WG2: Fuel Cell Vehicles WG. Chairperson Prof. Yoichi Hori (The University of Tokyo) Leader Hidemi Onaka (Toyota Motor Corporation)

Transcription

1 WG2: Fuel Cell Vehicles WG Chairperson Prof. Yoichi Hori (The University of Tokyo) Leader Hidemi Onaka (Toyota Motor Corporation)

2 Role of FCV WG JHFC s Targets 1.Targets for hydrogen infrastructure 1Review and proposals of future commercialized infrastructure models 2Operation of hydrogen infrastructure under actual condition of use and clarification of tasks involved 3 Drawing up of specific plans for verifying safety of hydrogen infrastructure and reexamining regulations 2.Targets for fuel cell vehicles 4Operation of fuel cell vehicles under actual condition of use and clarification of tasks involved 5Verification of energy saving effects (fuel efficiency) and environment impact reduction effects 3.Targets for common areas shared by vehicle and infrastructure 6Review of measures to be taken for all issues that should be addressed jointly between the vehicle and infrastructure fields 4.Targets for dissemination of results/public relation/globalization/local validation 7Public relation and educational activities 8Identification and proposal of overseas technologies and policy trends 9Review ideal local validation methods 5.Review of tasks in starting dissemination in

3 Contents of Presentation 1.Demonstration Test Details and Results (1) Mileage/efficiency demonstration:bench fuel economy, onroad fuel economy (2) General test:1third party fleet test 2Hokkaido cold region startability test 31,100km long distance test drive 2.Clarification of FCV Positioning (Characteristic and Compartmentalization) 3.Progress of FCV Technology Progress of Solutions for Technical Problems 4. Summary of JHFC2 WG2 Activities 2

4 JHFC Participating Cars Toyota FCHV-adv Nissan X-TRAIL FCV Honda FCX Clarity Suzuki SX4-FCV Mercedes Benz A-Class F-Cell GM Equinox Mazda Premacy RE Hybrid Toyota/Hino FCHV-BUS 3

5 Objective Bench Fuel Economy and Vehicle Efficiency Tests To demonstrate improvement of FCV s fuel economy. This test is conducted according to Japanese fuel consumption measurement mode. When new models are introduced, their tests are conducted sequentially. Method The test is conducted on the chassis dynamometer of JARI (Tsukuba) according to ISO (energy consumption measurement for fuel cell vehicles). Hydrogen consumption is acquired by measuring mass variation of the outboard fixed hydrogen tank which supplies hydrogen to the vehicle for testing. Measuring mass variation Exhaust Fuel cell Motor Precision balance Hydrogen tank Fuel Consumption Measurement System 4

6 Bench fuel economy (km/kg-h2) Improvement of Bench Fuel Economy and Vehicle Efficiency Fuel economy and vehicle efficiency (*3) of latest demonstrated vehicles (*1) improves significantly compared to initial demonstrated vehicles (*2). Vehicle efficiency achieves 60%, which is a target for 2015 (NEDO road map 2008) [29.8] 71.4 [19.6] [43.6] [32.3] [38.6] [30.6] Initial demonstrated vehicles *1 Latest demonstrated vehicles *2 Vehicle efficiency(%)* JC08 * JC08 *4 Bench fuel economy test results Gasoline equivalent fuel consumption (km/l) Target for Vehicle efficiency [ ] in graph indicates gasoline equivalent fuel consumption (km/l) : gasoline energy LHV 45.1MJ/kg, gasoline density 0.729kg/L, hydrogen energy LHV 120MJ/kg (25 C 1 atm) applied *1 Latest demonstrated vehicles: FCHV-adv, X-TRAIL FCV (2005), FCX Clarity Vehicles not updated since initial demonstration are not included. * 2 Initial demonstrated vehicles: FCHV (2002), X-TRAIL FCV (2003), FCX (2002), A-Class F-Cell, HydroGen3, Wagon R-FCV * 3 Vehicle efficiency[%]= (Total driven work by vehicle / energy applied to vehicle) 100 Note that tire slip losses are not concerned, and battery charge/discharge difference before and after the test is less than 1% in all vehicles. * 4 As the JC08 bench fuel economy test has been carried out since 2007, carried out only two models of Initial demonstrated vehicles. Not indicated due to lack of data. 5

7 On-Road Fuel Economy Test Objective *To confirm improved fuel economy on actual street. *To identify refuelings problems by performing 9 or more refuelings in a quarter year. Method Segmental fuel consumption was calculated from routes traveled between JHFC hydrogen stations. These drives were performed on February, May, August, and November and the target travel distance for each month was 200 km. To simulate actual use, the air conditioner was turned on in February and August. Sagamihara station Kanagawa Prefecture (Dotted line) Local road (Solid line) Highway Yokohama /Asahi station Tokyo Senju station Kasumigaseki station Kawasaki station Yokohama/ Daikoku station (JHFC Park) Ariake station Tokyo Bay Funabashi station Ichihara station Chiba Prefecture Calculation The segmental average fuel consumption was calculated for each travel on each route. These average fuel consumptions were calculated for each vehicle model and the average fuel consumption ranges between upper and lower ends are illustrated Fuel consumption Av. of A Av. of B Av. of C Av. of D Initial demonstrated vehicle Av. of A Av. of B Av. of C Latest demonstrated vehicle Fuel consumption Initial demonstrated vehicle Latest demonstrated vehicle 6

8 Result of On-Road Fuel Economy Test (Bench fuel economy also indicated) Latest demonstrated vehicles have improved fuel economy steadily in both local road and highway. Fuel consumption (km/kg-h2) Latest demonstrated vehicles 1 Initial demonstrated vehicles On-road *3 (Local road) On-road *3 (Highway) Bench (10 15) Bench *4 (JC08) Gasoline equivalent fuel consumption (km/l) 5 1 Latest demonstrated vehicles:fchv-adv X-TRAIL FCV(2005) FCX Clarity Vehicles not updated since initial demonstration are not included. 2 Initial demonstrated vehicles: FCHV (2002), X-TRAIL FCV (2003), FCX (2002), A-Class F-Cell, HydroGen3, WagonR-FCV 3 Calculated average segmental fuel consumption on local roads and highways in the fuel consumption road test for *1 and *2 respectively, and showed the distribution 4 Since the table fuel consumption test by JC08 was started from 2007, only 2 models out of initial demonstrated vehicles *2 were tested. Fuel consumption is not shown due to insufficient data. 5 Gasoline equivalent fuel consumption(km/l):gasoline energy LHV amount 45.1MJ/kg, gasoline density 0.729kg/L, hydrogen energy LHV amount 120MJ/kg(25 1 atmospheric pressure) is used

9 Seasonal Influence of On-Road Fuel Economy Fuel economy is lower in summer (August) and winter (February) compared to spring (May) and autumn (November). To further improve the fuel economy of FCVs, there is a need for improvement of systems such as A/C and further improvement of efficiency of accessories. Latest demonstrated vehicles *1 Fuel economy Feb. A/C ON May A/C OFF Aug. A/C ON Nov. A/C OFF 1 Latest demonstrated vehicles :FCHV-adv, X-TRAIL FCV(2005), FCX Clarity Vehicles not updated since initial demonstration are not included. 2 To set general conditions, the air conditioner was turned ON in Feb. (winter) and August (summer), and OFF in May (spring) and November (autumn). The temperature set was not specified. 8

10 Third Party Fleet Test Objective and Target To clarify practical problems through third party FCV operation. Fleet Operational Area Daimler Honda Toyota Hino Nissan 9

11 Vehicles for Third Party Fleet Test (Passenger cars) Participating Manufacturer Fleet Company Business Test Duration Model Used Vehicle Photo Mercedes- Benz Japan DHL Japan Courier July 2006 to March 2009 F-Cell Toyota Motor Corporation Yamato Transport Co., Ltd Courier April 2007 to December 2010 FCHV FCHV-adv Nissan Motor Company Kanagawa Toshikoutsu Limousine service February 2007 to January 2011 X-TRAIL FCV (35MPa) Honda Motor Company Nippon Konpo Unyu Soko Business support March 2007 to December 2009 FCX('03MY) FCX('05MY) Honda Motor Company Teito Motor Transportation Limousine service June 2010 to December 2010 FCX Clarity 10

12 Vehicles for Third Party Fleet Test (Bus) Participating Manufacturer Fleet Company Business Content Test Duration Models Used One FCHV-BUS( 05MY) Chita Noriai Route Bus (Including Island Circulation Bus) July 2006 to December 2009 Toyota Motor Corporation Two FCHV-BUS('05MY) Hino Motors ANA Ground Service Chubu Ramp Bus (Passenger traffic between Aircraft at Ramp and Airport Terminal) From July

13 Performance of Third Party Fleet (Travel distance) Results for Passenger Vehicle Fleet (To September 2010) Overall travel distance of all fleet passenger vehicles was 64,000km Results for Bus Fleet (To September 2010) Overall travel distance of all fleet buses was 153,000km Cumulative travel distance (km) Limousine service 1 Sales support car Delivery car 1 Limousine service 2 Delivery car 2 Cumulative travel distance (km) Ramp bus 1 Ramp bus 2 Route bus Passenger car fleet cumulative travel distance Bus fleet cumulative travel distance 12

14 Performance of Third Party Fleet (Hydrogen refueling amount) Results for Passenger Vehicle Fleet (To September 2010) Overall hydrogen refueling amount for all fleet passenger vehicles was 858kg. Results for Bus Fleet (To September 2010) Overall hydrogen refueling amount for all fleet buses was 13,341kg. Cumulative hydrogen refueling amount (kg) Limousine service 1 Sales support car Delivery car 1 Limousine service 2 Delivery car 2 Cumulative hydrogen refueling amount (kg) Ramp bus 1 Ramp bus 2 Route bus Passenger vehicle fleet cumulative hydrogen refueling amount Bus fleet cumulative hydrogen refueling amount 13

15 Third Party Fleet Driver Questionnaire Data Passenger Vehicle Fleet Well received with comments easy drive, good acceleration, and quiet. Certain dissatisfaction about refueling time and work time before and after refueling. Bus Fleet Performance was well received Certain dissatisfaction about hydrogen refueling time. Hydrogen safety Very good Hydrogen safety Very good Running noise Good No opinion Refueling procedure and time Running noise Good No opinion Refueling procedure and time Bad Very Bad Bad Very Bad Response to throttle pedal Feeling of self-refueling Response to throttle pedal Feeling of self-refueling Driving range Driving range Passenger Vehicle Driver Number of subjects: 31 in FY 2009 (Average results for sale support cars, limousine service, delivery cars) Bus Driver Number of subjects: 36 in FY 2009 (Average results for route buses and ramp buses) 14

16 FC Bus Passenger Questionnaire Data *1 FC Bus Passengers 20% of passengers replied that there were slightly apprehensive or felt insecure about hydrogen. Favorable impression with smooth start/stop, no vibration during stopping, noiselessnesness. - Comments indicated need for more FC buses. Hydrogen safety Very good Good Nasty smell No opinion Bad Very Bad Smooth start/stop Noiselessness Bus Passengers Vibration during stopping Subjects : 174 passengers in FY 2009 (Average of 117 passengers of route buses, and 57 passengers of ramp buses) *1 : Result of JHFC s first questionnaire for bus passengers 15

17 Evaluation of Driving Range Improvement of satisfaction of driving range of latest fleet lease generation, and 70MPa refueling vehicles. Distance between refuelings also increased by 70MPa refueling, etc. Very good Good No opinion Frequency 35MPa refueling 70MPa refueling bad Very bad Fleet/Lease Initial generation Fleet/Lease Latest generation Fleet/Lease Use of 70MPa refueling Distance between refuelings (km) Comparison of results of questionnaire on driving range Comparison of Distance between refuelings according to refueling pressure 16

18 Summary of Third Party Fleet Drive Results (1) General Passenger cars; 5 purposes, Buses; 2 purposes, Approx. 4-year performance; Mileage of approx km, Hydrogen consumption; Approx kg. (2) Vehicle technology Well received by drivers saying easy to drive, good acceleration, quiet. Initially there was considerable dissatisfaction with driving range, however driving range increased with improved fuel economy and 70MPa refueling, which improved satisfaction. 70MPa refueling efforts are being made for both FCVs and hydrogen infrastructures, which are expected to resolve existing problems. Driving range of FC route buses is slightly inadequate compared to diesel route buses. Automobile manufacturers have the same views, and are currently considering measures such as use of 70MPa tank pressure. (3) Refueling technology Certain dissatisfaction with refueling time and work time before and after refueling. Pre-cooling and communication refueling efforts are being made for refueling time problems, and the reduction of work time before and after refueling is also being reviewed. (WG3) Buses require considerable on-board hydrogen load, resulting in the certain dissatisfaction with the hydrogen refueling time. There is a need to deploy passenger car refueling technologies to buses. (4) Hydrogen It has been found that 30% of drivers feel insecure about hydrogen. Review of continuation of education and details (education program according to driver needs). 17

19 Cold Region Startability Test (2008 Hokkaido) Demonstration tests on startability below freezing point were conducted in Hokkaido in the coldest month of February. Outside temperature (deg. C) Engine off (14h) Engine off (8h) February 4 February 5 February 6 The cars were confirmed to start and run without any problems in the minimum temperature of about -10 degrees Celsius. 18

20 1,100km Long-Distance Test Drive Completed 1,137km with two refuellings. Average fuel economy of three cars was 118.4km/kg, with the best fuel economy amongst the three cars being 132km/kg. At the on-board hydrogen load of 6kg, driving range was 792km. Osaka Nagoya Tokyo Kita-kyushu Tokyo Osaka Nagoya Kita-kyushu 2 Nikko Nikko Kyushu University Kyushu University 2nd 2nd Refueling Refueling 2nd Refueling 1st Refueling Refueling 19

21 Contents 1.Demonstration Test Results (1) Mileage/efficiency demonstration:bench fuel economy, onroad fuel economy (2)General test:1third party fleet test 2Hokkaido cold region startability test 31,100km long distance test drive 2.Clarification of FCV Positioning (Characteristic and Compartmentalization) 3.Progress of FCV Technology Progress of Solutions for Technical Problems 4. Summary of JHFC2 WG2 Activities 20

22 FCV Characteristics (2010) Reduced CO2 emissions and energy diversity most expected in FCV and BEV Item CO2 emission *1 Based on JHFC2 Well to Wheel analysis review results Energy diversity Driving range Durability (Reduced performance) Fuel cell vehicle (FCV) Zero emissions on the road and use of CCS, recyclable energy are important (Fossil, nuclear energy, hydraulic energy, etc.) (JC08 mode:~760km) (FC stack) Electric vehicle (BEV) Zero emissions on the road and use of CCS, recyclable energy are important (Fossil, nuclear energy, hydraulic energy, etc.) (JC08 mode:~200km) (Battery) Plug-in hybrid vehicle (PHEV) (Poor) (Good). Hybrid Internal combustion vehicle engine vehicle (HEV) (ICE-Gasoline) (Mainly petroleum) (EV+HEV) (Battery) (Petroleum) (Petroleum) Cold district performance Vehicle costs Infrastructure availability Technical projections at starts of dissemination (Several ten locations) Projections at start of dissemination (100/200V:More than 2200 locations, Rapid:More than 200 locations) (100/200V:More than 2200 locations) (Gasoline about locations) (Gasoline about locations) (Gasoline about locations) Gasoline refuelling/recharging Refueling time (Hydrogen refueling: 3mins) (Normal recharge:8 hrs.) (Rapid recharge:20~ 30mins) 1 Indicates all CO2emissions (Well to Wheel ) including that other than vehicles. (Normal recharge:4 hours) (Gasoline refuelling:2~3 mins) (Gasoline refuelling:2~3 mins) (Gasoline refuelling:2~3 mins) 21

23 Segmentation of FCV and BEV (2010 version) FCV can replace existing internal combustion engine vehicles in terms of vehicle size and driving range. Compact and short-distance BEVs and FCVs can be spread, coexisting together. Large Vehicle size Small Short Driving range Long 22

24 Contents 1.Demonstration Test Results (1) Mileage/efficiency demonstration:bench fuel economy, onroad fuel economy (2) General test:1third party fleet test 2Hokkaido cold region startability test 31,100km long distance test drive 2.Clarification of FCV Positioning (Characteristic and Compartmentalization) 3.Progress of FCV Technology Progress of Solutions for Technical Problems 4. Summary of JHFC2 WG2 Activities 23

25 Progress of Solutions for Technical Problems Summary (2010 version) FCV performance has significantly improved in the nine years of Phase 1 and Phase 2 of the JHFC Project. Projections of level of practical application in 2015 are starting to become visible. Driving range (Practical level 500km) Vehicle price (Several million yen) 10 million yen 100 million yen Practical level 300km 50% Vehicle efficiency (60%) Durability (15 years) 5 years 0 10 years 3kg/3 mins -25 Low temperature performance (Started at -30 ) Hydrogen refueling time (5kg / 3 minutes) (Common infrastructure area) FCV development situation (Top runner) Estimated from demonstration test results, presentation materials, hearings, etc. 24

26 Progress of Solutions for Technical Problems - Driving range Driving range has increased with improved fuel economy and high pressure hydrogen storage. Driving range (km) Toyota Honda Nissan 70MPa 充填仕様 refueling spec. 35MPa 充填仕様 refueling spec. Year of Presentation Transition in FCV Driving Range (Source: Values disclosed for mode by manufacturers) 25

27 Progress of Solutions for Technical Problems - Low-temperature performance FCV can be started at stack operation temperature of -30. High temperature Starting time(sec) Low temperature Honda / FC stack operation temperature (source: FC EXPO2009 data) FC water temperature at start (deg. C.) Toyota / FCHV subzero starting (source: SPring-8 Green energy meeting) 26

28 Progress of Solutions for Technical Problems - Durability Power degradation of the FC stack after traveling equivalent to km is no more than approximately 30% (6% for km). Durability evaluation pattern FC Stack Power (%) Approx. 30min. per cycle Travel distance (km) Toyota / FCHV-adv Fuel cell stack power maintenance ratio (source: September 2009 JSAE Kanto branch lecture meeting) 27

29 Progress of Solutions for Technical Problems -Costs Costs are being reduced steadily for commercialization. Toyota / FC system cost (Sourse: 2010 Toyota Motor Corporation press conference of ecological technology) Daimler / Power train cost (Source:FC-expo 2010 data) 28

30 Contents 1.Demonstration Test Results (1) Mileage/efficiency demonstration:bench fuel economy, onroad fuel economy (2) General test:1third party fleet test 2Hokkaido cold region startability test 31,100km long distance test drive 2.Clarification of FCV Positioning (Characteristic and Compartmentalization) 3.Progress of FCV Technology Progress of Solutions for Technical Problems 4. Summary of JHFC2 WG2 Activities 29

31 Summary of JHFC2 WG2 Activities (1) Demonstration(JHFC1,JHFC2) Total number of passenger vehicles; 135, Driving range; km, Hydrogen refueling; 20000kg Total number of buses; 13, Driving range; km, Hydrogen refueling; kg (2) Bench fuel economy tests, on-road fuel economy tests Confirmed achievement of NEDO targets for bench fuel economy (Vehicle efficiency 60%,Japanese mode). Confirmed improvement of fuel economy for on-road fuel economy. Also confirmed sharp reduction of fuel economy by A/C load. Need for improvement of systems such as A/C, and further improvement of efficiency of accessories. (3) Fleet test drives Well received by drivers saying easy to drive, good acceleration, quiet. 70MPa refueling vehicles have long driving range and high satisfaction. 70 MPa refueling efforts are being made for both FCV and infrastructures, which are expected to resolve existing problems. Certain dissatisfaction for hydrogen refueling time of buses. Need to deploy passenger car refueling technologies to buses. (4) Review of technical problems Projections of level of practical application in 2015 are starting to become visible for tasks (vehicle price and durability) as well. 30