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Fuel Cells
Published in Michael F. Hordeski, Emergency and Backup Power Sources:, 2020
Fuel cell vehicle systems are still costly and supplying hydrogen to the unit is a problem. Even compressing the hydrogen at 5,000 pounds per square inch may take up too much space for a 70-mile-per-gallon, 350-mile-range vehicle. Storing the hydrogen in metal hydride is being pursued, but adds weight and high costs. Researchers at Northwestern University have developed a system based on the absorption of carbon nanofilters for the high density of hydrogen. This could make direct-hydrogen cars practical and researchers at the National University of Singapore have reported promising results.
Direct Methanol Fuel Cells (DMFCs)
Published in Xianguo Li, Principles of Fuel Cells, 2005
For a general-purpose vehicle, a typical driving range between successive refuelings requires at least about 5 kg of H2 to be stored onboard.3 This amount of hydrogen is equivalent to 19 L or 5 gal of gasoline in terms of the total energy available in the fuel, and it can provide about 320 km (or 200 mi) range for a conventional car (at 17 km/ℓ or 40 mpg). However for a hybrid or fuel cell vehicle 5 kg of hydrogen can provide 640 km (or 400 mi) range (at 34 km/ℓ or 80 mpg—an objective set for future vehicles).
Alternative Fuel Paths
Published in Michael Frank Hordeski, Alternative Fuels—The Future of Hydrogen, 2020
Today’s hydrogen fuel-cell vehicle can go 150-300 miles before it needs to refuel. This makes municipalities, which generally keep their cars within short distances and return them to a common station, good applications for hydrogen. London, Luxembourg, Barcelona, Madrid, Amsterdam, Hamburg, and Reykjavik have been using hydrogen fuel cell buses since 2003 through a program with Daimler-Chrysler.
Multi-objective optimization of the centrifugal compressor impeller in 130 kW PEMFC through coupling SVM with NSGA -III algorithms
Published in International Journal of Green Energy, 2021
Chongbin Ma, Zirong Yang, Kui Jiao, Zhi Liu, Qing Du
Fuel cell vehicle (FCV) takes the advantages of long cruising distance, fast refueling, zero emissions, and no operating noises, making it one of the most promising green vehicles in the coming future (Wu et al. 2020; Yang et al. 2020; Zhang et al. 2019). Around the world, the main fuel cell vehicle companies of Toyota, Honda, Hyundai, and SAIC have invested lots of efforts and time to develop high-performance fuel cell vehicles. And they have launched numerous fuel cell vehicles such as Mirai, FCX Clarity, Nexo, and Maxus FCV80, respectively, which have received extensive attentions. The proton exchange membrane fuel cell (PEMFC) system is the core power system of FCV, which determines the performance of FCV. The fuel cell system mainly includes fuel cell stack, gas supply system, humidification system, and thermal management system. Among these subsystems, the gas supply system, controlling the reactant supply, is important to the power density, system efficiency, and water balance of PEMFC. Thus, optimizing the gas supply system has drawn many researchers’ interest.
Hydrogen production using solar energy resources for the South African transport sector
Published in International Journal of Sustainable Engineering, 2021
T.R Ayodele, A.A Yusuff, T.C Mosetlhe, M. Ntombela
Various authors have also considered hydrogen as a means of energy storage which could enhance the flexibility of integrating renewable energy resources into the national grid as well as a means of supporting mobile application such as fuel cell vehicles. For example, Albadi et al. (Albadi et al. 2020) have presented a review on energy storage options for the main interconnected system in Oman. One of the suggested options was hydrogen production from the renewable energy resources of Oman to enhance the integration of intermittent renewable energy resources into the national grid. The authors were of the opinion that hydrogen as energy storage could provide the needed flexibility for the national grid by storing the excess energy in the form of hydrogen during excess renewable energy resources and could also be used in mobile applications such as hydrogen fuel cell vehicles. Bhatia and Riddell (Bhatia and Riddell 2016) performed sensitivity analysis on the trade-off between vehicle range and CO2 emissions on various powertrains use in a small crossover sport utility vehicle. The study compared gasoline vehicles, gasoline-electric hybrid vehicles, diesel vehicles, fuel cell and battery electric vehicles (BEVs) in terms of vehicle performance, emissions and energy usage. The authors revealed that the hydrogen fuel cell vehicle was found preferable to BEVs under conditions of high CO2 emissions per kW-hr and a high vehicle range requirement. Yousef et al. (Yousef, Al-Badi, and Polycarpou 2017) presented a design of a power management tool capable of managing power flow from different renewable energy sources. In the design, the authors used PV and wind as the primary power sources for the system, and a fuel cell with electrolyser and batteries were used as a reserve. The authors showed that the excess power was used either to produce hydrogen through an electrolyser for the fuel cell or to store it in a battery. The simulation was carried out in MATLAB/Simulink environment. In another study, Al-Badi (Al-Badi 2012) conducted a techno-economic feasibility study of using a hybrid energy system with hydrogen fuel cell for application in an eco-house located Sultan Qaboos University, Muscat, Oman. It was found that the total annual electrical energy production was 42,255 kW and the cost of energy for this hybrid system was 0.582 $/kW. During daylight time, when the solar radiation was high, the photovoltaics (PV) panels supplied most of the load requirements. Moreover, during the evening time, the fuel cell mainly serves the house with the help of the batteries. The proposed system was capable of providing the required energy to the eco-house during the whole year using only solar irradiance as the primary source.