Specific Challenge:
While fuel cell transport applications have recently moved into the early commercialization stage a number of challenges still need to be resolved before hydrogen can be widely implemented as a transportation fuel. These challenges include improved performance and lower costs of both fuel cell electric vehicles (FCEVs) and hydrogen refuelling infrastructure and thereby a strengthened customer acceptance. This requires a large scale “market test” with HRS located on a network basis in different regions showing various geographical and demographical characteristics; and with sufficient vehicle numbers, and types, per station to generate relevant data based on demonstration of the HRS under high load conditions. The learnings obtained are specifically intended to trigger further technological improvements of both stations and vehicles and to provide the necessary experience and confidence on the part of investors and policy makers in the business plans for the multi-billion euros of investments needed to establish the HRS infrastructure required for mass market roll-out.
For the purpose of this topic, it is expected that use of electrolysis integrated into fuelling stations will demonstrate a capability to assist the penetration of renewable power in electricity grids by taking excess electricity and converting it into hydrogen. Concurrently, as FCEV fleets increase, the aggregate electrical load constituted by onsite electrolyser based H2 production coupled with HRS facilities could also provide valuable balancing services to the power industry in addition to strengthening the economic case for decentralized electrolysers. A techno-economic framework and control hierarchy is required to ensure appropriate electrolyser-infrastructure is developed for providing balancing services and sufficient low carbon footprint hydrogen is available for FCEV refuelling. Consideration is required of how to design and operate suitable production and refuelling infrastructure, both for wind-dominated and solar-dominated regions, including how central, regional and forecourt electrolysers are operated within the electricity grid. In this topic the focus is on decentralised electrolysis integrated into fuelling stations.
Scope:This topic calls for a large scale demonstration project covering FCEVs and HRSs, coupled to decentralized electrolysers, to be deployed in alignment with and in cooperation with national or/and regional roll-out activities. Demonstration of electrolyser integrated HRS operating in grid balancing mode in a selection of the new HRS installed will also be covered.
Vehicles
For vehicles, the project will cover the roll-out of a fleet of at least 200 FCEVs. This should comprise multiple OEM supplied passenger cars, utility vehicles (light duty vans, medium duty trucks) and buses. Other vehicles can be included provided they can demonstrate a strong business case a significant market potential (10,000’s per year) and have reached a TRL of 7 or above.
The majority of FCEV's are expected to be using a fuel cell system as the key power source, and 70MPa storage in the case of passenger cars or 35 MPa for buses. Storage systems lower than 70MPa can be allowed if relevant and there is a business and customer case for inclusion in the proposal. Range extenders using FCs are also eligible if relevant and can show a clear advantage over all-electric drivetrains for the same vehicle type.
The minimum operation for passenger cars is 36 months or 45,000 km. For buses it should be 36 months in operational service at minimum 10h/day (unless regulatory restrictions prohibit 10h). The minimum operational period for vehicles introduced in the last 15 months of the project is 12 months or 10,000 km for passenger cars and 12 months or 50,000 km for buses, though in both cases arrangements for extending operation after the end of the project are expected.
HRS
In this topic, the focus is on demonstrating at least 20 HRS in operation and on investigating the specific problems arising from the need to provide high volumes of hydrogen per day while offering satisfactory service to HRS customers in terms of refuelling duration per vehicle (back to back refuelling performance). It is expected that HRS will prove performance under high load. In addition, proposals are expected to address reliability, metering accuracy, purity and station efficiency.
When addressing the passenger car market, HRS facilities need to be accessible for private customers/users and should preferably be integrated in forecourts of conventional refuelling stations. When addressing the utility vehicle market or local fleets, HRS facilities might be located on private forecourts, with or without public access, as long as several customers are already identified as long term users of the HRS. The first HRS need to be operational at the latest 24 months after the start of the project. The majority of the HRS have to be operational no later than 36 months after project start. The minimum operation for the HRS is 5 years (operation beyond the project life is expected.
The project should aim at benchmarking and establishing links between existing regional and national initiatives in order to synchronize actions and maximize impact Europe wide. The demonstration sites for passenger cars, buses, utility vehicles and vans must be located in more than one EU member state where H2 Mobility initiatives, or similar initiatives (like HIT) aiming at deployment of hydrogen based mobility programmes are in place, to leverage the activities already underway. HRS should be sited to provide interconnectivity with existing initiatives to create a plausible driving experience both within and between the networks. In view of the requirement to evaluate HRS under high load, consideration should also be given to locations with a high number of users, addressing both privately owned or fleet vehicles.
Different options for the ownership and investment in HRS should be analysed and tested.
On-site hydrogen production & grid support
The project should demonstrate the use of fluctuating renewable energy sources for hydrogen supplied to the HRS:
Safety assessment shall include the social acceptance dimension.
Overall
Measurement, monitoring and evaluation of specific vehicle and fuelling station parameters using methodology such as those used in current projects funded by the FCH JU. The project shall prepare for the use of low-carbon hydrogen and aim to reduce the carbon intensity of the hydrogen refuelled by at least 50% on a well-to wheel basis as compared to new gasoline and diesel vehicles. The results of the CertifHy Project will be taken into account in the analysis of the emissions.
Ensuring that the knowledge acquired throughout the project will help to provide the confidence to underpin future investment and policy decisions in favour of hydrogen vehicles is of key importance. Therefore priority will be given to proposals presenting a comprehensive programme to gather new learning from the project in terms of: customer acceptance, techniques for the operation of a station network, business models for national HRS roll-out, technology performance (and requirements for improvement, using the HyLights methodology) and the impact of different national policies on roll-out effectiveness.
A formal, inclusive and creative dissemination programme is required which ensures that the lessons learnt by the project are made available to wider public. In particular, it should be ensured that countries considering development of similar FCEVs/HRS roll-out initiatives should have an easy access to information generated by the consortium.
Expected Impact:Vehicles
At least 80% of the vehicles to be deployed in the project should be “next” generation and based on model platforms made available / released in Europe after 1st January 2015). A number of older vehicle models can be accepted where these are introduced in the early stage of the project to help improve HRS loading levels.
Technical targets for passenger cars:
Technical targets for buses:
Utility vehicles (light duty vans and medium duty trucks) and other vehicles must demonstrate that their specifications meet the requirements of a mainstream customer for the vehicle type included. They should also demonstrate that the vehicles will have reached a TRL of 7 or above by the time of deployment in the project.
For vehicles deployed early in the project the funding contribution will not exceed 500 € per kW of installed power in passenger cars and other vehicles where the fuel cell is the key power source, and will not exceed 2000 € per kW where the fuel cell acts as a range extender. For buses, the funding per vehicle cannot exceed 3500 € per kW of installed power. For vehicles deployed 3 years after project commencement and to reflect cost reductions brought by new vehicles the funding contribution will not exceed 200 € per kW for passenger cars, 1800/750 €/kW[2] for buses and 700 €/kW for FC-range extenders (limited to 30 kW). Overall, a minimum of 80% of the FCEVs funded will be at the lower of the funding contribution levels indicated.
HRS
Assessment of progress towards overcoming the barriers to the roll-out of FCEVs (it is expected that substantial advances in comparison to the state-of-the-art to five of nine of the issues below will be proposed and trialled in the project):
Furthermore, HRS are expected to comply with the following requirements:
An average maximum funding per HRS is 700,000 €, excluding electrolysis.
On-site hydrogen production & grid support
Linking existing or otherwise funded electrolysers to this system is encouraged.
Overall
The proposal should identify:
The learning from the project will be widely disseminated to improve the overall investor/policy maker confidence in the infrastructure roll-out and support other actors in the hydrogen mobility sector in evaluating their strategies. It should address the following points:
[1]Depending whether the bus system will be composed by one larger bus fuel cell stack or two passenger car stacks, respectively, and hence will have to be replaced once during the lifetime targeted
[2]Depending whether the bus system will be composed by one larger bus fuel cell stack or two passenger car stacks, respectively