Solar-hydrogen fuel-cell vehicles

DeLuchi, Mark A.; Ogden, Joan M.

doi:10.1016/0965-8564(93)90063-q

Cited by 15 publications

(13 citation statements)

References 28 publications

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“…Hydrogen-fuel-cell vehicles (H 2 FCV) have been proposed as a potential solution to many transportation, energy, and environmental problems (e.g., [1][2][3][4][5][6]) and are receiving the attention of all of the world's major automotive and energy companies. Nevertheless, currently expensive, of limited driving range per refueling, and lacking a refueling infrastructure, H 2 FCVs face similar challenges faced by past alternative-fuel vehicle (AFV) efforts, whose momentum typically could not be sustained over periods of low oil prices (e.g., [7,8]).…”

Section: Problem: Commercializing Fuel-cell Vehiclesmentioning

confidence: 99%

“…Loosely defined, Mobile Energy (ME) is the interaction between vehicles and other energy systems. The commercialization of electric-drive vehicles (EDVs) 1 creates-or, in some cases, may depend on-opportunities for innovation that arise at the convergence of transportation and other energy systems. Where these innovations generate novel value without which H 2 FCV commercialization will be unlikely or problematic in the (relatively) near term.…”

Section: Fig 1-1 Redefining H 2 Fcvs As New Products: Mobile Energymentioning

confidence: 99%

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Commercializing light-duty plug-in/plug-out hydrogen-fuel-cell vehicles: “Mobile Electricity” technologies and opportunities

Williams

Kurani

2007

Journal of Power Sources

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Section: Problem: Commercializing Fuel-cell Vehiclesmentioning

confidence: 99%

Section: Fig 1-1 Redefining H 2 Fcvs As New Products: Mobile Energymentioning

confidence: 99%

Commercializing light-duty plug-in/plug-out hydrogen-fuel-cell vehicles: “Mobile Electricity” technologies and opportunities

Williams

Kurani

2007

Journal of Power Sources

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“…Thus, the storage of this amount in a typical automotive tank would require a system density approaching 6.5 wt% and 62 g H 2 / (Deluchi 1992). None of the defined geometries considered in this study would be capable of meeting this value by physisorption alone.…”

Section: Physisorption Of Hydrogen In Nanoporous Structuresmentioning

confidence: 99%

“…A vehicle powered by a fuel cell would need approximately 3.1 kg H 2 for a 500 km range (Deluchi 1992). Thus, the storage of this amount in a typical automotive tank would require a system density approaching 6.5 wt% and 62 g H 2 / (Deluchi 1992).…”

Section: Physisorption Of Hydrogen In Nanoporous Structuresmentioning

confidence: 99%

Molecular Simulation of Hydrogen Physisorption and Chemisorption in Nanoporous Carbon Structures

Kumar

Salih

Lü

et al. 2011

Adsorption Science & Technology

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ABSTRACT:The effect of pore morphology on the hydrogen-storage capacity of carbon materials at room temperature (298 K) has been studied using Grand Canonical Monte Carlo (GCMC) molecular simulation. Prototypical pore geometries such as slit pores and nanotubes were considered along with carbon foams and a random disordered carbon structure. Both physisorption and chemisorption models were considered in order to take into account the most favourable adsorption scenarios. Fluid-fluid and fluid-solid interactions were assumed to follow a Lennard-Jones-type potential.It was seen that physisorption alone cannot account for the adsorption of more than a few weight percentages, regardless of the pore morphology. Under physisorption conditions, the simulation results show that carbons with a slitshaped pore geometry are more efficient than other geometries at storing hydrogen, particularly at pore distances which allow the formation of fluid layers commensurate with the pore geometry. Slit pores appear to store a maximum of 1.77 wt% hydrogen by physisorption as opposed to carbon foams (1.48 wt%), carbons with a random structure (1.04 wt%) and carbon nanotubes (0.31 wt%). Simulation with hypothetical chemisorption models where the solid-fluid interaction is artificially enhanced showed that the storage capacity is higher in pore geometries with a larger accessible volume. Strong chemisorption gave loadings of up to 17 g/ (1.5 wt%), 91 g/ (13.8 wt%), 57.33 g/ (9.6 wt%) and 42.94 g/ (8.29 wt%) in nanotubes, foams, random structures and slit pores, respectively. Desorption is a problem in this scenario, as only ca. 1-3 wt% hydrogen can be delivered from these structures. Ultimately, the comparison of the different fluid-solid potentials revealed that if solid-fluid interactions could be enhanced beyond the classical dispersion, the more open structures could be ideal candidates for hydrogen-storage materials.

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“…When comparing powertrains using the same energy carrier (petrol) there is no need to consider the primary energy efficiency (see, for example, Cuddy and Wipke, 1997;Amann, 1998; comparing HEVs with ICEVs, focusing on fuel economy). When different energy carriers with different losses in fuel production and distribution are used, analysing the energy losses all the way from the well to the wheel becomes necessary (see, for example, DeLuchi and Ogden, 1993;Ecotraffic, 1992;Wang and DeLuchi, 1992). Further improvements in energy efficiency can also be made by reducing road loads, in addition to increasing powertrain efficiency.…”

Section: Powertrain Efficiencymentioning

confidence: 99%

Cars and fuels for tomorrow: a comparative assessment

Åhman

Nilsson

Johansson

2001

Natural Resources Forum

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Light duty vehicles, i.e. passenger cars and light trucks, account for approximately half of global transportation energy demand and, thus, a major share of carbon dioxide and other emissions from the transport sector. Energy consumption in the transport sector is expected to grow in the future, especially in developing countries. Cars with alternative powertrains to internal combustion engines (notably battery, hybrid and fuel‐cell powertrains), in combination with potentially low carbon electricity or alternative fuels (notably hydrogen and methanol), can reduce energy demand by at least 50%, and carbon dioxide and regulated emissions much further. This article presents a comparative technical and economic assessment of promising future fuel/vehicle combinations. There are several promising technologies but no obvious winners. However, the electric drivetrain is a common denominator in the alternative powertrains and continued cost reductions are important for widespread deployment in future vehicles. Development paths from current fossil fuel based systems to future carbon‐neutral supply systems appear to be flexible and a gradual phasing‐in of new powertrains and carbon‐neutral fluid fuels or electricity is technically possible. Technology development drivers and vehicle manufacturers are found mainly in industrialised countries, but developing countries represent a growing market and may have an increasingly important role in shaping the future.

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Solar-hydrogen fuel-cell vehicles

Cited by 15 publications

References 28 publications

Commercializing light-duty plug-in/plug-out hydrogen-fuel-cell vehicles: “Mobile Electricity” technologies and opportunities

Commercializing light-duty plug-in/plug-out hydrogen-fuel-cell vehicles: “Mobile Electricity” technologies and opportunities

Molecular Simulation of Hydrogen Physisorption and Chemisorption in Nanoporous Carbon Structures

Cars and fuels for tomorrow: a comparative assessment

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