Everything about Hydrogen Vehicle totally explained
A
hydrogen vehicle is a
vehicle that uses
hydrogen as its on-board fuel for motive power. The term may refer to a personal transportation vehicle, such as an
automobile, or any other vehicle that uses hydrogen in a similar fashion, such as an
aircraft. The power plants of such vehicles convert the chemical energy of hydrogen to mechanical energy (torque) in one of two methods:
combustion, or electrochemical conversion in a
fuel-cell:
- In combustion, the hydrogen is burned in engines in fundamentally the same method as traditional gasoline cars.
- In fuel-cell conversion, the hydrogen is reacted with oxygen to produce water and electricity, the latter of which is used to power an electric traction motor.
The molecular hydrogen needed as an on-board fuel for hydrogen vehicles can be obtained through many thermochemical methods utilizing
natural gas,
coal (by a process known as coal gasification),
liquefied petroleum gas,
biomass (
biomass gasification), by a process called
thermolysis, or as a microbial waste product called
biohydrogen or
Biological hydrogen production. Hydrogen can also be produced from
water by
electrolysis. If the electricity used for the electrolysis is produced using
renewable energy, the production of the hydrogen would (in principle) result in no net
carbon dioxide emissions. On-board decomposition to produce hydrogen can occur when a catalyst is used.
Hydrogen is an
energy carrier, not an
energy source, so the energy the car uses would ultimately need to be provided by a conventional power plant. A suggested benefit of large-scale deployment of hydrogen vehicles is that it could lead to decreased emissions of greenhouse gases and ozone precursors. Further, the conversion of fossil fuels would be moved from the vehicle, as in today's automobiles, to centralized power plants in which the byproducts of combustion or gasification may be better controlled than at the tailpipe. However, there are both technical and economic challenges to implementing wide-scale use of hydrogen vehicles, as well as less expensive alternatives. The timeframe in which challenges may be overcome is likely to be at least several decades, and hydrogen vehicles may never become broadly available. For mobile applications, hydrogen has been called the least efficient and most expensive possible replacement for gasoline (petrol).
Research and prototypes
Hydrogen doesn't come as a pre-existing source of
energy like
fossil fuels, but rather as a carrier, much like a
battery. It can be made from both renewable and non-renewable energy sources. The common
internal combustion engine, usually fueled with gasoline (petrol) or diesel liquids, can be converted to run on gaseous hydrogen. However, the more energy efficient use of hydrogen involves the use of fuel cells and
electric motors. Hydrogen reacts with oxygen inside the fuel cells, which produces
electricity to power the motors. A primary area of research is
hydrogen storage, to try to increase the range of hydrogen vehicles, while reducing the weight, energy consumption, and complexity of the storage systems. Two primary methods of storage are metal hydrides and compression.
A potential advantage of hydrogen is that it could be produced and consumed continuously, using
solar,
water,
wind and
nuclear power for
electrolysis. Currently, however, hydrogen vehicles utilizing hydrogen produce more pollution than vehicles consuming
gasoline,
diesel, or
methane in a modern
internal combustion engine, and far more than
plug-in hybrid electric vehicles. While methods of hydrogen production that don't use fossil fuel would be more sustainable, currently such production isn't economically feasible, and diversion of renewable energy (which represents only 2% of energy generated) to the production of hydrogen for transportation applications is inadvisable. and a significant amount of research is underway to try to make the technology viable. GM has announced that it plans to introduce more than 100 hydrogen powered Chevrolet Equinox cars into the U.S. market beginning with the third quarter of 2007. However,
Ballard Power Systems, a leading developer of hydrogen vehicle technology pulled out of the Hydrogen vehicle business in late 2007. Research Capital analyst Jon Hykawy concluded that Ballard saw the industry going nowhere and said: "In my view, the hydrogen car was never alive. The problem was never could you build a fuel cell that would consume hydrogen, produce electricity, and fit in a car. The problem was always, can you make hydrogen fuel at a price point that makes any sense to anybody. And the answer to that to date has been no."
The current land speed record for a hydrogen powered vehicle is 207.279 mph set by a prototype Ford Fusion Hydrogen 999 Fuel Cell Race Car at Bonneville Salt Flats in Wendover, Utah on August 16, 2007.
High-speed cars,
buses,
bicycles,
cargo bikes,
golf carts,
motorcycles,
wheelchairs,
ships,
airplanes,
submarines and
rockets already can run on hydrogen, in various forms at great expense. NASA uses hydrogen to launch Space Shuttles into space. There is even a working toy model car that runs on solar power, using a
reversible fuel cell to store energy in the form of hydrogen and
oxygen gas. It can then convert the fuel back into water to release the solar energy.
Hydrogen fuel difficulties
While fuel cells themselves are potentially highly energy efficient, and working prototypes were made by
Roger E. Billings in the 1960s, at least four technical obstacles and other political considerations exist regarding the development and use of a fuel cell-powered hydrogen car.
Fuel cell cost
Currently, hydrogen fuel cells are costly to produce and fragile. Scientists are studying how to produce inexpensive fuel cells that are robust enough to survive the bumps and
vibrations that all automobiles experience. Also, many designs require rare substances such as
platinum as a
catalyst in order to work properly. Such a catalyst can also become contaminated by impurities in the hydrogen supply. In the past few years, however, a
nickel-
tin catalyst has been under development which may lower the cost of cells.
Fuel cells are generally priced in USD/kW, and data is scarce regarding costs. Producer Ballard is virtually alone in publishing such data. Their 2005 figure was $73 USD/kW (based on high volume manufacturing estimates), which they said was on track to achieve the U.S. DoE's 2010 goal of $30 USD/kW. This would achieve closer parity with internal combustion engines for automotive applications, allowing a 100 kW fuel cell to be produced for $3000. 100 kW is about 134
hp.
Freezing conditions
Freezing conditions are a major consideration because fuel cells produce water and utilize moist air with varying water content. Most fuel cell designs are fragile and can't survive in such environments at startup but since heat is a byproduct of the fuel cell process, the major concern is startup capability. Ballard announced that it has already hit the U.S. DoE's 2010 target for cold weather starting which was 50% power achieved in 30 seconds at -20 °C. Although this is a good step, there still has to be many more improvements in that area for fuel cells to be strong enough to hold up to hard weather. Jackob Anderson estimates that 75% power should be generated within 25 seconds of startup at -15 °C.
Service life
Although service life is coupled to cost, fuel cells have to be compared to existing machines with a service life in excess of 5000 hours for stationary and light-duty. Marine
PEM fuel cells reached the target in 2004 Research is going on especially for heavy duty like in the bus trails which are targeted up to a service life of 30,000 hours.
Low volumetric energy
Hydrogen has a very low volumetric energy
density at ambient conditions, equal to about one-third that of methane. Even when the fuel is stored as a liquid in a
cryogenic tank or in a
pressurized tank, the volumetric energy density (megajoules per liter) is small relative to that of gasoline. Because of the energy required to compress or liquefy the hydrogen gas, the supply chain for hydrogen has lower well-to-tank efficiency compared to gasoline. Electrolysis, currently the most inefficient method of producing hydrogen, uses 65 percent to 112 percent of the
higher heating value on a well-to-tank basis. Environmental consequences of the production of hydrogen from fossil energy resources include the emission of
greenhouse gases, a consequence that would also proceed from the on-board reforming of methanol into hydrogen. Studies comparing the environmental consequences of hydrogen production and use in fuel cell vehicles to the refining of petroleum and combustion in conventional automobile engines find a net reduction of ozone and greenhouse gases in favor of hydrogen.
Development of renewable sources faces barriers, and although the amount of energy produced from renewable sources is increasing, as a percentage of worldwide energy production, renewables decreased from 8.15% in 2000 to 7.64% of total energy production in 2004 due to the rapid increase in coal and natural gas production. and
Denmark is using wind.
In addition to the inherent losses of energy in the conversion of feed stock to produce hydrogen which makes hydrogen less advantageous as an energy carrier, there are economic and energy penalties associated with packaging, distribution, storage and transfer of hydrogen. Private and state initiatives like California's "
California Hydrogen Highway" are already starting the infrastructure transition in advance of any manufacturers mass producing hydrogen cars. Replacement of the existing extensive gasoline fuel station infrastructure would cost a half trillion U.S. dollars in the United States alone.
The UK has opened its first hydrogen filling station.
Political considerations
Most of today's hydrogen is produced using fossil energy resources. While some advocate hydrogen produced from non-fossil resources, there could be public resistance or technological barriers to the implementation of such methods. For example, the
United States Department of Energy currently supports research and development aimed at producing hydrogen utilizing heat from
generation IV reactors. Such nuclear power plants could be configured to cogenerate hydrogen and electricity. Hydrogen produced in this fashion would still incur the costs associated with transportation and compression or liquefaction assuming direct (molecular) hydrogen is the on-board fuel. Recently, alternative methods of creating hydrogen directly from
sunlight and water through a metallic catalyst have been announced. This may eventually provide an economical, direct conversion of solar energy into hydrogen a very clean solution for hydrogen production.
Some in Washington advocate schemes other than hydrogen vehicles to replace the petroleum-based internal combustion engine vehicles. Plug-in hybrids, for example, would augment today's hybrid gasoline-electric vehicles with greater battery capacity to enable increased use of the vehicle's electric traction motor and reduced reliance on the combustion engine. The batteries would be charged via the electric grid when the vehicle is parked. Electric power transmission is about 95 percent efficient and the infrastructure is already in place
(External Link
). Tackling the current drawbacks of
electric cars or
plug-in hybrid electric vehicles is believed by some to be easier than developing a whole new hydrogen infrastructure that mimics the obsolete model of oil distribution. A plug-in hybrid transportation system would face the same thermodynamic hurdles as would a system of hydrogen vehicles relying on electrolysis for its molecular hydrogen. The current electric grid, which is dominated by fossil energy resources in the United States, has a fuel-to-power efficiency of roughly 40 percent. Both the plug-in hybrids and the electrolytic hydrogen system would be subject to these comparative inefficiencies.
United States President
George W. Bush was optimistic that these problems could be overcome with research. In his 2003
State of the Union address, he announced the U.S. government's hydrogen fuel initiative, which complements the President's existing
FreedomCAR initiative for safe and cheap hydrogen fuel cell vehicles. Critics charge that focus on the use of the hydrogen car is a dangerous detour from more readily available solutions to reducing the use of fossil fuels in vehicles. K.G. Duleep speculates that "a strong case exists for continuing fuel-efficiency improvements from conventional technology at relatively low cost." As an article published in the March/April 2007 issue of
Technology Review argued,
.
Mazda has developed
Wankel engines that burn hydrogen. The Wankel engine uses a rotary principle of operation, so the hydrogen burns in a different part of the engine from the intake. This reduces intake
backfiring, a risk with hydrogen-fueled
piston engines. However the major car companies such as
DaimlerChrysler and
General Motors are investing in the more efficient hydrogen fuel cells instead. Ford Motor Company is investing in both fuel cell and hydrogen internal combustion engine research. Because of the large heat exchanger necessary for fuel cells and their limited load change and cold start capability, they're certainly first choice as range extender for battery electric vehicles.
The Wall Street Journal, reviewing BMW's new internal combustion hydrogen vehicle concluded: "A more efficient route for car makers would be to focus on high-mileage gasoline-powered vehicles. They are far simpler than hydrogen cars... but for now they stack up as the cleaner option."
Automobiles
Many companies are currently researching the feasibility of building hydrogen cars. Funding has come from both private and government sources. In addition to the BMW and Mazda examples cited above, many automobile manufacturers have begun developing cars. These include:
BMW — The BMW Hydrogen 7 is powered by a dual-fuel Internal Combustion Engine and with an Auxiliary power based on UTC Power fuel cell technology. The BMW H2R speed record car is also powered by an ICE. Both models use Liquid Hydrogen as fuel.
Daimler AG — F-Cell, a hydrogen fuel cell vehicle based on the Mercedes-Benz A-Class.
Fiat - Panda hydrogen, a hydrogen fuel cell vehicle utilizing Nuvera's Andromeda fuel cell stack
Ford Motor Company – Focus FCV, a hydrogen fuel cell modification of the Ford Focus, and E-350 buses, which began being leased in late 2006.
General Motors — multiple models of fuel cell vehicles including the Hy-wire and the HydroGen3
Honda – currently experimenting with a variety of alternative fuels and fuel cells with experimental vehicles based on the Honda EV Plus, most notable the Honda FCX, powered by a front-mounted 80 kW AC electric motor, with 20 kW pancake motors providing supplemental power to the rear wheels. Electrical energy is provided by a 100 kW hydrogen fuel cell, with regenerative braking energy stored in ultracapacitors. The first production version of the FCX, dubbed the FCX Clarity, was announced at the 2007 Greater Los Angeles Auto Show. The vehicle is expected to be available in limited numbers for lease only in the Los Angeles area. mid-2008. In November 2007, Honda announced its new Home Energy Station IV that uses steam reforming of natural gas to derive hydrogen from both the steam and natural gas in equal parts. The Home Energy Station IV is 75-percent smaller than older units and provides hydrogen for a car as well as heat and electricity for the home.
Hyundai — Tucson FCEV, based on UTC Power fuel cell technology
Mazda - RX-8, with a dual-fuel (hydrogen or gasoline) rotary-engine
Mazda - Mazda Premacy Hydrogen RE Hybrid, with a dual-fuel (hydrogen or gasoline) rotary-engine
Nissan — X-TRAIL FCV, based on UTC Power fuel cell technology.
Morgan Motor Company – LIFEcar, a performance-oriented hydrogen fuel cell vehicle with the aid of several other British companies
Toyota – The Toyota Highlander FCHV and FCHV-BUS are currently under development and in active testing. In November 2007, ten new hydrogen powered Prius cars were delivered to three companies in Iceland by VISTORKA, a shareholder in Icelandic New Energy. (External Link)
Volkswagen also has hydrogen fuel cell cars in development.
Supporting these manufacturers are fuel cell and hydrogen engine research and manufacturing companies. The largest of these is UTC Power, a division of United Technologies Corporation, currently in joint development with Hyundai, Nissan, and BMW, among other auto companies. Another major supplier is Ballard Power Systems. The Hydrogen Engine Center is a supplier of hydrogen-fueled engines.
Most, but not all, of these vehicles are currently only available in demonstration models and cost a large amount of money to make and run. They are not yet ready for general public use and are unlikely to be as feasible as plug in biodiesel hybrids.
Mazda leased two dual-fuel RX-8s to commercial customers in Japan in early 2006, becoming the first manufacturer to put a hydrogen vehicle in customer hands.
BMW also plans to release its first publicly available hydrogen vehicle in 2008, as does Honda.
Buses
Fuel cell buses (as opposed to hydrogen fueled buses) are being trialed by several manufacturers in different locations. The Fuel Cell Bus Club is a global fuel cell bus testing collaboration.
Hydrogen was first stored in roof mounted tanks, although models are now incorporating inboard tanks. Some double deck models uses between floor tanks.
Bicycles
Pearl unveiled a hydrogen bicycle at the 9th China International Exhibition on Gas Technology, Equipment and Applications in 2007.
Motorcycles
ENV is developing electric motorcycles powered by a hydrogen fuel cell, including the Crosscage and Biplane.
Airplanes
Companies such as Boeing and Smartfish are pursuing hydrogen as fuel for airplanes. Unmanned hydrogen planes have been tested, and in February 2008 Boeing tested a manned flight of a small aircraft powered by a hydrogen fuel cell. The Times reported that "Boeing said that hydrogen fuel cells were unlikely to power the engines of large passenger jets but could be used as backup or auxiliary power units onboard."
Further Information
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