Fuel cells can be classified into different types depending on the operating temperature, fuel treatment method, and electrolyte type. At present, it is mainly used in the automotive field mainly by proton exchange membrane fuel cells. It electrochemically reacts hydrogen and oxygen in the air to generate electric energy. The working product is only water, so it is an efficient and clean power device. As long as the fuel is continuously supplied, the fuel cell will continuously generate electric energy. At this point, as long as there is fuel supply to the internal combustion engine, the power can be continuously generated. Therefore, for a fuel cell used for automobile power, there is also a term "fuel cell engine".
Fuel cell vehicle development forms two echelons
In recent years, the key technical bottlenecks such as cost, start-up performance, hydrogen production and hydrogen storage, which are faced by the development and application of fuel cell vehicles, have made breakthroughs and have begun to enter the industrialization stage.
In terms of fuel cell cars, there are basically two international echelons. The first echelon is headed by Toyota, and also includes multinational auto companies such as Nissan, Honda, Hyundai, Mercedes-Benz, and GM. Before 2020, there were plans to industrialize fuel cell vehicles. Among the second echelon auto companies, the technical level of SAIC is currently at the forefront.
Toyota's latest fuel cell car Mirai (Japanese means "future") is equipped with a fuel cell system with a total power of 114 kW. It uses a 70 MPa high-pressure hydrogen tank to fill up the hydrogen in 3 minutes. 700 km. In terms of hydrogen safety, Mirai uses a special material casing to allow the hydrogen tank to withstand the attack of light weapons. In addition, the hydrogen storage tank has passed a very strict local fire test and impact and drop test. The fire resistance and drop resistance meet the requirements of the global technical rules for high-pressure hydrogen storage tanks, ensuring the safety of hydrogen storage. In terms of low temperature cold start, it overcomes a series of technical problems and successfully achieves starting at minus 30 °C. In terms of cost control, Mirai's cost has dropped by 95% compared to the Toyota FCHV-adv in 2008. In 2015, Mirai sold for 7.236 million yen (about 420,000 yuan), and the actual selling price in Japan after government subsidies was about 5.2 million yen (about 270,000 yuan). In summary, with the world's leading level represented by Mirai, fuel cell vehicles are fully equipped with the capabilities of traditional internal combustion engine vehicles, regardless of low-temperature starting performance, safety, driving range, or vehicle cost control.
Hyundai has also released its first fuel cell vehicle, the ix35, in 2013. The car has been tested in a variety of environmental conditions and is currently being sold on a rental basis.
In 2014, Audi Motors released the A7 Sportback h-tron, a fuel cell vehicle with a range of more than 500km and a maximum output of 170 kW.
In January 2013, Nissan, Daimler and Ford announced the joint development of a new fuel cell system and accelerated the marketization of fuel cell vehicles in the next decade. Daimler recently said it expects to put competitively priced fuel cell vehicles on the market in 2017.
In China, in the “Innovation Journey – New Energy Vehicle Miles†event held in September 2014, the fuel cell vehicle Roewe 750 independently developed by SAIC Group successfully challenged coastal humid, plateau extreme cold, southern damp heat, and northern dryness. The climate environment has fully tested its environmental adaptability, but there is still a certain gap from the successful entry into the market.
Serious shortage of hydrogenation infrastructure construction
Similar to the charging infrastructure challenges faced by battery electric vehicles, the development of fuel cell vehicles is also facing a serious shortage of hydrogenation station infrastructure. According to statistics, in 2015, the construction of global hydrogen refueling station entered a new stage, adding 54 hydrogen refueling stations. As of January 2016, there are 214 hydrogen refueling stations in operation worldwide.
However, there is a big gap between China's construction of hydrogen refueling stations and standards and regulations compared with foreign countries. There are currently only two hydrogen refueling stations in operation in China: one in the Jiading area of ​​Shanghai to provide hydrogenation services for some of the SAIC Group's fuel cell vehicles, and the other in the northwestern Yongfeng Industrial Base in Beijing to provide hydrogenation services for fuel cell buses.
However, compared with the electric vehicle charging infrastructure, the construction of the hydrogenation facility is more similar to the construction of the traditional gas station. It does not need to consider the number of parking spaces, the power distribution renovation of the community, the pressure of the power grid, etc., and has higher ease of use and Environmental benefits.
There are several routes to choose from in terms of the source of hydrogen. At present, there are mainly the following different hydrogen production routes:
1. In a large central plant, steam reforming natural gas to produce hydrogen, then transporting it in the form of liquid hydrogen, or using pipelines to deliver hydrogen to the vehicle's hydrogen refueling station;
2. Hydrogen, a by-product of the petroleum refining industry's synthetic ammonia plant, which is also a source of hydrogen suitable for China at this stage;
3. At the hydrogen refueling station site, using natural gas from pipelines, using small-scale steam reforming to produce hydrogen;
4. At the hydrogen refueling station site, electrolyzed water to produce hydrogen, and the source of electricity is diversified. It can use clean energy such as wind power and solar energy to achieve zero emission of hydrogen production process. This is also the ultimate development direction of hydrogen production technology in the future.
Commercialization faces the test cost and longevity.
The low cost and long life of fuel cells are still the bottleneck restricting the large-scale commercialization of fuel cell vehicles.
Regarding the cost issue, the US Department of Energy's project plan clearly states that by 2020, the cost of the vehicle fuel cell system will drop to $40/kW. According to the document released by the US Department of Energy in December 2015, at the current stage, if 500,000 sets of passenger car fuel cell systems with a rated power of 80 kW are mass-produced, the cost can be controlled at 54.84 USD/kW, which is moving to 40 USD/kW. The commercialization goal is getting closer.
Regarding the life issue, the US Department of Energy's project plan and China's "Made in China 2025" clearly indicate that the service life of the fuel cell stack for vehicles will reach 5,000 hours in 2020.
Therefore, reducing the manufacturing cost of the fuel cell system and improving the durability of the fuel cell stack are still the key research directions in the commercialization of fuel cell vehicles.
(The author Qin Kongjian is the director of the new project promotion department of Tianjin Automobile Testing Center and Hao Dong is the engineer of the new project promotion department of Tianjin Automobile Testing Center)
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