Future Fuels and Energy towards Electrifying Vehicles in Japan · (Source:Global EV Outlook...
Transcript of Future Fuels and Energy towards Electrifying Vehicles in Japan · (Source:Global EV Outlook...
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Yasuhiro Daisho
Professor Emeritus Advisor to the Laboratory of Research Oraganization
for Next Generation Vehicles
Waseda University
Future Fuels and Energy
towards Electrifying Vehicles in Japan
May 20th, 2019Waseda University-AVLJoint Symposium
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Serious Issues associated with mobility
< Traffic Accidents >
< Energy > Oil dependence
Renewables
< Environment >
Air pollution Global warming
< Traffic Congestion > < Disasters >
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Three important measures to resolve or mitigate vehicle-related environmental
and energy issues
Reducing exhaust gas emissions and improving fuel economy in conventional gasoline and diesel vehicles
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Developing and disseminating alternative power systems, fuels and energy, including hybrids, EVs, plug-in hybrids, FCVs, etc.
2
Changing the way we use the automobile, by means of ITS, ICT, automated drive, modal shift using mass transit, eco-drive, social and community planning for mobility, etc.
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(1) The future combination of the IC engine and oil
❑Oil is the best fuel for IC engines used in motor vehicles. The value of oil will depend on its availability and/or the energy and environmental policiesmade by the individual countries in the future. Oil consumers should be ready for decreased oil production and supply and its increased prices.❑The ultimately high engine efficiency should be achieved. ❑The use of the following alternative fuels will substantially be limited due to both their supply amounts and costs.
・Bio-fuels, Natural gas, CTL, GTL, BTL, Hydrogen, Ammonia, e-fuel, etc.
(2) Alternative power systems and non-oil
❑Sales of FCVs will be limited due to difficulties with reducing vehicle and hydrogen costs, producing hydrogen and locating hydrogen stations even in 2050.❑EVs will be a more realistic alternative because of diversified electricity sources and inexpensive recharging stations. EVs will mainly be used for short and medium range drives due to limited battery energy densities and high battery costs.
“How should automotive power systems be towards 2050?” (Future Power Systems Committee, JSAE, March, 2016) 1/2
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(3) Power systems for id and long term
❑Plug-in HVs are one of the most realistic options in place of IC engine vehicles and HVs. This is because the transitions from oil to electricity and/or hydrogen should be conducted smoothly taking into account the fact that ordinary vehicle’s lifetime is ten to fifteen years.❑More renewable electricity and hydrogen must be utilized for these transitions along with improvingthe battery’s performance and reducing the costs.Thus, the transitions will require one to two decades.
(4) Issues on future mobility
❑To mitigate the shortage of energy and global warming, not only disseminating next generation vehicles but also realizing a mobility society with lower energy consumption.❑Developed countries should support motorizing countries with providing appropriate policies and technologies based on “Mobility Innovations.”
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“How should automotive power systems be towards 2050?” (Future Power Systems Committee, JSAE, March, 2016) 2/2
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Greenhouse Gases Reduction by each Country according to the Paris Agreement, Nov., 2015
☆2050年に先進国は温暖化効果ガスを現状から80%削減し,全体として
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2005
1990
2005
2005
1990
2013
China
E U
India
Japan
Russia
USA
Country Reduction
Reference
by 2030
by 2030
by 2030
by 2030
by 2030
by 2025
per GDP
per GDP
25.4% compared to 2005 level
☆Each developed country is supposed to reduce its GHGs by 80% by 2050 compared to the present levels to achieve a 50% reduction in global GHGs.
☆President Trump announced that the United States would withdraw from the agreement on June 1st, 2017.
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★ CO2 emitted from motor vehicles: 15.4% of total emissons
TransportationMillion
tons%
Motor vehicles 183.88 86.2
Passenger cars 98.50 46.2
Private trucks 35.32 16.6
Professional trucks 42.40 19.2
Buses 4.17 2.0
Taxes 2.69 1.3
Motorcycles 0.80 0.4
Aviation 10.40 4.9
Costal shipping 10.25 4.8
Railways 8.67 4.8
Total 213.00 100.0
Emission in Each Sector
Total CO2
emissions1.190 billion tons
Transportation
17.9%
Busi-
Ness
17.4%
House-
hold15.6%
Industry
34.7%
Others
14.4%
CO2 Emisions in the Transportation Sector in Japan, FY2017 (MLIT, 2018)
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Sector 2013 (2005)2030 /
Reduction % 2013 (2005)
Industry 429 (457) 401 / ▲6.5 (▲12.3)
Business, etc. 279 (239) 168 / ▲39.8 (▲29.7)
Household 201 (180) 122 / ▲39.3 (▲32.2)
Transportation 225 (240) 163 / ▲27.6 (▲32.1)
Energy Conversion 101 (104) 73 / ▲27.7 (▲29.8)
Total 1,235 (1,219) 927 / ▲24.9 (▲24.0)
いてはり、各部門における13
[ Unit: Million t-CO2 ]
Energy Related CO2 Emission Reductions in 2030 for the Paris Agreement, Japan
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Country Year km/L L/100 km CO2
g/km
Japan 2020 22.1 4.52 105
E U2021
(2030)24.4
(38.6)4.10
(2.59)
95(60)
USA 2025 22.5 4.44 103
China 2020 (2025)
19.8(25.0)
5.05 (4.00)
117 (93)
India 2021 20.5 4.88 113
Comparison of LDV Fuel Economy Standards based on NEDC, ICCT 2015
( ): Proposed * President Trump is trying to abolish the 2025 standards. NEDC: New European Driving CycleICCT: The International Council on Clean Transportation
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Fuel Economy Standards (average) in Japan
2010 2015 2020 2030 2015 2025 2015 2025
<Trucks> <Buses><Passenger Cars>(Corporate Average Fuel Economy)
20 -
15 -
10 -
5 -
0 -
7.5 -
5.0 -
2.5 -
0 -
13.6
16.8
20.3
6.72
5.71
6.5224%49%
13.4%
14.3%
km/L
km/L
≪Heavy-duty Vehicles≫
?
7.63
★Standards in 2015 required 12% fuel economy improvement compared to the level in 2002.30%>
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11Solutions to Achieve a 50% Brake Thermal Efficiency in Passenger Car Engines
✓Reducing mechanical losses by 50%
✓Utilizing exhaust gas energy・Increasing turbocharging efficiency・Using a thermoelectric device
✓Enhancing indicated work by improving combustion in both engines
≪Energy Balance≫
50%(Target)
38.5~40.8%
20%
35%
4%
28~30%
16~18%
2%
2%
2%
✓Reducing heat losses by improving combustion
Exhaust losses
Cooling losses
Brake work
Mechanical losses
★ Brake Thermal Efficiency Baseline: Gasoline engines ⇒ 38.5%Diesel engines ⇒ 40.8%
Innovative Combustion Technologies in the Strategic Innovation Program (SIP) in FY2014-2018, with ¥10 billion budget
☆The high efficiency engine is essential also for increasing hybrids’ fuel economy.
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12SIP’s “Innovative Combustion Technologies”
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<Gasoline Engine> <Diesel Engine>51.5%
50.1%
Combustion improvements
Loss Reductions
Target Target52
50
48
46
44
42
40
38
BTH
%
52
50
48
46
44
42
40
38B
TE%
2014 15 16 17 2018 2014 15 16 17 2018
Achievements in Brake Thermal Efficiencies in Gasoline and Diesel Engines(January, 2019)
❑Turbocharging efficiency: 69%
❑Thermoelectric device: 262W×4
❑Mechanical loss reductions: 55.5%
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The International Council on Clean Transportation
The Volkswagen emissions scandal called
“Dieselgate” announced on Sept. 18th , 2015,
by U.S.EPA
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Recent EVs Fuel Cell Vehicles
Hybrid Vehicles
Variations of Electrified Vehicles
EVs in 1970s to2000s
Advanced Technologies
Batteries, Electronic Control, Lightweight Materials, Devices, and
Engines
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M: Motor G: GeneratorC/I: Controller / InverterB: Battery unit T: Transmission C:ClutchPs: Power splitterPi: Plug-in
: Drive / Power generation<Parallel (Mild)>
【20-50%】
<Series/Parallel (Full)>
【50-100%】<Series (Full)>
【50-100%】
B
E
B C/I
<Hybrid type>
【Improved fuel economy, %】
~ ~
E G
Pi
Ps
G
M/GC/I
Pi
M/G
: Regeneration
E
B
C
~
M/G T
C/I
Pi
C
Three Hybrid Systems
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17A Variety of Latest HEVs in Japan
Fit Hybrid, Dual Clutch Transmission
Honda
Solio, Mild hybrid (ISG)Suzuki
Plug-in Prius, Toyota Plug-in Outlander, Mitsubishi
Prius, Toyota
Note, e-Power, Series Hybrid, Nissan
Diesel Parallel Hybrid Truck, Isuzu Diesel Parallel Hybrid Bus, Hino
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18A Variety of Electric Vehicles in 2017-2019
i3, BMWChevrolet Bolt, GM E-Golf, VW
Leaf, NissanModel 3, Tesla
Semi in 2019?, TeslaE-Canter, Mitsubishi
Honda Urban EV Concept
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Future Passenger Car Fuel Economy Targetsby Y. Daisho
2020 2030 2040 2050
50
40
30
20
10
0
100
80
60
40
20
0
(20.3km/L) 3%4%5%
Annual improvement
116 77.4 58.0 46.4 CO2 : g/km
Ave
rag
e F
ue
l E
co
no
my,
km
/L
Rela
tive F
uel C
onsum
ption, %
Annual improvement: 5%
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❏ZEV regulations is tightened in California.
・ZEV sales: 4.5% in 2018, stepwisely 22% in 2025・GM, Ford, FCA, Toyota, Honda, Nissan, VW, BMW, Daimler, Hyundai/Kia and Mazda have to comply.
・ZEVs include BEVs, FCVs, TZEVs (Transitional ZEV,PHV) excluding hybrids.
・Nine statess follow California.・President Trump is insisting that the program should be abolished.
❏NEV(New Energy Vehicle)policy starts in China.
・ZEVs sales: 10% in 2019, 12% in 2020・Hybrids are excluded.・PHEVs having longer than 50 km EV range are included. 2018-19年 2.・EV and battery technologies are expected to advance.・Will EV sales decrease after EV’s purchase incentives are expired in 2020?
・China will become the mightiest EV nation, producing 7 million EVs out of 35 million vehicle production along with “Made in China 2025.”
・Disseminating EVs will not have any significant effect on reducing CO2 or improving air pollution in all megacities in China.
Tesla
BYD
ZEV and NEV policies will lead the global EV market.
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2013 2014 2015 2016 2017
China
Europe
United States
Others
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0
Mill
ion
s
(Source:Global EV Outlook 2018, IEA)
Number of EVs in Circulation
❑It is predicted that the sales of EVs will be 4.0 million in 2020, and 21. 5 million in 2030 based on each country’s BAU policy for disseminating EVs. Thus, owned EVs will be 13 million in 2020, and 125 million in 2030, accounting for 10% of global LDVs on the road.
The number of EVs increased by 54% from 2016 to 2017, reaching 3.0 million in 2017.The global sales of EVs were 1.0 million, including 580,000 in China in 2017.
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Domestic sales stock: 100,00Global sales stock: 400,000 in 2018
Nissan’s New “LEAF” (Sept., 2017)
L×W×H×WB 4,480×1,790×1,540×2,700 mm
VW/GVW 1,490-1,520 kg/1,765-1,795 kg
Battery type/Capacity Li-ion/40 kWh (30 kWh)
Motor type/name PM synchronous/EM57
Max. power (80 kW) 110kW/3,283~9,795rpm
Max. torque (280Nm) 320 N・m/0~3,283 rpm
Drive range(JC08 mode) 400 km (280 km)
Slow recharging time 16 hours(3 kW)/8 hours(6 kW)
Rapid recharging time 40 min. for 80% SOC
・Drive range: 400 km by “e-Powertrain” ・Energy consumption: 10km/kWh・”e-Pedal” is adopted to reduce driver’s pedaling load.・”Pro-pilot” is installed for driver’s assistance.・A connected technology ”Apple CarPlay” is adopted.1・CO2 emission: 48.6 g/km (TEPCP: 486g/kWh in 2016)・Real drive energy consumption: 7km/kWh・”e+ version” was released having 62 kWh battery capacity in January, 2019
The capacity is increased by 25%, drive range by 40%.
・Battery cell anode: NiMnCo・Cell energy density: 240 Wh/kg・Cell mass: 167kg・Package mass: 300kg
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Recharging Spots for EVs and PHV in Japan (October, 2018)
Nissan’s Dealers: 1,890 Convenience stores: 1,040 Shopping malls: 900
Municipal areas: 460 Road-side stations: 860 Express highway PAs: 410
◙ Major Rapid Recharging Spots as below: 7,600 (6-50 kW)
◙ Slow Recharging Spots: 22,100 (1-3 kW)
❑Total Recharging Spots: 29,700
❑Gas Stations: 30,747 (in March, 2017)
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24Devices for Storing Electricity
100005
10005
1005
105
1
Pow
er
den
sity
W/k
g
0.1 5 1 5 10 5 100 5 1000
Energy Density Wh/kg
Electric Double Layer
Capacitor
Li-ion
Battery
Lead
Acid
Battery
Capacitor
Ni-MH
Battery Fuel Cell
2010~2030
High reliability and
durability and low cost
are essential.
Li, Co, Mn, Ni,
Graphite, etc.
⇒
Metal Air Battery?All-solid-
state Battery?
After 2030⇒
(Professor T. Osaka, Waseda University)
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25All Solid-State Lithium-ion Battery Development Project
Phase 2 Started (NEDO, June 15, 2018)
☚Assumed shift of EV battery technologies
☚Structure of an all solid-state Li-ion battery
Industry-academia-government collaboration project FY2018-FY2022,Budget: ¥10 billion
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Type TermDrive
range, kmMass, kg
Capacity, kWh
Cost, ¥
PHV2020~2030
60 50 10 200,000
EV2040~2050
700 80 56 260,000
Source: Roadmaps on Developing Secondary Batteries for Motor Vehicles 2013(NEDO, August, 2013, Reviewed in June, 2018)
Mid and Long Term Targetsfor Developing Battery Packages for PHVs and EVs
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27Issues on Rapid Recharging Systems for EVs
and PHEVs in Japan
❏The effect of stopping all nuclear power stations in March 2011 on increased CO2 emissions in Japan
・340g/kWh in 2010・610g/kWh(1.8 times) in 2014 (average)
❏Revised CHADEMO standards for rapid EV recharging, announced in March 2017・Increasing power capacity for Evs and reducing
recharging: 50 kW ⇒ 150kW (2017) ⇒ 350kW (2020)・Issues on how to manage electricity
supply and demand for transportation, business and household sectors✓Smart grid and demand response
systems are necessary.✓Power management systems are
also necessary to store and generate electricity
50kw ⇒150kw
30 min
10 min
Reduced recharging time
SHIZUKI ELECTRIC CO.
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Considering EV’s Electricity Consumption
❑Annual electricy consumption, Wt: 797,100GWh (FY2015)
❑EV’s real drive energy consumption: 7km/kWh (Leaf’s case)
❑Data ・Daily drive distance: 23.4km (MLIT)
・Annual drive distance: 8,540km
・Annual electricity consumption: 1,220kWh
・Annual electricity cost: ¥30,500円 (¥25/kWh)
❑EVs’ annual electricity consumption, We (We/Wt)
・1.0 million EVs: 1220GWh (0.153%)
・5.0 million : 6100GWh (0.765%)
・10 million : 12,200GWh (1.531%)
❑A typical 1.0 million W nuclear powerplant can provide 7,010 GWh at
80% operation to be used for 5.75 million EVs.
❑If 20,000 EVs are simultaneously charged at 50 kW recharging stations,
a nuclear poerplant is necessary.
❑Taxation on EVs will be based on annual drive distance and ownership.
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29Comparison of Electricity Sources in Japan
SourcePlant CO2
emission g/kWh*
Cost ¥/kWh
(predicted for 2030)
Operation%
Life timeyear
Coal 943 12.9 70 40
Oil 738 28.9~41.7 10~30 40
LNG 599 13.4 70 40
Solar 38 12.5~16.4 12 20
Wind 2513.6~21.5 (inland)
30.3~34.7 (off shore)20 (←)30 (←)
20
Nuclear 20 10.3~ 70 40
Geothermal 13 16.8 10~80 40
Hydraulic 11 11.0 45~60 40~60
Biomass 10~29.7 (dedicated)
13.2 (mixed)80 30~40
Average 540 24 ‐ -
Based on sources from METI and CRIEPI*: including facility and operation costs
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30Yokohama Smart City Project (YSCP)
(METI, FY2010-FY2014) reported in March, 2015
❑Toyota, Keihanna and Kita-Kyushu Cities also joined in their own ways.
❑V2X (X: Grid, Home, Building, ect.) projects have been conducted
after YSCP.
(Achievements/targets)HEMS (4,230/4,000 households), PV (37/27 MW), EVs (2,300/2,000)CO2 reduction ( 39,000/30,000 tons), (29/25%)
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Two delivery FC Trucks will be used for Seven-Eleven stores starting in 2019. Their drive range is about 200 km. (June 6, 2018)
FC Truck , in U.S. California bay areas April, 2017
The truck has two “Mirai`s FC systems, 12 kWh battery unit and 500 kW power motor unit with 1,800 N・m torque. The gross vehicle weight is 36 tons.
“Mirai” December, 2014 FC Forklift, January, 2017 FC Bus with two Mirai’s FC systems sold to the Tokyo Metropolitan Government, February, 2017
A Variety of Toyota’s FCVs, 2014-2018
Other automakers are expected to follow or collaborate with Toyota.
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Scenarios on “Basic Hydrogen Strategies”(Ministerial Meeting on Renewable Energy and Hydrogen
(December 26, 2017)
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33A Roadmap for Disseminating Hydrogen Fuel
Cell Vehicles in Japan (METI, 2016-2017)
❑Number of registered FCVs:
・ 40,000 by 2020 ・ 200,000 by 2025 ・ 800,000 by 2030
(・ 3-6 million in 2040 ・ 8-16 million in 2050)
❑FCVs should include not only passenger cars
but also forklifts, trucks, buses, vessels, etc.
❑Number of hydrogen stations:
・ 160 by 2020 ・ 320 by 2025 (・ 720 in 2030)
❑Hydrogen should be CO2 free in terms of production, transportation, storage and usage by 2040.
❑Hydrogen carriers including organichydride, ammonia and liquefactionare the most promising measures to store and transport hydrogen. (SIP)
❑Technological and economical issues should be discussed and overcome to introduce renewable hydrogen.
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9.6
29.3
25.0
28.6
10.7
14.9
43.2
30.3
22-24
27
26
20-22
2010 2013 2016 2030
7.5
1.0
3?
Fossil fuels?
?
2050
Geothermal 1.0-1.1
Wind 1.7
Biomass
3.7-4.6
Solar
7.0
Hydraulic
8.8-9.2
14.5
9.3
42.2
32.3
1.7
(unit: %)
Nuclear
Coal
LNG
Oil
Renewables
Fossil Fuels
☆Reducing the consumption of fossil fuels in electric power plants is effective to decrease CO2 emission from all sectors.
Electricity Sources Proposed for the Paris Agreement by METI, Japan, 2015, 2018
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Comparison of Enery Consumed by EVs and FCVs
Item EV “L” FCV “M”
Real Drive energy consumption
Annual energy consumption
Annual energy expense (Present)
Energy cost (present)
Future energy cost target
Electricity fraction required for one million vehicles
7 km/kWh
1,220 kWh
¥30,500
¥25/kWh
¥12/kWh
0.153%
100 km/kg-H2
85.4 kg
¥85,400
¥1,000/kg-H2
¥20/Nm3
0.52%
❑Average drive distance: 23.4 km/day, 8,540 km/year (MLIT, 2016)❑Electricity required for producing 1 kg hydrogen: 140 MJ/kg=38.9 kWh/kg❑Electricity required for driving an FCV in a year: 3,320 kWh
(If electrolysis efficiency is 80%, 4,150 kWh is necessary.)
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36Future Competition of EV vs FCV
❑Co-existing utilizing their own features or the survival of the fittest?❑Rapid recharging systems with smart grids VS hydrogen stations❑How much renewable energy will be produced for electricity or hydrogen in
place of oil?
Item EV FCV
Vehicle cost high battery unit cost extremely expensive
Production process simpler (reduced parts) Complicated
Running cost cheaper (<25円/kWh) expensive
Drive range sufficient for weekday use long (400-700 km)
Charging time 10-15 min, required 3 min. or so
Charging infrastracture20-50kW (¥2-4 million)
⇒150kW, 350 kW(?)
¥500 million⇒¥300 million
(excluding land acquisition
costs)
Energy Business low profit very low profit
Rare materials Nd, Li, Co, Ni ・・・ Pt, Nd・・・
Social acceptance favorable awareness required
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37Options for Decarbonizing Electricity and Hydrogen
❑ Renewables
Solar
Wind
Geothermal
Hydraulic
Biomass
Electric Vehicle
Plug-in Hybrid
Fuel Cell Vehicle
❑ Nuclear Power
Electricity
Hydrogen
☆ Hydrogen is produced mainly from fossil fuels such as oil and natural gas.☆ Carbon-free hydrogen must be realized by 2040 taking into production,
transportation, storage and supply processes. (Japan)☆ Overall LCA and cost evaluation should be made on these fuels and energy.
(Water Pyrolysis)
・Recharging station・Electricity management
・Hydrogen handling, storage and supply
Hybrid & IC Engine Vehicles
(Water Electrolysis) (Fuel Cell)
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JSME Journal April, 2016
ElectricH2
Fossil fuel
Energy flow
Fossil Fuel Renewable
EnergyElectric Grids
Hydrogen Grids
H2-ElectricityConversion
Mass Storage
Developing Advanced Energy Technologies for a Hydrogen Society
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39“e-gas” Production by Audi
based on Carbon Capture & Utilization
(CCU) (1/2)
<Renewables>
Solar
Wind
Geothermal
Hydraulic
Biomass
MethanationProcess*
H2
CO2
CH4
CNGVAudi g-tron
MethaneSupply
Infrastructure
❑CO2 emission can be reduced by about 80% on Well-to-Wheel basis.
(Plants, etc.)
Public Natural Gas
Line
WaterElectrolysis
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Vehicle type 2017(data) 2020 2030
Conventional vehicles 63.97% 50~80% 30~50%
Next generation vehicles 36.02% 20~50% 50~70%
HEV 31.2% 20~30% 30~40%
EV / PHEV 0.41 / 0.82% 15~20% 20~30%
FCV 0.02% ~1% ~3%
Clean diesel 3.52% ~5% 5 ~10%
(A Strategic Research Committee for Next Generation Vehicles, METI, 2010, The following Committee, METI, 2018)
Market Share Targets for Passenger Cars
in 2020-2030 proposed by METI
❑4.386 million passenger cars were sold in Japan, in 2017. ❑Percent market share of passenger cars is lower than 5% in the other
major countries in 2017 as follows. ・USA: 4.0% ・Germany: 3.0%・France: 4.8% ・China: 3.0% ・India: 0.03%
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Comparison of Next Generation Vehicles at Middle Class
Type Battery capacity
kWhVehicle mass ratio Fuel economy
Gasoline vehicle(fuel: 400-500)
(1.0) (1.0)
Diesel 1.06 1.15~1.20
HV 1~2 1.05~1.15 1.20~1.90
PHV 10~20 1.15~1.20 1.8
BEV 20~80 1.20~1.30 3~4**
FCV1~2
(H2: 150-170) 1.30~1.40 1.8~2.5**
* : Relative to gasoline vehicle **: Converted based on energy consumption (Wh/km)
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Lighweightingthe Vehicle
Downsizing the Power System
High efficiency, Low Environmental impacts,
High Safety
<Body, Steering,
Suspension, Other Parts>
Design, Production,
Recycle
<Engine System>Combustion, Turbocharging,
Transmission, Electronic Controls
<Hybridization, Electrification>
Synergetic Effects of Downsizing the Power System and Lightweighting the Vehicle
❏Ultra high tensile steel ❏Light metals and alloys
❏Plastic materials
20-40% vehicle mass reduction by 2050
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Advanced engine technologies
Advanced batteries and electrification
Decarbonized electricity and hydrogen
Reduced vehicle weight
(EV, PHEV, FCV)
(EV, HEV, PHEV, FCV)
(ICEV, HEV, PHEV)
Rel
ativ
e im
po
rtan
ceIEA/ETP 2012
90%
Projected Next Generation Passenger Vehicles’ Share Worldwide and Relative Importance for R&D
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Reference △30-40% △45-55% △65-85% 【 Measures 】
Projected Long-term Reduction in Motor Vehicle CO2 Emission in Japan
<Smart Vehicle Use>
ITS, ICT, Modal shift,
Change in car lifestyle
<Fuel Economy Improvements>
Efficient power systems, Hybridization, Vehicle
weight reduction
<Use of Low Carbon Fuels and Energy>
Electricity, H2, Biofuels
(By Y. Daisho)
100%
20- 35
Δ35-45
Δ15-25
Δ10-20
45-60
Δ30-35
Δ5-10
60-75
Δ20-30
Δ5-10Δ1-2
Δ1-2
2010 2020 2030 2050
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Issues for Developing and Disseminating Next Generation Vehicles
❑Comprehensive efforts for sustainable mobility in terms of environmental
protection, energy security, economy, convenience, safety, comfort and resiliency to disasters.
❑Continued governmental support and collaboration between industry,academia and government for developing advanced mobility technologies
❑Strengthening global competitiveness for motor vehicle-related technologies
❑Developing and disseminating technologies related to low-carbon renewable fuels and energy such as electricity, bio-fuels, hydrogen etc.
❑Creating new environmentally friendly car lifestyles❑Developing technologies related to ITS,IT, ICT and AI for us to drive
conveniently, efficiently and safely.❑Technological and policy contributions to emerging economies
Market
Technology Policy
Industry
Academia Government
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