Search Results

A lithium ion battery system has been developed for use in Honda's FCX Clarity fuel cell vehicle. This represents the first time that Honda has employed lithium ion batteries. The battery system equals the high level of power of the ultracapacitor system used in the previous FCX vehicle but achieves a higher level of energy, contributing to various improvements in performance, such as the Clarity's superior acceleration feel and improved fuel efficiency. The system displays sufficient durability and reliability at the same time as satisfying requirements from the perspective of safety. In addition, positioning the battery system under the floor of the vehicle has increased cabin space, boosting the Clarity's commercial appeal.

The potential peaking of world conventional oil production and the possible imperative to reduce carbon emissions will put great pressure on vehicle manufacturers to produce more efficient vehicles, on vehicle buyers to seek them out in the marketplace, and on energy suppliers to develop new fuels and delivery systems. Four cases for stabilizing or reducing light vehicle fuel use, oil use, and/or carbon emissions over the next 50 years are presented. Case 1 - Improve mpg so that the fuel use in 2020 is stabilized for the next 30 years. Case 2 - Improve mpg so that by 2030 the fuel use is reduced to the 2000 level and is reduced further in subsequent years. Case 3 - Case 1 plus 50% ethanol use and 50% low-carbon fuel cell vehicles by 2050. Case 4 - Case 2 plus 50% ethanol use and 50% low-carbon fuel cell vehicles by 2050. The mpg targets for new cars and light trucks require that significant advances be made in developing cost-effective and very efficient vehicle technologies.

Fuel cell vehicles are currently undergoing extensive research and development because of their potential for high efficiency and low emissions. A complete well-to-wheels evaluation is helpful when considering the introduction of advanced vehicles that could use a new fuel, such as hydrogen. Several modeling tools developed by Argonne National Laboratory were used to evaluate the impact of several new vehicle configurations. A transient vehicle simulation software code, PSAT (Powertrain System Analysis Toolkit), was used with a transient fuel cell model derived from GCTool (General Computational Toolkit); and GREET (Greenhouse gases, Regulated Emissions and Energy use in Transportation) was employed in estimating well-to-tank performances. This paper compares the well-to-wheels impacts of several advanced SUVs, including conventional, parallel and series hybrid-electric and fuel cell vehicles.

The well-to-wheel greenhouse gas (GHG) emissions and energy use of selected alternative vehicles are compared to those of a conventional gasoline vehicle. The vehicle technologies investigated are internal combustion engine, hybrid and fuel cell technology. The fuels are assumed to be produced from either crude oil or natural gas. Wherever possible real data has been used. The study shows that hybrid vehicles emit a similar amount of greenhouse gas as fuel cell vehicles. The diesel hybrid uses the least primary energy. The least greenhouse gas emissions are produced by natural gas and hydrogen hybrid and fuel cell vehicles.

The National Renewable Energy Laboratory (NREL) collaborated with Millennium Cell and DaimlerChrysler to study heat and water management in a sodium borohydride (NaBH4) storage/processor used to supply hydrogen to a fuel cell in an automotive application. Knowledge of heat and water flows in this system is necessary to maximize the storage concentration of NaBH4, which increases vehicle range. This work helps evaluate the NaBH4 system's potential to meet the FreedomCAR program technical target of 6 wt% hydrogen for hydrogen storage technologies. This paper also illustrates the advantages of integrating the NaBH4 hydrogen processor with the fuel cell.

Volvo Group CTO discusses electric and autonomous vehicles

For zero tail pipe emission transportation, fuel cell technology is the best available option for replacing commercial IC engines. Worldwide lot of research work is going on in development of fuel cell vehicles. This work deals with the virtual development of system architecture for hybrid electric - fuel cell light commercial vehicle. The goal of this research work is to virtually design, model and convert an existing LCV model in to a hybrid electric fuel cell vehicle for the same performance and better efficiencies with zero tail pipe emissions. A unique fuel cell management system is developed and used for obtaining better efficiencies. A mathematical model of the vehicle is developed using GT-Drive which tracks the energy flow and fuel usage within the vehicle drivetrain. The vehicle is tested on chassis dynamometer to provide data for validation of the mathematical model. Model results and vehicle data show good correlation when validated.

Fossil fuels are non-renewable resources of energy, being one of the largest fractions of the greenhouse gases (GHG). Hydrogen is indicated as a fuel with potential to replace fossil fuels in the future, mainly because the combustion products are environmentally friendly, with high specific energy, in comparison with other sources of fuel. However, to use hydrogen as a fuel in internal combustion engines (ICE) or in fuel cell vehicles (FCV), it is necessary to separate it from primary elements (water, biomass, natural gas, etc.). It´s also need to consider storage and transport in order to handle a fuel like hydrogen. All of these phases require energy, which may be from renewable or non-renewable sources, causing environmental impacts. In order to investigate if the hydrogen is economically viable, aspects such as environmental impacts, safety and technological feasibility need to be studied.

A vehicle-cycle module of the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model has been developed at Argonne National Laboratory. The fuel-cycle GREET model has been published extensively and contains data on fuel-cycles and vehicle operation. The vehicle-cycle module evaluates the energy and emission effects of vehicle material recovery and production, vehicle component fabrication, vehicle assembly, and vehicle disposal/recycling. The addition of the vehicle-cycle module to the GREET model provides a comprehensive lifecycle-based approach to compare energy use and emissions of conventional vehicle technologies and advanced vehicle technologies such as hybrid electric vehicles and fuel cell vehicles.

The impacts of fuel cell system power response capability on optimal hybrid and neat fuel cell vehicle configurations have been explored. Vehicle system optimization was performed with the goal of maximizing fuel economy over a drive cycle. Optimal hybrid vehicle design scenarios were derived for fuel cell systems with 10 to 90% power transient response times of 0, 2, 5, 10, 20, and 40 seconds. Optimal neat fuel cell vehicles where generated for responses times of 0, 2, 5, and 7 seconds. DIRECT, a derivative-free optimization algorithm, was used in conjunction with ADVISOR, a vehicle systems analysis tool, to systematically change both powertrain component sizes and the vehicle energy management strategy parameters to provide optimal vehicle system configurations for the range of response capabilities.

This SAE Information Report provides test methods and determination options for evaluating the maximum wheel power and rated system power of vehicles with electrified vehicle powertrains. The scope of this document encompasses passenger car and light- and medium-duty (GVW <10000 pounds) hybrid-electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel-cell electric vehicles (FCEVs). These testing methods can also be applied to conventional ICE vehicles, especially when measuring and comparing wheel power among a range of vehicle types. This document version includes a definition and determination methodology for a rated system power that is comparable to traditional internal combustion engine power ratings (e.g., SAE J1349 and UN ECE R85). The general public is most accustomed to “engine power” and/or “motor power” as the rating metric for conventional and electrified vehicles, respectively.

Appropriate emergency response information is required for first responder before hydrogen fuel cell vehicles will become widespread. This paper investigates experimentally the hydrogen dispersion in the vicinity of a vehicle which accidentally releases hydrogen horizontally with a single volumetric flow of 2000 NL/min in the under-floor section while varying cross and frontal wind effects. This hydrogen flow rate represents normally a full throttle power condition. Forced wind was about maximum 2 m/s. The results indicated that the windward side of the vehicle was safe but that there were chiefly two areas posing risks of fire by hydrogen ignition. One was the leeward side of the vehicle's underbody where a larger region of flammable hydrogen dispersion existed in light wind than in windless conditions. The other was the area around the hydrogen leakage point where most of the leaked hydrogen remained undiffused in an environment with a wind of no stronger than 2 m/s.

The localized fire test provided in the Global Technical Regulation for Hydrogen Fuel Cell Vehicles gives two separate test methods: the ‘generic installation test - Method 1′ and the ‘specific vehicle installation test - Method 2′. Vehicle manufacturers are required to apply either of the two methods. Focused on Method 2, the present study was conducted to determine the characteristics and validity of Method 2. Test results under identical burner flame temperature conditions and the effects of cylinder protection covers made of different materials were compared between Method 1 and Method 2.

The worldwide automotive industry is currently preparing for a market introduction of hydrogen-fueled powertrains. These powertrains in fuel cell electric vehicles (FCEVs) offer many advantages: high efficiency, zero tailpipe emissions, reduced greenhouse gas footprint, and use of domestic and renewable energy sources. To realize these benefits, hydrogen vehicles must be competitive with conventional vehicles with regards to fueling time and vehicle range. A key to maximizing the vehicle's driving range is to ensure that the fueling process achieves a complete fill to the rated Compressed Hydrogen Storage System (CHSS) capacity. An optimal process will safely transfer the maximum amount of hydrogen to the vehicle in the shortest amount of time, while staying within the prescribed pressure, temperature, and density limits. The SAE J2601 light duty vehicle fueling standard has been developed to meet these performance objectives under all practical conditions.

Daimler is an industry leader in the development and deployment of fuel cell vehicles. With more than 100 fuel cell vehicles being driven worldwide at locations including the U.S., Singapore, Japan, Europe, China, and Australia, Daimler currently operates the world's largest fuel cell vehicle fleet. Each fuel cell vehicle is equipped with a powerful telematics system that records a diverse set of vehicle operation and fuel cell specific data for development purposes. Through innovative analysis methods Daimler is gaining unique insight into the technical, environmental, societal, and logistic influences impacting the future of fuel cell vehicle technology.

Fuel cell electric vehicles (FCEVs) require multiple components to operate properly, and the fuel cell stack—the source of power—is one of the most important components. While the number of enterprises manufacturing and selling fuel cell stacks is increasing globaly year after year, the residual challenges of core components and technologies still need to be resolved in order to keep pace with the development of lithium-ion batteries (i.e., its primary competitor). Additionally, many production and distribution standards are seen as unsettled. These barriers make large-scale commercialization an issue. Use of Proton-exchange Membrane Fuel Cells in Ground Vehicles explores the opportunities and challenges within the PEMFC industry. With the help of expert contributors, a critical overview of fuel cells and the FCEV industry is presented, and core technology, applications, costs, and trends are analyzed.

In the high-pressure tank for Fuel Cell Vehicle (FCV), the shock wave might be occurs during filling of the hydrogen gas because of the high-pressure ratio. Therefore, the temperature sensor in the high-pressure tank might be affected by the shock wave. In this work, we investigated the effect of unsteady flow including shock wave by visualizing around the exit of filling pipe in the Schlieren method. As the result of visualizing the filling pipe exit, it confirmed that pressure wave following the barrel shock wave occurred at high pressure ratio.

With the current state of automotive electrification, predicting which electrification pathway is likely to be the most economical over a 10- to 30-year outlook is wrought with uncertainty. The development of a range of technologies should continue, including statically charged battery electric vehicles (BEVs), fuel cell electric vehicles (FCEVs), plug-in hybrid electric vehicles (PHEVs), and EVs designed for a combination of plug-in and electric road system (ERS) supply. The most significant uncertainties are for the costs related to hydrogen supply, electrical supply, and battery life. This greatly is dependent on electrolyzers, fuel-cell costs, life spans and efficiencies, distribution and storage, and the price of renewable electricity. Green hydrogen will also be required as an industrial feedstock for difficult-to-decarbonize areas such as aviation and steel production, and for seasonal energy buffering in the grid.

Hydrogen fuel is rapidly emerging as a clean energy carrier solution that has the potential to decarbonize a variety of industries, including, or predominantly, the transportation industry. Fuel cell electric vehicles (FCEVs), which electrochemically combine stored hydrogen with atmospheric oxygen to efficiently generate electricity while producing only water vapor and small amounts of heat, are heralded to be a game-changing technology. The so-called hydrogen economy has the potential to displace traditional fossil fuel-based economy, with the transportation industry being the first mover in the hydrogen space. Technological advances made in the last decade in the areas of hydrogen generation and fuel cell technology have enabled the current uptake of hydrogen-based solutions for vehicle applications. Reduced costs, climate change, and carbon tax mechanisms are driving many governments, manufacturers, and consumers toward hydrogen-powered vehicles.

This SAE EDGE Research Report looks at the pros and cons of moving this technology forward and brings recommendations to facilitate a smooth transition from fossil fuel-based to hydrogen-based mobility. Unsettled Issues Concerning the Economics of Fuel Cells and Electric Ground Vehicles discusses the unsettled economic aspects of hydrogen and fuel cell applications in the automotive industry. Lately, the idea of using hydrogen in automotive applications is gaining momentum. While the concept of using clean hydrogen fuel generated from water via electrolysis is nothing new, previous efforts to mainstream the technology failed miserably. About a decade ago, the fuel cell technology, which efficiently converts hydrogen and atmospheric oxygen into electricity, was not as advanced and the fuel cell prototypes were bulky and expensive. Yet, many new fuel cell electric vehicles (FCEVs) have emerged, and hydrogen refueling infrastructure is being built globally.