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Automotive Industry

Fuel cells, C[O.sub.2] & composite supercars: the scene in Stuttgart: German automakers probably debut more cutting edge technology than any of their competitors and the legendary region of Stuttgart, home to both DaimlerChrysler and Porshce, is at the center of much of what is new

Automotive Design & Production, Sept, 2003

If you remove Detroit from the ranking, in the world of distributed automotive centers, Stuttgart is preeminent. Home to DaimlerChrysler, Porsche and mega-supplier Bosch, Stuttgart is a place where many automotive suppliers, ranging from software developers to plastic injection molders, feel they must have a presence in order to stay on the cutting edge. And unlike many areas where the importance of the automotive industry has been eclipsed by other high-tech industries, the Stuttgart region has actually seen the percentage of its total manufacturing output represented by automotive manufacturing rise from 28.7% in 1980 to 41.1% in 2000. The majority of that growth has been in small and medium-sized companies; to keep them flowing into the area the Stuttgart Region Economic Development Corporation has helped create a network of 17 "Competence Centers," each of which focus on a specific area of technology like telematics or fuel cells. These centers allow smaller companies to pool resources with local universities to carry out RED projects that would otherwise be out of their reach. But many of the more well-established players have the deep pockets needed to stay at the forefront of technological development. Here's a look at some of the latest developments to come from companies based in Stuttgart.

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DAIMLERCHRYSLER: FUEL CELL FOREFRONT. In 1994 the company then Known as Daimler-Benz unveiled its first Fuel cell vehicle. It was a full-size van with a massive fuel cell unit that took up the entire rear cargo area, effectively turning the van into a heavy two-seater with no storage space. Not exactly a marketable commodity. Since then, DaimlerChrysler's research center at Nabern near Stuttgart has refined its fuel cell system to the point that it now fits into an A-Class without any intrusion into the passenger compartment. It can be assembled into vehicles on the same line as its internal combustion-powered counterparts. Dr. Andreas Truckenbrodt, director, Fuel Cell and Alternative Powertrain Vehicles, says that the tremendous advances in reducing the size and increasing the range of fuel cell vehicles have put commercialization within reach. He outlines DaimlerChrysler's four-stage fuel cell strategy:

1. Market preparation. This initial research phase has greatly matured fuel cell hardware and is nearly complete.

2. "Fit for Daily Use." This phase is kicking off now and will encompass a program to provide 30 fuel cell buses for regular routes in 10 European cities. In addition, by the end of 2004 the company plans to have 100 of its A-Class-based fuel cell vehicles (each with a range of about 150 km) in daily use.

3. Ramp-up. This phase will run from 2007 through 2010 and see the gradual increase of production.

4. Commercialization. Truckenbrodt says fuel cell vehicles will be a mass-production reality by 2010, though they will remain a small part of the overall market for a long time.

Arriving at this strategy required abandoning some other alternatives. For example, there's using hydrogen as a fuel for modified internal combustion engines (an approach often touted by BMW). About that, Truckenbrodt says, "We have spent a lot of money on hydrogen combustion engines and we have given up." He explains that the lower power density of hydrogen compared to gasoline or diesel fuel together with the greater inefficiency of an internal combustion engine (due to the excessive amount of energy that must be dissipated as waste heat) essentially drives a stake in the heart of this alternative. Truckenbrodt also reveals that DaimlerChrysler has essentially given up on on-board fuel reformers that crack hydrogen from fuels like methanol: "Reformation is a non-starter from the efficiency point of view. And the reformer itself adds too much weight and complexity. Also, you usually need to provide a separate water supply which opens up problems with freezing." Though he embraces hydrogen, Truckenbrodt rejects using it in liquid from which has to be stored hundreds of degrees below zero, "You can't stop it from getting warmer and it will evaporate from the tank within two weeks," he explains. Compressed hydrogen is what DaimlerChrysler engineers think is the best form, and though range is a problem, the standard for hydrogen compression in the industry will soon double from 5,000 psi to 10,000 psi, which Truckenbrodt says will increase range by 80%.

DaimlerChrysler's research teams are currently focusing on ways to improve the power density of their fuel cells by experimenting with the use of bi-polar metallic plates that would more efficiently lead the hydrogen over the membranes, and membrane materials that can function at higher temperatures. With an eye toward reducing cost and complexity the teams are also determining if the sophisticated electronic sensors that measure the voltage in each fuel cell are really necessary. And though every vehicle development program targets weight reduction, it is particularly important for the A-Class since the fuel cell version is currently 300 kg heavier than a conventional model.

Automotive Industry

Fuel cells, C[O.sub.2] & composite supercars: the scene in Stuttgart: German automakers probably debut more cutting edge technology than any of their competitors and the legendary region of Stuttgart, home to both DaimlerChrysler and Porshce, is at the center of much of what is new

Automotive Design & Production, Sept, 2003

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