Transcript
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Hydrogen Internal
CombustionEngines(HICEs)
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Hydrogen Policy Described
Mandate the CAA CFFPprogram nationwide
Mandate the CPP
nationwide Tax incentives for auto
companies to: developHICE vehicles, engage in
R & D partnerships, andestablish a H2infrastructure
Funded research into
H2 production and
storage
More funding for HICE
R & D
H2 as a natural gas
additive15% pipelines Fossil fuel disincentives
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Problems H2 policy should address:
Consumer access to a H2/ LH2
infrastructure (centralized ordecentralized)
Government investment into HICE
vehicle development
Government funding for H2 production
Establishment of uniform safety rules for
H2 production, storage, and handling
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CONCLUSIONS HICEs are a viable alternative for bridging
the gap to the H2 fuel cell economy
HICEs may be a viable long-term
possibility as the ICE has undergone 100years of refinement
To lessen greenhouse gases and foreign oil
dependence, the government shouldencourage the transition to the H2 economy
with large investments in R&D, subsidies
and tax incentives, and CAA amendments
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Encouraging HICEsEmpirically
Todays safer,cleaner vehiclesare the result ofregulations
Subsidies vs. Taxes: Auto companies
ability to absorb
further costs Loss of revenues
from fossil fueltaxes
Tech-forcing
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Status Quo HICE Policy February, 2003 proposal
DOE-EU agreement
Senator Dorgans proposal
Freedom car
Demonstrated refueling
Commercial codes, standards
H cost equivalent to gas H ICEs
Improved manufacturing
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Foreign Oil Dependence Imported oil
comprises 55% ofU.S. consumption
Transportationcomprises 2/3 of 20million bbl/day inU.S.
H2 vehicles wouldreduce consumptionby 11 million bbl/dayby 2040 (EU plans20% by 2020)
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Military Research into H Vehicles
1943: Air Force investigates LH2 fuel
1956: Lockheed
1960s: Nuclear Powered Energy Depot
A B-57B airplane that flew with oneengine fueled by liquid hydrogen
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MODERN H2 VEHICLES
1993: Ballard FC bus developed
1995+
CTA FC buses
Royal Dutch/ Shell FC prototype cars
BMW HICE vehicles
H refueling stationsopen
Ballard phase 3 FC buses,
in Vancouver and Chicago
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1990S SOLAR H2 PRODUCTION
1990: Solar-Wasserstoff-
Bayern
1992: Freiburg solar plant
Produces, stores H2, LH2
1994: HYSOLAR Saudi-
German plant
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Companies making HICE prototypes
Daimler-Benz:
hydr ide H ICEs,
1984-8
GM has created a
H ICE prototypes
Mazda, Cadillac:
HICEs and hydr ide
HICEs
Mazda hydride HR-X prototype
Cadillac prototype HICE
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Ford & BMW HICEs
BMW: 1999 fi f thgeneration prototype,
LH2 commercial ly
available
Ford: 1999 announced P2000
H ICE (H2, LH2)
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H Refueling Stations2003: Shell plans a H2 refueling station
in Luxemburg; others inCalifornia, Iceland, Japan,Holland, Norway
California, Arizona, Nevada,
Illinois H2 refueling stations Washington, D.C. demo refueling
project planned
EC International Hydrofueler
Project
Reykjavik, Iceland H2 busrefueling station opens
1999: Hamburg, Munich,DearbornLH2 refueling station,
Munich airport
Honda solar H2 station
in Torrance, Ca.
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How HICEs Work
2H2+02= 2H20 + heat H behaves like octane
Compressed H2 takes
up more room than gas
Unlike gas, which needs
strict air-fuel ratio More explosive than
gas, timing critical
Injected fuel delivery BMW HICE bus engine
BMW Hydrogen 7
Series IC Engine
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Converting ICEs to HICEs
Same basic design
Minimum cost: 1,000$
Other modifications needed
for power, safety, efficiency
Limited availability
1994 CAN Project
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H O b d St I
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H Onboard Storage Issues
EFFICIENCY: Gasoline is
the benchmark Ambient state demands
binding H to a hydride, gas
compression, or cryogeniccooling
No consensus
Infrastructure cost vs.onboard extraction
CARB vs. Ford
Metal Hydride
H d id St
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Hydride Storage
1960s R&D in the
U.S. & Netherlands
Metal alloys, absorb
H2 at higher temp./pressures
Heat released whenH2 absorbed, sameheat required to
release H2
D-B used radiator heatto de-bond H2 but
dropped hydrides forFC buses, methanol FCcars
Toyota*, Mercedes, D-B experimented with
hydrides
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C d
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Compressed
H2 Onboard StorageADVANTAGES:
Easiest form of H
storageDISADVANTAGES:
Backfire, engineknock areproblematic
Despite extremepressure,
compressed tanksoccupy so muchspace that they areonly practical for
buses or vans
Cryogenic Liquid Hydrogen
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Cryogenic Liquid Hydrogen
(LH2) Onboard Storage
Cryogenically-cooledLH2 is BMWs
preference
The Musashi
Institute ofTechnology has also
investigated this
Requires an
extremely
pressurized tank to
keep the LH2 in
liquid form
A BMW, in operation since 1990,equipped with an aluminum alloy tankthat carries 120 liters of LH2 and with a68 kg aluminium-alloy tank with a
capacity of about 120 liters of LH2.From:www.linde-anlagenbau.de/en/p0001/p0043/p0046.isp
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Viability of onboard LH2 storageADVANTAGES:
Lowest cost/ unit energy
Lowest weight/ unit
energy
Easier supply logistics
Fast refueling
DISADVANTAGES:
Loss of fuel when not
operational
Large tank needed Cryogenic engineering
obstacles
Energy to cool LH2
O i S
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Other Possible Storage Methods: CARBON-BASED FUEL EXTRACTION:
depending on the availability of H2/ LH2,for both HICEs and FC vehicles, the
onboard production of hydrogen is a
possibility, from carbon-based fuels
NANOTECHNOLOGY:graphite nanofiber
tubes store 65% H2 by weight.
-DOE funded, then withdrew-Ford continued the R&D
-GM later questioned the 65%
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Hydrogen Sources
H is a commonelement but must bepried from othersubstances and thus
is not an energysource
A consensus existsthat H2 is an idealfuel, but not aboutthe ideal source
The best productionalternative may varyby locality
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ELECTROLYSISElectrodes in conductive water
(wi th an electrolyte) produce
H2 at the - & O at the +
ADVANTAGES:
Produces almost pure H2 (electricity through water)
Could be powered with cool renewables Hydrogen is abundant
No moving parts; servicing rarely necessary
DISADVANTAGES:
Currently not cost competitive
Fossil fuel-powered electrolysis
Amount of energy needed to divide H2O = amount
given off when H2 burns
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Making H2 from Natural Gas
Stripping H2 from natural gas is
called reforming
Reforming natural gas emits CO2
Outfitting a gas station with a machine
to reform natural gas would cost$400,000 (building a conventional gas
station costs $1,500,000)
G tti H2 f C l
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Getting H2 from Coal
Coal-fired utilities
can power
electrolysis
The current
administration is
attempting to build a
coal-fired plant that
emits no CO2
U d d CO2 S t ti
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Underground CO2 Sequestration Proposed plant would
remove CO2, sequester it ,
and turn coal into a gas
from which H2 is made
The prototype plant is thesize of a large coal-burning
plant
In 1986, CO2 escaped from
Cameroons Lake Nyos and
killed 1,700 villagers
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H2 Production from Bacteria
Some anaerobic bacteria can produceH2 at 20 times their volume per
minute
When starved of sulfur,Chlamydomonas Reinhardtii makes
H2, one of ten most important
discoveries in 2000
(popular science magazine)
Challenges facing HICEs:
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Power Outputof HICEs
Challenges facing HICEs:
Backfiring common- prematureignition near the fuel intake valve
To reduce Nox, the air/fuel ratiocan be increased, reducing poweroutput to half a gasoline engines
To compensate for lost power,HICE engines are usually larger orhave superchargers
Ford claims that superchargersprovide near-zero emissions andpower equal to a gas engine
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Are HICEs unsafe at any speed?
H2 is volatile and is 10x more explosivethan gasoline
H leaks and static present risks
Special sensors and ducts that pull in freshair may be necessary whenever HICEs are
parked indoors Stringent, universal safety regulations are
needed for storage, handling, and disposal
of H2
BMW Tests indicate
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BMW Tests indicate
HICEs are Safe
94 BMW: safety valves ofdouble-walled LH2 tanks wereblocked, cooked, shaken,rammed with pole; slow LH2
leak, no explosion H2 escaped after 10 minutes in
open fire; burned with no effect
on tank OTHER TESTS: some tanks
burst under extreme pressurebuildup
Fords 2000 H2
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Ford s 2000 H2,
LH2 vehicles Model U concept car: 3 millimeter aluminum barrier
tank, carbon-fiber structural casing, rated to a pressureof 10,000 psi
P2000 FUEL system - redundancy for safety:
fueling system under trunk
Triple redundant system based on natural gas,designed to use H2 natural dispersion
H2 ventilators
Sensors in engine, passenger and trunk compartments
Alarms triggered at concentrations belowflammability
H2 detected = fuel system/engine starter disable, roof
opens, ventilation fans activate
H2 Safety & the Hindenburg
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H2 Safety & the Hindenburg The Public perception of H2?
1997, Addison Bain, former NASA H2program manager presented findings:
Static and flame accelerants(painted on the skin), not H2, were
causes
Based on Analysis of survivingHindenburg remnants
Is Hydrogen Fuel Safer?
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Is Hydrogen Fuel Safer?Former Lockheed Manager: maintains
air crashes involving kerosene fuelwould have resulted in fewer deaths if
H2 were the fuel:
H2 volatile/ burns
quickly
H2 vaporizes/disperses quickly
Less fire area
Radiated fire heat is lesswith H2
No smoke from H2 fires
LH2 safer upon impact
than kerosene
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1993 German H2 study
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1993 German H2 study
H2 SAFER:
Vaporization
Cloud formation
Fire, thermalemissivity
H2 RISKIER:
In enclosed roomsCustomer handlingof H2 demandstechnical safety
measures (self-adjusting gas sensorslinked to ventilation
systems)UNRESOLVED:Questions remain about pipelineembrittlement, feasibility of high
pressure H2 pipeline
HICEs & POLLUTION
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HICEs & POLLUTIONADVANTAGES:
Emissions are afraction of conventionICE emissions
Ford HICEs emit
almost no pollutantsand are 25% morefuel efficient than gas
ICEs H2/ CH4 mixed fuel
emits extremely lowNOx
DISADVANTAGES:
High temperature H2combustion makes Nox
NOx emissions = that of
gas, can be lessened with
additional control
equipment
Even without after-
treatment, NOx emissionsare low
Fossil fuel electrolysis
lessens pollution gains
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Barriers to Commercial Availability H2/ LH2 infrastructure needed Low cost H2 production needed
Economics of H2 cars are ill-defined
ICE-HICE conversion availability
Like current vehicles, H2/LH2vehicle designs will likely vary
Lack of uniform regulations of H2
C i C A i i i
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Commercial HICE Availability Shell: marathon, not a sprint, and the race has
just begun,H2 fuel network by 2030-2050.Others estimate 10-50 years to the H2 economy
BMWs HICE cars are available today
John C. Anderson, Pres. & CEO of AFS says:(1) the existing ICE infrastructure
(2) the demand for clean emissions; &
(3) H2s flammability characteristicsmake H2 the ultimate low cost fuelwhich,
when widely available, can be adapted to
conventional autos and diesel engine vehicles
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A C S ?
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ARE FUEL CELLS BETTER? Fuel cells are more
efficient than HICEsbut less efficient whenoperated on methane
Barriers exist to FCs asdual fuel vehicles, andthus may be less
feasible than HICEs inthe near future unlessH2 onboard conversionmaterializes
FCs cars are the
best for zeroemissions
FC cars average 60more mpg than
BMWs HICEs
FCs cars are far
more costly than
HICE vehicles
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THE EU IS DOING MORE
March 2003 DOE-EU joint effort
EU: 20% alternate energy fuelsources by 2020, plans to develop
H2 tech while sharply tighteningfuel efficiency standards
California Fuel Cell Partnership
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California Fuel Cell Partnership Corporate members have 6 H2
stations; at least 8 H2 filling
stations in southern California 12 more planned
The partnership has cut the
number of H2 vehicles it plansto require car companies toproduce
Centrally Fueled Fleet Program (CFFP)
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Centrally Fueled Fleet Program (CFFP)
H2 is a CAA CleanFuel
The CFFP applies tostates with serious or
worse O3 non-attainment
Requires fleets to use a% of clean fuel vehicles
Not vigorously
enforced; voluntary
as of 1995
EPA of 1992: CFV
purchase incentives
for public/private
fleets & incentives for
fuel suppliers
CAA C lif i Pil t P (CPP)
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CAA California Pilot Program (CPP) Increases CFV availability
(requires 300,000 yearly) Credit program (excess
CFVs or buy credits)
SIP mandates sufficient
clean fuels be produced,
distributed by fuel
suppliers (profit incentive)
CARBs LEV programdiffersclean fuels must be
available, not produced
Serious/ worse O3 non-
attainment states may
opt in
Opt-in states cannotmandate CFV sales or
alternate fuel production
and availability
(incentives instead)
H2/LH2 INFRASTRUCTURE
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H2/LH2 INFRASTRUCTURE
Centralized or
decentralized?
Assuming a centralized
infrastructure, oil
companies estimatethat consumer interest
depends on a new fuel
being available at 30%of gas stations
180,000 gas station in
the U.S
Centralized Distribution
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Centralized Distribution Infrastructure cost: $100 billion+
H2 storage (or stainless steel tanks for convertiblemethanol), manufacturing tankers
Exxon-Mobil: the verdict is still out on whether H2 willever become a mainstream fuel
Predicted route of development: Centrally fueled fleets
Dispersed locations
Gas stations conversion
Rate regulation? Local variation by
optimal source
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Decentralized H2 Infrastructure
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Decentralized H2 Infrastructure Retrofitting CH4 pipelines favors
centralization; long term localizedproduction will favor decentralization
Honda & GM are discussing bypassing
gas stations in favor of letting consumersbuy/ lease home H2-fueling machines
For consumers, the ability to refuel at
home may justify higher fuel costs Some advocate onboard stripping of H2
from carbon fuel to avoid H2 transition
difficulties
C l i
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Conclusions Regulatory mandates;
CFFP, CPP nationally? Tax incentives,
subsidies for HICE
R&D,investment Incentives and
regulatory
mandates to
develop a fuelinginfrastructure
Standardization of
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