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3、lexander von Monschaw,GIZ in Chinaalexander.monschawgiz.deAuthors:China Society of Automotive Engineers(SAE China)Layout and Editing:Quentin Radlwimmer,GIZ in China(Layout)URL links:This publication contains references to external websites.The respective provider is always responsible for the conten

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7、stry of Transport and Digital Infrastructure(BMVI)GIZ is responsible for the content of this publication.Beijing,2022Research on the Development of the Fuel Cell Vehicle Industry in the Beijing-Tianjin-Hebei RegionContents1 Status Quo and Trends of the Domestic and Global Fuell Cell Vehicle Industry

8、.61.1 Global Status Quo and Trends.61.1.1 The Development of FCV is Expected to Accelerate.61.1.2 Improving Technology Drives the Commercialisation of FCV.81.1.3 Accelerating the Construction of Global Hydrogen Energy Infrastructure.101.2 Domestic Progress and Trends.111.2.1 Progress in the FCV Indu

9、stry .111.2.2 Assessment of the Technical Progress of Hydrogen FCV.151.2.3 Assessment of Technical Progress of Hydrogen FCV Infrastructure.181.3 Opportunities and Challenges for the Development of FCV in China .211.3.1 Favourable Conditions for the Developing of FCV .211.3.2 Bottlenecks in the Comme

10、rcialisation Process of Hydrogen FCV.222 Analysis of the Application Potential of FCV in the Commercial Field.242.1 Positioning and Applicable Fields of FCV Among NEV.242.2 Study on the application potential of FCV based on the TCO .252.2.1 Method and key parameters.252.2.2 Comparison Among Light Lo

11、gistics Vehicles.262.3 Analysis of the development potential of FCV with the total investment cost.of infrastructure construction.312.3.1 Method and Key Parameters.312.3.2 Conclusion and Analysis.342.4 Analysis of the Application Potential of FCV.353 Vision for FCV Development in the Beijing-Tianjin

12、-Hebei Region(JJJ).363.1 Brief Introduction to the JJJ Region.363.2 Advantages in the Development of FCV.363.2.1 Regional and Resource Characteristics.363.2.2 Industrial Structure and Characteristics of the JJJ Region.373.2.3 Demonstrations of FCV in the JJJ Region.393.2.4 An Important Driving Force

13、:Control of Air Pollution.393.2.5 Enterprises Accelerate the Development of Hydrogen Energy and FCV.413.3 Challenges for the Development of the FCV Industry in the JJJ Region.413.3.1 Insufficient Regional Planning for the Development of the Hydrogen Energy.and FCV Industries.413.3.2 Lack of a develo

14、pment model with core technology leading applications.423.3.3 Inadequate coverage of infrastructure.423.4 Planning supports the development of FCV in the JJJ region.434 Recommendation for the Development of FCV in the JJJ Region.444.1 International Cooperation Between China and Germany on the Hydrog

15、en .Valley“Joint Demonstration Project in the JJJ Region.444.1.1 Estabilishing a Comprehensive Hydrogen Production System in the JJJ Region.454.1.2 Establishing Storage and Transportation System in the JJJ Region.464.1.3 Establishing the JJJ Regional Hydrogen System.474.2 Highlighting the Characteri

16、stics of Hydrogen FCV and Promoting Demonstration.Projects.474.2.1 Continue to Steadily Develop FCV Demonstration Projects.484.2.2 Planning and Layout of Hydrogen Energy Infrastructure.494.2.3 Improving the Coordination and the Evaluation of Demonstration Projects.504.3 Focusing on Key Areas and Sub

17、stantially Increasing the Innovation Level of.Technology.504.3.1 Supporting Development of Key Fuel Cell Battery Components.514.3.2 Developing backbone companies in the hydrogen fuel cell battery industry.514.3.3 Integrating Resources and Building a Comprehensive Technological Innovation .Platform.5

18、14.4 Creating a Global Brand of a Clean Hydrogen Valley“in the JJJ Region.524.5 Providing Support Land Supply and Approval Process.524.5.1 Flexible Land Supply.524.5.2 Approval Management.525 References.536 Image References.5661 Status Quo and Trends of the Domestic and Global Fuell Cell Vehicle(FCV

19、)IndustryDuring the past years the FCV technology has been substantially advanced,with automobile companies like Toyota,Honda,Hyundai alrea-dy launching flagship commercial FCV since 2014,and is being increasingly promoted as an attractive alternative power source.FCV have entered a new stage in whi

20、ch industrialisation and market-oriented development are accele-rating.By the end of 2018,more than 12,000 FCV have been sold worldwide 1.In 2050,the annual demand for hydrogen is expected to increase tenfold,and hydrogen energy is likely to be able to meet 18%of the total global energy demand.The H

21、ydro-gen Council estimates in its 2017 report Scale Development of Hydrogen Energy-Sustain-able Path of Future Global Energy Transiti-on“that hydrogen energy is going to play a key role in the future energy conversion if the temperature increase due to global warming can be controlled at 2 C in the

22、future.A fo-recast of the hydrogen energy demand until 2050 is shown in Figure 1.In 2050,hydrogen production is expected to reach about 80 EJ ten times higher than the demand in 2015.Hydrogen energy is expected to meet 18%of global the total energy consumption and 12%of major energy consumption.Acco

23、rding to the predictions of the Hydrogen Coun-cil,hydrogen energy and fuel cell technolo-1.1 Global Status Quo and Trends1.1.1 The Development of FCV is Expected to AccelerateFigure 1:Prediction of Future Demand for Hydrogen Energy.(Hydrogen Council 2017)7gy have a high growth potential and are go-i

24、ng to become increasingly important for the decarbonisation of the transportation sector.By 2030,around one twelfth of all vehicles in countries like Germany,Japan and Korea and regions like California are expected to be fuel cell passenger vehicles.It is further estimated that the global FCV fleet

25、is going to count 10 to 15 million passenger vehicles and 500,000 trucks.Moreover,fuel cell technology is also going to be used in trains and ships.By 2050,the FCV fleet is expected to already reach 400 million passenger vehicles,accounting for 25%of the total fleet,5 million trucks,ac-counting for

26、30%of the total fleet,15 mil-lion buses,accounting for 25%of the total fleet,and hydrogen-powered trains accounting for 20%of the total fleet.The United Sta-tes(U.S.),Europe,Japan and other developed countries and regions regard the development of hydrogen energy as an important energy strategy.Hydr

27、ogen energy is considered an important source for sustainable low-carbon solutions for energy supply and thus promotes low-carbon energy consumption.Table 1:Development Goals and Strategies for the Hydrogen Industry in the Key Regions.8Table 2 shows a comparison of different rele-vant parameters of

28、foreign FVC.The power of the battery systems is about 100 kW.The fuel cell power system is the main power source,and the matched power battery energy reaches about 1 kWh.Most onboard hydrogen storage systems have a pressure of 70 MPa.According to the assessment of the U.S.Department of Energy regard

29、ing fuel cell passenger vehicles in operation,the travel characteristics of FCV are similar to those of traditional gasoline ve-hicles.The maximum mileage of FCV is close to 480,000 km,the maximum operating time of fuel cell stack systems is more than 5,600 h,and the average fuel efficiency is 1.2 k

30、g/100 km.1.1.2 Improving Technology Drives the Commercialisation of FCVTotal Mileage of Passenger FCVTable 2:Parameter Comparison of Fuel Cell Passenger Vehicles.Operation RequirementsFuel cell batteries are the main power source for commercial FCV.Normally those battery sys-tems contain graphite bi

31、polar plates and their power exceeds 100 kW.An exception are Toyotas 9battery systems which use bipolar metal plate fuel cell stacks.For the energy storage systems of fuel cell buses 35 MPa hydrogen storage bottles are used.According to the U.S.Depart-ment of Energy,the development of fuel cell buse

32、s is currently in the stage of technology demonstration and verification,which equals the level 68 out of 9 on a scale for technolo-gy maturity.The assessment of more than 30 fuel cell buses which are currently in operation found great improvements in terms of the re-liability,economy and durability

33、 of the buses.The average fault-free mileage of assessed fuel cell buses is more than 7,000 km.The avera-ge fault-free mileage of fuel cell stack systems is 29,000 km with a maximum of 38,000 km.The average driving mileage of fuel cell bu-ses is more than 200,000 km,and their average operation time

34、8 is more than 13,000 h.Cost Reduction of Fuel Cell Stacks through R&DThe cost of fuel cell batteries decreased by 60%in ten years,and the durability of batte-ries keeps improving.According to the U.S.Department of Energy,the cost of 80 kW ehicle fuel cell systems decreased to USD 5/kW(500,000 units

35、/year are produced)and the cost of fuel cell stacks(a part of the fuel cell system)decreased to USD 19/kW.The R&D mainly includes the reduction of the platinum dosage in catalysts to 0.125 g/cm2 and the increase of the power density of membrane electrodes to 1.095 W/cm2 leading to cost reductions.Ho

36、wever,R&D is also conducted on nonplatinum catalysts.The average life ex-pectancy of fuel cell batteries is 3,800 h for passenger vehicles and 6,200 h for commercial vehicles under the condition that the voltage is decreased by at most 10%2.Conducting R&D on vital parts.The Japanese Honda Mo-tor Com

37、pany has developed high-yield Mem-brane Electrode Assembly(MEA)technology and replaced the specialshaped MEA structure with a rectangular structure.As the usage of this structure improves the utilisation rate of materials and simplifies the manufacturing process,it helps to accelerate production pro

38、-gress.Table 3:Parameter Comparison of Fuel Cell Buses.101.1.3 Accelerating the Construction of Global Hydrogen Energy Infrastruc-tureHydrogen Production TechnologiesHydrogen is mainly produced using natural gas,by-product hydrogen purification and wa-ter electrolysis.The hydrogen production tech-no

39、logy of natural gas reforming is relatively mature and has been applied for many years.In recent years,research institutes have been conducting small-scale demonstrations on the hydrogen production from the direct dissocia-tion of natural gas.At present,hydrogen pro-duction through the purification

40、of hydrogen as an industrial by-product and from renewab-le energy have become important low-carbon hydrogen production methods.The widely applied main technology of the purification of hydrogen as an industrial byp-roduct is membrane separation and pressure(temperature)transformation adsorption.Ho-

41、wever,if the hydrogen is to be used for FCV,it faces the problem of excessive impurities such as carbon monoxide and water vapour,requi-ring further optimisation and purification in the process.In terms of hydrogen production by water electrolysis,more than 40 renewab-le energy hydrogen production p

42、rojects have been launched in European countries.That means that the water electrolysis is comple-tely powered by renewable energies.Alkaline electrolysis is currently the most mature and economical way to produce hydrogen using water electrolysis.Proton exchange membrane electrolysis and solid oxid

43、e electrolysis two other hydrogen production methods-are not yet widely used.Hydrogen Storage and Transporta-tionIn terms of storage and transportation,main-ly high-pressure or liquid hydrogen is used.High-pressure hydrogen storage and transportation involves hydrogen being transported in hydrogen s

44、torage cylinders ran-ging from Types I to IV.Type III and Type IV cylinders have major technology and cost advantages over lower cylinder types,as their weight ratio can already reach 5%.Liquid hydro-gen transportation describes hydrogen being transported after liquefaction.The weight ra-tio of tran

45、sported liquid hydrogen can reach more than 7%,but liquefaction plants are nee-ded in the upstream,and the energy required for liquefaction is 1013 kWh/kg of hydro-gen.To reduce the energy consumption and cost of hydrogen liquefaction,methods like gas cogeneration and comprehensive cooling capacity

46、utilisation are widely used.In addition to the above-mentioned two physical modes of hydrogen transportation,also the demonst-ration of hydrogen transportation carriers has been launched overseas.They mainly involve 11liquid organic hydrogen storage materials whe-rein the weight ratio of hydrogen st

47、orage can reach 7%.However,the method is still in the R&D phase and only being demonstrated on a small scale due to its high energy consumpti-on,high reaction temperature and the lacking ability to adequately control impurities.Hydrogen Refuelling StationsMajor countries have promulgated and relea-s

48、ed plans to accelerate the construction of hydrogen energy infrastructure.By the end of 2018,there were 369 hydrogen refuelling stations worldwide,of which 48 were newly established.At the national level,Japan(96 sta-tions),Germany(60 stations)and the United States(42 stations)ranked in the top thre

49、e,and China(23 stations)ranked fourth 3.Hydro-gen refuelling stations can be divided into li-quid and gas hydrogen refuelling stations,with a refuelling pressure of 70 MPa.Both types supply gaseous hydrogen for the refuelling of vehicles.The only difference is the aggregate state of the stored hydro

50、gen.At present,about one third of the worlds hydrogen refuelling stations are liquid hydrogen refuelling stations.The pressure level for hydrogen refuelling of the refuelling stations is 70 MPa,while the pressure level of a few initial demonstration bus hydrogen refuelling stations is 35 MPa.In term

51、s of the construction scale of the sta-tions,the amount of hydrogen supplied to ve-hicles at hydrogen refuelling stations in foreign countries reaches at most 600 kg per day.In terms of construction modes,single hydrogen refuelling stations have been integrated into joint-constructed stations with h

52、ydrogen/oil/natural gas refuelling and hydrogen refuelling/charging to reduce land use and investment costs.Initially independent hydrogen refuel-ling stations have been interlinked,and the construction of hydrogen energy corridors has been started.1.2 Domestic Progress and Trends1.2.1 Progress in t

53、he FCV Industry FCV Production Demonstration Pro-jects in ChinaChina has set a focus on developing FCV commercial vehicles like buses and urban logistics vehicles.In 2017 and 2018,the out-put of these two kinds of vehicles reached Figure 2:Domestic Production of FCV.121,275 and 1,619 respectively.Yu

54、tong,Foton and Zhongtong developed several fuel cell bu-ses and started a demonstration operation with 1,000 vehicles.In September 2016,a project to promote the development of the commerciali-sation of FCV in China was launched,which is supported by the Global Environment Facility(GEF).Within the pr

55、oject the demonstration operation of 100 fuel cell buses,passenger ve-hicles and logistics vehicles will be carried out in Beijing,Shanghai,Zhengzhou,Foshan and Yancheng.In addition,small-scale demons-tration operations have also been carried out in various cities such as Zhangjiakou,Chen-gdu,Datong

56、 and Rugao.The Chinese com-panies JD.com and Shentong also started the demonstration operation of fuel cell logistic vehicles.With an increasing number of FCV demonstrations,the construction of hydro-gen refuelling stations in China has begun to accelerate.Before 2015,there were only three hydrogen

57、refuelling stations in China,while 23 stations had been put into operation by the end of 2018.Development of the Fuel Cell In-dustry in ChinaToday,there are more than 200 registered companies related to FCV in China,covering the whole industry chain of fuel cell stacks,key materials and components,f

58、uel cell power systems,vehicles,hydrogen infrastructure,etc.Overall,China has realised the industrialisati-on of fuel cell stacks and key components and materials,as well as carbon paper,hydrogen circulating pumps and other components and materials.In terms of fuel cell stacks,the com-pany Sunrise P

59、ower has developed composite bipolar plate and metal bipolar plate fuel cell stacks which have been applied in the com-mercial vehicle FCV80 of SAIC MAXUS and Figure 3:FCV Demonstration Areas in China.13the passenger vehicle 950 of Roewe.A batch production line including membrane electro-des,bipolar

60、 plates,stack assemblies and system integration has been formed,with a capacity reaching 5 million in 2018.Guangdong Sino-synergy and Shanghai Pearl have also formed their own fuel cell stack capacities.In terms of membrane electrodes,Sunrise Power Co.,Ltd.s batch production capacity has reached 5,0

61、00 m2/year.In conjunction with its incuba-ted high-tech company Sunlaite New Energy Technology Co.,Ltd.,Nanjing University built a catalyst production line with an output of 300 kg/year and a membrane electrode pro-duction line with an output of 6,000 m2/year.Wuhan WUT New Energy Co.,Ltd.also formed

62、 a membrane electrode capacity of 2,000 m2/year.In terms of key materials and components,Shanghai Zhizhen New Energy Equipment Co.,Ltd.,jointly established by Shanghai Jiaotong University and SAIC Mo-tor,constructed a bipolar metal plate produc-tion line with an annual output of 500,000.Shandong Don

63、gyues production capacity of proton exchange membranes has reached 10,000 m2/year.With the cooperation of uni-versities and companies,Tsinghua University developed a technology for mass production of fuel cell catalysts and built a mass produc-tion line with a capacity of 1,200 g per day.Internation

64、al companies that produce key components have strengthened their industrial distribution in China.Canadian Ballard Power Systems established two joint ventures:Gu-angdong Sinosynergy Ballard Hydrogen Pow-er Company,established in 2016 with Guang-dong Sinosynergy Hydrogen Energy Co.,Ltd.,focuses on t

65、he manufacture and assembly of FCvelocity-9SSL fuel cell stacks.Shanghai Edrive Co.,Ltd.,was established in 2017 with Zhongshan Broad-Ocean Motor Co.,Ltd.The joint venture uses the fuel cell stacks produced by Guangdong Sinosynergy Hydrogen Energy Co.,Ltd.to produce and sell 30 kW and 85 kW FCveloci

66、ty fuel cell engines.Regional Promotion Plans for the FCV Industry in ChinaConcrete development concepts for suppor-ting the development of the hydrogen energy and FCV industry have been issued in Shang-hai,Suzhou,Wuhan and Rugao.The develop-ment of the hydrogen energy and FCV indus-try has also bee

67、n made an important strategy in many local plans,for example in Beijing,Hebei,Shandong and Foshan.Led by China SAE,the Yangtze River Delta Hydrogen Cor-ridor Construction and Development Plan“was launched in Shanghai on 28th April 2018,to promote the integrated development of hy-drogen energy in the

68、 Yangtze River Delta re-gion 4.It includes plans for the construction of hydrogen infrastructure in the Yangtze Ri-ver Delta,which is a suitable potential piloting region for the large-scale development of hy-14drogen infrastructure in other key areas of the country in the future.Table 4:Hydrogen En

69、ergy and FCV Planning in Major Provinces and Cities of China.15International Cooperation and Exch-anges in the Hydrogen FCV IndustryChina integrates the resources of all stakehol-ders and promotes international cooperation and exchange by participating in international projects and establishing inte

70、rnational organi-sations.In 2016,with the approval of the Mi-nistry of Science and Technology(MoST)and the China Association for Science and Tech-nology,China SAE joined the Advanced Fuel Cell Cooperation Program(AFC TCP)of the International Energy Agency,which promo-tes international cooperation an

71、d exchange in the field of advanced fuel cell batteries.There are currently 13 members of the Cooperation Program:Austria,China,Denmark,France,Germany,Israel,Italy,Japan,Korea,Mexico,Sweden,Switzerland and the United States.The VVT Technical Research Centre of Fin-land and the National Centre for Hy

72、drogen and Fuel Cell Technology of Spain are spon-sors of the program.In 2016,with the sup-port of MoST and the China Association for Science and Technology,China SAE launched the International Hydrogen Fuel Cell Associ-ation to build an international platform which covers the whole industry chain,p

73、romotes the commercialisation of fuel cells and accelera-tes the development of international hydrogen fuel cell technology and industries.At present,there are more than 50 members in the associ-ation,covering a broad range of areas such as fuel cell key materials,stacks,power systems,whole vehicle

74、integration and hydrogen inf-rastructure.In May 2018,the Renewable and Clean Hydrogen Innovation Challenge(IC-8)was launched during the third Mission Innova-tion Ministerial(MI-3)in Malmo,Sweden.The project aims to accelerate the establishment of a global hydrogen market by solving key pro-blems fac

75、ed by the hydrogen production,sto-rage,transportation and application.The pro-ject was initiated by Australia,Germany and the European Union.As a founding member country China has also joined the project.1.2.2 Assessment of the Technical Progress of Hydrogen FCVDemonstration and Verification of Pass

76、enger Vehicle Start-up Techno-logyAmong all of Chinas automobile manufactu-rers,only SAIC has introduced a fuel cell pas-senger vehicle,the Roewe 950,with its own brand.Through R&D and the preliminary in-dustrialisation of this vehicle,China shows its strength in the key technology of fuel cell po-w

77、er systems and the entire vehicle integration,and formed and promoted the rudiments of the hydrogen FCV industry chain.The main parameters of the SAIC Roewe 950 are shown in Table 5.The fuel cell system used in this vehicle was developed by Sunrise Power.The 16rated power of the fuel cell stack reac

78、hes 43 kW,the specific power reaches 2 kW/l,the mass-specific power of the system reaches 500 W/kg,and the life span is 5,000 h.The fuel stack can be stored and started up at low temperatures of-20 C.A water management system without a humidifier for the fuel cell cathode and a hydrogen cycle contro

79、l system with active anode pressure control have been successfully developed for this vehicle.The hydrogen is stored in 70 MPa aluminum in-ner-liner hydrogen bottles wound in carbon fibre,with a mass hydrogen storage ratio of 3.5%and a volumetric hydrogen storage den-sity of 25 g/l.At present,40 Roe

80、we 950 ve-hicles have been put into demonstration ope-ration in Shanghai.Next to SAIC,also FAW,DFMC,Great Wall and many other companies started to develop a product layout for fuel cell passenger vehicles.FAW developed an in-tegrated design for medium and high power fuel cell engines.Its fuel cell p

81、ower system has rated power of 55 kW,a volumetric specific power of 300 W/l and a weight ratio of 360 W/kg.The integrated design scheme of the fuel cell engine is shown in Figure 5.Figure 4:SAIC Roewe 950.(Roewe,no date)Figure 5:Diagram of FAW Fuel Cell Engine.(FAW,no date)Figure 6:Cabin Arrangement

82、 of FAW Fuell Cell Engine.(FAW,no date)17The Commercialisation of Commer-cial FCVThe commercialisation of Chinas commercial FCV has been accelerated.Yutong,Foton and Zhongtong developed a number of fuel cell buses and started the demonstration operation of more than 1,000 vehicles.Fuel cell passen-g

83、er buses in China are mainly run with hybrid technology.The average power is provided by the fuel cell battery,and peak power is provi-ded by the power battery.The endurance mi-leage has been increased by optimizing control strategies and reducing the weight of vehicles with a lightweight design and

84、 now reaches more than 450 km under working conditions.Compared to 2015,the endurance mileage,fuel economy and life span have been impro-ved,but costs are with RMB 200,000 still on the same level as in 2015 and therefore far hig-her than the set goal of less than RMB 150,000 in 2020.Figure 7:Yutong

85、12-Meter Fuel Cell Bus.(Yutong,no date)Table 5:Key Parameters of the SAIC Roewe 950.181.2.3 Assessment of Technical Progress of Hydrogen FCV InfrastructureChina has built a hydrogen supply system with industrial by-product hydrogen with its source in the Yangtze River Delta region and started a wind

86、 power hydrogen production project in Zhangjiakou.Hydrogen is mainly stored and transported in Type I hydrogen bottles with a pres-sure of 20 MPa.A total of 23 hydrogen refuelling stations have been built.Table 6:Main Technical Indicators of Commercial FCV.(Yutong,no date)Table 7:Main Technical Indi

87、cators of Commercial FCV Power Systems.19Hydrogen Production Technologies in ChinaDue to cost and environmental benefits,the hydrogen used in hydrogen FCV is mainly pro-duced through the purification of by-product hydrogen.The main technology applied in the purification of by-product hydrogen is mem

88、-brane separation and voltage(temperature)transformation adsorption,which has been developed many years and is already widely applied in the industry.However,due to strict requirements regarding impurities in hydrogen for FCV,the process requires further optimi-sation.In terms of liquid hydrogen pro

89、ducti-on,the only production facilities in China are in Beijing:CASC 101 has a daily production capacity of one ton of liquid hydrogen,and TypeLevel in 2015Objectives in 20202018Current Situation and Level in Foreign CountriesHydrogen ProductionCoke oven gas/industrial byproduct hydrogenHydrogen pro

90、duction from wind power,photovoltaic power and hydroelectric powerHydrogen supply from coke oven gas,chlor-alkali byproduct hydrogen and synthetic ammonia byproduct hydrogen has been initially formed in the Yangtze River Delta region,but data on the hydrogen quality is insufficient.The construction

91、of a wind power hydrogen production demonstration and application project has commenced in ZhangjiakouJapan mainly produces hydrogen through hydrogen by-products The U.S.mainly produces hydrogen through the natural gas reformation Europe has carried out more than 40 projects in the field of water el

92、ectrolysis hydrogen production from renewable energy sourcesHydrogen Purification TechnologyAdsorption purification technology with voltage transformationAdsorption purification technology with voltage transformationHydrogen Storage and Transpor-tationGas state at a high pressure of 20 MPa Gas state

93、 at a high pressure of 45 MPa or low1temperature liquid hydrogenGaseous hydrogen at a pressure of 20 MPa Transported by Type I hydrogen bottlesGaseous hydrogen at a pressure above 20 MPa and transported by Type IV hydrogen bottles Transported in a liquid hydrogen stateHydrogen Refueling Stations(uni

94、ts)610023300 stations have been builtHydrogen Refueling Pressure35 MPa35 MPa/70 MPa2 hydrogen refuelling stations at a pressure of 70 MPa Changshu Hydrogen Refuelling Station,Greatwall Hydrogen Refuelling Station and Rugao Hydrogen Refuelling Station of CHN Energy(under construction)The other statio

95、ns use a pressure of 35 MPaHydrogen refuelling stations in foreign countries use a pressure of 70 MPaHydrogen separation and purification technology with high efficiency and low costTable 8:Technical Progress of Hydrogen Refueling Infrastructure.20Hainan Aerospace Launch Base has the abi-lity to pro

96、duce liquid hydrogen but does not produce it yet.In terms of hydrogen quality testing,there are no third-party testing insti-tutions in China.Since June 2018,the Beijing Institute of Low Carbon and Clean Energy of CHN Energy has the ability to test the quality of hydrogen for the use in FCV.In addit

97、ion,the construction of testing institutions has been launched in Foshan,Yunfu and Rugao.Hydrogen Storage and Transportati-on in China Domestically,hydrogen is transported in Type I high-pressure bottles with a maximum pres-sure of 20 MPa.Standards for the transporta-tion of liquid hydrogen are bein

98、g developed and expected to be released in 2019.After the official implementation it will be possible to transport liquid hydrogen for civil use.In addition to the abovementioned two physical modes of hydrogen transportation,China is also engaging in the development of hydrogen storage in metals and

99、 organic materials.The application of these technologies though is li-mited to demonstration and small-scale.Hydrogen Refuelling Stations in China 14 hydrogen refuelling stations have been built,and 23 more are under construction.In terms of hydrogen storage modes in stations,they are only gaseous h

100、ydrogen refuelling stations,and no liquid hydrogen refuelling stations in China.Great Wall Automobile is in the design process of a liquid hydrogen refuelling station which is expected to be completed in 2019.As for the hydrogen sources,Chinas hydrogen is mainly imported from foreign countries.All d

101、omestic hydrogen refuelling stations use a pressure of 35 MPa except Dalian Hydrogen Refuelling Station which uses a pressure of 70 MPa.Scheduled to be completed in October,Rugao Hydrogen Refuelling Station of CHN Energy is going to have two pressure levels of 35 and 70 MPa and a daily hydrogen refu

102、elling capacity of 1,000 kg per day(in ten hours).Development of Type III Bottles In terms of onboard hydrogen storage,several companies have successfully developed a com-posite hydrogen bottle with an aluminium liner fully wound in carbon fibre(Type III bottle)having a pressure of 70 MPa.Such bottl

103、es have a water volume of 67 l,a bare weight of 76 kg and a hydrogen storage density of 3.5 wt%.They are designed and manufactu-red according to TSGR0009 Safety Technical Supervision Regulations for Vehicle Hydro-gen Bottles 5,GB/T 35544 Bottle with Alu-minum Liner Fully Wound in Carbon Fiber for Co

104、mpressed Hydrogen of Vehicles 6 and 21other related standard specifications.1.3 Opportunities and Challenges for the Development of FCV in China 1.3.1 Favourable Conditions for the Developing of FCV The relevant government departments and local governments take the development of hydrogen energy and

105、 FCV as an important strategic direction.China has issued a series of development plans for the fields of science and technology,transportation,manufacturing and automotive industries,all of which inclu-de hydrogen energy and fuel cell technology in their strategies.The local governments of Beijing,

106、Shanghai,Liaoning,Anhui,Hubei,Jiangsu,Zhejiang and Guangdong have been increasingly supporting the development of hydrogen energy and FCV and issued nume-rous strategies and plans in this field.China is rich in hydrogen energy resources which can help to support the large-scale development of hydrog

107、en FCV.China has access to diverse hydrogen resources.It not only possesses ab-undant by-product hydrogen(coke oven gas,methanol made from coal,synthetic ammonia,chlor-alkali chemical by-product hydrogen,etc.)but can also produce hydrogen through water electrolysis using wind energy,photo-voltaic,hy

108、draulic and other renewable ener-gies.Next to green energies,China also ma-kes high use of traditional energies during the hydrogen production process.Examples for this are hydrogen production from coal gasi-fication and natural gas reforming.According to the statistics 7,China could obtain more tha

109、n 80 billion m3 of industrial by-product hy-drogen at a low-cost every year compared to pure hydrogen production,which would sup-port the development of a large-scale hydro-gen energy economy in the country.The FCV industry in China benefits from the rich R&D foundation,industrial technology experti

110、se and marketing experience in the broad field of NEV.China attaches great importance to the development of NEV.Having been ope-rating in the industry for more than ten years,government divisions and multiple industries have accumulated rich experience in the R&D,industrialisation,popularisation and

111、 applicati-on of NEV,and have formed a strong techni-cal system and industrial foundation for the electrical driving system,which will effectively support the healthy development of Chinas hydrogen FCV.China has the worlds biggest single automobile market which can lead the global development of hyd

112、rogen FCV due to its large scale.Chinas automotive industry has developed rapidly,and both its production and sales volume have ranked first in the world for eight consecutive years.Still,the market has further growth potential,as urbanisation rates keep increasing.The large-scale application of hyd

113、rogen FCV in China is likely to lead the 22development of a global industrialisation of the technology.National policies strongly sup-port the development of FCV and hydrogen energy has been mentioned in the government work report for the first time.In the past two years,relevant ministries have iss

114、ued policies to support the development of FCV.“Nati-onal innovation driven development strategy program”8,“13th Five-year plan on scien-tific and technological innovation”9,“13th Five-year plan for the development of strate-gic emerging industries”10,“Made in China 2015“11,“Medium and long-term dev

115、elop-ment plan for the automotive industry”12,“13th Five-year plan for scientific and tech-nological innovation in transporation”13 have listed the development of hydrogen ener-gy and fuel cell technology as key missions,and fuel cell vehicles as key support areas.In 2019,the government mentioned to

116、 construct charging and hydrogenation facilities for the first time.During the two sessions,“hydrogen energy”became a new focus,and the state has attached great importance to the development of hydrogen energy from the policy level.1.3.2 Bottlenecks in the Commerciali-sation Process of Hydrogen FCVC

117、hinas core technology is still inferior to fo-reign technologies.For example,the power density of domestic hydrogen fuel cell is only 2.0 kW/l,compared to 3.1 kW/l of foreign fuel cells;the lowest cold start-up temperature of entire domestic vehicles is-20 C,while it can be-30 C in foreign countries

118、.The effec-tive development of the hydrogen fuel cell in-dustry has started only recently.In consequen-ce,the industry chain is relatively weak,the production capacity is insufficient,and some vital parts are missing.Key materials like ca-talysts,proton exchange membranes and car-bon paper for fuel

119、cell batteries in China are mostly being developed in laboratories;the capacity for fuel cell stacks and systems is still insufficient;and core components like large capacity hydrogen compressors,air compres-sors,hydrogen circulation pumps and 70 MPa hydrogen bottles(Type IV)with plastic liners woun

120、d in carbon fibre are not yet equipped with mature technology.Hydrogen supply and the construction of hydrogen refuelling sta-tions face a series of problems,and the price of hydrogen is still high.China possesses ab-undant,low-cost hydrogen sources but has not yet formed a large-scale hydrogen supp

121、ly sys-tem for FCV.At the same time,the cost of hydrogen transportation and hydrogen refuel-ling station operation is still high.The price of hydrogen exceeds the cost of fuel,and a sustainable business model has not yet been formed.In addition,problems remain in the construction of hydrogen refuell

122、ing stations such as imperfect standards and unclear res-ponsibilities of approval authorities for land use and construction.The standards and re-23gulations are still imperfect,and the founda-tions of trial ability are relatively weak.Safety requirements and trial methods of hydrogen storage and tr

123、ansportation systems,construc-tion and operation specifications of hydrogen refuelling stations,hydrogen quality require-ments for vehicles,standards for 70 MPa Type IV hydrogen bottles and trial methods for the performance of fuel cell systems need to be improved.Also,comprehensive testing and eval

124、uation for components,systems,entire ve-hicles and hydrogen energy have not yet been established.242.1 Positioning and Applicable Fields of FCV Among NEVIn terms of the current cost of power systems,FCV are suitable for long range and high load vehicle types.The comparison of the cost of power syste

125、ms for FCV and electric vehicles(EV)shows that the cost of power systems for EV is lower than for FCV in case the enduran-ce mileage is less than 290 km.Starting from a mileage of 290 km,the cost of power systems for EV is higher than for FCV and when the endurance mileage is more than 500 km,the co

126、st of power systems for FCV is 50%lo-wer than that for EV.In terms of application scenarios,trucks are mainly used as logistics vehicles,which are divided into urban logistics vehicles,regional trunk logistics vehicles and out-of-town logistics vehicles.Logistics ve-hicles in cities(Type N1 and N2 v

127、ehicles)have a maximum daily driving distance of less than 200 km,an average maximum speed of less than 80 km/h and an average daily driving ra-dius of less than 50 km.On a regional level trunk logistics vehicles have an average daily driving radius of 100300 km and an avera-ge maximum daily driving

128、 mileage of 150600 km;out-of-town logistics vehicles have a ma-ximum speed of less than 200 km/h,an aver-age daily driving radius of more than 300 km and an average maximum driving mileage of more than 600 km.They are mostly Type N3 vehicles.In terms of buses,city buses and in-ter-city buses are the

129、 main types.City buses have a maximum speed of less than 70 km/h,an average daily driving radius of less than 50 km and an average maximum daily driving 2 Analysis of the Application Potential of FCV in the Commercial Field(Note:The cost of the power battery is calculated at RMB 1.8/Wh and 180 Wh/kg

130、;the cost of a fuel cell power system is calculated according to a commercial cost(predicted value in 2030)of RMB 800/kW;and the cost of a hydrogen bottle is calculated according to the price of Type III bottle,i.e.,RMB 10,000 per bottle.)Figure 8:Comparison of Power System Cost between FCV and EV.2

131、5Figure 9:Applicable Fields of EV and FCV.mileage of less than 150 km.They are main-ly Type M2 and M3 vehicles.Inter-city buses have a maximum speed of less than 120 km/h,an average daily driving radius of more than 200 km and an average maximum daily dri-ving mileage of more than 500 km.Based on th

132、e analysis above,hydrogen FCV have cost advantages for city trunk logistics vehicles,in-ter-city logistics vehicles and inter-city buses,and great application potential.Their promo-tion mainly depends on the construction of hydrogen refuelling infrastructure.Total cost of ownership(TCO)and convenien

133、ce need to be taken into consideration in the application of urban delivery vehicles.This matter will be analyzed in detail in the next section.2.2 Study on the application potenti-al of FCV based on the TCO Urban logistics vehicles are mainly operated by individuals and transportation companies for

134、 whom cost is an important variable.This sec-tion compares and analyzes the TCO of FCV,traditional vehicles and pure EV from the per-spective of economic feasibility.2.2.1 Method and key parametersThe TCO appraisal model of automobile life cycles is established in this study from the perspective of

135、consumers,as shown in Figu-re 10.The TCO includes the initial cost,cost to use and cost to scrap and recycle.As a tra-ding market for used NEV has not yet been completely established,and there is no mature method for estimating the scrapping and recy-cling cost of NEV,these costs have not been taken

136、 into account in this study.Where PC is the initial cost(this study takes into account such factors as purchase cost,purchase tax,26registration fee and subsidy);i is a particular year;452 is the fuel cost in the ith year;MCi is the maintenance cost in the ith year;ICi is the insurance expense;TCi i

137、s the vehicle and vessel use tax;OCi are other operational costs such as toll charges;and r is the discount rate.2.2.2 Comparison Among Light Logi-stics VehiclesTo compare the TCO of hydrogen FCV with pure EV and traditional diesel vehicles,a ty-pical pure electric logistics vehicle(EV300)with a con

138、tinuous driving range of 300 km,a fuel cell logistics vehicle(FCV30)with fuel cell power of 30 kW and a light diesel truck are selected for the calculation of life-cycle costs in this study.Initial cost In this study,the initial cost of the vehicle in-cludes the purchase cost,purchase tax,regist-rat

139、ion fee,subsidy and other factors.The re-gistration fee for each type of vehicle is about RMB 500,and the detailed analysis of other costs is as follows.Figure 10:Composition of Automobile Lifecycle Cost.(Note:see Formula 1 for the calculation of automobile life-cycle cost.)Formula 1:The Calculation

140、 of Automobile Life-Cycle Cost.27Purchase costTaking a light truck under 7.5 tons as the benchmark model,the configuration parame-ters of the EV300 and FCV30 are shown in Table 9,and the configuration parameters of the benchmark model are shown in Figures 11 and 12.In this study,the incremental cost

141、 of the EV300 and FCV30 due to the structural difference of the power system was evaluated using the bottom-up approach.The cost of the power battery in 2018,2020,2025 and 2030 is set at RMB 1.8/Wh,1.0/Wh,0.9/Wh and 0.8/Wh respectively;the cost of the fuel cell po-wer system in 2018,2020,2025 and 20

142、30 is set at RMB 10,000/kW,5,000/kW,1,500/kW and 800/kW respectively;other parameter settings and data are shown in part B5 of the Blue Book of the Automotive Industry(Research Report on the Development of Chinas Automotive Industry)17.Based on the benchmark price for a typical logistics van of RMB

143、120,000(source:industry research data),the purchase prices of the four types of vehicles in 2018,2020,2025 and 2030 are shown in Table 10.Table 9:Configuration Parameters of EV and FCV.Figure 11:Pure Electric Logistics Vehicle of Dongfeng Auto HQG5043XXYEV5.Fuel Cell Logistics Vehicle of Dongfeng Au

144、to.(Dongfeng Auto,no date)28 Purchase taxVehicle purchase tax is the taxable price mul-tiplied by the tax rate,wherein the taxable price is the purchase price with invoice price minus the value added tax(VAT)of 17%,and the vehicle purchase tax rate is 10%.That is,vehicle purchase tax=vehicle price p

145、lus 1.17 times 10%.SubsidiesAccording to the subsidies scheme for the promotion of NEV in 2018 stipulated in the Notice on the Adjustment of the Financi-al Subsidies Policy for New Energy Vehicles Promotion and Application(CJ 2018 No.18)18,the EV300 and FCV30 should receive subsidies of RMB 57,400 a

146、nd RMB 300,000 respectively.Regarding future subsidies for NEV,this study assumes that by 2020 subsi-dies for pure electric logistics vehicles will be reduced to 0.6 times of those in 2018,and being abolished afterwards;and subsidies for the FCV30 will be reduced to 75%of those in 2018 by 2020,and 5

147、0%of those in 2020 by 2025,with a total abolishment after 2030.Usage costsThe vehicle usage costs considered in this stu-dy include fuel costs,maintenance costs,in-surance costs,vehicle and vessel use tax,road and toll charges,etc.Because the usage costs belong to intertemporal consumption,the pre-s

148、ent value analysis theory is introduced in this study,and the discount rate is 8%.Fuel costsThe energy consumptions of the three vehic-le types are shown in Table 11.The energy consumption of the traditional diesel logistics vehicle is 13 l/100 km.Prices per unit of ener-gy consumption are shown in

149、Table 12.The diesel price is RMB 6.65/l,and it is assumed that the price is going to increase by 5%in 2020,2025 and 2030 respectively.For EV,it is assumed that the electricity price by public charging stations is going to be around RMB Table 10:FCV Purchase Price Forecast.29Non-Fuel usage costNon-fu

150、el usage costs include the insurance cost,vehicle use tax,maintenance cost and hu-man cost.According to the survey,the main-tenance cost of diesel vehicles is about RMB 2,500.According to the Analysis of the Total Life Cycle Cost of Pure Electric City Buses from the Perspective of Consumers 19,the m

151、aintenance costs of BEV are 85.46%those of traditional vehicles.This study assumes that FCV share the same maintenance cost.As for the vehicle and vessel use tax,according to the Notice on the Preferential Policy for the New Energy Vehicle and Vessel Tax(CS 2015 No.51)20,China waives the vehicle and

152、 vessel Table 11:Fuel Consumption per 100 km of Five Types of Vehicle.Table 12:Prices of Different Types of Fuel.1/kwh.The fuel cost of equals the cost of diesel vehicles when the hydrogen price is around RMB 40/kg.This study assumes that the hydrogen price is RMB 40/kg in 2018(Zhangjiakou research

153、data),and then is going to decrease by 20%in 2020 and by further 20%every five years after 2020.Calculated in this study at 150 km per day and 350 days per year,the average annual driving range of a vehicle is 52,500 km/year.30tax on NEV to promote energy conservation and encourage the use of new en

154、ergy.In this study it is assumed that by 2020,the tax on pure BEV is going to be halved and the tax on FCV is going to be exempted;by 2025,the tax on BEV is going to be charged at 75%and the tax on FCV is going to be halved;and by 2030,BEV are no longer going to be tax exempt,and the tax on FCV is g

155、oing to be charged at 75%.As for the human cost,new energy lo-gistics vehicles with blue license plates require drivers to hold a C license,while traditional diesel vehicles with yellow license plates requi-re a B2 license.It is assumed that the salaries of employees holding C and B2 licenses are ab

156、out RMB 4,000/month and RMB 6,000/month respectively.Analysis of the total life cycle cost(TCO)The cost in 2018,2020,2025 and 2030 is cal-culated by summing up the vehicles initial costs and usage costs.The TCO of the three types of vehicles with different lives span is shown in Figures 13,14,15 and

157、 16 respecti-vely.In the context of the purchase subsidy in 2018,the purchase cost of FCV significantly higher than that of BEV and traditional die-sel vehicles.When an ownership is within one year,the purchase cost of BEV will be more higher than that of traditional diesel vehicles.if an ownership

158、exceeds one year,the purcha-se cost of traditional diesel vehicles will be higher than BEV.With the slow reduction of purchase subsidies and vehicle costs,in 2020,within two years of ownership,the purchase cost of FCV will be lower than that of traditi-onal diesel vehicles but higher than pure BEV.H

159、owever,if an ownership exceeds two years,the cost of FCV is going to be more expensive than BEV and traditional diesel vehicles.Al-though purchase subsidies for BEV are going to be eliminated and FCV subsidies reduced after 2020,the purchase cost of FCV and BEV will still be lower than that of tradi

160、tional diesel vehicles in 2025.The cost of FCV will be lower than that of traditional diesel vehicles but higher than BEV if the period of ow-nership is less than seven years;otherwise the cost of FCV will be slightly more than that of BEV and traditional diesel vehicles.After the elimination of sub

161、sidies for all vehicle purcha-ses after 2025,the purchase cost and TCO of FCV and BEV will still be lower than that of traditional diesel vehicles,and the cost of FCV will be slightly more than that of BEV in 2030.Therefore,under the current subsidy situati-on,the total cost of FCV is significantly

162、hig-her than that of BEV and traditional diesel vehicles in the field of urban logistics vehicles.With the decrease of purchase subsidies,the total cost of FCV in urban logistics vehicles in 2020 is still higher than that of traditional die-sel vehicles and BEV,but the cost gap with tra-ditional die

163、sel vehicles is going to be shrinking.31With purchase subsidies removed and the sub-sidies decreasing of FCV,the TCO of FCV is going to be equivalent to that of the traditional diesel vehicles but higher than BEV;with the all types of vehicles remove the purchase sub-sidies,the TCO of FCV in urban l

164、ogistics is lower than that of traditional diesel but higher than BEV.2.3 Analysis of the development potential of FCV with the total inves-tment cost of infrastructure const-ruction.2.3.1 Method and Key ParametersThis study compares and analyzes the cost of the infrastructure for EV and FCV in the

165、con-text of different development scales,(exclu-ding the cost of land,only including the cost of equipment)based on the energy consump-tion level and activity level of both vehicle ty-pes,and the service level of charging stations and hydrogen refuelling stations.Key parameters of the vehicles:In th

166、is study,the average annual driving ran-ge of the two vehicle types assessed is 15,000 km,while the energy consumption of EV is 22 Figure 13:TCO of Three Vehicle Types in 2018.Figure 14:TCO of Three Vehicle Types in 2020.Figure 15:TCO of Three Vehicle Types in 2025.Figure 16:TCO of Three Vehicle Typ

167、es in 2030.32kWh/100 km and the energy consumption of FCV is 1.05 kg/100 km.The energy consump-tion value of an FCV takes the Toyota Mirai as a reference,as it has the largest commerciali-sation scale,and the EV takes the correspon-ding energy consumption of a typical B-class vehicle as a reference.

168、The electricity demand of an EV and the hydrogen refuelling demand of an FCV under different vehicle scales can be calculated according to the key parameters of the vehicles.The specific parameters and calculation results are shown in Table 13.Key parameters of charging infrastructure:In the calcula

169、tion of charging poles,where fast charging poles are allocated in accordance with vehicle scales of 10,000,100,000,1 mil-lion and 20 million vehicles.The ratio of fast charging stations to the charging demand is 15%,15%,20%and 20%respectively.Slow charging poles are mostly used for home char-ging or

170、 workplace charging,and the allocation quantity shall be calculated in accordance with the mode of vehicle charging poles.Accor-ding to estimates by the China Electric Vehicle Charging Infrastructure Promotion Alliance,the construction rate of slow charging poles was 77%in 2016 and 88%in 2017.Where

171、the vehicle scales are 10,000,100,000,1 million and 20 million vehicles,the construction rate of slow charging poles is 50%,60%,88%and 90%respectively.According to industry survey results by SAE,the current power of fast charging poles is mainly 60 kW,and the cost is RMB 100,000/pile;high-power char

172、-ging are going to dominate the future direction of development,and the cost is expected to be reduced to RMB 70,000.According to the National Energy Administration and related studies,the utilisation rate of public charging poles in 2016 and 2017 was less than 10%andTable 13:Key Parameters of Vehic

173、les and Electricity and Hydrogen Demands.3315%respectively.Where the vehicle scales are 10,000,100,000,1 million and 20 million vehicles,the utilisation rates of fast refuelling poles are 7%,10%,15%and 30%respecti-vely.Meanwhile,charging efficiency is around 85%.The current cost of a slow charging p

174、ole-about RMB 10,000-may be reduced to RMB 7,000 in the future.The specific parameter set-tings of vehicle scales in this study are shown in Table 14.Key parameters of hydrogen refuelling infrastructure:This study mainly considers hydrogen refuelling stations with external hy-drogen supply for the c

175、alculation.According to the survey,the main scale of hydrogen re-fuelling stations on the market is 500 kg/day.As the FCV number is going to increase in the future,the respective refuelling stations are expected to become more efficient.When the vehicle scale reaches 10,000,hydrogen refuel-ling stat

176、ions with a refuelling capacity of 500 kg/day are going to cost about RMB 6.5 milli-on.Counting in cost reductions resulting from scalisation and technological progress in the future,the cost of a station with a refuelling capacity of 500 kg/day is going to be reduced to RMB 5.5 million.When the veh

177、icle scale re-aches 1 to 20 million,hydrogen refuelling sta-tions with a refuelling capacity of 1,000 kg/day(twice the former capacity)are expected to cost RMB 5.07 million and 4.05 million respec-tively.When the FCV fleet reaches 20 million,the utilisation rate of hydrogen refuelling sta-tions is g

178、oing to reach 50%the rate of current mature gas stations.When the vehicle scale is 10,000,100,000,and 1 million,the utilisation rate of hydrogen refuelling stations is expected to be 20%,25%and 35%respectively.The specific parameters of hydrogen refuelling inf-rastructure are shown in Table 15.Table

179、 14:Key Parameters of Charging Infrastructure.342.3.2 Conclusion and AnalysisThe demand for charging and hydrogen re-fuelling infrastructure at different vehic-le scales can be calculated according to the electricity demand of an EV and the hydro-gen refuelling demand of an FCV on the one hand and t

180、he supply capacity of char-ging and hydrogen refuelling infrastructure on the other hand,as shown in Table 16.Comparison between the investment sca-les of the hydrogen refuelling infrastruc-ture and charging infrastructure:the total investment cost and unit vehicle investment cost of charging and hy

181、drogen refuelling inf-rastructure corresponding to different vehicle scales are calculated according to the cost and demand scale of unit charging and hydrogen refuelling infrastructure.The results are shown in Figure 17.When the vehicle scale is less than 100,000,the investment cost of hydrogen Tab

182、le 16:Charging and Hydrogen Refuelling Infrastructure Scale Corresponding to Different Vehicle Sales.Table 15:Parameters of Hydrogen Refuelling Stations Corresponding to Different Vehicle Sales.35refuelling infrastructure is greater than that of charging facilities;when the vehicle scale exceeds 100

183、,000,the cost of hydrogen stations is going to drop and when the vehicle scale re-aches about 650,000,the total investment scale of hydrogen refuelling infrastructure is going to be the same as that of charging facilities.Once the vehicle scale reaches 1 million,the total investment scale of hydroge

184、n refuelling infrastructure is going to be 40%lower than that of charging facilities.2.4 Analysis of the Application Po-tential of FCVConsidering technology,industry,infrastruc-ture and other factors,FCV are going to be mainly used in the field of public transport by 2020,and widely used in urban lo

185、gistics in 20202025.From 2025 to 2030,their use in suburban transportation,intercity buses and other fields is likely to start,and in 2030,FCV are going to be widely used in the field of commercial vehicles.The application sca-le of FCV in each time node is shown in the following figure.According to

186、 the National Manufacturing Power Strategy Consultancy Committee and China SAE entrusted by the Ministry of Industry and Information Tech-nology,more than 500 experts in the industry are cooperating on conducting research for the Energy-saving and New Energy Vehicle Tech-nology Roadmap,and they prop

187、ose the follo-wing development goals for the Roadmap of Hydrogen FCV.There are going to be 5,000 demonstration vehicles in 2020,with commer-cial vehicles accounting for 60%and passen-ger vehicles accounting for 40%;50,000 de-monstration vehicles in 2025,including 10,000 commercial vehicles and 40,00

188、0 passenger ve-hicles;and 1 million demonstration vehicles in 2030 21.Figure 17:Investment Contrast between Char-ging and Hydrogen Refuelling Infrastructure at Different Vehicle Scales.Figure 18:Development Goals for FCV and Hydrogen Refuelling Stations.363.1 Brief Introduction to the JJJ RegionLoca

189、ted in North China,the JJJ region consists of Beijing,Tianjin and Baoding,Langfang,Tangshan,Zhangjiakou,Qinhuangdao,Hengs-hui,Chengde,Cangzhou,Anyang,Xingtai and Shijiazhuang of Hebei Province.It is the heart of the Northern Bohai Rim in China,has a land area of 218,000 km2 and a population of about

190、 110 million people.The region is known as a heavy industry base focusing on key indus-tries like automobile,electronics,machinery as well as iron and steel.It is also the political,cultural,international and technological inno-vation center of China.The JJJ region,which has a temperate continental

191、monsoon climate with a medium temperature,is known as an urban agglomeration with the capital as the core,a national engine of economic growth through mass entrepreneurship and innovati-on,a region for development and reform,and a demonstration area for ecological restoration and environmental impro

192、vement“.The dif-ferent cities and regions hold different posi-tions:Beijing is the national center of poli-tics,culture,international communication and science and technology“;Tianjin is the nati-onal advanced industrial manufacturing base,shipping hub of Northern China and financial innovation demo

193、nstration area“;Hebei Pro-vince is the national commercial trading and logistics base,pilot zone of industrial trans-formation and upgrading,demonstration zone of urbanisation and urban-rural integration,and ecological environment supporting zone of the JJJ region“.JJJ cities push forward the develo

194、pment and cooperate on the integration of the economy,ecology,energy and science and technology.3.2 Advantages in the Development of FCVAs a region initiating the R&D,industrialisa-tion and demonstration operation of hydro-gen energy and FCV,the JJJ region has a good foundation and strong conditions

195、 for the pro-motion of FCV.3.2.1 Regional and Resource Charac-teristicsThe regional proximity and comprehensive transportation network is the basis for the development of the hydrogen energy and FCV industry in the JJJ region.In terms of geographical position,Beijing and Tianjin are closely adjacent

196、 to each other in Hebei.With a well-developed highway transportation net-work,FCV can contribute substantially to the passenger and freight demand in the JJJ regi-on.Adjacent regions are also going to play an important role in the formation of a networ-ked hydrogen supply system.3 Vision for FCV Dev

197、elopment in the Beijing-Tianjin-Hebei Region(JJJ)37The JJJ region is rich in renewable energy sources and has capacity to provide hydrogen energy for the development of FCV.There are rich wind and solar energy resources in Zhangjiakou,Bashang District of Chengde,Qinhuangdao,the coastal area of Cangz

198、hou as well as in the Taihang Mountain and Yanshan Mountain areas in Hebei Province.In Zhangji-akou,Bashang District of Chengde,Tangshan and the coastal area of Cangzhou,1 million kW wind power bases have been constructed.According to Hebei renewable energy 13th Five-year plan 22,the proportion of r

199、ene-wable energy power generation in the power supply structure is going to increase signifi-cantly,accounting for more than 41%of total installed capacity by 2020.Its share of gene-rating capacity in total electricity consumption is expected double from 2015,rising to more than 13%.The total utilis

200、ation of renewable energy is equivalent to 23 million tons of stan-dard coal.The share of renewable energy in total energy consumption is going to double to seven percent in 2020 from 3.2%in 2015.Abundant renewable electricity can provide abundant clean hydrogen resources for the JJJ region.In addit

201、ion,Hebei Province is the se-cond largest coke production base in China,in which coke oven gas is a by-product.Purifying the by-product coke oven gas in the JJJ region can also become an important source of hy-drogen energy.Considering hydrogen produc-tion by coke oven gas,Chlorine-alkali indust-ry

202、and renewable sources,the total supply of hydrogen energy in the“JJJ”region was 157.7 thousand tons of H2/year.(shows in 5.1).The JJJ region is going to supply 998.1 thousand of hydrogen passenger vehicles based on 15 thousand km annual mileage and 158 kg hy-drogen energy consumption per year.As for

203、 hydrogen bus,it is estimated that annual mile-age and hydrogen consumptions are 60 thous-and km and 6816 kg respectively,the JJJ region can supply 23.1 thousand of hydrogen buses.If heavy truck(loading 30tons)can drive 60 thousand km and consume 9,000 kg hydrogen energy,the JJJ region can supply 17

204、.5 thousand of hydrogen trucks.3.2.2 Industrial Structure and Cha-racteristics of the JJJ RegionThe JJJ region has established a relatively com-plete industrial chain of hydrogen energy and FCV and is heavily engaging in both R&D and commercial application of FCV technology.In terms of R&D,Tsinghua

205、University in Beijing has major R&D and testing capabilities in fuel cell catalysts,fuel cell stacks and fuel cell sys-tems.In terms of key parts and components,SinoHytec has strong supporting capacity for commercial FCV as one of the largest fuel cell system manufacturers in China.In terms of finis

206、hed vehicles,several automobile manu-facturers like BAIC Group,Foton,Great Wall and BYD Auto have a number of production 38bases for passenger vehicles and commercial vehicles the JJJ region;and in terms of the hydrogen supply chain,the JJJ region has the ability to produce hydrogen using renewable

207、energies.Also,many companies in the field of hydrogen storage,transportation and the con-struction of refuelling stations like PERIC,Hydrosys,Nowogen and CASC are operating in the region.Moreover,the development of industrial institutions in the JJJ region is going to provide opportunities for the d

208、evelopment of the hydrogen energy and FCV industry.The JJJ regions has numerous advantages over other regions in China,mainly lying in its geo-graphy and historical importance that make the area an economic and political focal area.As a national political,cultural and financial center,Beijing ranks

209、first on a national level in the prestige of universities,scientific research institutions and gathers many of the countrys most talented human resources.Tianjin is an important port city with a highly developed manufacturing industry.Although Beijing and Tianjin have the regions strongest and most

210、solid general macroeconomic conditions,ma-jor R&D achievements in the transformation of the FCV industry and the development of FCV facilities in the JJJ region are mainly realised in Hebei.The industries of the three regions are at different development stages and thus also differ in industry focus

211、,demand and development goals.These differences can be beneficial,as some dimensions of the de-velopment of one of the three regions can be complementary to another.As the proportion of road transportation for goods is especially high in the JJJ region,there is a high demand for sustainable vehicle

212、so-lutions such as FCV.Highway transportation of goods is the main part of the regions total transportation,accounting for up to 84%,si-gnificantly higher than the national proportion of 76.8%.There is a seemingly unreasonable high concentration of cargo transport at ma-jor distribution points with

213、more than 60%of the cargo throughput of the Tianjin-Hebei port cluster relying on highway transportation 23.Highways also play the most important role for the regions passenger mobility with a proportion of more than 75%of the total transportation,although the proportion of railway passenger traffic

214、 volume has been in-creasing year by year 24.In 2017,the cargo throughput in Tangshan port,Tianjin port,Huanghua port and Qin-huangdao port reached 565.4 million tons,502.84 million tons,269.57 million tons,and 244.8 million tons respectively.The overall car-go throughput of the JJJ regions totaled

215、1.582 billion tons in 2017.Assuming that 60%share of road transport,the highway freight volumes amount to about 949 million tons.Calculated according to each truck that transports 30 tons with 400 km transport distance,and consumes 100 kilograms of diesel,the truck has to trans-39port 63.26 million

216、times.If the FCV replaces trucks to transport,it can save 6.326 million tons of fuel 25.3.2.3 Demonstrations of FCV in the JJJ RegionThe JJJ region has more than ten years of ex-perience with the demonstration operation of FCV.Altogether more than 100 vehicles have been used for demonstration,mainly

217、 in the field of public transportation.As early as 2008 during the Beijing Olympic Games,fuel cell passenger vehicles and buses were de-monstrated.In May 2017,sixty 8.5-meter fuel cell buses that were jointly developed by Fo-ton,the BAIC Group and SinoHytec were put into operation in Beijing as comm

218、uter buses and commercial vehicles.In Phase III of the UNEP/GEF FCV commercial demonstration project launched in 2017,five 12-meter Foton Ouhui Generation III fuel cell buses were de-monstrated.In 2018,fortynine 10.5-meter Fo-ton hydrogen fuel cell city buses were delivered to Zhangjiakou in bulk.In

219、 terms of hydrogen refuelling stations,Yongfeng Refuelling Stati-on which was built during the Beijing Olympic Games has been in operation for more than ten years.SinoHytec has also invested RMB 300 million into building a large hydrogen pro-duction plant in Zhangjiakou with an area of 150 mu(around

220、 24.75 acres),a daily hydrogen production capacity of 20 tons and an annual hydrogen production capacity of 6,000 tons,which will be enough for the refuelling of more than 1,500 fuel cell buses in the JJJ re-gion.3.2.4 An Important Driving Force:Con-trol of Air PollutionSince 2010,the national gover

221、nment attached great importance to air pollution control in the JJJ region.A series of policies,including the Guidelines for the Joint Prevention and Control of Air Pollution to Improve Regi-onal Air Quality,Detailed Rules for the Im-plementation of the Air Pollution Prevention and Control Action Pl

222、an in the JJJ Region and Surrounding Areas,Stronger Measures on the Table 17:Current Situation of FCV Demonstration Operation in the JJJ Region.40Prevention and Control of Air Pollution in the JJJ Region,Work Plan for Air Pollution Pre-vention and Control in the JJJ Region and Sur-rounding Areas in

223、2017,and Action Plan for the Comprehensive Prevention and Control of Air Pollution in the JJJ Region in Autumn and Winter 20172018,has been issued to im-plement joint control and prevention of air pollution in the JJJ region.In May 2018,a new analysis about the sources of fine particulate matter(PM2

224、.5)in Beijing was released.Local emissions account for two thirds and regional transmission accounts for one-third of the an-nual PM2.5 emissions in Beijing.The PM2.5 from regional transmission accounts for about 20 micrograms/m3 in the average annual PM2.5 concentration of 58 micrograms/m3 in 2017.

225、Meanwhile,contribution of regional transmission rises along with an increasing pollution level,with the daily regional trans-mission of heavy pollution accounting for 5575%.Among the current sources of PM2.5 in the local atmosphere in Beijing,mo-bile sources like vehicles account for the lar-gest pr

226、oportion of up to 45%.Among mobi-le sources,diesel vehicles entering the Beijing area contribute the most.Therefore,to solve the air pollution problem in Beijing,(I)regio-nal transmission could be controlled with regi-onal joint defence and control,and(II)efforts could be made to solve the exhaust p

227、ollution of motor vehicles in Beijing,especially pollu-tion caused by heavy diesel vehicles in transit.In June 2018,on the basis of the completed five-year action plan for air pollution preven-tion and control,the State Council issued the Three-year Blue Sky Protection Campaign Ac-tion Plan which sp

228、ecifies action fields for air pollution control by 2020 and marks the be-ginning of the second phase of air pollution control.Key areas are the JJJ region from a geographic standpoint and diesel trucks from an industry perspective.In this action plan it has also been mentioned that“the upgrading of

229、the vehicle and ship industry structure shall be accelerated.NEV shall be promoted.The production and sales of NEV will reach about 2 million in 2020.The use of new or clean energy vehicles in fields like public transporta-tion,environmental sanitation,postal services,vehicle rental and commuting se

230、rvices in the city shall be accelerated,and shall account for 80%of the total vehicle fleet in key areas.”FCV can achieve zero emissions while in ope-ration and low emissions throughout their overall life cycle,making the FCV development an important tool for realising urban traffic cleanliness,cont

231、rolling urban vehicle pollution and replacing diesel trucks.FCV commercial vehicles,for instance,can reduce emissions by more than 30%in their life cycle compared to traditional diesel vehicles if the industrial by-product hydrogen production path is ad-opted;and FCV emit zero emissions in their lif

232、e cycle if renewable energy sources like so-lar and wind energy are used for the hydrogen 41production.Considering the characteristics of renewable energy in JJJ,it is widely believed that FCV are going to be an important strate-gic support for achieving goals formulated in the Blue Sky Protection C

233、ampaign and Diesel Vehicle Pollution Control.3.2.5 Enterprises Accelerate the De-velopment of Hydrogen Energy and FCV.The National Energy Group accelerates to promulgated policies for hydrogen production and hydrogen refueling stations construction.It has dedicated to technology R&D in wind energy,e

234、lectric energy,and coal to produce hydrogen energy.In addition,it also accelera-tes the deployment of hydrogen energy infra-structures such as transportation,storage,and refueling station.Chinas Hydrogen Energy and Fuel Cell Industry Innovation Strategic Alliance was established by the State Grid an

235、d private sector.The aim is to increase R&D in-vestment in fuel cell systems such as membra-ne electrodes,bipolar plates,high-efficiency packaging of stacks,and auxiliary systems.In addition,large enterprises such as China Nati-onal Chemical Corporation,Aerospace Scien-ce and Technology,Sinopec and

236、CNPC have deployed hydrogen and fuel cell industries in the JJJ region.3.3 Challenges for the Development of the FCV Industry in the JJJ RegionAt present,there are numerous FCV coope-ration projects in the JJJ region,but they are rather superficial and only yielded average re-sults.The five main fac

237、tors restricting the de-velopment of the FCV industry in the JJJ regi-on are the following:3.3.1 Insufficient Regional Planning for the Development of the Hydrogen Energy and FCV IndustriesRegional planning for an efficient develop-ment of the FCV-related industries can not only generate more policy

238、 support but also encourage the development in other regions.Since the release of the Outline of Coordina-ted Development Plan in the JJJ Region 26,the development of the JJJ region has beco-me a major national strategy,which formulates environmental protection,transportation and industrial upgradin

239、g and transfer as the three key areas for development.In 2016,the JJJ Transportation Integration Plan was released,and the integration of transportation remains one of the main focal areas in the develop-ment of the JJJ region.The JJJ region formed a fourlevel state-region-city-transportation“workin

240、g mechanism and established a regular consultation system focused on the syntheti-sation of infrastructure construction,public 42transport and intercity passenger transport services.However,this consultation only in-volvesransportation departments.In conse-quence,cooperation is lacking between rele-

241、vant departments of urban logistics and freight transportation such as commerce deparments,development and reform departments,plan-ning departments and other relevant stakehol-ders.Moreover,there is a lack of coordinati-on and cooperation among the promulgated policies of different cities in the dev

242、elopment of low-carbon and clean transportation due to an insufficient overall planning at the regional level.Beijing,Tianjin and Hebei have succes-sively released local plans for the development of NEV which involve development plans for FCV but lack respective plans for reasonable regional develop

243、ment planning.As a result,the functional positioning,the industry chain divi-sion of labour and resource allocation in the development of hydrogen energy and FCV in JJJ are not clear and a community of interests cannot be formed.This makes it difficult to achieve complementary regional advantages an

244、d win-win cooperations.3.3.2 Lack of a development model with core technology leading appli-cationsAt present,the relatively mature FCV techno-logy in the JJJ region provides a good basis for the industry.Still,JJJ has not yet established a localized supply chain for key materials and core component

245、s such as the core technology of fuel cell stacks,fuel cell membrane electro-des,proton exchange membranes and carbon paper.On a technology level,the rated power of the graphite bipolar plate stack can current-ly reach 60 kW,and its life span can reach 4,000 hours,while the power demands of medium a

246、nd heavy goods vehicles generally exceed 100 kW,and their life span requires more than 15,000 hours.In terms of costs,fuel cell po-wer systems require RMB 10,000/kW.In this phase,the purchase price of an FCV is two to five times the equivalent model of traditi-onal fuel vehicles,and 1.5 to 2.5 times

247、 than the equivalent model of the purchase price of EV.The cost of using hydrogen is also high.The price of hydrogen for vehicles is generally between 60 and 70 RMB/kg,which is twice that of traditional fuel vehicles and six times that of EV.In terms of application,the cur-rent demonstration applica

248、tion of FCV in the JJJ region is mainly implemented for buses and has not yet been extended to fuel cell trucks,urban logistics vehicles and other fields.3.3.3 Inadequate coverage of infra-structureThe development of FCV requires the sup-port of the hydrogen energy supply system and hydrogenation in

249、frastructure.In terms of hydrogen storage and transportation,the clas-43sification of hydrogen as a dangerous chemi-cal creates policy obstacles for its storage and transportation.For the respective constructi-on of hydrogen stations,safety,fire protection and other approval procedures are not clear

250、ly defined.Also,no network of hydrogenation stations covering the whole JJJ region has been formed yet and the reliability of the hydrogen station infrastructure requires further testing and technological improvements.Therefo-re,the JJJ region has not yet formed a clean lowcarbon and low-cost hydrog

251、en supply sys-tem.3.4 Planning supports the develop-ment of FCV in the JJJ regionFour concrete measures can accelerate the development of the FCV industry in JJJ:the formulation of integrated plans for hydrogen energy and FCV at the regional level,the clear definition of the further development of j

252、oint technology,the consideration of core techno-logical breakthroughs,industrial chain docking,infrastructure construction,integrated trans-portation systems and other FCV-related sub-jects,and the promotion of links in the FCV industry chain in the region.The Plan sheds a light on the role of tech

253、nology in the supply of clean hydrogen energy and the development of urban freight and medium and heavy FCV,puts forward an integrated construction plan for hydrogen energy infrastructure in the re-gion,clarifies the strategic positioning of each region and contributes to the overall integrati-on of

254、 the FCV supply chain.Hebei Province is already stimulating its development of new energy,FCV and other emerging industries by producing renewable hydrogen energy on a large scale.Especially in Zhangjiakou,the pro-vince is promoting its economic transformati-on towards a green low-carbon development

255、.According to the Plan,Beijing and Tianjin are supposed to engage in demonstration projects of the fuel cell technology used in urban bu-ses,intercity buses,urban logistics vehicles,port vehicles among others,thereby driving the integrated development of the hydrogen energy and FCV supply chain in t

256、he JJJ region.444.1 International Cooperation Bet-ween China and Germany on the Hy-drogen Valley“Joint Demonstration Project in the JJJ RegionThe current FCV research European coun-tries Germany in particular-consider Po-wer-to-Gas(P2G)demonstration projects as especially important.In this kind of p

257、rojects renewable energy sources like wind power and solar energy are used to produce hydro-gen from water and store this hydrogen on a large scale.An effective distribution form of hydrogen is realised via gas pipelines.As of today,there are about 40 P2G projects in Eu-rope with more than 20 P2G pr

258、ojects located in Germany.Therefore,SAE recommend hydrogen pro-duction powered by wind and solar energy on a large scale and the start of demonstra-tion projects in qualified areas like Yanqing and Zhangbei in China or the German Rhi-ne-Neckar Metropolitan area(Mannheim/Heidelberg/Port Ludwig).Moreo

259、ver,the plans for hydrogen development should be line with the Sino-German demonstration project of the Hydrogen Valley“in the JJJ region with the construction of the Zhangjiakou-Beijing as a Low-carbon Olympic Zone“.Zhangbei District is especially suitable for the hydrogen production from renewable

260、 energy.Also the waste reduction,the usage of excess wind and solar energy and the integration of hydrogen energy and distributed energy in Zhangbei can be used to explore a set of fea-sible models for the industrial integration and development of renewable energy into the hy-drogen energy economy.4

261、 Recommendation for the Development of FCV in the JJJ RegionFigure 20:Hydrogen Valley“Demonstration Area in Germany.(E-Mobil BW,no date)Figure 19:P2G Projects in Europe.(Europeanpowertogas,no date)454.1.1 Estabilishing a Comprehensive Hydrogen Production System in the JJJ RegionIt is suggested to ma

262、ke full use of hydro-gen energy resources such as coke oven gas,Chlor-alkali industry,and renewable resources to establish a comprehensive hydrogen pro-duction system in the JJJ region.Coke oven gas to produce hydrogenAccording to“China blue book on hydrogen industry infrastructure development 2018”

263、27,in 2017,the output of coke in China was 431 million tons,coke oven gas output was ne-arly 172.4 billion Nm3,the potential capacity of using coke oven gas to produce hydrogen around 566,400 tons of H2/year.In 2017,the coke output in Hebei and Tianjin was 48.13 million tons and 1.57 million tons.Th

264、erefore the potential capacity of using coke oven gas to produce hydrogen was around 653,00 tons of H2 the JJJ region in that year.Chlorine-alkali industrial by-pro-duct hydrogenAccording to“China blue book on hydrogen industry infrastructure development 2018,”in 2017,the output of casustic soad in

265、China was 33.65 million tons,and each ton of cau-stic soda produced 25 kg of hydrogen.Assu-me that the short-interest ratio of Chlor alkali industry to produce hydrogen is 10%,the po-tential capacity of using Chlor-alkali industry to produce hydrogen was around 84,100 tons of H2/year.In 2017,due to

266、Hebei and Tianjin produced 1.2567million and 799,500 tons of caustic soda respectively,the potential capacity of using Chlorine-alkali industry to produced hydrogen was about 514,00 tons of H2/year the JJJ region in that year.Renewable Energy to Produce Hy-drogenAccording to“China blue book on hydro

267、gen industry infrastructure development 2018,”In 2017,the output of excess wind energy in China was 41.9 billion kWh.The potential of using excess wind energy to produced hy-drogen in China was around 748,200 tons of H2/year when based on 5 kWh/Nm3 energy consumption.In 2017,the output of excess win

268、d energy in Hebei was 2.03 billion kWh,and the potential of using excess wind energy to produced hydrogen was around 36,200 tons of H2/year in that year.According to“China blue book on hydrogen industry infrastructure development 2018,”in 2017,the output of excess solar energy in China was 7.3 billi

269、on kWh.The potential of using excess solar energy to produced hy-46drogen in China was around 130,400 tons of H2/year when based on 5 kWh/Nm3 energy consumption.In 2017,the output of excess solar energy in Hebei was 93 million kWh,and the potential of using excess solar energy to produced hydrogen w

270、as around 1600 tons of H2/year in that year.To sum up,in 2017,the total hydrogen energy supply in the JJJ region reached 157,700 tons of H2/year.4.1.2 Establishing Storage and Trans-portation System in the JJJ RegionBuilding Hydrogen PipelinesPipeline transportation is an important way to carry hydr

271、ogen in large scale and longdistan-ce.The pipeline transport pressure is generally 4.0 MPa with the advantages of large hydro-gen transport volume,low energy consump-tion,and low cost.Beijing supports Yanshan Petrochemical Company to build a hydrogen pipeline around the sixth ring road of Beijing.In

272、 addition,Beijing plans to build a hydrogen pipeline from Zhangjiakou to Beijing in order to make full use of Zhangjiakou hydrogen re-sources.Besides,Xiongan New Area is posi-tioned as a low carbon city which is going to deploy underground infrastructure to achieve a stable and safe supply of clean

273、energy.Xi-ongan New Area is expected to build hydro-gen pipelines,however,due to the high cons-truction cost,it is considered to use existing pipeline facilities in the early stage.Hydrogen Transportation by 20 MPa Long Tube TrailerThe long tube trailer is suitable for short-di-stance hydrogen trans

274、portation with a radius of about 200 km and the maximum load per trailer is about 300 kg.Long tube trailers are generally filled by compressors in a hydrogen plant,with an average of 8 hours per trailer.Figure 21:Distribution Map of Hydrogen Potential in the JJJ Region.47Using 35 MPa III type cylind

275、er of high pressure gaseous hydrogen storageType III bottles include two pressure types that 35 MPa and 70 MPa.In China,35 MPa type III bottles are mainly used in vehicle hy-drogen storage.70 Mpa usage Standard GB T 35544-2017“Fully-wrapped carbon fiber rein-forced cylinders with an aluminum liner f

276、or the on-board storage of compressed hydrogen as a fuel for land vehicles”has been issued in China and used in the small and medium range of vehicles.4.1.3 Establishing the JJJ Regional Hydrogen SystemBy 2022,the planning of hydrogen energy in the JJJ region can be classified as three parts:-Commer

277、cial operation of hydrogen energy in the fields of bus,logistics,and taxis-Focus on demonstrating hydrogen energy in emergency power supply,communication base station,distributed cogeneration,and microg-rid-Innovative development of hydrogen energy in the fields of official vehicles and sanitation v

278、ehicles,etc 28.4.2 Highlighting the Characteristics of Hydrogen FCV and Promoting De-monstration ProjectsA focus lies on the promotion of FCV de-monstration projects,the integration of hydro-gen into the FCV industry,the implementation of hydrogen FCV demonstration projects with distinctive characte

279、ristics,and the formation Table 18:Field and Scale of Hydrogen Fuell Cell Industrial Demonstration in the JJJ Region.48of development modes of the FCV industry in which concrete application scenarios and projects drive the industry development.4.2.1 Continue to Steadily Develop FCV Demonstration Pro

280、jectsFuel cell batteries are planned to be introduced in buses,urban logistics vehicles,medium and heavy goods vehicles,and other fields in the context of demonstration projects until 2030,as shown in Tables 18 and 19.Demonstration of fuel cell buses:2,000,3,000 and 5,000 fuel cell buses are going t

281、o be promoted by the years of 20192021,2025 and 2030 respectively with an extension of the fleet,vehicle updates and new methods for recycling.The implementation of the fuel cell technology is going to vary among different bus categories.Demonstration of fuel cell urban logistics vehicles:Also demon

282、stration projects in the field of urban logistics are going to be en-couraged.From 2019 to 2021,the demonst-ration operation of 500 fuel cell logistics ve-hicles is going to be launched;this number is expected to increase to 1,000 vehicles by 2025 and to 3,000 vehicles by 2030.Especially com-panies

283、in the postal and logistics industry are going to use the technology.Demonstration of medium and heavy-duty fuel cell trucks:By 2021,a multi-modal logi-stics network coordinated among Tianjin Port,Qinhuangdao Port,Tangshan Port,Huanghua Port and other major ports and logistics parks such as land por

284、ts and airports is planned to be constructed,and 30 medium and heavy duty fuel cell trucks are going to be used in demonstration projects in that region.The de-monstration scale of medium and heavy-duty logistics trucks is planned to be expanded to 500 trucks by 2025 and 1,000 trucks by 2030.By 2030

285、,the demonstration is also going to be extended geographically to the entire JJJ Logi-stics Zone.FCV are going to be mainly used by FCV companies and logistics centers.Table 19:Demonstration Scale and Application Fields of FCV in the JJJ Region.494.2.2 Planning and Layout of Hydro-gen Energy Infrast

286、ructureThe construction of a hydrogen refuelling in-frastructure is going to be an integral part of the regional planning in the JJJ region,and a hydrogen energy supply system based on wind and solar hybrid hydrogen production is going to be built in a reasonable period in advance.As there is a high

287、 demand for the usage of hydrogen energy in the transportation sector in the JJJ region,the medium and long-term hydrogen energy supply and demand of key urban agglomerations in the JJJ region will be analyzed.Moreover,the different develop-ment plans for fuel cell technology in various cities will

288、be linked with market and cost-ori-entation and demand traction.This integration supports the construction of a hydrogen inf-rastructure network and the establishment of both a regional hydrogen energy corridor and a hydrogen energy supply system composed of hydrogen refuelling stations“from spots t

289、o line”and“from line to plane”.By 2020,also with regard to the Zero Carbon Winter Olympics“in 2021,two hydrogen(hy-brid)production plants using wind and solar energy and more than 20 hydrogen refuelling stations are going to be built in the Zhangjia-kou region.Furthermore an intercity hydrogen corri

290、dor for hydrogen distribution covering more than 200 km is going to be built along the Beijing-Zhangjiakou connection line.Po-tential forms of cooperation on the hydrogen refuelling infrastructure construction between the government and industrial stakeholders like energy companies,infrastructure co

291、nst-ruction companies and automobile manufac-turers are going to be assessed,to meet the hydrogen demand for FCV during the Winter Olympic Games in 2021.By 2025,the construction of the JJJ regio-nal hydrogen corridor in the post-Winter Olympics“era is going to be based on the highway network in the

292、JJJ region.Key cities like Zhangjiakou,Beijing,Baoding and Shiji-azhuang are going to be taken as important connecting points of the hydrogen corridor in the JJJ region to build respective hydrogen infrastructure,and three high-speed hydrogen demonstration pipelines are going to be built between the

293、 connecting cities,as well as 25 hydrogen refuelling stations.These measures help to meet the needs of commercial vehicles in the field of public services such as intercity buses and logistics vehicles.By 2030,the construction of the hydrogen in-frastructure in JJJs core cities is going to be expand

294、ed.More than 10 hydrogen highways(highways with respective hydrogen refuel-ling facilities)will be built between key cities,and more than 200 supporting hydrogenation stations are going to be built to meet the hy-drogen demand of commercial vehicles such 50as urban and intercity buses and logistics

295、ve-hicles.Overall,an efficient integration of des-tination stations and connection stations,hy-drogenation infrastructure and FCV is going to be achieved.Aiming at an expansion and commercialisation of the hydrogen refuelling infrastructure,hydrogen refuelling facilities are going to be gradually bu

296、ilt throughout the whole JJJ region.4.2.3 Improving the Coordination and the Evaluation of Demonstration Pro-jectsA major focus lies on the surveillance plat-form of NEV and the technical assessment and safety monitoring of the demonstration process.Especially,insights into the vehicle production,sa

297、les and operation as well as into the hydrogen stations operation are going to be gained and the technical progress,economy and reliability of FCV and hydrogen stations are going to be assessed periodically.Also,re-ferences for technological R&D and industri-alisation are going to be provided.Moreov

298、er,stakeholders can learn from valuable insights and best-practices that are derived from the assessment of demonstration projects,and finally promote the fast but healthy develop-ment of the FCV industry.At the same time,both the management and the monitoring of related processes are going to be st

299、rengthened.4.3 Focusing on Key Areas and Sub-stantially Increasing the Innovation Level of TechnologyUnder the support of the governments of Beijing,Tianjin and Hebei,an alliance for the development of the FCV industry consisting of various stakeholders like the respective go-vernments,universities,

300、research institutes and NEV industry-related companies was estab-lished.To further stimulate the development of the FCV industry and accelerate the de-velopment of technological innovations the multi-stakeholder alliance is going to create platforms for R&D and information sharing.Using the synergy

301、effects from the alliance,the members can substantially contribute to the industrialisation of FCV and improve the competitiveness of the hydrogen industry in-the JJJ region.By organizing and implementing relevant scientific and technological projects,core competencies of fuel cell technology in the

302、 JJJ region are going to be built and both the R&D of single companies and the general R&D and application in the FCV field aren-going to be supported.Leading companies in the industry are going to be encouraged to establish engineering research centers and use these centers to engage in research pr

303、ojects on a national,provincial and local level.514.3.1 Supporting Development of Key Fuel Cell Battery ComponentsA close cooperation between fuel cell compa-nies,universities and scientific research insti-tutions on the other hand is especially bene-ficial,as joint R&D on fuel cell batteries,fuel c

304、ell power systems and other key components can be conducted.Also,the transformation of scientific and technological outcomes will be promoted,and the technology of membrane electrodes,fuel cell stack integration and the entire vehicle power system integration is go-ing to be further improved.4.3.2 D

305、eveloping backbone companies in the hydrogen fuel cell battery in-dustryThe key support focus is going to lie on com-panies with strong innovation capabilities and key technologies in the field of the hydrogen fuel cell industry.This includes those compa-nies being involved in the production of fuel

306、 cell materials and respective vital parts,fuel cell power systems and respective vital parts and entire FCV and those engaging in the produc-tion,storage and transportation of hydrogen and refuelling stations.Companies are going to be encouraged to establish R&D platforms and to carry out basic res

307、earch on innovation.Also,foreign companies are going to be en-couraged to build R&D centers and to foster innovative operation modes with strong inter-national competitiveness in the hydrogen fuel cell battery industry.4.3.3 Integrating Resources and Buil-ding a Comprehensive Technological Innovatio

308、n PlatformKey generic technology research shall be car-ried out to form an innovation platform that directly links the research institutes with the industrial base,thereby establishing an innova-tion alliance for the hydrogen fuel cell battery industry.There needs to be a close interaction between t

309、he involved companies,universities,scientific research institutes and other research projects,which gather in the JJJ region,as well as an effective interaction among all stakehol-ders throughout the supply chain.By using the innovation platform,innovative technologies are going to be developed and

310、the outcome of scientific and technological inno-vation is going to be shared.The government supports the R&D of product and process in-novation in several projects,and explores ways to further ensure the growth of the FCV in-dustry by supporting implementation projects that are likely to achieve br

311、eakthroughs in key technologies.524.4 Creating a Global Brand of a Clean Hydrogen Valley“in the JJJ RegionSAE suggested to establish research platforms for cooperation in the field of the fuel cell battery supply chain between domestic and foreign companies,research institutions and industry organis

312、ations from the automobile,energy,electric power and logistics sector.Furthermore,they provide international sup-port for the construction of the supply chain of hydrogen fuel cell batteries,R&D capabi-lity upgrading and the expansion of fuel cell battery applications,thereby increasing the in-terna

313、tional development level of the hydrogen fuel cell battery industry in the JJJ region.4.5 Providing Support Land Supply and Approval Process4.5.1 Flexible Land SupplyMeeting the land demand of the“hydrogen valley”project in the JJJ region.According to national industrial policies and land use plan-n

314、ing in the JJJ region,Providing preferential policies based on the investment scale,cons-truction progress and tax contribution of the hydrogen refueling station.Adopting a flexible land policy to reduce the construction cost of the hydrogen refueling station in the initial sta-ge of promotion.Reduc

315、ing the cost of land for hydrogen refueling stations by renting bus stations,industrial parks,and logistics parks.In addition,to integrate existing gas station and hydrogenation infrastructure to accelerate the construction of hydrogen refueling station.4.5.2 Approval ManagementTo accelerate improvi

316、ng the management standards for the design,construction,and operation of hydrogen refueling stations as well as approval process.The local“ministry of Housing and Urban-Rural Development”is responsible for managing the approval pro-cess and incorporating the approval process of the hydrogen refuelin

317、g station into the gas system.The planned gas stations in the JJJ re-gion should be equipped with a hydrogen re-fueling station or provide a construction land for construction.535 References1 International Energy Agency(IEA,2019),Global EV Outlook 2019“,IEA,Paris,Retrie-ved from:https:/www.iea.org/p

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323、in China 2025“12 Ministry of Industry and Information Technology,National Development and Reform Commission,Ministry of Science and Technology(2017),汽车产业中长期发展规划/Medium and Long-term Development Plan for the Automotive Industry“13 Ministry of Science and Technology,Ministry of Transport(2012),“十三五“交通

324、领域科技创新专项规划/Special Plan for Science and Technology Innovation in the 13th Five-Year Plan for Transportation“14 State Council(2012),节能与新能源汽车产业发展规划（2012一2020年）15 SAE China,National Energy Administration(2017),我国汽车行业中长期发展趋势及用能需求预测模型研究/Forecasting Model Research on Medium and Long-Term Development Trend

325、 and Energy Demand of Chinas Automotive Industry“16 SAE China,China Automotive Technology Research Center,etc.(2018),新能源商用车积分政策管理/New Energy Commercial Vehicles Integration Policy Manage-ment Thoughts“17 Industrial Development Research Department of the Development Research Center of the State Counc

326、il,China Automotive Engineering Society,Volkswagen Group China(2018),汽车蓝皮书（中国汽车产业发展报告2018）/Automotive Blue Book(China Automotive Industry Development Report(2018)“18 Ministry of Finance(2018),关于调整完善新能源汽车推广应用财政补贴政策的通知/Notice on Adjusting and Improving the Financial Subsidy Policy for the Promotion an

327、d Application of New Energy Vehicles“19 Wu,T.,Ou,X.,Lin,C.(2012),期从消费者的视角分析纯电动城市客车的生命 周 成本/Analysis of the Life Cycle Cost of Pure Electric City Buses from the Per-spective of Consumers“20 Ministry of Finance,State Administration of Taxation,Ministry of Industry and Infor-mation Technology(2015),关于节

328、约能源使用新能源车船车船税优惠政策的通知/Notice on the Preferential Policies for Saving Energy and Using New Energy Vehicles,Vessels and Vessels“5521 Energy Saving and New Energy Vehicle Technology Roadmap Strategy Advisory Com-mittee,SAE China(2016),节能与新能源汽车技术路线图/Technology Road-map for Energy Saving and New Energy Ve

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330、JJJ Region“24 Haibin College of Beijing Jiaotong University(2018),京津旨城市群客运枢纽规划布局的思考册/Thinking on the Planning and Layout of JJJ Urban Passenger Trans-port Hubs“25 Gan,Y.(2019)氢能如何改变我们的未来/How does hydrogen can change our future?“26 Political Bureau of the CPC Central Committee(2015),京津碍协同发展规划纲要/JJJ C

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332、on,Tsinghua University Energy Conservation and New Energy Vehicle Engineering Center(2018),张家口市氢能产业发展规划/Zhangjiakou Hydrogen Energy Industry Development Plan“56Cover-Sebastian Ibold,GIZFigure 1-Extracted from:Hydrogen Council(2017),Hydrogen scaling up-a sustainable pathway for the global energy tran

333、sition,Hydrogen Council,Brussels.Retrieved from:https:/ 2-Own imageFigure 3-Own imageFigure 4-Roewe(no date).https:/ 5-http:/ 6-http:/ 7-http:/ 8-Own imageFigure 9-Own imageFigure 10-Own imageFigure 11-http:/ 12-http:/ 13-Own imageFigure 14-Own imageFigure 15-Own imageFigure 16-Own image6 Image References57Figure 17-Own imageFigure 18-Own imageFigure 19-http:/ 20-Extracted from:E-mobil BW(no date)