Analysis of Total Efficiency and GHG Emission · Analysis of Total Efficiency and GHG Emission JHFC...

Analysis of Total Efficiency andGHG Emission

JHFC Project Steering CommitteeWell-to-Wheel Efficiency Study Commission

Hisashi Ishitani, Chairman

1

Background of launch of commission

Goal of commission

Main activity of commission

Analysis result of WtT

Analysis result of TtW

Analysis result of WtW

Summary

Contents

2


Goal of commission





Summary

Contents

3

0.21

0.47

0.3

0.2

0.12

0.47

0.54

0.2

0.29

0.78

2.23

1.42

1.8

1.11

2.23

0.4

0.86

1.37

0 0.5 1 1.5 2 2.5 3

FCV

Gasoline

GasolineHEV

Diesel

Diesel HEV

CNG

BEV

TOYOTA Prius（Hybrid)

HONDA Fit(ICEV)

WtT

TtW

58.2

35

23

15

9.4

23

49

14

22

0

158

100

131

80

125

0

61

95

0 50 100 150 200 250

FCV

Gasoline

GasolineHEV

Diesel

Diesel HEV

CNG

BEV

TOYOTA Prius（Hybrid)

HONDA Fit(ICEV)

WtT

TtW

4

In 2005, Well-to-Wheel combined efficiency of various types of vehiclesincluding FCV was calculated and evaluation of FCV's environmentalperformance was performed.However, more than 5 years has passed since then and it is necessaryto revise the evaluation due to both change of conditions andimprovement of vehicle performance.

CO2 emission [gCO2/km]Energy per driving 1 km [MJ/km]

2005 published data


Following activities were performed based on dataprovided by participating/cooperating companies.

• Basic data acquisition of combined efficiency• Efficiency evaluation of gasoline vehicle, gasoline

HEV, diesel vehicle, CNG vehicle, and BEV(Battery EV)

• Efficiency evaluation of FCV

Term

Members

Past activities

: 1999 to 2002 (focused on Tank to Wheel): 2003 to 2005 (focused on Well to Tank): Consisting mainly of auto manufacturers and

including oil industry


5

• Publishable data• Consideration of Japanese conditions (fuel path and automotive

technology)• Current and future (around 2030) data• Future expected value or target value in case of data for developing

technology without past result value• Use of verification data acquired in JHFC project

Activities focused on vehicle system (Fuel Tank to Wheel)In regard to Well to Fuel Tank, results of existing literatures were quoted.

1999 to 2002 (past activities of former JEVA)

2003 to 2005 (special committee in previous period)Data acquisition focused on fuel supply system (Well to Fuel tank)Verification with literature research and JHFC demonstration dataCombined efficiency of Well to Wheel is summarized together with past activities.

Data acquisition concept

Calculation with JC08 mode and 10-15 mode and characteristic analysis Driving mode

2010 (This commission)Update of data to the extent available in 2010


6


Goal of commission





Summary

Contents

7

Goal of commission

To examine W t W (Well to Wheel) combined efficiency data ofvarious types of high-efficiency low-emission (alternative fuel)vehicles principally involving fuel cell vehicle (FCV) inconsideration of our country's (Japanese) inherent conditionsand summarize the result into objective numeric data which canbe used as formal evaluation.

Evaluation item

"Total efficiency" and "GHG (CO2)emission" of W t W (Well to Wheel)

8

Goal of commission

Check FCV's Well-to-Wheel performance as lowemission vehicle

Perform comparison of Well-to-Wheel usingdemonstration test results (various types of hydrogenproduction path)

Clearly specify energy efficiency and CO2 reductionpotential of FCV

Based on the commission’s examination result, JHFC intendsto:

9


Goal of commission





Summary

Contents

10


[Structure]

Widely asking participation of individuals fromrelevant fields including other than Demonstration

Liaison Conference member

Project Steering Committee

Well-to-Wheel Eficiency Study commission

[Member]

Data acquisition fromindividuals in various fields

11

* Assessment committee consisting of experts from various fieldsindependent of JHFC


[Universities and laboratories]

[Associations]

New Energy Promotion Council Tokyo Institute of Technology The University of Tokyo Yokohama National UniversityUniversity of Tsukuba Kogakuin University National Institute for Environmental StudiesNational Institute of Advanced Industrial Science and Technology The Institute of Energy EconomicsResearch Institute of Innovative Technology fo the Earth (RITE)

Japan Automobile Manufacturers Association Fuel Cell Commercialization Conference of JapanPetroleum Association of Japan Federation of Electric Power Companies of Japan

[Companies]Toyota Motor Corporation

Nissan Motor Co., Ltd.

Honda Motor Co., Ltd.

General Motors

Daimler AG

Suzuki Motor Corporation

Mazda Motor Corporation

JX Nippon Oil & Energy Corporation

Cosmo Oil Co., Ltd.

Showa Shell Sekiyu K. K.

Tokyo Gas Co., Ltd.

Iwatani Corporation

Taiyo Nippon Sanso Corporation

Japan Air Gases Co.

Nippon Steel Engineering

Idemitsu Kosan Co., Ltd.

Kurita Water Industries Ltd.

Itochu Enex Co., Ltd.

Sinanen Co., Ltd.

Osaka Gas Co., Ltd.

Toho Gas,. Ltd.

35 parties in total

[Observer] Ministry of Economy, Trade and Industry, NEDO, Nippon Oil Research Institute Company, Limited[Secretariat] PEC, ENAA, JGA, JARI, Research company

* Underlined parties are other than DemonstrationTest Promotion Committee member.

12

Concept of energy path

Buried primaryenergy resource

Field process(purification, liquefaction)

+ Storage

Long distancetransport

(by sea etc.)

Domestic large scale process(purification, vaporization,reforming, high-pressure

compression)

Domestic shortdistancetransport

(Pre hydrogenproduction)

Fuel storage

Well to Charge Tank

Charge Tank to Fuel Tank (Station Process)

Fuel fillingFuel tank on

vehicle

Onsiteprocess

(compression,reforming)

Vehicle driving

Fuel Tank to Wheel

13

Res

ourc

em

inin

g

Overall energy consumption and CO2 emission from fuelproduction to vehicle driving are covered.

Energy consumption and CO2 emission fromproduction and disposal of vehicles and facilities arenot covered in principle.

Production and transportation of fuel (heavy oil anddiesel oil) required for transportation of material and fuelare also covered.


Areas of analysis

14

Origin Final consumption fuel

Crude oil Gasoline, Diesel fuel, Naphtha, LPG,Electric power, Compressed hydrogen

Natural gas City gas, LPG, Electric power, Methanol, DME,FT diesel fuel (GTL), Compressed hydrogen

By-product hydrogen Compressed hydrogen

Recyclable energy Electric power, Compressed hydrogen

Biomass Biodiesel (BDF), Ethanol mixed gasoline,ETBE mixed gasoline, CH4, Compressedhydrogen

CCS Organic hydride transportation

Principal additional path (compared to what was published in 2005)

Target fuel paths


15

Results of hearing and literature research

■ Domestic: NEDO report, PEC report etc.

■ Foreign: LBST (GM) etc.

Visiting to Main content of hearing

2010

Nippon Steel Corporation andNippon Steel Engineering

Constant number and efficiency of by-product gas in steelplant

Japan CCS Co., Ltd. Energy and CO2 specific consumption required for CCS

RITE Energy and CO2 specific consumption required for CCS

Japan Petroleum Energy Center CCS related energy in oil factory

Petroleum Association of Japan Necessity of oil related data update

Federation of Electric PowerCompanies of Japan

Fuel constant number, power generation efficiency, andpower transmission and distribution efficiency for eachpower source type

The Japan Gas AssociationGeneral information of city gas industry, fuel constantnumber, and efficiencyCCS related energy for use of city gas

The Institute of EnergyEconomics Energy and CO2 specific consumption required for CCS

Kansai Electric Power Company CCS system architecture

[Hearing]

[Literature research]

Inspection performed mainly for CCS

16

Setting of process efficiency

Process efficiency value is set according to the followingprinciple.

Give priority to domestic literatures (domestic conditions)

If multiple data remain as candidates, adopt their medium value

Give priority to information obtained from literature or hearing with clear premise

Time: As of September 2010

Standardize on LHV base

17

Setting of process efficiency

Three patterns of CCS are introduced.

CCS in hydrogen production at oil factories (offsite stations)

Application is discussed mainly for oil industry.

CCS in hydrogen production at onsite stations

Application is discussed mainly for gas industry.

Chemical absorption method

Application is discussed mainly for coal electric power plants.

18

Conditions for path in study

FCV target vehicleSmall passenger car

Vehicles for comparisonGasoline vehicle, Diesel vehicle, Hybrid vehicle,CNG vehicle, Electric vehicle, Plug-in hybrid vehicle

Target fuel (hydrogen source)Crude oil, Natural gas (city gas), LGP,By-product gas, recyclable energy, biomass

FCV typePure hydrogen type

Form of hydrogenCompressed

Expected yearAround 2030 under existing circumstances

19

Energy comparison for filling pressure

DispenserAccumulator

Precool

70 MPa35 MPa

Compressedhydrogen

High pressurecompressor

Increase of electric power consumption: High pressure compressor (80 Mpa or higher)

Precooling facility (cooling hydrogen gas downto –20 to –40 degrees C)

Pressure（MPaG）

UnitEnergy included in 1 kg of hydrogen gas (LHV)

Heat value Pressure energy Total

70 MJ/kg

120

8 128

35 MJ/kg 7 127Ambient MJ/kg 0 120 20

Energy difference between 35 MPa and 70 MPa is 1 [MJ/kg].When compressed from ambient pressure to 35 MPa, 7 [MJ/kg] of energy difference occurs.

Electric power

2.33 kWh

City gas3.75 kg

(4.59 m3 (nor))187 MJ (LHV)

2017 MJ (HHV)

Electric power

4.82 kWh

Hydrogen producer

City gas

Compressor DispenserAccumulator

70 MPa system

Compressor

Dispenser

Accumulator

Precool

35 MPa

70 MPa

Supplying 1.0 kg [11.1 Nm3] hydrogen

Electric power(common utility, control etc.)

1.07 kWh

Hydrogen temperature: -20 degrees C

Measurement: September 2009

Electric power

1.37 kWh

JHFC Senju hydrogen station (city gas steam reforming 70 MPa, equipped with precool)

Electric power consumption (actual measurement)

Energy required for start, stop, and standby ofthe station's facility is not included.

21

(Details)0 -> 40 MPa compressor 3.75 kWh

40 -> 80 MPa compressor 1.07 kWh

Influence of filling pressure on energy efficiency

(JHFC Senju ST data, actual measurement in 2009)

Energy efficiency of verified hydrogen station (LHV base) defined with Charge Tank to FuelTank (Station to Tank)

Energy of electric power: 3.6 MJ/kWh Energy of material: Heat value and compression energy (in case of high pressure gas)

Filling pressure Condition Energy efficiency

35 MPa Without precool, low pressure compressor only 60.0%

70 MPa Precool –20 degrees C, low pressure andhigh pressure compressors 58.0%

When filling pressure increases from 35 MPa to 70 MPa,energy efficiency decreases by 2%.

WtW efficiency and WtW-CO2 emission are calculated based onenergy efficiency value.

22


Goal of commission





Summary

Contents

23

Brief of data used

Values fromliteratures etc.

・JHFC verification actualmeasurement

・Calculation value forpractical use

Charge Tank to Fuel TankWell to Charge Tank

“Former JEVA's results” and“Predicted value for FCVbased on JHFC verificationdata”

Values fromliteratures etc.

・JC08 mode/10-15 mode・Test value(average, top runner)

Fuel Tank to Wheel

Well Charge Tank Fuel Tank

Vehicle’s fuel tank

Wheel

Storage tank of station

JHFC verification data

24

Definition of calculation

Well to Wheel : Primary energy input per driving 1 km (MJ/km)

<1> Well to Fuel Tank :

[Efficiency][Efficiency]

[CO2][CO2]

Well to Wheel : Overall CO2 emission per driving 1 km (g-CO2/km)

<1> Well to Fuel Tank :CO2 emission (g-CO2)

Fuel energy on vehicle (MJ)*

* In this calculation, on-vehicle hydrogen energy of 120 MJ/kg (at 25 degrees C ambient pressure) is used.

<2> Fuel Tank to Wheel : Fuel consumption energy per driving 1 km* (MJ/km)

<2> Fuel Tank to Wheel : CO2 emission per driving 1 km (g-CO2/km)

Charge Tankto Fuel Tank

Well toCharge Tank

Fuel Tankto Wheel

<1> <2>

Calculating “primary energy input (MJ/km)” and “overall CO2

emission (g-CO2/km)” per driving 1 km as far back as primary energy

Primary energy input (MJ)

Energy on vehicle (MJ)*= a

= a x b

= b

= c

= d

= b x c+d

Primary energy inputspecific consumption

(per unit energy on vehicle)=

25

“Well to Fuel Tank” calculation conditions

Target fuel (hydrogen source)Crude oil, Natural gas (city gas), LPG,By-product gas, Recyclable energy, Biomass

Form of hydrogenCompressed

Fuel of vehicle for comparisonGasoline, Diesel, CNG, Electricity

Power source construction (calculating the following 2 patterns)"Average power source construction in Japan""Power source from same fuel origin"(e.g. Natural gas thermal power in case of path originating in natural gas)

Expected year2030 under existing circumstances (introduce of CCS)

26

WtT calculation result

Increase of CO2 emissionper unit energy of gridelectric power due tochange of power sourceconstruction

Operating rate ofKashiwazaki atomic powerplant has decreased due toThe Mid Niigata PrefectureEarthquake of 2004. Andthen proportion of atomicpower generation hasdecreased and proportionof coal fired powergeneration has increased.

This results in increase ofCO2 emission from otherenergy paths.

27

Changes since 2005

28

WtT calculation result(JHFC St.)

35MPa station

29

WtT calculation result(JHFC St.)

70MPa station


Goal of commission





Summary

Contents

30

Calculation conditions for “Fuel Tank to Wheel”

FCV target vehiclePure hydrogen (compressed) small passenger car

Vehicles for comparisonGasoline vehicle, Diesel vehicle, Hybrid vehicle,

Plug-in hybrid vehicle, BEV (Battery EV)

Assumed timeExisting technology

Main premises for basic performance・ All vehicles' basic performance and shape are identical in principle. (Exception:

EV range etc.)

・ Weight of common parts is equivalent in principle. (For FCV etc., componentsweight different from ICEV is collectively added to the basic weight.)

31

Calculation target of TtW

BEV (small and short range) and FCV are assumed to be able to co-exist and spread. Calculation performed assuming that vehicles of these sector (small vehicles) are used

32

車両車両サイズサイズ

航続距離航続距離

大大

小小

短長

Vehiclesize

Large

Small

RangeShort Long

Improvementof battery

performance

Improvement of hydrogenstorage density

TtW calculation result (efficiency (10-15 mode))

Energy consumption rate [MJ/km]

20052010

Energy consumption rate of all types of vehicle has become lower steadily.

33

Plug-in hybrid run

Demostration model

Vehicle on the market

Calcuration model


Goal of commission





Summary

Contents

34

35

Summary of WtW calculation result (this year 10-15mode)

Calculation performed for various energy paths, cases, and vehicle types.


Calculation performed for various energy paths, cases, and vehicle types.

36

Hybrid vehicle

Diesel vehicle

Gasoline vehicle

Fuel cell vehicle

Electric vehicle


Fuel cell vehicle has good performance for both efficiency and CO2 emission.

37

*1 Primary energy of the fuel cell vehicle is natural gas (offsite).*2 Above electric vehicle has 2009 domestic power construction.

CO

2em

issi

onpe

rdr

ivin

g1

km[g

-CO

2/km

]

Primary energy input per driving 1km[MJ/km]

Summary of WtW calculation result (fuel path comparison)

FCV has a high potentiality for reduction of CO2 emission for various fuelpaths.

38

CCS appliedCO

2em

issi

on[g

CO

2/km

]

Naphtha reforming (offsite)

NG reforming (onsite)

LPG reforming (offsite)

NG reforming (offsite)

By-product hydrogen(ironmaking)Onsite water electrolyzation(water power generation)Offsite water electrolyzation(wind power generation)


CO

2em

issi

onpe

rdr

ivin

g1

km[g

-CO

2/km

]

Comparison for fossil fuel (offsite)

Energy path comparison (FCV vs BEV)

Natural gasPetroleum oil

Hydrogenproduction

Electricpower

generationTransportation

Compressionand filling

Electricpower

generation

Electricpower

transmissionCharging

CO2 collection

CO2 collection Energy: 2.92 GJ/kgCO2

Energy: 0.48GJ/kgCO2

Motor

Generation efficiency 60%

Generation efficiency 45 to 57%

Charging efficiency 80 to 92%

Electric power consumption 7.26 kWh/kgH2

39

Comparison for natural gas origin (onsite)

Energy consumption comparison (FCV vs BEV)

Vehicletype

TtW energyconsumption rate

WtW energyconsumption rate

FCV 159.2 km/kgH2 3.3 km/kWh

BEV 10 km/kWh 3.8 (3.0) km/kWh

Hydrogen supply 1.0 kg [11.1 Nm3] 9.6 kWh/kgH2

Retained energy per hydrogen1.0 kg [11.1 Nm3] 35.6 kWh/kgH2

NG power generation top (average)efficiency 57.4% (46.1%)

There is almost no difference at the current moment.It is necessary to reduce power consumption for hydrogen filling.

FCV's issue in the future

40

* Average values are in parentheses.

0

20

40

60

80

100

120

140

0 0.5 1 1.5 2

ガソリン車

ハイブリッド車

ディーゼル車

FCV（ナフサ改質）

FCV（LPG改質）

BEV（石油火力充電）

WtW calculation result summary (petroleum oil origin)

Combined with CCS, FCV has a high potentiality forreduction of CO2 emission.

41

Gasoline vehicle

Hybrid vehicle

Diesel vehicle

FCV (naphtha reforming, offsite)

FCV (LPG reforming, offsite)

BEV


CO

2em

issi

onpe

rdr

ivin

g1

km[g

-CO

2/km

]

CCS applied

WtW calculation result summary (natural gas origin)

For natural gas origin, the best is BEV and the second is FCV.Combined with CCS, FCV has a high potentiality for reduction

of CO2 emission.

42

0

20

40

60

80

100

120

140

0 0.5 1 1.5 2 2.5

CNG車

ディーゼル車

BEV（LNG火力充電）

FCV（都市ガス改質（オンサイト））

FCV（NG改質（オフサイト））


CO

2em

issi

onpe

rdr

ivin

g1

km[g

-CO

2/km

]

CNG Vehicle

Diesel fuel Vehicle

Thermal power generation with NG

NG reforming, Onsite

NG reforming, OffsiteCCS applied

Comparison for natural energy (onsite)

Energy path comparison (FCV vs BEV)

Natural energyelectric power

generation

Electric powergeneration

Hydrogenproduction

Compressionand filling

Electricpower

transmissionCharging

Motor

Electric power generationefficiency 60%

Charging efficiency 80 to 92%

Electric power consumption 7.26 kWh/kgH2

Efficiency 60 to 80%

43

Benefit in terms of FCV Considerable reduction of CO2 emission Power generation using natural energy is unstable.Surplus generated power is storable in the form of hydrogen and transportable.Demerit in terms of FCV FCV's path is "electricity to hydrogen (production and compression) to

electricity" which has large loss of energy.

Comparison for natural energy origin (FCV vs BEV)

Energy consumption rate comparison

Vehicle type TtW energy consumption rate WtW energy consumption rate

FCV 159.2 km/kgH2 3.0 km/kWh

BEV 10 km/kWh 7.6 km/kWh

To increase efficiency of water electrolyzation for hydrogen productionand reduce power consumption for hydrogen filling

FCV's issue in the future

FCV's WtW energy consumption rate is approximately 2.5times as much as BEV (compared for top runners).

44

* TtW energy consumption rate is top runner value.

WtW calculation result summary (natural energy)

When natural energy is applied, both BEV and FCV have a dramatic effecton reduction of CO2 emission.

45

0

20

40

60

80

100

0 0.5 1 1.5

燃料電池車（水力発電オンサイト）

燃料電池車（風力発電オフサイト）

電気自動車（風力発電）

Energy consumption rate [MJ/km]

CO

2em

issi

on[g

CO

2/km

]

Fuel cell vehicle(water powergeneration, onsite)

Fuel cell vehicle(wind powergeneration, offsite)

Electric vehicle(wind powergeneration)


Goal of commission





Summary

Contents

46

WtW calculation result summary

For all types of vehicle, energy input and CO2

emission decrease and performance improves.

47

0

50

100

150

200

250

0 0.5 1 1.5 2 2.5 3

ガソリン車

ディーゼル車


FCV

BEV

PHEV

2005年度

2010年度

Primary energy input per driving 1 km [MJ/km]

CO

2em

issi

on

per

dri

vin

g1

km[g

-CO

2/km

]

Gasoline vehicle

Diesel vehicle

Hybrid vehicle

2005

2010

WtW calculation result summary (potential)

It is found that a dramatic reduction of CO2 emission can be established byintroduction of CCS and increase of proportion of atomic power generation.

0

50

100

150

200

250

0 0.5 1 1.5 2 2.5 3

ガソリン車

ディーゼル車


FCV

BEV

Primary energy input per driving 1 km [MJ/km]

CO

2em

issi

on

per

dri

vin

g1

km[g

-CO

2/km

]

- Achievement of target ofvarious industries

- Increase of proportions ofnatural energy and atomicpower generation CCS introduced

Gasoline vehicle

Diesel vehicle

Hybrid vehicle

WtW calculation result summary

Although there is difference in energy input, it is found thatFCV has a high potentiality for CO2 reduction with variousenergy paths. (FCV is compatible with diversity of energysource.)

The fuel cell vehicle has same level of potentiality forreduction of CO2 emission as the electric vehicle.

If hydrogen is produced from fossil fuel and CCS, a wealthof fuel can be supplied and CO2 reduction may beestablished.

49

Summary

In regard to various types of high-efficiency low-emissionvehicles principally involving FCV, objective numeric datawhich can be used as formal evaluation is arranged inconsideration of our country's inherent conditions and WtW“combined efficiency” and “CO2 emission” are calculated.

“Combined efficiency” and “CO2 emission” with existingtechnology are calculated based on JHFC verification data.

[Fruits]

[Future] Arrange a systematical report of the activities results and

make it available to the public on the Web, etc. (plan)

It is necessary to examine for FCV's strong point (mediumand large size vehicles).

50

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