DOCSLIB.ORG

Extending EV Range with Direct Methanol Fuel Cells

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Extending EV Range with Direct Methanol Fuel Cells Page 0647 World Electric Vehicle Journal Vol. 3 - ISSN 2032-6653 - © 2009 AVERE EVS24 Stavanger, Norway, May 13-16, 2009 Extending EV Range with Direct Methanol Fuel Cells Kai Steckmann Business Development Manager, Mobility; SFC; Eugen-Saenger-Ring 4, D-85649 Brunnthal, Germany; [email protected] Abstract Electric cars are the vehicles of the future, and there is a proven hybrid system for extending their mileage. Direct methanol fuel cells (DMFCs) provide safe, lightweight, onboard battery charging that can free car owners from worry about running out of power. The hybrid system includes a DMFC fuel cell, fuel cell cartridge and electric vehicle batteries. The fuel cell operates almost silently with virtually no exhaust, it is immune to extreme weather and the convenient fuel cartridges feature extremely high energy density, providing vehicle owners with a lightweight, efficient and onboard power source. When connected to a rechargeable battery, the fuel cell constantly monitors the battery’s charge state. Once this drops below a predefined value, the fuel cell automatically starts recharging the battery. When the battery is full, the fuel cell returns to standby mode. This presentation will discuss the role methanol/battery hybrid systems can play in extending the range and operating time of electric vehicles. In addition, it will discuss the environmental merits of methanol, including its increasing production from biomass. Keywords: Fuel cell, off-grid power, onboard charger, power generator, direct methanol fuel cell these problems, in London, for example, but a 1 Introduction general solution has not been found yet. 1.1 Problem 1.2 Solution The wider distribution of alternative power A solution for the chicken-and-egg problem would concepts for electric vehicles is impeded by a be electric vehicles (EVs) with an onboard charge logistical problem, which is also the reason why station. This solution is already on the road today there are few hydrogen-powered vehicles on our with a direct methanol fuel cell (DMFC). Even roads. It really is a chicken-and-egg problem: no though the power of the fuel cell is still too limited hydrogen cars without hydrogen gas stations, no to directly power the motor, it is completely hydrogen gas stations without hydrogen cars. As sufficient to recharge smaller EVs overnight or the hydrogen-vehicle discussion has quieted when they are parked for shorter periods. This down, plug-in hybrid electric vehicles (PHEVs) creates an efficient bridge between public or have become popular. However, PHEVs face a private grid-charge stations and enables drivers to similar problem: no PHEVs without public plan their routes much more freely. An EV charge stations, no public charge stations without equipped with a fuel cell is not bound to the a certain amount of PHEVs on the road. Several electricity grid anymore. small-scale projects have attempted to solve EVS24 International Battery Hybrid and Fuel Cell Electric Vehicle Symposium 1 Page 0648 World Electric Vehicle Journal Vol. 3 - ISSN 2032-6653 - © 2009 AVERE 2 Overcoming battery 2.3 High energy density with fuel cells limitations A major advantage of the DMFC is the extremely high energy density this technology offers 2.1 Limited reach with batteries compared to batteries. A fuel cartridge weighing only 22 kg contains a capacity of 31 kWh. Small EVs weighing less than 500 kg, with one Batteries providing an equivalent amount of power to two seats and a maximum speed of 45 to 65 would weigh 1,000 kg. With 31 kWh, a km/h, are usually equipped with batteries with a lightweight EV can cover more than 500 capacity of three to five kWh and a system kilometers. voltage of 48V or 72V. At an energy demand of four to seven kWh per 100 km these vehicles have a reach of approximately 50 km. This, of course, varies considerably depending on the driving style, the traffic situation, and the terrain to be covered, with the result that in city traffic the reach usually is limited to 30 to 40 km. After that the vehicle has to have reached a location where it has access to a power socket or another charge station. Figure 2: DMFC’s superior energy density provides easier handling and greater efficiency The energy density of batteries ranges from 30 Wh/kg of simple lead batteries to 110 Wh/kg for currently available lithium batteries. The energy density of DMFCs with 1,400 Wh/kg is much higher. In its liquid form methanol has a theoretical energy content of 5.500 W/kg. The DMFC transforms the methanol into power with an electric efficiency ratio of 25 percent. Table 1: Comparing Power Solutions Figure 1: Start Lab EV powered by SFC’s EFOY fuel cell Storage Solution Energy technology density If lithium batteries are used, the reach can be Battery Lead Battery 35 Wh/kg extended by a factor of two or three. But even Battery NiMh 70 Wh/kg then a stop at a charge station or a power socket Battery Lithium 110 Wh/kg is imperative. Hydrogen, 200 bar steel 160 Wh/kg PEM Fuel bottle, Cell electric efficiency 2.2 Reach extension with fuel cells ratio 40% The DMFC solves this problem of grid- Hydrogen, 350 bar steel 400 Wh/kg dependency. Hydrogen fuel cells are not a valid PEM Fuel bottle, fibre alternative, as their infrastructure is even more Cell reinforced limited than that of publicly available power electric efficiency sockets. With the EFOY direct methanol fuel ratio 40% cell, however, EV operators have a commercially Methanol, Plastic cartridge, 1,400 Wh/kg available solution that has successfully proven its DMFC liquid fuel reliability and functionality in many off-grid electric efficiency applications. ratio 25% EVS24 International Battery Hybrid and Fuel Cell Electric Vehicle Symposium 2 Page 0649 World Electric Vehicle Journal Vol. 3 - ISSN 2032-6653 - © 2009 AVERE The DMFC, however, has a much lower power 3 Advantages of methanol density than a battery. Therefore it makes no sense to replace the battery with a fuel cell. In 3.1 Infrastructure traction mode, charge changes ranging from a few hundred watts up to 15 kW are normal. The A fuel infrastructure for the fuel used in the EFOY fuel cell would not meet peak-performance fuel cells already exists: the EFOY fuel cell and demands. It requires several minutes for start-up EFOY fuel cartridges used for its operation are from standby to nominal power. Therefore, the available at over 1,200 sales points in Europe. hybrid solution of fuel cell and battery takes advantage of the best properties of both. 3.2 Much power, low weight The fuel is stored and transported in convenient lightweight plastic cartridges. As demonstrated in Table 1, methanol’s excellent energy density enables the drivers of electric vehicles to take along large amounts of power at low weight and in the smallest space possible – a decisive advantage Figure 3: Flow of power in a hybrid fuel cell/battery over transporting heavy hydrogen bottles or system; from left: EFOY fuel cartridge, EFOY Pro replacement batteries. fuel cell, battery, electric motor An additional advantage of this hybrid 3.3 Methanol from renewable resources combination is the fact that the fuel cell always Methanol is an excellent anti-freeze agent and an performs at its full nominal value, and thus in the excellent solvent. It is used in large amounts by the best possible operation mode, independent of the chemical industry. End users know it as the anti- current energy requirements of the vehicle, freeze liquid for their windshield cleaner in winter. which are covered by the battery. Today, methanol is still produced for the most part 2.4 Operating mode of fuel cells from natural gas that occurs as a by-product of oil The fuel cell is equipped with an automatic production, in amounts too small to justify charge control that constantly monitors the building a special natural gas pipeline. For many battery’s charge state. Whenever it drops below a years, this gas was burned off, but that practice has predefined level, the DMFC automatically begins been stopped due to environmental and resource- charging the battery. In this mode it produces conservation reasons. This natural gas now is environmentally friendly power with maximum processed directly on-site into methanol. efficiency. Once the battery is fully recharged, the fuel cell automatically returns to standby. Increasingly, methanol is also produced from This eliminates unfavorable operation modes like renewable resources like second-generation partial load operation and, in return, increases the biomass (bio-garbage) and even from household total efficiency ratio. refuse. In this way, fuel cells can contribute to garbage recycling very efficiently. 2.5 Total efficiency ratio 4 Technical data of EFOY fuel This high total efficiency ratio enabled by the hybridization of fuel cell and battery significantly cells and cartridges exceeds combustion engines on short distances. A modern combustion engine achieves an 4.1 EFOY fuel cells efficiency ratio of 25 percent and more in The EFOY Pro series comprises the four models optimal operation mode at nominal rotation EFOY Pro 600, EFOY Pro 1200, EFOY Pro 1600 speed and nominal load. This, however, is only and EFOY Pro 2200. true for continuous driving without stopping and starting. In city traffic after cold start and on short distances of just a few kilometers, the efficiency ratio of vehicles powered by combustion engines falls dramatically to under 10 percent. EVS24 International Battery Hybrid and Fuel Cell Electric Vehicle Symposium 3 Page 0650 World Electric Vehicle Journal Vol. 3 - ISSN 2032-6653 - © 2009 AVERE hybrid electric vehicles (PHEVs) and projected changes in power-generation technology from 2010 through 2050, 2008, USA.
Load more

Recommended publications
  • Hydrogen Fuel Cell Vehicles in Tunnels
    SAND2020-4507 R Hydrogen Fuel Cell Vehicles in Tunnels Austin M. Glover, Austin R. Baird, Chris B. LaFleur April 2020 Sandia National Laboratories is a multimission laboratory managed and operated by National Technology and Engineering Solutions of Sandia, LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration under contract DE-NA0003525. 2 ABSTRACT There are numerous vehicles which utilize alternative fuels, or fuels that differ from typical hydrocarbons such as gasoline and diesel, throughout the world. Alternative vehicles include those running on the combustion of natural gas and propane as well as electrical drive vehicles utilizing batteries or hydrogen as energy storage. Because the number of alternative fuels vehicles is expected to increase significantly, it is important to analyze the hazards and risks involved with these new technologies with respect to the regulations related to specific transport infrastructure, such as bridges and tunnels. This report focuses on hazards presented by hydrogen fuel cell electric vehicles that are different from traditional fuels. There are numerous scientific research and analysis publications on hydrogen hazards in tunnel scenarios; however, compiling the data to make conclusions can be a difficult process for tunnel owners and authorities having jurisdiction over tunnels. This report provides a summary of the available literature characterizing hazards presented by hydrogen fuel cell electric vehicles, including light-duty, medium and heavy-duty, as well as buses. Research characterizing both worst-case and credible scenarios, as well as risk-based analysis, is summarized. Gaps in the research are identified to guide future research efforts to provide a complete analysis of the hazards and recommendations for the safe use of hydrogen fuel cell electric vehicles in tunnels.
    [Show full text]
  • Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
    Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale.
    [Show full text]
  • EPRI Journal--Driving the Solution: the Plug-In Hybrid Vehicle
    DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna The Story in Brief As automakers gear up to satisfy a growing market for fuel-efficient hybrid electric vehicles, the next- generation hybrid is already cruis- ing city streets, and it can literally run on empty. The plug-in hybrid charges directly from the electricity grid, but unlike its electric vehicle brethren, it sports a liquid fuel tank for unlimited driving range. The technology is here, the electricity infrastructure is in place, and the plug-in hybrid offers a key to replacing foreign oil with domestic resources for energy indepen- dence, reduced CO2 emissions, and lower fuel costs. DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna n November 2005, the first few proto­ vide a variety of battery options tailored 2004, more than half of which came from Itype plug­in hybrid electric vehicles to specific applications—vehicles that can imports. (PHEVs) will roll onto the streets of New run 20, 30, or even more electric miles.” With growing global demand, particu­ York City, Kansas City, and Los Angeles Until recently, however, even those larly from China and India, the price of a to demonstrate plug­in hybrid technology automakers engaged in conventional barrel of oil is climbing at an unprece­ in varied environments. Like hybrid vehi­ hybrid technology have been reluctant to dented rate. The added cost and vulnera­ cles on the market today, the plug­in embrace the PHEV, despite growing rec­ bility of relying on a strategic energy hybrid uses battery power to supplement ognition of the vehicle’s potential.
    [Show full text]
  • Making Markets for Hydrogen Vehicles: Lessons from LPG
    Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult.
    [Show full text]
  • Green Illusions Is Not a Litany of Despair
    “In this terrific book, Ozzie Zehner explains why most current approaches to the world’s gathering climate and energy crises are not only misguided but actually counterproductive. We fool ourselves in innumerable ways, and Zehner is especially good at untangling sloppy thinking. Yet Green Illusions is not a litany of despair. It’s full of hope—which is different from false hope, and which requires readers with open, skeptical minds.”— David Owen, author of Green Metropolis “Think the answer to global warming lies in solar panels, wind turbines, and biofuels? Think again. In this thought-provoking and deeply researched critique of popular ‘green’ solutions, Zehner makes a convincing case that such alternatives won’t solve our energy problems; in fact, they could make matters even worse.”—Susan Freinkel, author of Plastic: A Toxic Love Story “There is no obvious competing or comparable book. Green Illusions has the same potential to sound a wake-up call in the energy arena as was observed with Silent Spring in the environment, and Fast Food Nation in the food system.”—Charles Francis, former director of the Center for Sustainable Agriculture Systems at the University of Nebraska “This is one of those books that you read with a yellow marker and end up highlighting most of it.”—David Ochsner, University of Texas at Austin Green Illusions Our Sustainable Future Series Editors Charles A. Francis University of Nebraska–Lincoln Cornelia Flora Iowa State University Paul A. Olson University of Nebraska–Lincoln The Dirty Secrets of Clean Energy and the Future of Environmentalism Ozzie Zehner University of Nebraska Press Lincoln and London Both text and cover are printed on acid-free paper that is 100% ancient forest free (100% post-consumer recycled).
    [Show full text]
  • Frequently Asked Questions About Commercial Hydrogen Vehicle Refueling
    Frequently Asked Questions About Commercial Hydrogen Vehicle Refueling General Questions 1. Why is the U.S. continuing to develop hydrogen fuel cell vehicle technology? U.S. industries and government are at the forefront of research and development of hydrogen and fuel cell technology to power vehicles, homes, businesses, and remote equipment such as cell phone towers. The goals of this effort were to lessen U.S. dependence on foreign oil and advance an environmentally clean, safe, and reliable energy agenda. Hydrogen is one of many alternative fuels being explored. When hydrogen is used to power a hydrogen fuel cell electric vehicle (HFCEV), it offers one possible solution to meeting some of the growing demand in the U.S.A. for a reliable supply of clean and sustainable energy. Hydrogen is considered the ultimate clean vehicle fuel. The only emissions from a HFCEV are heat and clean water, which makes hydrogen a fuel that can help to protect the environment and keep our air cleaner. Hydrogen gas is 14.4 times lighter than air and dissipates rapidly and harmlessly if released into the air. Hydrogen has higher energy content by weight than other fuels, but lower energy content by volume. This means that sufficient quantities of hydrogen stored in liquid or compressed gaseous form onboard a HFCEV can provide a comparable driving range to conventional gasoline-powered vehicles. Fuel cells are lighter in weight than batteries used in plug-in electric vehicles, also making hydrogen fuel cell vehicles lighter and more suited to long-range applications than battery electric vehicles. In addition, FCEVs can be fully refueled in under 5 minutes at a hydrogen fueling station, compared to the 3 hours to more than 20 hours it takes to recharge battery electric vehicles.
    [Show full text]
  • Hydrogen Energy Storage: Grid and Transportation Services Workshop
    02 Hydrogen Energy Storage: Grid and Transportation Services February 2015 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy EfficiencyWorkshop Structure and Renewable / 1 Energy, operated by the Alliance for Sustainable Energy, LLC. Hydrogen Energy Storage: Grid and Transportation Services February 2015 Hydrogen Energy Storage: Grid and Transportation Services Proceedings of an Expert Workshop Convened by the U.S. Department of Energy and Industry Canada, Hosted by the National Renewable Energy Laboratory and the California Air Resources Board Sacramento, California, May 14 –15, 2014 M. Melaina and J. Eichman National Renewable Energy Laboratory Prepared under Task No. HT12.2S10 Technical Report NREL/TP-5400-62518 February 2015 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications National Renewable Energy Laboratory 15013 Denver West Parkway Golden, CO 80401 303-275-3000 www.nrel.gov NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof.
    [Show full text]
  • Carbonomics the Rise of Clean Hydrogen
    EQUITY RESEARCH | July 8, 2020 | 11:34PM BST Carbonomics The Rise of Clean Hydrogen Clean hydrogen has a major role to play in the path towards net zero carbon, providing de-carbonization solutions in the most challenging parts of the Carbonomics cost curve - including long-haul transport, steel, chemicals, heating and long-term power storage. Clean hydrogen cost competitiveness is also closely linked to cost deflation and large scale developments in renewable power and carbon capture (two key technologies to produce it), creating three symbiotic pillars of de-carbonization. Clean hydrogen is gaining strong political and business momentum, emerging as a major component in governments' net zero plans such as the European Green Deal. This is why we believe that the hydrogen value chain deserves serious focus after three false starts in the past 50 years. Hydrogen is very versatile, both in its production and consumption: it is light, storable, has high energy content per unit mass and can be readily produced at an industrial scale. The key challenge comes from the fact that hydrogen (in its ambient form as a gas) is the lightest element and so has a low energy density per unit of volume, making long-distance transportation and storage complex and costly. In this report we analyze the clean hydrogen company ecosystem, the cost competitiveness of green and blue hydrogen in key applications and its key role in Carbonomics: the green engine of economic recovery. Michele Della Vigna, CFA Zoe Stavrinou Alberto Gandolfi +44 20 7552-9383 +44 20 7051-2816 +44 20 7552-2539 [email protected] [email protected] alberto.gandolfi@gs.com Goldman Sachs International Goldman Sachs International Goldman Sachs International Goldman Sachs does and seeks to do business with companies covered in its research reports.
    [Show full text]
  • 2008 Advanced Vehicle Technology Analysis and Evaluation Activities
    annual progress report 2008V EHICLE T ECHNOLOGIES P ROGRAM ADVANCED VEHICLE TECHNOLOGY ANALYSIS AND EVALUATION ACTIVITIES AND HEAVY VEHICLE SYSTEMS OPTIMIZATION PROGRAM A Strong Energy Portfolio for a Strong America Energy efficiency and clean, renewable energy will mean a stronger economy, a cleaner environment, and greater energy independence for America. Working with a wide array of state, community, industry, and university partners, the U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy invests in a diverse portfolio of energy technologies. For more information contact: EERE Information Center 1-877-EERE-INF (1-877-337-3463) www.eere.energy.gov U.S. Department of Energy Vehicle Technologies Program 1000 Independence Avenue, S.W. Washington, DC 20585-0121 FY 2008 Annual Progress Report for Advanced Vehicle Technology Analysis and Evaluation Activities and Heavy Vehicle Systems Optimization Program Submitted to: U.S. Department of Energy Energy Efficiency and Renewable Energy Vehicle Technologies Program Advanced Vehicle Technology Analysis and Evaluation Lee Slezak, Technology Manager FY 2008 Annual Report AVTAE Activities & HVSO Program ii AVTAE Activities & HVSO Program FY 2008 Annual Report CONTENTS I. INTRODUCTION.................................................................................................................................1 II. MODELING AND SIMULATION....................................................................................................9 A. PSAT Model Validation ...............................................................................................................9
    [Show full text]
  • Hydrogen Fuel Cell Road Vehicles and Their Infrastructure: an Option Towards an Environmentally Friendly Energy Transition
    energies Article Hydrogen Fuel Cell Road Vehicles and Their Infrastructure: An Option towards an Environmentally Friendly Energy Transition Olivier Bethoux 1,2 1 Laboratoire de Génie Electrique et Electronique de Paris, CNRS, Group Sorbonne Université, 75252 Paris, France; [email protected]; Tel.: +331-69-85-16-56 2 Laboratoire de Génie Electrique et Electronique de Paris, CNRS, CentraleSupélec, Université Paris-Saclay, 91192 Gif-sur-Yvette, France Received: 22 September 2020; Accepted: 17 November 2020; Published: 23 November 2020 Abstract: The latest pre-production vehicles on the market show that the major technical challenges posed by integrating a fuel cell system (FCS) within a vehicle—compactness, safety, autonomy, reliability, cold starting—have been met. Regarding the ongoing maturity of fuel cell systems dedicated to road transport, the present article examines the advances still needed to move from a functional but niche product to a mainstream consumer product. It seeks to address difficulties not covered by more traditional innovation approaches. At least in long-distance heavy-duty vehicles, fuel cell vehicles (FCVs) are going to play a key role in the path to zero-emissions in one or two decades. Hence the present study also addresses the structuring elements of the complete chain: the latter includes the production, storage and distribution of hydrogen. Green hydrogen appears to be one of the potential uses of renewable energies. The greener the electricity is, the greater the advantage for hydrogen since it permits to economically store large energy quantities on seasonal rhythms. Moreover, natural hydrogen might also become an economic reality pushing the fuel cell vehicle to be a competitive and environmentally friendly alternative to the battery electric vehicle.
    [Show full text]
  • Zero-Emission Vehicles in California: Community Readiness Guidebook
    Zero-Emission Vehicles in California: COMMUNITY READINESS GUIDEBOOK Toward 1.5 Million Zero-Emission Vehicles on California Roadways by 2025 State of California Edmund G. Brown, Jr., Governor Governor’s Office of Planning and Research Ken Alex, Director Project Manager and Lead Author Ben Rubin, OPR Contributors Michelle Chester, OPR Jeffrey Mankey, OPR Editing and Layout California Center for Sustainable Energy Guidebook Production California Plug-In Electric Vehicle Collaborative California Fuel Cell Partnership Published fall 2013. First Edition. This Guidebook is intended to be an accessible informational resource that supports the expansion of zero-emission vehicles. It may be reproduced and distributed without permission. Please acknowledge this Guidebook as a source of information when using its content in other documents or presentations. Working Group Acknowledgements OPR is thankful for the time, expertise and dedication of the ZEV Community Readiness Guidebook Working Group members who helped create this Guidebook. David Almeida, California Center for Sustainable Energy Richard Battersby, University of California, Davis Rocky Burks, California Commission on Disability Access Roxana Bekemohammadi, California Air Resources Board Ayala Ben-Yehuda, University of California, Los Angeles Jared Cacho, California Energy Commission Lisa Chiladakis, California Plug-In Electric Vehicle Collaborative Kurt Cooknick, American Institute of Architects Dennis Corelis, State of California, Division of the State Architect Joshua Cunningham, California
    [Show full text]
  • Research and Prospects for the Development of Alternative Fuels in the Transport Sector in Poland: a Review
    energies Review Research and Prospects for the Development of Alternative Fuels in the Transport Sector in Poland: A Review Dorota Burchart-Korol 1,* , Magdalena Gazda-Grzywacz 2 and Katarzyna Zar˛ebska 2 1 Faculty of Transport and Aviation Engineering, Silesian University of Technology, ul. Krasi´nskiego8, 40-019 Katowice, Poland 2 Faculty of Energy and Fuels, AGH University of Science and Technology, al. Mickiewicza 30, 30-059 Krakow, Poland; [email protected] (M.G.-G.); [email protected] (K.Z.) * Correspondence: [email protected] Received: 13 May 2020; Accepted: 8 June 2020; Published: 10 June 2020 Abstract: The aim of this publication is to review the current state and possibilities of developing electromobility and alternative fuels in Poland. It was found that the current market for alternative fuels in Poland is insufficiently developed. At the end of 2019 in Poland, liquefied petroleum gas-powered cars accounted for approximately 3.3 million pieces, which amounts to 14.3% all passenger vehicles up to 3.5 tonnes of gross vehicle weight. There were over 9000 electric cars on the road, the share of which accounted for 0.04% of domestic passenger transport. The lack of a sufficient number of charging points, inhibiting the development of electromobility, was also noted. There were approximately 4000 (0.02%) passenger cars powered by compressed natural gas. Liquefied gas-powered vehicles were exclusively public transport vehicles or trucks. The share of biofuels in the Polish transport sector stands at 4%, while European Union requirements are at a level of 10%. Although there is huge potential for the use of hydrogen as an alternative to conventional transport fuels in Poland, just one hydrogen-powered vehicle has been registered in the country so far, with no filling station in existence for this fuel.
    [Show full text]