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Automatic and Efficient IoT-Based Electric Vehicles and Their Battery Management System
Published in Suman Lata Tripathi, Parvej Ahmad Alvi, Umashankar Subramaniam, Electrical and Electronic Devices, Circuits and Materials, 2021
Parag Nijhawan, Manish Kumar Singla, Souvik Ganguli
HFCEV produces the electric energy from hydrogen and air which are powered by fuel cell. The power produced from the fuel cell could be used to directly drive the EV and also can charge the battery, if needed. The latest fuel cell vehicle detains regenerative brake to capture energy, and a battery pack will help accelerate the fuel cell, as shown in Figure 12.6. The size of the battery is a bit bulky, or about the same area when used in general HEV. HFCEVs lead to higher conversion efficiency and have a high growth cost than ICEVs [42,43]. HFCEV’s refueling is much faster than the battery charging. In the United States, commercially sold model is Toyota Mirai, which was introduced in 2015, and in Europe, the most sold model is ix35. Tucson is the model of Hyundai and is the first commercially produced hydrogen vehicle, which is manufactured in Japan and which was introduced in 2013 with a 24 kW battery capacity and a 100 kW fuel cell system. Now, the production of fuel cells is much lower than that of batteries. In 2015, approximately 700 FCEVs were produced by the Toyota, and more than 26,000 vehicles in the same year were produced by the manufacturers.
Barriers for Commercial Application of Fuel Cells
Published in Naim Hamdia Afgan, Maria da Graça Carvalho, New and Renewable Energy Technologies for Sustainable Development, 2020
F. Chen, M. G. Carvalho, L. M. Alves
Although hydrogen is considered the ideal fuel for many energy-conversion systems, Barbir F. et al. [25] showed that the high costs and limited availability of hydrogen are the major obstacles for commercialisation of fuel cells. The disadvantages of hydrogen are as follows: Storage capacity (mass, volume);No existing delivery and refueling infrastructure;Very flammable gas;Bad safety image;Difficulties for storage and vehicle official approval;Safety and reliability improvement;No hydrogen vehicle components;Fuel and H2 storage cost.
Hypersonic Aircraft
Published in G. Daniel Brewer, Hydrogen Aircraft Technology, 2017
Conclusions resulting from this study of dual-fuel hypersonic vehicles were as follows:The 5000-nmi-range mission can be accomplished with aircraft designed to cruise at Mach 5 which have very reasonable gross weights.The hypersonic aircraft are very growth sensitive. They exhibit a gross weight growth factor of 12 or 13 to 1 lb of inert weight. These factors compare to 2:l for subsonic aircraft and 4: 1 or 5: 1 for advanced versions of supersonic transport aircraft.The use of higher percentages of hydrogen, relative to JP-fuel, results in decreasing gross weight vehicles. It is expected that an all-hydrogen vehicle would provide the least gross weight. This is a reasonable expectation because of (1) decreased fuel weight and (2) a 27% increase in takeoff thrust which would be available with LH2 fuel, thereby allowing a significant reduction in engine weight.
Biogas-based fuels as renewable energy in the transport sector: an overview of the potential of using CBG, LBG and other vehicle fuels produced from biogas
Published in Biofuels, 2022
Already in the late nineteenth century, there were ideas about replacing fossil-based combustion engines with a more efficient and pollution-free alternative [80]. The alternative in question was hydrogen fuel cells, which has the advantage to produce power without combustion – and thus can be used without any local air pollution from the motor. Hydrogen was first produced from electricity and water in the 1800s, and almost 40 years later, the first hydrogen fuel cell was created [80]. However, the technique was still extremely immature, and it would take almost 100 more years until the first hydrogen/oxygen fuel cell for practical use was created [80]. The interest in hydrogen started to increase in the 1960s (Figure 4), and the first idea of a hydrogen economy was published a year before the oil crisis in 1973 [81]. The idea was to use hydrogen produced from, for example, solar power and nuclear power for transportation, storage and fuel [82]. Hydrogen vehicles had the advantages of no tailpipe emissions and providing a possibility to store and transport fuel directly produced from electricity. The added benefit of this being possible by using renewable sources and not affecting the climate has increased the interest in hydrogen, and in 2007, the first mass production of fuel cell cars began [80].