Jan Lemke (left) during the stress test in front of the test cabin in the Still production hall in Hamburg
“Ready for use at any time,” thinks Lemke why FC technology is superior to the purely battery-electric drive. Still has been offering battery drives for its industrial trucks for some time now. But “battery changes, the extra space required for batteries and charging windows are now a thing of the past,” according to Lemke. The FC service life is around 10,000 operating hours.
H2 increasingly important in intralogistics
While purely battery-electric drives are completely sufficient for some logistics users, it may be more favorable for others to use FC vehicles. For example, if an industrial customer draws more than 100,000 kWh per year, explains Gesa Kaatz, energy specialist at Still. Then, in addition to energy consumption, load peaks also have a significant impact on electricity costs. In addition to the energy price, customers are charged a demand-based service fee. And depending on the regional grid fee, this could be up to €200/kW per year.
“If, for example, three lithium ion vehicles are each charged unregulated with 33 kW, this generates an additional load of nearly 100 kW. In the worst-case scenario, our customers could incur additional costs of up to EUR 20,000 per year,” states Kaatz. To avoid expensive load peaking, charging devices from Still are regulated via a load management system. “If, however, the flexibility in the charging time windows is severely restricted due to long use times, our fuel cell system is better suited for our customers. Because hydrogen-powered industrial trucks do not incur this additional electricity load,” he says.
In addition to economic advantages, the employment of hydrogen also has benefits for society: It conserves valuable raw materials such as rare earths because, in combination with the fuel cell, it only requires a small buffer battery. To be precise, it is a hybrid system consisting of fuel cells and a 3‑kWh lithium-ion battery as energy storage. And because hydrogen is neither toxic nor corrosive and also burns without leaving any residue, releasing only water vapor, its use not only serves to protect the environment and the climate but is also considered harmless in the workplace when used correctly.
Recycling of lithium
A circular economy is one of the corporate goals of Still. Therefore, many components of the fuel cell system can be used in a circular way. There recycling of batteries, too, is important. In cooperation with the Canadian company Li-Cycle, Still recycles the lithium from its batteries at its site in Magdeburg and is able to reuse the raw materials. By 2030, around 15,000 large forklift batteries are to be recycled at Kion, which would correspond to about 5,000 tonnes of lithium.
“In the Kion Group, there are also plans to develop fuel cells in higher volt classes,” states Florian Heydenreich, Excecutive Vice President Sales & Service at Still EMEA. They are likewise to be manufactured at the Hamburg Still factory, which has around 2,500 employees. The company is also planning to expand its production capacities in the coming years. “The existing production line is already designed for it,” continues Heydenreich. “We are constantly expanding our H2 expertise here in Hamburg; together with our partners such as the engineering firm Hydrogentle as well as Wolftank and JAG, who support us professionally with refueling solutions,” he states.
The currently still high prices for green hydrogen remain a challenge in the competition for the time being, but the company is optimistic that the situation will improve in the foreseeable future. “We have massive overcapacities of electricity from renewable energies,” says Florian Heydenreich. “Once these can be used to produce hydrogen on a large scale, the price of green hydrogen will also fall,” he asserts.
by Hydrogeit | Aug 16, 2024 | Electric transportation, Germany, News
Regions series: HyExpert H2Ostwürttemberg
In all of Germany is currently being felt the effects of the many global crises that have been unfolding in parallel since the early 2020s: pandemic, war in the middle of Europe, people fleeing their countries, inflation, shortage of skilled workers and uncertainties around energy, raw materials and supply chains are the influencing factors of the past years that today directly affect every place in the country more and more and with full consequence.
In order to meet this concentration of challenges, the region Ostwürttemberg has since as early as 2021 been on its way to establishing wide communal support and, with the help of a bottom-up process, to directly incorporate the populace in order to start an offensive for the future for the region. The aim is clear: Consider challenges, reveal paths to a solution, set impulses throughout the community and together define targets for the wellbeing of the region and consequently follow these as a community.
Ostwürttemberg
The German region Ostwürttemberg lies in the east of the state Baden-Württemberg directly on the border with Bavaria and comprises the two regional districts Heidenheim and Ostalbkreis. The 447,000 inhabitants are spread across 53 cities and municipalities. Ostwürttemberg is the economic area with the oldest industrial businesses in Germany. The region has continuously redeveloped itself and constantly reestablished itself. That is why it is here that an economic area with focuses on manufacturing and shipping developed, through creativity, innovation and competence. Today, the region is a patent citadel and regularly demonstrates that it is justifiably the “place for talents and patents.”
One of these goals, more specifically the number one goal, is the Hydrogen Region Ostwürttemberg. The players want to make Ostwürttemberg more secure in its energy supply. Helpful in reaching this goal is the competition from the federal transport ministry in year 2019 “HyLand – Wasserstoffregionen in Deutschland.” The region Ostwürttemberg used this competition to become a HyExpert Region after applying with a sketch in spring 2021. The application was successful in 2022, so a subsidized and transportation-focused concept was able to be developed into a full Hydrogen Region.
The Region is facing the challenge of actively shaping the transformation of the transportation sector toward emissions-free and sustainable types of drives and join it to the goal of a Hydrogen Region. The project H2Ostwürttemberg applied for aims in this whole environment to positively promote the transition in the transportation sector for the region and to support the search of the industrial sector for affordable energy redundancies.
Hydrogen – Where is the demand?
Hydrogen has been seen since 2022 at the latest, especially from industry, as an important basis for an energy-secure and resilient future. Even if the price at the moment still does not meet the visions of many companies, it was also already clear in 2022 that some companies had already established a business plan on the basis of this energy form and had left it the drawer. With the effects of the Russian aggression in Ukraine and the resulting energy crisis, more and more such plans have also been pulled out. But an exact overview was not available to the region Ostwürttemberg and its regional districts Heidenheim and Ostalbkreis. Even the chamber of commerce IHK Ostwürttemberg could not give exact amounts as to the demand.
At the same time as the question of demand arose, a long-distance pipeline operator also approached the region Ostwürttemberg and informed those responsible about future plans for a hydrogen pipeline network that would cross the region directly and only come if enough demand was reported by local companies. So it was clear: A reliable demand survey was needed.
The project was started in September 2022 via the tendered service provider EurA AG with an online-based and telephone-based survey of all companies in the region Ostwürttemberg. Result: Nearly 40 companies have estimated a hydrogen requirement of around 122,000 tonnes per year. With further projections and estimates by the service provider for other transport applications, demand from industries not included in the survey and demand to replace heating oil and petroleum as well as blending into the natural gas grid, the service provider came up with an estimated demand of around 200,000 tonnes of hydrogen per year or just under 7 TWh for the region Ostwürttemberg.
A significant proportion of demand would currently be accounted for by anchor customers from the paper and cement industries. Provided that the price of hydrogen is competitive with other forms of energy and is also needed by companies, especially green hydrogen, based on customer response. The survey also attracted attention from the state of Baden-Württemberg and was used as the basis for redesigning the outdated survey of the grid operator and to follow the example of Ostwürttemberg.
The most important finding from the survey became clear relatively quickly: These enormous quantities of hydrogen cannot be produced locally. They must rely on imports and, above all, on hydrogen pipelines. The announced long-distance pipeline, the Süddeutsche Erdgasleitung (SEL), the fourth section of which crosses the regional district of Heidenheim and has already been approved as a natural gas pipeline since 2017, is to be rededicated and built from 2032 at the latest, until then also as part of the federal core network, and bring hydrogen to the region.
Out of this came the next crucial task for Ostwürttemberg: Transporting the hydrogen from the pipeline to key customers in the region. From 2032, an H2 distribution grid will therefore be needed that, in the best-case scenario, connects all major hydrogen consumers and important mobility solutions as well as other sector-coupled solutions.
From the demand survey to the H2 distribution grid
A central point of the project H2Ostwürttemberg is therefore the conception of a grid-bound supply of green hydrogen to anchor customers and the economy of Ostwürttemberg. The concept is essentially defined by two parallel modules: Establishment of pipeline-based distribution of hydrogen in the region via a T-line (see Fig. 2) and connection to the SEL, which is to be realized as a hydrogen pipeline.
The SEL will enable in the future the connection of Ostwürttemberg to the hydrogen grid, via which hydrogen will be supraregionally transported to the distribution networks. The expansion stage of the SEL is dependent on sufficient H2 demand in the region Ostwürttemberg. The demand assessment of the project H2Ostwürttemberg thus makes an important contribution to the realization of the SEL.
With the T-line, an initial concept was developed with the aim of integrating the H2 island solutions. The regional H2 producers and consumers of the anchor projects and the anchor customers to be supplied are to be connected via a regional hydrogen pipeline. A (supraregional) pipeline-based supply of hydrogen has several advantages. For example, a long-term economical supply will be guaranteed. Based on the designed pipeline, further regions, customers and municipalities can be integrated into the H2 network in the future. In addition, the resilience of the region to failures or problems with energy supply will be increased.
In the next project step, the rough concept of the T-line will be validated with the relevant stakeholders, in particular with the regional distribution grid operators. The aim is to assess the basic options for implementation (e.g. construction of new lines or conversion of existing lines).
Fig. 2: Possible regional pipeline expansion – linking anchor projects and main locations
In further workshops and bilateral discussions with all project participants and network operators, the conversion or new construction options along the possible routes of the rough concept were evaluated. Finally, the new pipeline sections to be built were dimensioned on the basis of the H2 demand per section determined in the project and an assumption-based cost estimate was prepared.
For the regional hydrogen distribution network, an 84‑km long pipeline network is needed. If the rough concept is implemented in full, the investment costs amount to about 135 to 185 million euros. These further plans visualized in Figure 3, however, only represent a rough concept for a regional distribution grid. The regional distribution grid operators have made it clear in several rounds of talks that investments in a regional H2 distribution grid cannot be made without funding from the state, federal government or EU. The parallel expansion of the electricity grids and the conceptual design of the municipal heat supply are already placing a heavy financial burden on the distribution grid operators.
Fig. 3: Rough concept for the grid-based supply of the region Ostwürttemberg, starting from the SEL
H2Ostwürttemberg – quo vadis?
On November 15, 2023, the federal constitutional court in Karlsruhe ruled that the funds intended for overcoming the coronavirus crisis may not be reallocated to the climate and transformation fund (Klima- und Transformationsfonds, KTF). The planned application of Ostwürttemberg to become a HyPerformer region on the basis of the HyExperts project H2Ostwürttemberg must therefore be postponed indefinitely. Due to the current uncertainties surrounding federally funded programs, it is not possible to make any statements regarding the amount of funding, the date of the program call, project duration or other project-related issues.
In order to drive forward the planned hydrogen projects, participation in other funding programs is crucial. Ostwürttemberg therefore relies on other financing and funding options for the planning and implementation of the individual projects from H2Ostwürttemberg and for the holistic management of the energy transition and the transformation process.
For example, the rough concept presented in Figure 3 is seeking funding from the program “Regionale Wasserstoffkonzepte” (regional hydrogen concepts) of the federal ministry for environment, climate and energy industry. The rough concept has not yet been finalized nor is ready for immediate implementation. The aim of the project is to bring the seven regional distribution system operators back together and work with the grid operator Terranets BW to develop a solution for a regional H2 grid, starting from the SEL, which builds on the preliminary work and will then be ready for approval or implementation. In this way, the hydrogen demands that have already been compiled can be brought to the region’s key anchor customers and the future operators can search for sponsors or investors.
References:
Abschlussberichtbericht-HyExperts-H2Ostwuerttemberg.pdf
Authors: Michael Hueber, Jan Blömacher
by Hydrogeit | Jul 15, 2024 | Electric transportation, Germany
Interview with Elena Hof, Paul Karzel and Jörg Starr from CEP
The Clean Energy Partnership or CEP is a consortium of various stakeholders that includes members from the automotive and energy sectors especially. On April 27, 2024, it issued a joint statement alongside the German hydrogen association DWV, making a powerful appeal to the German government.
Open letter from CEP
H2-international: Ms. Hof, Mr. Karzel, Mr. Starr, what in your view was the straw that broke the camel’s back? Why did your open letter come at this precise moment?
CEP: At the time we published our open letter to the federal government, there had been no official announcement of a halt on funding. However, major infrastructure projects were being repeatedly pushed back. When the government states that no more budgetary resources will be made available for hydrogen mobility and no new funding programs are planned, this signals a standstill. It’s a serious situation which is why we are seeking dialog with representatives of the government and its ministries. Our goal is to work together to find viable and sustainable solutions. Otherwise the consequence will be a migration of the hydrogen industry to other markets, in other words to other countries such as those in Asia, which will jeopardize Germany’s strong position as an economic and industrial base.
H2-international: You ask for “the immediate resumption of reliable funding for hydrogen mobility as needed to achieve climate targets and secure Germany’s position as a center of commerce and industry.” Officially, there is not and has not been an ax on funding, just a prolonged verification of the facts. Or have I misunderstood the situation?
CEP: Your understanding is correct. Even if funding hasn’t yet been officially axed, the signs are unmistakable. Postponed infrastructure projects and the statement that no further funding programs will be made available are a clear indication of the situation we are highlighting. In these circumstances, it’s no longer appealing for companies in Germany to invest. We need reassurance from the government that hydrogen will play a key role in the transition to cleaner energy and transportation and that this transformation will be borne jointly by both industry and the political establishment.
H2-international: So you doubt that the original funding mechanisms will ever be reinstated? Is there evidence that could back up this suspicion?
CEP: We focus on the facts. Looking at the current situation, we see a very real need for action. Reliable funding for hydrogen mobility needs to be quickly resumed. The current halt on funding is affecting industry at a sensitive time when much has already been achieved, but the transformation cannot be fully realized without political support. For us, that’s what counts. Investment needs to happen now, not least so that AFIR requirements can be met, for example.
H2-international: Recent communications from the government show clearly that battery electric mobility and charging infrastructure will be funded. The technology-neutral approach that was always promoted by the FDP party in particular is no longer evident. Is that your criticism?
CEP: Our criticism is that, by continuing along the current path, commercial and industrial opportunities for Germany will be squandered and the ability to meet climate targets will be lost. At the moment, Germany plays a pioneering role within Europe in the area of hydrogen mobility and sets global standards for other countries to follow. This leadership position is based on a strong technological and innovative capability that is founded upon one key premise: That hydrogen is a versatile energy carrier which is able to connect different sectors such as industry, heat, housing and mobility and alleviate the burden on electricity grids. Should one of these components not be in place, for instance mobility, it would put the further ramp-up of the hydrogen market at risk, thus endangering the renewables transition as a whole.
H2-international: Could you give us some examples?
CEP: Industry is planning to put over 40,000 hydrogen trucks on the road by 2030 and build up to 400 hydrogen refueling stations, which will massively reduce the CO2 emissions in the transport sector so as to meet the climate targets agreed in Paris. What is underestimated, here, are the numerous synergies with other sectors. If the automotive industry produces fuel cell systems and this then increases demand for electrolyzer systems, costs will fall due to scaling effects, meaning that other areas will benefit too. For industries that intend to use hydrogen as a feedstock, falling production costs are an essential requirement for success. This interconnection between sectors shows how important the integration of hydrogen technologies is for the entire energy transition.
H2-international: You say that the current pause on funding stifles the ramp-up of hydrogen mobility and jeopardizes investments which have already been made. Do you know of any projects that have already been canceled? Could you name some examples?
CEP: It’s difficult to determine since projects are only announced once they have been approved. However, what we can say is that of the 303 projects submitted as part of the national hydrogen and fuel cell innovation program NIP from 2016 to 2023, only 99 have been approved thus far. The funding calls for hydrogen refueling stations and electrolyzers, in particular, were highly oversubscribed, highlighting the enormous interest and the potential which has now been lost. In the coalition agreement, the government stressed the significance of the hydrogen economy. This ambition must now be translated into action, otherwise the danger is that investments already made will be devalued and climate targets will be missed.
H2-international: It’s also often heard said that battery-based e-mobility is already further advanced and shows more development potential. How do you respond to that?
CEP: Likewise here, we are focused on our own area. The Clean Energy Partnership represents hydrogen mobility. In our organization, companies work across various sectors to ramp up the market for hydrogen mobility. We work together on standards covering all modes of transport. The reason for this is that CEP members recognize the huge potential of hydrogen for mobility, for the transformation of transportation, for the energy transition. That’s what counts. Hydrogen is an essential part of successfully transforming transportation and energy systems. Hydrogen opens up fantastic opportunities for Germany as a center of commerce and industry and is a vital element in meeting climate targets.
H2-international: It’s also been said that it’s not the job of the state to sort out the building of infrastructure. Yet this is what it’s doing for charging points but not any more for H2 refueling stations. Are you after preferential treatment or do you just want to be treated equally?
CEP: We believe it’s unproductive to compare the treatment of different technologies. If you look at our membership list, you’ll see it actually includes companies that focus on both technologies. It’s a matter of recognizing and utilizing potential. We’re advocating for a resumption of reliable, targeted, sensible hydrogen funding. For constructive cooperation between politics, industry and science.
H2-international: We’re talking here about the mobility sector. Do you see parallels in other energy sectors?
CEP: We don’t just see parallels here, but a real symbiosis. The technology is ready, but at the same time there are key challenges to overcome in order to get to the next level. In the context of electrolysis, there’s still potential for optimization and that means more work to do in developing the system further. We also know that in the future large quantities of hydrogen will be needed in the steel industry, for example. That’s why we now need to bring down system costs, which is only possible through a mass market. And this is where mobility comes in – as a sector where this next important step can be taken. That’s the way to achieve a steady ramp-up and investment in large-scale production capacity.
H2-international: How do you see Germany’s position globally? Didn’t China push ahead as the lead H2 market long ago?
CEP: At the moment, Germany clearly holds a leading position. Germany could lose this status to markets such as China, or indeed the US or Japan. The result would be a migration of expertise and jobs which would not be in the interests of German industrial policy. We should learn from the mistakes that we made previously in solar policy. Here, Germany was also affected by migration abroad after initially playing a pioneering role.
H2-international: You call your open letter an “appeal.” Why the restraint, why are there no demands?
CEP: In our open letter to the government we laid out several key demands. However, what’s more important than these demands is that we initiate a productive dialog to now find solutions. Specifically, we’re asking for the national hydrogen strategy to be implemented, including all measures to support hydrogen mobility projects and the continuation of promised funding. As part of this, the swift approval of funding will help meet AFIR targets for the construction of hydrogen refueling infrastructure which is binding under European law. We also want initial funding for heavy-duty H2 vehicles, the introduction of a reliable OPEX funding program for heavy-duty goods transport and a ministerial structure between the federal government and states that supports the ramp-up of hydrogen mobility to the year 2030 and adjusts funding arrangements in line with actual market needs. Finally, regulatory hurdles must be removed and consistent funding provided for research for technological advancement.
H2-international: You have written expressly to Chancellor Scholz, economy minister Habeck, finance minister Lindner and transportation minister Wissing. Who do you think could or should be the most likely to act quickly?
CEP: We have written to key political figures – at the same time our demands are, of course, also directed toward the political establishment, the federal government. All the people we specifically addressed are crucial in terms of this issue; their areas of responsibility are highly significant. We are hoping for a broad show of support and are ready and willing to engage in discussions at any time.
Interviewer: Sven Geitmann
