Fuel cell electric vehicles and hydrogen infrastructure: status 2012

Eberle, Ulrich; Müller, Bernd R.; Helmolt, R. von

doi:10.1039/c2ee22596d

Cited by 330 publications

(224 citation statements)

References 13 publications

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“…Since ≈23% of the world-wide CO 2 emissions are due to transportation, ≈75% of which are contributed by the road sector (numbers from 2012 1 ), a reduction of CO 2 emissions from vehicles is imperative to combat global warming. Towards this goal, many countries have passed legislature to lower passenger vehicle emissions over the long term like, e.g., the European Union mandate for 95 g CO2 /km fleet average emissions by 2020.2 The analysis by Eberle et al 3 in Figure 1 suggests that this rather ambitious goal can only be met by means of extended range electric vehicles or all-electric vehicles in combination with the integration of renewable energy (e.g., wind and solar). Without increased integration of renewable energy sources and basing the calculations on the current European electricity generation mix, the only vehicle concept which could meet the 95 g CO2 /km target are pure battery electric vehicles (BEV100 in Fig.…”

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confidence: 99%

“…In summary, without radical changes in battery and/or vehicle technology, the production of BEVs with driving ranges of ≈200 miles might be challenging and for anywhere near 300 miles is likely not feasible for the mid-size car market due to battery weight and cost constraints. Contrary to BEVs, driving ranges of ≈300 miles under real-road conditions have already been demonstrated for hydrogen-powered FCEVs using ≈5 kg H 2 stored in high-pressure tanks (70 MPa H 2 tanks with ≈5.5%wt hydrogen; 1 kg H 2 providing a range of ≈63 miles 3 ). Cost estimates, however, are probably even more uncertain for FCEVs than for BEVs, due to the very low production volumes (e.g., Toyota announced the production of 700 Mirai FCEVs in 2015).…”

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confidence: 99%

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Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

460

367

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This study provides an analysis of the technological barriers for all-electric vehicles, either based on batteries (BEVs) or on H 2 -powered proton exchange membrane (PEM) fuel cells (FCEVs). After an initial comparison of the two technologies, we examine the likely limits for lithium ion batteries for BEV applications, and compare the projected cell-and system-level energy densities with those which could be expected from lithium-air and lithium-sulfur batteries. Subsequently, we will review the current development status of H 2 PEM fuel cells, with particular attention to their viability with regards to the required amount of platinum and the resulting cost and availability constraints. It is widely accepted that global warming is caused by CO 2 emissions and that they must be substantially reduced in order to prevent climate change. Since ≈23% of the world-wide CO 2 emissions are due to transportation, ≈75% of which are contributed by the road sector (numbers from 2012 1 ), a reduction of CO 2 emissions from vehicles is imperative to combat global warming. Towards this goal, many countries have passed legislature to lower passenger vehicle emissions over the long term like, e.g., the European Union mandate for 95 g CO2 /km fleet average emissions by 2020.2 The analysis by Eberle et al. 3 in Figure 1 suggests that this rather ambitious goal can only be met by means of extended range electric vehicles or all-electric vehicles in combination with the integration of renewable energy (e.g., wind and solar). Without increased integration of renewable energy sources and basing the calculations on the current European electricity generation mix, the only vehicle concept which could meet the 95 g CO2 /km target are pure battery electric vehicles (BEV100 in Fig. 1). However, for electricity produced entirely by renewable energy sources, the 95 g CO2 /km target could also be met by extended range electric vehicles with 40 miles all-electric range (E-REV40 in Fig. 1), if 50% of driving is powered by the battery (i.e., the average driving range would have to be below 80 miles), or by fuel cell electric vehicles (FECVs), with hydrogen produced by water electrolysis. While these propulsion concepts look promising, their contribution to CO 2 emission savings in the transportation sector would only be meaningful if their market penetration were substantial. In the absence of government regulations, the latter largely hinges on consumer acceptance, which in turn strongly depends on cost. In addition, in the case of BEVs, recent studies clearly showed that BEV driving range (closely followed by cost) are the predominant variables determining consumer acceptance. 4 In the following we will thus focus on the two vehicle types, which would be capable to meet and exceed the CO 2 emission targets of 95 g CO2 /km on the long-term, viz., pure BEVs and hydrogen powered FCEVs. For both vehicle types, but particularly for the latter, meaningful CO 2 emission reductions require the predominant use of renewable energy, which in turn necess...

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confidence: 99%

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confidence: 99%

Review—Electromobility: Batteries or Fuel Cells?

Gröger

Gasteiger

Suchsland³

2015

J. Electrochem. Soc.

460

367

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“…Although the technology will likely remain comparatively expensive, it is assumed that home fuel cells have mass-market potential and will have a significant impact on reducing emissions and primary energy consumption where they are deployed (Ammermann et al, 2015). The deployment of FCEV, although still facing several challenges, is advancing worldwide; fuelling infrastructures are being set up in several countries and auto manufacturer actions seem to confirm their commitment to keeping fuel cell technology as an option (Eberle, Müller, & von Helmolt, 2012;Air Resources Board, 2015).…”

Section: Introductionmentioning

confidence: 99%

La aceptación pública de las aplicaciones de las Pilas de Combustible de Hidrógeno en Europa

Oltra¹,

Dütschke

Sala³

et al. 2017

Rev. int. sociol.

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There is increasing realisation amongst policy makers and industry that 'social acceptance' is a key issue in the deployment of low carbon energy technologies and infrastructures in Europe. The development of hydrogen fuel cell technologies (HFCs) involves small-scale residential and transport applications, as well as large-scale infrastructures, the socio-technical embedment of which will be influenced by the public and stakeholders in various roles. Previous research on public acceptance has investigated public perceptions of HFCs in specific countries. resumenCada vez hay más conciencia entre los responsables políticos y la industria de que la "aceptación social" es un tema clave en el despliegue de tecnologías e infraestructuras energéticas de baja emisión de carbono en Europa. El desarrollo de las tecnologías de pilas de combustible de hidrógeno (HFC) implica aplicaciones a pequeña escala en el sector residencial y del transporte, así como infraestructuras de gran escala, cuya incorporación sociotécnica estará influenciada por el público y las partes interesadas. Investigaciones anteriores sobre la aceptación

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“…The FCEVs exist at present in small numbers as vehicle prototypes that function primarily as technology demonstrators [21,22]. FCEVs are unique however, because they represent the only motor vehicle technology that uses hydrogen (H 2 ) fuel to generate electric energy to power a motor driving the wheels of the vehicle.…”

Section: Introductionmentioning

confidence: 99%

Scalable, Self‐Contained Sodium Metal Production Plant for a Hydrogen Fuel Clean Energy Cycle

Stern¹

2017

Recent Improvements of Power Plants Management and Technology

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In this chapter, we present a detailed design study of a novel, scalable, self-contained solar powered electrolytic sodium (Na) metal production plant meant to enable a hydrogen (H 2 ) fuel, sustainable, closed clean energy cycle. The hydrogen fuel is generated on demand inside a motor vehicle using an efficient hydrogen generation apparatus that safely implements a controlled chemical reaction between either ordinary salinated (sea) or desalinated (fresh) water and sodium metal. The sodium hydroxide (NaOH) byproduct of the hydrogen generating chemical reaction is stored temporarily within the hydrogen generation apparatus and is recovered during motor vehicle refueling to be reprocessed in the self-contained sodium (Na) metal production plant. The electric power for NaOH electrolysis is produced using photovoltaic (PV) device panels spatially arrayed and electrically interconnected on a tower structure that maximizes the use of scarce land area. Our analysis shows that the scalable, self-contained sodium (Na) metal production plant using solar power is technically and economically viable for meeting the hydrogen fuel clean energy needs of all the motor vehicles in the U.S.A. by constructing approximately 450,000 scalable, self-contained sodium (Na) metal production plant units in the southwestern desert region that includes West Texas, New Mexico, Arizona and Southern California.

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Fuel cell electric vehicles and hydrogen infrastructure: status 2012

Cited by 330 publications

References 13 publications

Review—Electromobility: Batteries or Fuel Cells?

Review—Electromobility: Batteries or Fuel Cells?

La aceptación pública de las aplicaciones de las Pilas de Combustible de Hidrógeno en Europa

Scalable, Self‐Contained Sodium Metal Production Plant for a Hydrogen Fuel Clean Energy Cycle

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