Mercedes-Benz GenH2 Truck cracks 1,000 kilometer mark with one fill of liquid hydrogen

[Caribbeans]

Daimler Truck #HydrogenRecordRun: Mercedes-Benz GenH2 Truck cracks 1,000 kilometer mark with one fill of liquid hydrogen

DaimlerTruck.com | Sep 26, 2023 | Leinfelden-Echterdingen / Berlin

Daimler Truck has successfully demonstrated that hydrogen fuel-cell technology can be the right solution to decarbonize flexible and demanding long-haul road transportation. A public road approved prototype of the Mercedes-Benz GenH2 Truck completed Daimler Truck’s #HydrogenRecordRun covering 1,047 km of distance driven with one fill of liquid hydrogen.

Powered by a cellcentric fuel-cell system and equipped with a liquid hydrogen fuel tank system, the run started Monday 25th September in the afternoon at Mercedes-Benz Truck’s Customer Center in Woerth am Rhein and finished on Tuesday morning 26th September in Germany’s capital city Berlin. The truck completed the run fully loaded and a gross combined vehicle weight of 40 tons under real-life conditions, without emitting any CO2 during the complete run. The record drive with sealed tanks and controlled mileage was independently confirmed by an inspection document from TÜV Rheinland.

Together with Rainer Müller-Finkeldei, Head of Mercedes-Benz Trucks Product Development, Rhineland-Palatinate's Secretary of State for Economic Affairs Petra Dick-Walther, sent the hydrogen truck on its journey in front of international media: “Today is a great day! A hydrogen-powered truck is taking off from Rhineland-Palatinate all the way to Berlin. We are proud that such a far-reaching innovation comes out of Rhineland-Palatinate and was developed and tested at the plant in Woerth. This is testimony to the innovative spirit of Rhineland-Palatinate and will change the transport industry for good. It marks a milestone in the transformation and decarbonization of the transport sector - thanks to new technologies. The journey of the GenH2 Truck from Rhineland-Palatinate to Berlin makes this tangible.”

After the successful record run, Andreas Gorbach, Member of the Board of Management of Daimler Truck AG, Head of Truck Technology, drove the truck across the finish line in the Ministergarten in Berlin: “To decarbonize transport, we need both battery-electric and hydrogen-powered drive technologies. The sweet spot for fuel cell trucks lies in flexible and demanding long-haul transportation tasks. By cracking the 1,000-kilometer mark with one fill, we have now impressively demonstrated: Hydrogen in trucks is anything but hot air, and we are making very good progress on the road to series production. At the same time, our record run today is a reminder that decarbonizing transportation requires two other factors in addition to the right drive technologies: a green energy infrastructure and competitive costs compared to conventional vehicles." ..more
https://media.daimlertruck.com/marsMediaSite/en/instance/ko.xhtml?oid=52369346

[Think. Again.]

1. With all this talk about...

...some kind of "range anxiety" going around, it seems like Hydrogen knocks those concerns off the table.

[Voltaire2]

2. Range anxiety is mostly myth.

EVs currently have 250-300 mile ranges in cars, ev trucks like that one have 500 mile (800 km) ranges.

There is a problem with insufficient fast charging infrastructure, that problem is being addressed through subsidies and incentives in the IRA legislation.

Hydrogen has zero refueling infrastructure. It also has a major problem with the cost of producing hydrogen.

[Think. Again.]

4. Myth or...

...deliberate attempt by the fossil fuel industry to slow the transition.

Luckily, the IRA incentives also bring the cost of producing H2 waaay down:

From https://www.spglobal.com/commodityinsights/en/market-insights/latest-news/energy-transition/092922-us-green-hydrogen-costs-to-reach-sub-zero-under-ira-longer-term-price-impacts-remain-uncertain:

"With the basket of new tax credits for hydrogen and renewables within the US Inflation Reduction Act, analysts are projecting that subsidies could reduce the cost of green hydrogen to under $0/kg by 2030, which would rapidly accelerate the adoption of green hydrogen in the steel, transportation and power generation industries."

[CentralMass]

3. Very impressive and I understand that hydrogen has it uses

When it comes to decarbonizing in area like shipping, long haul trucking, and industrial processing.

However hydrogen is an inefficent means to store and use energy. The article mentions that the hydrogen came from a bio-methane source. I'm not going to guess the details but it must have required reforming with high/temp pressure steam. An energy intensive process that produce more carbon than burning fossil fuels with an equivilent amount of energy.

So I will use green hydrogen produced vis electrolysis using green electricity for discussion.
1kG of hydrogen contains 33.33kWh of energy. It is the accepted equivilent of one gallon of gasoline that contains 33.7kWh of energy.
A commercial elelectrolyzer like this one
https://www.h-tec.com/en/products/detail/h-tec-pem-electrolyser-me450/me450/#:~:text=Each%20ME450%20has%20an%20electrolysis,of%20high%20purity%20hydrogen%20daily.
that can produce 450kg daily use 53kWh/kG of energy. To compress it to cryogenic temps as used in the trucking solution above requires an addition 12kWh/kG of energy. That is 36% of the usable energy in 1kG of hydrogen. So that is a total of 65kWh to produce and store 1kG of hydrogen at the required temp/pressure for this application. 65kWh of energy to produce a 1kg of hydrogen containing 33.33kWh of energy.

The truck covered 1000kM with two 40kG (80kG) tanks of hydrogen. That is ~621miles/80kG so
80kG × 65kWh/kG = 5,200kWh , 621 miles/5,200kWh or 0.119 miles/kWh.

The Tesla EV Semi uses 1.7kWh/mile so it can travel ~0.59 miles/kWh. So it can travel nearly 5 times as far on the same amount of energy as the hydrogen powered truck in the article. I think the Teska semi has a 500 mile range but comparing the two the hydrogen powered semi would probably be superior for heavy loads and distances if the refueling was available but the Tesla would be better for short and medium dustance hauls and it would do it mire more efficently.

[Think. Again.]

5. The only goal is to...

...eliminate the burning of fossil fuels to reduce CO2 emissions.

Even if H2 is a touch less efficient than gasoline, it hits the goal that we are doing all this for.

Are fuel cells better for some uses and H2 combustion better for others? Yes, luckily we are building out both of those technologies.

[CentralMass]

6. Understood but I don't know if the methods here are achieving this.

It sounds like they used hydrogen produced by reforming "bio-methane". This require injecting it with high temperature/pressure steam. A process that produces carbon by products. Then they need to use another 12kWh of electricity per kG of hydrogen to compress it. I've read Praxair's analysis of their grey hydrogen process and it has a larger carbon footprint than burning the natural gas directly or burning another fossil fuel.
So we are probably looking at using green electricity and electrolysis to produce the green hydrogen. If we go that route for passenger cars we will need 4 or 5 times the number of green power plants than if we went with battery EV's.

What they are doing here is producing hydrogen via a process that has a large carbon footprint and is energy intensive. Burning the natural gas,or bio-methane in this case, directly would have a smaller carbon foot print

[Think. Again.]

7. Hydrogen can, and is....

....also produced without the use of fossil fuels, which is the way it must be produced to hit the goal of eliminating the use of fossil fuels.

As you can see, the article discussed in this post is about a new large truck design that uses Hydrogen for it's power source.

The truck manufacturer did not produce the Hydrogen and the truck is capable of using Hydrogen produced from any method.

[CentralMass]

8. In my earlier reply I discussed the "economics" of green hydrogen

produced via electrolysis of water. It is an energy intensive process. Using it where there is no better alternative.is the best I can say about. It is an energy pig.

[Think. Again.]

9. The energy used...

...in Hydrogen production plants can be sourced from dedicated non-CO2 emitting sources, such as solar, wind, and nuclear, that would not be removing any energy from other uses, so there is no "pig" element to consider.

[CentralMass]

14. Back to efficiency if we go the hydrigen route fir passenger vehicles we will 4 or 5 time the amoun

Electricity bs using BEV"s. It is a waste of energy.

[OKIsItJustMe]

16. That's likely an exaggeration

Last edited Sat Sep 30, 2023, 12:07 AM - Edit history (1)

Vehicle Technologies Office FOTW #1298

July 10, 2023: The Highest EPA-Rated Fuel Economy for Model Year 2023 Was 140 Miles per Gallon Equivalent Achieved by Two Electric Vehicle Models

In model year 2023, the highest-rated EPA combined fuel economy for gasoline vehicles was about 60 miles per gallon (MPG), while two electric vehicle (EV) models – the Hyundai Ioniq 6 and the Lucid Air – achieved 140 mpg-equivalent (MPGe). MPGe is a unit of measure used by the EPA to represent EV fuel economy in a common unit with gas-powered vehicles, where 33.7 kilowatt-hours of electricity are equal to the energy contained in one gallon of gasoline. From MY 2011 (the year modern mass marketed EVs were introduced) to MY 2023, maximum EV fuel economy has grown 37% while gasoline vehicle fuel economy has increased just 19%.

…

https://www.energy.gov/energysaver/hydrogen-fuel-cell-vehicles

…
SOME HYDROGEN VEHICLE FILLING QUICK TIPS

• A kilogram is equivalent to two gallons of fuel as far as energy.
• How much does hydrogen cost – $13 to $16 per kilogram – this is about the same cost of gas today.
• How much does it cost to fill up a hydrogen car – Approximately $78 to $90, depending on the car and incentives where you live.
• The range from that amount of H2 depends on the vehicle. Some are able to travel more than 300 miles on a complete refilling of H2.
• The fuel economy is around 70 MPGe (miles per gasoline gallon equivalent)

…

So, using MPGe as a guide, the most efficient EV’s are about twice as efficient as a FCEV.

Here’s a flowchart Volkswagon recently produced to justify their decision to go with BEV’s. It shows a less rosy comparison, but, then, they’re trying to justify their decision:


A few problems here:

1. They are using a grid which does not currently exist (i.e. one which is supplied with 100% renewable electricity, represented by the wind turbine.)
   If you’re starting with natural gas, it’s more efficient to “reform” it, and use it in an FCEV than it is to burn it to generate electricity to charge a BEV
2. The electrolysis is likely more efficient than they suggest.
3. There’s no great need to transport hydrogen. You can generate it on site if you have electricity, water and the necessary equipment.

Building the first ETS with National Grid

Standard Hydrogen Corporation (SHC) and National Grid have established a partnership for development and deployment of hydrogen infrastructure. The first activity under this partnership: they will introduce the first SHC Energy Transfer System™ (ETS), which is planned for the capital region of New York, pending regulatory approval.

This project will be the world’s first demonstration of SHC’s innovative, multi-use, hydrogen-based energy storage facility. The ETS will execute the SHC multi-revenue model, overcoming high capital costs of hydrogen infrastructure to accelerate its deployment. It will set the stage and attract investment for future expansion of stations. As proposed, the station will be designed, built and operated by SHC with services delivered to National Grid and their customers.

This first ETS installation will exhibit onsite renewable hydrogen production, long duration electrical energy storage, and DC fast charging capabilities for electric vehicles, among other functions.

One of the drawbacks to BEV’s is the mass of the B. As range increases, or weight of the vehicle, the mass of the battery increases. Tesla has been rather quiet about the weight of the battery in its “Semi.” Estimates (based on the stated type of cells, and storage capacity) are that it weighs about 10,000 pounds. How efficient is the Semi? Musk (never one for understatement) says that a standard diesel truck is about 20% more expensive to operate. (OK, so, no stellar efficiency.)

Batteries work best in small vehicles with short range. With larger vehicles, and longer ranges, FCEV’s start to show advantages.

[OKIsItJustMe]

17. Physics Today: New concepts for hydrogen fueling stations take form

https://pubs.aip.org/physicstoday/Online/5047/New-concepts-for-hydrogen-fueling-stations-take
New concepts for hydrogen fueling stations take form

7 April 2021
Two companies on opposite coasts offer solutions to the “chicken and egg” problem holding back the widespread adoption of fuel-cell vehicles.

Credit: Standard Hydrogen Corporation

A major obstacle to greater adoption of hydrogen-fueled cars and trucks is the simple matter of getting the light element from the large plants where it’s produced to the service station pump. Now two companies have announced plans to generate and store hydrogen at the point of sale using their compact modular systems.

Standard Hydrogen, based in Albany, New York, will go one step further by including a power-generating stationary fuel cell in its “energy transfer system.” The company will install its first facility in early to mid 2022 at a power plant in New York operated by the utility National Grid, pending regulatory approval. Meanwhile, PowerTap Hydrogen of Vancouver, Canada, says it will install 10 of its hydrogen fueling systems at existing service stations in northern California later this year. They are expected to fuel that state’s small fleet of hydrogen-powered long-haul trucks.

In a three-year pilot demonstration, National Grid will assess the economics of Standard’s 1 MW electrolytic hydrogen plant for three separate applications: generating electricity, mixing hydrogen with natural gas, and powering fuel-cell and battery electric vehicles. Electric companies might use power generated by the plant’s fuel cell during times of peak demand and thereby reduce the need to fire up high-cost natural gas “peaker” plants. Alternatively, they could blend hydrogen into the natural gas supply to lower the carbon intensity of the fossil fuel. Fast-charging electric vehicles with DC power generated by the stationary fuel cell could ease the demand on the grid during peak periods, Standard says. And hydrogen might also be dispensed directly to fuel-cell vehicles. To a utility, the system “looks to the grid a lot like a gas tank with a throttle, with high efficiency and zero emissions,” says Standard CEO and cofounder Paul Mutolo.

…

[OKIsItJustMe]

10. "a touch less efficient" ...

Yeah… that doesn’t cover it. We need to be realistic. There’s been some very promising research in increasing the efficiency of electrolysis:

Article | Open Access | Published: 15 March 2022
A high-performance capillary-fed electrolysis cell promises more cost-competitive renewable hydrogen

Abstract
Renewable, or green, hydrogen will play a critical role in the decarbonisation of hard-to-abate sectors and will therefore be important in limiting global warming. However, renewable hydrogen is not cost-competitive with fossil fuels, due to the moderate energy efficiency and high capital costs of traditional water electrolysers. Here a unique concept of water electrolysis is introduced, wherein water is supplied to hydrogen- and oxygen-evolving electrodes via capillary-induced transport along a porous inter-electrode separator, leading to inherently bubble-free operation at the electrodes. An alkaline capillary-fed electrolysis cell of this type demonstrates water electrolysis performance exceeding commercial electrolysis cells, with a cell voltage at 0.5 A cm⁻⁻² and 85 °C of only 1.51 V, equating to 98% energy efficiency, with an energy consumption of 40.4 kWh/kg hydrogen (vs. ~47.5 kWh/kg in commercial electrolysis cells). High energy efficiency, combined with the promise of a simplified balance-of-plant, brings cost-competitive renewable hydrogen closer to reality.

…

This is good, but there are other factors involved, like generally, hydrogen wants to be compressed (perhaps even chilled cryogenically) then there is the efficiency of either the fuel cells or the combustion. Combustion introduces yet another problem, while you’re burning hydrogen with oxygen from the air, a lot of nitrogen will be involved, so hydrogen combustion produces significant amounts of NOₓ.

Don’t try to diminish it. Simply acknowledge that hydrogen is “less efficient,” and that’s a disadvantage. The question is whether (on balance) its advantages outweigh its disadvantages for a particular application.

[Think. Again.]

11. As Central Mass points out....

...in their post:

"1kG of hydrogen contains 33.33kWh of energy. It is the accepted equivilent of one gallon of gasoline that contains 33.7kWh of energy"

With only a difference of .26 KWh of energy, I believe " a touch less efficient" does indeed 'cover it", extremely realistically.

[OKIsItJustMe]

12. Apples -vs- oranges

1 kg of hydrogen -vs- 1 gallon of gasoline

One is a measure of mass, the other is a measure of volume. They are considered roughly equivalent, because they represent roughly the same amount of energy. That’s a handy comparison, but has little to do with efficiency. That being said, a hydrogen fuel cell will make more efficient use of the energy available in the hydrogen than an internal combustion engine will make of the energy available in the gasoline.

https://www.energy.gov/eere/vehicles/articles/hydrogens-role-transportation




Where did they come from? (Presumably) the hydrogen was produced through electrolysis. The gasoline (of course) was refined from crude oil. If you want to look at hydrogen efficiency, start from the same origin.

If you generate a given amount of electricity, and use it in an EV it will generally be used more efficiently than if you use that same amount of electricity to generate hydrogen, compress it, and use it in a FCEV (burning it is even less efficient.)

On the other hand, if you start with a certain quantity of natural gas, which you burn to produce electricity to power an EV, it is generally more efficient, to “reform” it producing hydrogen for use in an FCEV.

[CentralMass]

15. I'll try sn put it it more practical terms.

From what I've read the Toyota Mira can go around 76 mile on 1 kg of hydrogen.. The state w8th and hydrogen fill8ng stations in CA three cities. I won't chase the prices or the sources of hydrigen but in the past it is a mix of grey abd green hydrogen. The gray hydrogen produced from reformed natural gas has a bigger carbon footprint than burning gasoline. Toyota gives you La $15k fuel card because the cost of the hydrigen is so expensive.

Currently, despite all of the hype and miracle electrolysis breakthroughs that have been promised for decades, none have become a commercial realty. Hydrogen produced from electrolysis takes about 65kWh of ekectricity per kg to produce and compress.

Even looking at the raw energy of 33.33kWh of energybin 1kg of hydrogen

The Mirai uses 33.33kWh ÷ 76 mpg-e = 0.438 kWh/mile of energy.

The Tesla Model 3 uses 0.24kWhmile. And gets33.7kWh × 0.24kWh/mile = 140 mpg-e.

If you use the 65kWh that it actual takes to produce and compress the 1kg of hydrogen the Mirai uses
65kWh ÷ 76 mpg-e = 0.855 kWh/mile of energy.
The model 3 can travel more than 3.5 time furthur on the same energy

[OKIsItJustMe]

13. Hmmm...

Reading on:

…

Ahead of the run, the Mercedes-Benz GenH2 Truck was fueled with liquid hydrogen at Daimler Truck’s filling station at the company’s development and testing centre in Woerth. The hydrogen supplied by Air Liquide is of renewable origin, as it has been produced from biomethane with guarantees of origin. During the refuelling process, cryogenic liquid hydrogen at minus 253 degrees Celsius was filled into two 40 kg tanks mounted on either side of the truck chassis. Thanks to the particularly good insulation of the vehicle tanks, the hydrogen can be kept at temperature for a sufficiently long time without active cooling. Both tanks were sealed before the start of the #HydrogenRecordRun by TÜV Rheinland.

Daimler Truck prefers liquid hydrogen in the development of hydrogen-based drives. In this aggregate state the energy carrier has a significantly higher energy density in relation to volume compared to gaseous hydrogen. As a result, more hydrogen can be carried, which significantly increases the range and enables comparable performance of the vehicle with that of a conventional diesel truck.

…

“Comparable” in a press release typically means “almost as good as.”

[Think. Again.]

18. It's good to see...

...that there are DUers here who are working hard to figure out how to "perfect" the Hydrogen vehicle industry,

But the main takeaway here is that we have already made the progress we need to manufacture large shipping trucks that can do the work of diesel trucks but without any CO2 emissions.

And since the elimination of CO2 emissions is the only reason we're re-designing trucks in the first place, this is great news.

[OKIsItJustMe]

19. If it requires cryogenic hydrogen I call it impractical

Hyundai has a proven product line, using gaseous hydrogen.
https://trucknbus.hyundai.com/global/en/products/truck/xcient-fuel-cell


They are bringing a hydrogen tractor to the US:
https://trucknbus.hyundai.com/hydrogen/en/hydrogen-vehicles/xcient-fuel-cell-tractor
https://trucknbus.hyundai.com/global/en/news/newslist/Releases/news-20230503?sn=BL00000658



They also have a more futuristic looking model:
https://trucknbus.hyundai.com/hydrogen/en/hydrogen-vehicles/neptune