Technology Status of Hydrogen Road Vehicles

More documents

Recommendations

Info

Such a development also smooths the path for FCs, which are expensive and easier to assemble at present in reduced sizes. So an FC only one-fourth the size of that required in a non-hybrid bus may be attractive, depending on cost trade-offs between the FC and the energy storage device. Wurster et al. (1996) describe two buses for near-term demonstration, of direct interest to this question: the Neoplan one mentioned above with a flywheel energy storage (Item 10 Table 2) and a similar MAN city bus (Item 11 Table 2) in which a 120-180 kW PEM FC provides all power; they will be demonstrated in parallel in the same city. Schock et al. (1996) find hybrid vehicles particularly suited to compete with conventional automobiles in California. A small, constant-speed ICE with suitable buffer storage (flywheel, ultracapacitors, and batteries are mentioned) gives similar performance to conventional automobiles, and allows “equivalent” ZEV standard (
Some overall observations may be appropriate: ! More mid-1990s operating projects are found in Europe than in Canada, the United States, or Japan. ! More late 1990s projects are firmly planned in Canada and the United States than in Europe; Japan is noncommittal. However, “firmly planned” is open to change and doubt. ! More ICE than FC projects are being demonstrated in the mid-1990s in both Europe and Japan; in Canada and the United States the emphasis is on FCs, both operating and planned. ! Only one ICE, but four FC, projects are planned in Europe for the late 1990s. ! LH 2 is the favorite in Europe and Japan, but does not yet appear in any Canadian or U.S. projects. ! City buses are the preferred vehicles for demonstration in Europe and the United States; Japan is limiting attention to cars and light trucks. 13
Page 1 and 2: IEA Agreement on the Production and
Page 3 and 4: 1.0 Introduction This report was co
Page 5 and 6: Memories of the Hindenburg disaster
Page 7 and 8: During the past 5 years, a carbon s
Page 9 and 10: Wetzel (1996) gives a comprehensive
Page 11 and 12: The 11th WHEC shows increasing inte
Page 13: ! There is higher efficiency at low
Page 20 and 21: Europe--Fuel Cells Table 2. Hydroge
Page 22 and 23: 11, Florence, 1992. Dufour, A.; B.G
Page 24 and 25: Lamy, C; J.-M. Leger, “Les piles
Page 26 and 27: Hydrogen Energy Progress XI, 1569-1
Page 28 and 29: Fischer and Eichert (1995) provide
Page 30 and 31: ! Take cryogenic precautions. ! Det
Page 32 and 33: A1.4 The Challenger Accident Certai
Page 34 and 35: The air on the inlet stroke is ofte
Page 36 and 37: of approach: ! A mechanical/hydraul
Page 38 and 39: y Furahama et al. (1991) for high-p
Page 40 and 41: difficulties must be overcome: ! Hi
Page 42 and 43: Turning finally to the electrical t
Page 44 and 45: The most abundant and accessible hy
Page 46 and 47: more air in the combustion chamber
Page 48 and 49: noticed.... 7. Environmental Impact
Page 50 and 51: 8. Liquid Hydrogen and Hydride Vehi
Page 52 and 53: 8.4 The cost of liquefying hydrogen
Page 54 and 55: tensions and conflict related to im
Page 56 and 57: Proceedings of the 11th World Hydro
Page 58 and 59: Moore, R.B.; V. Raman, “Hydrogen
Page 60 and 61: ! Cryogenic GH 2 is still in the R&
Page 62 and 63: Pizak, V. et al., “Investigations
Page 64 and 65:
Initial tests on a representative e
Page 66 and 67:
Cleghorn, S., et al., “PEM Fuel C
Page 68 and 69:
vehicles (as well as stationary) ap
Page 70 and 71:
To ease the introduction of a new t
show all

Technology Status of Hydrogen Road Vehicles

Create successful ePaper yourself

Delete template?

Save as template?