www.nissan-global.com
FCEV research and development at
Nissan Motor Company
Akihiro IIYAMAExpert Leader
EV System LaboratoryOctober 9, 2012
Conferences f-cell and Battery+Storage
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
1. New Direction in Energies for Automobiles
2.Technical FCEVs Development StatusCurrent Status
Technical Challenges of the Future
3.Issues for Commercialization of FCEVs
Outline
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
1. New Direction in Energies for Automobiles
2.Technical FCEVs Development StatusCurrent Status
Technical Challenges of the Future
3.Issues for Commercialization of FCEVs
Outline
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Century of Energy Transformation
1850 1900 1950 2000 2050
10000
20000
30000
40000
Crude oil production will reach its peak.⇒ We need new energies for automobiles.
New Energy
Consu
mption (
M b
bl)
1908Ford Model T
1859First modern oil well
1973Oil shock
Source: Calculations based on BP figures, WBCSD SMP reports, IEA WEO, and JPDAdata
Crude oil consumption
Crude oil consumption
Crude oil consumptionby vehicles
Crude oil consumptionby vehicles
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Hydrogen and Electricity for Energy SecurityNew Energy
Hydrogen and electricity are promising from the viewpoint of energy security.
BEV
HydrogenICEV
ICEV
FCEV
VehiclesEnergy for VehiclesPrimary Energy
PetroleumLPG
Natural Gas
Coal
Absorption
Bio-energy
Nuclear
WindSolar
Hydro-energy
Hydrogen
Bio-fuel
ElectricPower
GasolineDiesel oil
LPGCNG
CO2
Refinement
Compression
Elect-rolysis
PG
Reformulation
Pyrolysis
Production
PG
CO2CO2CCS
CO2
CO2CO2CCS
CCS: Carbon Dioxide Capture and StoragePG: Power Generation
CO2
CCS
CCS
Source: 2010 NEDO Roadmap for FC and Hydrogen Technology Development
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Interchangeability of Hydrogen & Electricity
H2
O2H2
H2
O2
New Energy
Hydrogen and electricity can be transformed into one another by utilizing a fuel cell and electrolysis.
Electrolysis
Oxygen(Air)O2
Electricity
Electricity
e-
Fuel Cell
Hydrogen
H2
Electricity
Ele
ctro
de
(P
t)E
lect
rod
e (
Pt)
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
40
60
80
100
0
20
2000 2010 2050
Ne
w c
ar’
s W
ell
To
Wh
ee
l C
O2
em
issi
on
s (%
)
450ppm
450ppm of CO2 (IPCC 4th report) corresponds to 90% reduction of new vehicle’s CO2 emission by 2050
2020 2030 2040
90 %
R
ed
uct
ion
CO2 ReductionNew Energy
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
CO2 Emissions from Various Powertrains
100%
80%
60%
40%
20%
0%
FCEVsGasoline cars HEVs BEVsDiesel cars
Use
of
ele
ctri
city
U
se o
f ele
ctri
city
fr
om
recy
clab
le e
nerg
yfr
om
recy
clab
le e
nerg
y
Use
of
hyd
rog
en
U
se o
f h
ydro
ge
n
fro
m r
ecy
clab
le e
nerg
yfr
om
recy
clab
le e
nerg
y
New
car’
s C
O2
em
issi
on
s(W
ell T
o W
heel)
(%
)
Long-term reduction : - 90%Long-term reduction : - 90%
Zero-emission vehiclesZero-emission vehicles
FCEVs and BEVs emit no emissions during operation.CO2 emissions during the production of hydrogen or electricity can be reduced by using renewable energy sources or CCS*.
CCS*: Carbon Dioxide Capture and Storage
New Energy
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Nissan LEAF Debut
Seating capacity: 5 adultsCruising range : 100miles (US LA4)Motor : 80kW, 280NmBattery : 24kWh Li-ion
Launched in JPN, US, EUR in FY10Expanding globally in 2012
New Energy
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Nissan Green Program 2016
Penetration of Zero-Emission Vehicles EV cumulative 1.5M sales with Alliance partner Renault
Introduce Fuel cell electric vehicle (FCEV) into market
New Energy
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
1. New Direction in Energies for Automobiles
2.Technical FCEVs Development StatusCurrent Status
Technical Challenges of the Future
3.Issues for Commercialization of FCEVs
Outline
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
History of Nissan FCEV Development
18 sec20 sec25 sec
2001 2002 2003 2005 2008 201xXterra X-TRAIL
160 km 200 km 350 km
In-houseGen. 1
In-houseGen. 2
In-house
14 sec
500 km
In-house FC stack
FC stack
Sub-zerostartable
Full performance
0-100km/h
Range
Current Status
Nissan has been developing FCEVs since 2001 and achieved most of the vehicle performance targets by 2005.Since 2005, Nissan has focused on FC stack system development to fully resolve technical issues for commercialization and cost reduction.
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Collision TestingAssuring safety equal to that of gasoline cars.
The hydrogen storage cylinder has passed the most difficult certification test, confirming is does not burst.The hydrogen storage cylinder is installed outside the crushablezone.Sensor detection of a collision closes the fuel valve and shuts down the high voltage relay automatically.In the event of fire, hydrogen is released from the fusible valve of the cylinder to prevent an explosion.
Current Status
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
CaFCP (California Fuel Cell Partnership )に参加している日産FCEV
FCEV Demonstration in Japan and USCurrent Status
On-road durability tests are ongoing in Japan and USA.Total driving mileage of over 1.2 million km.
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Main Causes of Stack DegradationThe main causes of stack degradation are carbon corrosion and Pt dissolution.
Current Status
New Used
Diameter: several nm
Diameter: 2~3times large
Cathode catalyst layer
Anode catalyst layer
Membrane
Degradation of the catalyst layer
@ Start-up:Carbon corrosion by
high potential
@ Idling:Cathode Pt
dissolution by high potential
@ Load cycling: Cathode Pt dissolution
by potential cycling
Pt
Carbon
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Estimation of FC Stack Degradation
R. Shimoi et al., “Development of Fuel Cell Stack Durability based on Actual Vehicle Test Data: Current Status and Future Work”, SAE 2009-01-1014, 2009.
Japan#1 Japan#2 US#1 US#2
Perf
orm
an
ce d
eg
rad
ati
on
Load cycling (Estimation)
Idling (Estimation)
Start/stop cycles (Estimation)
Vehicle data
1%
Simulated degradation based on vehicle operation data matches actually observed degradation. Based on the confirmed degradation mechanism, technology for achieving a 10-year service life should be feasible.
Current Status
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
FC Stack RoadmapPower density, the most important index of FC stack performance, has been improved significantly from Gen.1 in 2005 to Gen.3 in 2010.
Year
0
1
2
3
4
5
2002 2004 2006 2008 2010 2012
Po
we
r D
en
sity
( k
W/L
) Gen. 3
Gen. 1
Gen. 2
6
Current Status
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0 1 2 3
18
0 1 2 3
Gen.3 Stack MEA Technology
I-V PerformanceWater Transport through MEA
Wate
r F
lux
fro
m C
ath
od
eto
An
od
e (
mg
/min
cm
2 )
Current Density (A/cm2) Current Density (A/cm2)C
ell
Vo
ltag
e (
V)
Gen.2 MEA
Gen.3MEA(Thinner PEM)
Gen.2 MEA
Gen.3MEA(Thinner PEM)
Source:Mitsutaka Abe, et.al., Low-cost FC Stack Concept with Increased Power Densityand Simplified Configuration Utilizing an Advanced MEA, SAE 2011-01-1344, April 2011
Adopting a thinner PEM increased water transport from the cathode to the anode for improved saturated water distribution and enhanced I-V performance.
Current Status
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0 1 2 3
Gen.3 Stack Separator Technology
Water and Oxygen Distribution in Cathode I-V Performance
Current Density (A/cm2)
Cell
Vo
ltag
e (
V)
Gen.2separators
Gen.3 separators(Narrower ribs)
High
LowWater
saturation
Narrow
High
Low
Wide
MEA (GDL)
Oxygenconcentration
Separator
Reduced
Increased
Adopting narrower ribs improved the distribution of water saturation and oxygen concentration for enhanced I-V performance.
Current Status
Source:Mitsutaka Abe, et.al., Low-cost FC Stack Concept with Increased Power Densityand Simplified Configuration Utilizing an Advanced MEA, SAE 2011-01-1344, April 2011
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved. 20
Pt loading is half of Gen.2 due to higher power density.
Gen.3 Stack Pt Loading
Rated Current Density Platinum Catalyst Loadingper Unit
Gen.1 Gen.2 Gen.3
Rate
d C
urr
en
tD
en
sity
(A
/cm
2 )
25%
20%
Gen.1 Gen.2 Gen.3
Pla
tin
um
Cata
lyst
Load
ing
(g
/un
it)
-50%
-50%
Current Status
Source:Mitsutaka Abe, et.al., Low-cost FC Stack Concept with Increased Power Densityand Simplified Configuration Utilizing an Advanced MEA, SAE 2011-01-1344, April 2011
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
1. New Direction in Energies for Automobiles
2.Technical FCEVs Development StatusCurrent Status
Technical Challenges of the Future
3.Issues for Commercialization of FCEVs
Outline
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
電力
補機システム
Cost reduction of FCEV unique parts
System simplification/spec.down
Utilize mass produced parts
Cost reduction of FCEVFuture Challenge
Compact LiB
H2 tank FC StackBOP
Co ax Motor w/red. gear
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Example of Cost Breakout AnalysisFC Stack & BOP (Balance of Plant = peripheral equipment) both require further cost reductions.Reducing membrane electrode assembly (MEA) cost is essential for FC Stack cost reduction.
FC Stack cost breakout
(U.S. DOE Hydrogen Program Review 2009)
MEAFC Stack50%
Thermal Management
5%Water Management
6%
Fuel Management
15%
Misc6%
Assembly10%
Electrode50%
Membrane8%
Air Management
16%
Seal7%
GDL7%
BOS8%
Final Assembly12%
Bipolar Plate9%
FC Power Plant System cost breakout
Source; J. Sinha et al., “Direct Hydrogen PEMFC Manufacturing Cost Estimation for Automotive Applications”, DOE Hydrogen Program Review/USA, Project ID #FC_31_Sinha, May 21, 2009
Future Challenge
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Materials development on the basis of molecular/ atomic level analysis is necessary for reducing costand enhancing robust performance of MEA.
ガス拡散層(GDL)
ガス拡散層(GDL)電解質膜触媒層 触媒層
Cost reduction
Material cost reductionSystem simplification
Low Pt loadingHigh temp., Low humidification
Higher Pt catalyst activity
Alternative Pt catalyst
Mass transfer in CL/GDL
Membrane for high temp. and low humidity
Large synchrotron radiation facility
SPring-8
MEA Cost Reduction ApproachFuture Challenge
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Fabrication Fabrication MaterialsMaterials Structure Properties
O2
H+
H2O
20~50 nm20~50 nm
CarbonCarbon
IonomerIonomerPtPt
PrimaryPrimaryporespores
H+
O2
H2O
H2O
10 mm10 mm
PEMPEM GDLGDLCarbonCarbon
PtPt
PrimaryPrimaryporespores
SecondarySecondaryporespores
Catalyst layerCatalyst layerAgglomerateAgglomerateMicro poreMicro pore~10 nm~10 nm
O2
H+
H2OO2
H+ CarbonCarbon
PtPt
IonomerIonomer(back bone)(back bone)
IonomerIonomer(Side chain)(Side chain)
WaterWater
2~3 nm2~3 nm
O2
H+
H2O
PtPt
CarbonCarbon
Catalyst particleCatalyst particle
Micro ScaleMicro Scale Meso ScaleMeso Scale Macro ScaleMacro Scale
PerformanceCost, Pt loading
MultiMulti--scale Modelingscale Modeling
Characterization / Experimental analysis
Approach of Material Development (FC Catalyst Layer)
Relationship between material and performance should be revealed by mass transport of reactants analysis from macro(mm) scale to micro (nano) scale.
Future Challenge
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0
2000
4000
6000
8000
10000
12000
0 2 4 6 8 10
CCL thickness / um
Volm
etric
current density
/ A
cm
-3
RH40%_0.7V
InIn--situ Pt utilization could be very low under dry and high situ Pt utilization could be very low under dry and high current density conditioncurrent density conditionss
0
10
20
30
40
50
60
70
80
90
100
0.90 0.70iR-free Cell Voltage / V
In-situ
Pt Utiliz
ation
/ %
RH90%
RH40%
Opportunity for further reduce Pt in MEA
Mem. GDL
current distribution in the carbon
A. Ohma, T. Mashio, Y. Ono, K. Sato, H. Iden, K. Sakai, H. Kanesaka, and K. Shinohara, Estimation of the Pt effectiveness factor in a cathode catalyst layer for PEMFC, the 50th Battery Symposium in Japan, 2F03, Nov. 30, 2009.
Future Challenge
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Opportunity for further reduce Pt in MEAReactant gas transport resistance loss could increase Reactant gas transport resistance loss could increase under low Pt loading due to more gas flux for reduced under low Pt loading due to more gas flux for reduced gas transport path gas transport path
• K. Sakai, K. Sato, T. Mashio, A. Ohma, K. Yamaguchi, and K. Shinohara, Analysis of Reactant Gas Transport in Catalyst Layers: Effect of Pt-loadings, ECS Trans. 25 (1), 1193, 2009, Reproduced by permission of The Electrochemical Society.
Future Challenge
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Cost reduction of CFRP is the key.
Cost reduction of H2 storage system is one of the main issues for FCEV penetration.
【Issues】Material cost is 70% of total cost.↑High cost CFRPCFRP shares 85% of material cost.
Inlet piece
CFRP
Liner
Cost reduction of High pressure H2 TankFuture Challenge
Cost break down
Material
Fabrication
others
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Development of Efficient H2 Storage SystemsStorage of gaseous hydrogen is more difficult than gasoline.
Volume energy density of hydrogen under normal conditions is roughly 1/3000 that of gasoline.
(-253℃)Boil off
250~350 kg
240 L 180 L 150 L 130 L100 L
High Pressure H2
35 M Pa
High Pressure H2
70 M Pa
Liquid H2 H2 Storage Metal Alloys
H2 Storage Material Targets
<100 kg<100 L
Issues
Conceptual size of storage systems for 5 kg of hydrogen5 kg of hydrogen has the same heat quantity as 19 L of gasoline.Because FCEVs have high fuel efficiency, 5 kg of hydrogen is assumed to be a full load of fuel.
100kg
Future Challenge
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
1. New Direction in Energies for Automobiles
2.Technical FCEVs Development StatusCurrent Status
Technical Challenges of the Future
3.Issues for Commercialization of FCEVs
Outline
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
HEVBEV FCEV
Recycle technology development
Battery InverterMotor FC stack
EVs unique parts, battery, motor inverter, FC stack , etc. should be able to be disassemble and the material should be able to be recycled.
Issues for commercialization
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What parts? What material? Economically benefitial or not?
Vehicle lifeVehicle life till scrap is about 12-13 years (in Japan)
Preparation is importantPrepare the recycle be economically feasible
Points for recycleIssues for commercialization
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Public Education on Hydrogen Safety
JARI 水素・燃料電池自動車安全性評価試験施設(Hy-SEF)
Hydrogen is as safe as gasoline.Public education on
handling and management educationpromoting hydrogen safety
are important.
Issues for commercialization
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Japan’s Basic Plan (FCCJ Press Release, 02 March 2010)
Aim is to start FCEV commercialization in 2015.
*Preconditions: Benefits for FCV users (price/convenience, etc.) are secured, and FCVs are widely and smoothly deployed.
2010 2011 2025 20262015 2016
•Solving technical issues and promotion of regulation review (Verifying & reviewing development progress as needed)
•Verifying utility of FCVs and H2 stationsfrom socio-economicviewpoint
YearNote: Vertical axis indicates the relative scale between vehicle number & station number.
Contribute to diversity ofenergy sources and reduction of CO2 emissions
Phase 1Technology
Demonstration【JHFC-2】
Phase 2Technology & Market
Demonstration【Post JHFC】
【Starting Period】
Phase 3Early Commercialization
【Expansion Period】
Phase 4Full Commercialization
【Profitable business Period】
H2
Sta
tion N
um
ber
Vehic
le
Num
ber
Determine specifications of commercial H2 stations
Begin building commercial H2 stations
Increase of FCV numbers through introduction of more vehicle models
Period in which preceded H2
station building is necessary
Approx. 1,000 H2 stations*
Approx. 2 million FCVs*
•Expanding production and sales of FCVs while maintaining convenience of FCV users•Reducing costs for H2 stations and hydrogen fuel•Continuously conducting technology development and review of regulations
Commercialization Scenario for FCVs and H2 Stations
Costs for H2 station construction and hydrogen reach targets, making the station business viable. (FCV 2,000 units/station)
Issues for commercialization
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FCEV technologies are at the level of commercial feasibility.
Durability, Range, Freeze start issues can be solve. Drastic cost reduction become possible.
Issues for FCEV commercializationFurther reduction of cost (FC system, Hydrogen storage)
Basic research for mechanism understandings and development of recyclable low cost material.
Implementation of hydrogen supply infrastructureRunning cost (fuel cost) should be lower than HEVs.
Recycle technology developmentPublic education on Hydrogen safety
Summary
(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved.
Thank you for your kind attention !!