Challenge Bibendum - Recent development program for fuel cell technology in Japan

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Home DISCOVERING THE SOLUTIONS Energies & vehicles Recent development program for fuel cell technology in Japan

Recent development program for fuel cell technology in Japan

05-14-2010 by Professor Hisashi ISHITANI

Resume:
Over the past decade government support and intervention was crucial to the coherent development of fuel cell technology in Japan.

Fuel cell vehicle development worldwide over the past decade

Over a decade has passed since the initial hype for FCV commercialization hit the world. A period of strong competition then followed between major car makers in developed countries with national/regional, or even local, governmental financial support for technology R&D and/or hydrogen infrastructure preparation.

It was originated by the German/US pioneer, DCX (DaimlerChryser at the time), and other major car makers, the Big 3 in the US, and Toyota, Honda and Nissan in Japan followed immediately committing to commercialization by the early 2000s. The major motivating force for RD&D of FCVs was the stalling of EV realizations due to technical barriers of automotive battery, i.e. its performance (energy density and power density), durability, lifetime, and most significantly, its high cost.

After DCX successfully installed a FC stack system into a compact car, it seemed that FCV could be easily realized by improving the existing technology and materials, because technical progress to date had been so fast and outstanding. The State of California immediately expressed strong support for this new technology to realize its own goal of a zero emission vehicles mandate. The California Air Resources Board (CARB) modified ZEV regulations to include and give the highest priority for the introduction of FCVs, because it was felt at the time that EVs could not meet the target of the mandate.

…and in Japan with strong governmental backing

In Japan, the Ministry of Economy, Trade and Industry (METI) also realized the importance of supporting RD&D of FC technology. This key technology was crucial for the important auto and electric appliances industries, which are central to the Japanese economy. The ministry organized a special purpose committee, the “FC Commercialization Strategy Study Group” to evaluate the state-of-the-art technology, discuss future strategy for RD&D for both stationary FC systems and FCVs, and the creation of hydrogen infrastructure.

At the beginning of 2001, the study group published a report on the future Japanese strategy for RD&D of FC technology. It clearly defined the roles of three sectors (government, industry, and academia) for attaining the overall goal. FC vehicle technology R&D was assigned to the auto industry, whereas the provision of hydrogen infrastructure and the tests on public roads were assigned to the government, which also included public announcements and standardization, etc.

Following a recommendation in the report, the Fuel Cell Commercialization Conference of Japan (FCCJ), regrouped Japanese as well as some Japanese-based foreign companies, including DCX and GM. FCCJ acts as an industrial sector association, proposing concrete action plans for basic research, technology development and for commercialization strategies e.g. standardization, regulation and the building of hydrogen infrastructure. The Government and FCCJ cooperate closely to share information and prepare and carry out action plans.

FC co-generation systems

After five years RD&D, the industry succeeded in producing small-sized stationary FC co-generation systems for home use. A large scale testing program started in 2006, and almost 3,000 units were distributed to ordinary consumers, with the backing of important subsidies, to check the CO₂ emission reduction and durability performances.
Over the last three years, the price has been reduced to almost one third, but this is still three times the initial target price, and the industry confirmed that pre-commercialization can start. Since April 2009 several types of home use stationary FC systems with reformers have been marketed at around 30,000 US$/unit.

With 50% subsidies from the government, it is reported that more than 5,000 units have been sold up to March 2010. The high price still remains a critical issue and further R&D is essential to reduce cost, but commercialization is underway and it is a first worldwide. It is expected that the cost will be reduced to less than half when mass production starts.

Government support for FCV development

However, during the auto industry’s technology development of FCVs it became clear that it would be difficult to keep the original development schedule to commercialize FCVs in the early 2000s. More basic research was needed to overcome the cost barriers as well as reliability/durability issues, including the investigation of reaction mechanism or material sciences. The government supported this basic research work through funding from the New Energy and Industrial Technology Development Organization (NEDO).

But worldwide the schedule for commercialization was being pushed back. Since 2002, the Japan Hydrogen and Fuel Cell program (JHFC), has started to provide hydrogen refueling stations for FCV on road verification tests, and more than 10 stations have been built in the Tokyo area. These hydrogen stations have been operating continuously for almost 10 years, and have more recently been providing hydrogen fuel to FCVs on lease. All this has contributed to demonstrating FCVs performance and identifying practical issues and possible solutions.

The crux of the matter: battery technology

During the same timeframe large batteries for autos have improved very quickly and several car makers have started to seriously consider EVs’ or Plug-in HEVs’ commercialization. The battery technology industry is important to Japan since it has a high technical potential and is a highly competitive sector globally. In part due to the current pressure to reduce the CO₂ emissions of road vehicles and the technical difficulties of FCV realization, the expectations for EV introduction began to grow again. There was more EV hype worldwide. In Japan, where the trip distance is basically short and excess electricity from nuclear power could be used efficiently during night time charging, EVs even with limited performance could be suitable.

Particularly in certain carefully selected areas where short-distance travel is common, light compact cars and quick charging stations are available. In such instances the existing EVs with their current operational levels would be appropriate. Although further R&D is necessary to solve inherent battery problems, cost, durability and safety. PHEV seems more practical for normal users, for it has no range restriction and yet actual CO2 emission can be drastically reduced. The promotion of EVs is closely related to the industrial policy to establish a battery industry and FCV RD&D budget is now shifting towards EVs and the automotive battery industry. The possibility of using EV batteries for energy storage at home for unstable renewable energy (V2G) as an element of smart grid systems also accelerates this trend.

FCVs meeting customer requirements in Japan and elsewhere

At present in the Japanese market it is regarded that FCV will face strong competition with EV/PHEV from an economic, convenient infrastructure and energy efficiency point of view. However, car makers believe that only FCVs, among the foreseeable technologies, will meet consumers’ requirements of satisfactory drive range and short time refueling in addition to other merits of electric propulsion. There are several countries like US, China, or Australia, where FCVs would be very appropriate. In areas where:

Daily drive distance is much longer than the EV range,
Strong preference for big size passenger cars, or SUVs,
Natural gas reserve exists and CCS can be realized with enough storage potential, or,
Excess renewable energy potentials, e.g., wind or solar, exists.

The promotion of FCVs through a sound industrial strategy will be important to ensure healthy competition in the auto industry worldwide and the development of this advanced technology for the new century.

Infrastructure and source of H2, two crucial aspects for further expansion

Leaving aside the shift of public enthusiasm and interest from FCV to EV/PHEV, FCV technologies have been steadily and continuously improved by car makers and the results are widely recognized by tests on public roads, by JHFC in Japan. Like all other car makers in the US or Germany, the industry seems to have come to a common conclusion that FCV commercialization can be realized within a few years with further R&D.
For this to happen it would be crucial to build a large number of hydrogen stations. Once the vehicle technology is established, it is clear that the creation of H2 infrastructure becomes significant and critical worldwide if we are to introduce FCVs in mass volume to compete with other options.
The energy source of hydrogen has also to be carefully evaluated according to local conditions and cost. It is generally agreed that the total efficiency of FCVs is almost half that of EVs, if H2 is electricity based. However, natural gas based hydrogen may prove to be almost as competitive as EVs. And when Carbon Capture and Storage (CCS) is combined, FCV will be the most effective use of natural gas without CO2 emissions.

Pushing ahead for tomorrow

Recently, partly to attract the government’s attention to the need to provide hydrogen stations prior to the commercialisation of FCVs, FCCJ members have agreed to develop a future commercialization scenario reflecting recent technology levels as shown in the figure. This concept is similar to the German program H2-mobility, although timing and ramp-up speed is much slower reflecting characteristics of Japanese car makers. Based on this, the Japanese government fully understands the situation and recognizes that FCVs will be one of the possible options for low carbon emission technology and it must be incorporated into a future roadmap.

Commercialization Scenario for FCVs and H2 Stations

The next phase of JHFC will start in 2011, and details of a concrete action plan are now being discussed, with a focus on the roadmap to establish economically viable hydrogen infrastructures fully aligned with the forecast expansion of vehicle numbers. At this stage it is deemed important to cooperate closely by exchanging information and entering into partnerships with foreign countries in a similar situation. It is seen as an important way to accelerate technology R&D and to establish common FCV realization roadmaps, to stimulate each other and cooperate where common interests or merits are possible towards FCV commercialization.

> www.nedo.go.jp

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Categories: Battery - Energy transformer or storage - Energy - Hydrogen - Fuel cell - Vehicles - Electric vehicles - Hybrid vehicles

Keywords: hydrogen - Transportation

THE AUTHOR

Professor Hisashi ISHITANI

« Professor emeritus at the University of Tokyo. Director of New Energy Promotion Council. In the last 20 years, involved in several committees related to energy and environmental policy, including R&D policies, electric vehicle promotion and energy saving technologies »

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