FCEV research and development at Nissan Motor Company · FCEV research and development at Nissan Motor Company Akihiro IIYAMA Expert Leader EV System Laboratory October 9, 2012

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






Outline


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


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


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)


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


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


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


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






Outline


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.


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


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.


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


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


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


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

(C) Copyright NISSAN MOTOR CO., LTD. 2011 All rights reserved. 19

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


(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







Outline


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


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


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


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


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


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


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


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






Outline


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


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


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.



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)



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


Thank you for your kind attention !!

Documents

FCEV research and development at Nissan Motor Company · FCEV research and development at Nissan Motor Company Akihiro IIYAMA Expert Leader EV System Laboratory October 9, 2012