New FC Locomotive Unveiled

The BNSF Railway Co. and Vehicle Projects Inc. rolled out the nation’s first hydrogen-powered fuel cell locomotive Monday morning at the railroad’s shops in the Oakland neighborhood.

BNSF, Vehicle Projects, Sen. Sam Brownback, R-Kan., and the Department of the Army announced plans to develop the locomotive on Jan. 9, 2008.

Funding came from BNSF and the Department of Defense, said Steven Forsberg, BNSF spokesman. In 2008, Brownback announced the Department of Defense was providing a second year of funding for the experiment — $2.4 million for fiscal year 2008 following $2 million in the previous fiscal year.

“The prototype switch locomotive has the potential to reduce air pollution, is not dependent on oil for fuel, and could serve as a mobile backup power source for military and civilian disaster-relief efforts,” a news release from BNSF stated.

Brownback was joined by Rep. Lynn Jenkins, R-Kan., in addressing a small crowd gathered Monday under a purple and white tent in front of the BNSF offices at the Topeka System Maintenance Terminal, 1001 N.E. Atchison.

“It is truly an honor to be here with Sen. Sam Brownback for this unveiling,” Jenkins said. “This is a real-world, common sense way to move forward.”

Brownback called Monday a “great day in Topeka.”

“This has been a long-storied railroad town,” he said. “This is a new story.”

After addressing the crowd, Brownback listened along with spectators as Kris Hess, of Golden, Colo.-based Vehicle Projects, gave a description of the major components of the locomotive.

Brownback then boarded the locomotive and rode up and down tracks in the BNSF yard. After the demonstration, he toured the locomotive and asked questions.

“It is extremely quiet,” he told members of the media after he disembarked. “I think this is an exciting process.”

Shawn Semple, groundsman for BNSF, rode on the front of the locomotive as it headed north in the yard. He then got off and switched the rails. “It’s very similar to diesel locomotive,” he said. “It’s very interesting.”

The locomotive will be sent to Colorado for additional testing this summer, said Chris Roberts, BNSF vice president of engineering. Then, it will be sent to California to test the viability of the technology.

“We look forward to the testing,” Roberts said. “At BNSF, we’re proud to be a part of this.”

Source: Link

Toyota expands hydrogen car program, aims to hit the road by 2013

Toyota plans to have more than 100 hydrogen fuel-cell cars on the road by 2013, the company has announced. While most of them will be given to government agencies and universities for testing in California and New York, expanding this pilot program is designed to win consumers to the idea before automakers introduce hydrogen-powered cars to the market in 2015.

This is the third pillar in Toyota’s robust green technology strategy. Already, its Prius is the dominant brand in low-emissions vehicles. Whenever anyone thinks of hybrid cars, it immediately springs to mind, giving Toyota all the cred it will need to successfully launch the revamped, plug-in version of the Prius in 2012. Both Priuses have built a strong foundation for Toyota to move beyond battery technology to fuel cells.

“We plan to come to market in 2015 or earlier with a vehicle that will be reliable and durable, with exceptional fuel economy and zero emissions at an affordable price,” Toyota head of environmental affairs Irv Miller said during the announcement.

The major automaker started testing fuel cell technology in 2002 with a fleet of 20 vehicles in California. In the last eight years, it has more than doubled the range of its fuel cell hybrid vehicles (FCHVs). In late 2007, it took of the models on a seven-day road test between Fairbanks, Alaska and Vancouver, Canada. The cars are said to get 68 miles per gallon of gasoline and have a driving range of 431 miles while emitting zero greenhouse gases.

The one snag in Toyota’s plan? It might be hard to find a hydrogen station to fuel up. The company hopes its program, and those being explored by its competitors, will jump start the development of hydrogen fuel infrastructure. Producing the hydrogen fuel cells themselves isn’t too difficult. It only requires electricity and water. The trick will be to accelerate both car production and infrastructure development at the same right and at the right time to achieve rapid adoption, Toyota says.

In September, Daimler also came out with similar plans to get average consumers behind the wheel of hydrogen fuel cell cars by 2015 (and is looking to partner with Toyota in the endeavor). The big challenge, that company said, will be to make them cost-competitive with other automotive options. It hopes to commercialize a hydrogen version of its compact Mercedes Benz B class, which it unveiled at the auto show in Frankfurt in the fall.

It will be interesting to see how collaborative the companies involve get in order to make a hydrogen fuel cell hybrid a reality. Considering the hurdles ahead — both steep costs and the need for extensive, perhaps policy-motivated, changes to fuel infrastructure — it seems like even the biggest names in the car industry will be willing to partner so that more can benefit.

Source: Link

2011 Mercedes-Benz B-class F-Cell - First Drive Review

Mercedes refines its fuel-cell technology and plans to put it in the hands of U.S. consumers.

This May, the Mercedes-Benz B-class F-Cell will be the second fuel-cell-powered car to be delivered to consumers (Honda’s FCX Claritybeing the first). What you may not know is that Mercedes-Benz was the first manufacturer to produce a fuel-call vehicle. Dubbed NECAR (new electric car), it debuted in 1994 and was a single-seat van. Its fuel cell, battery pack, electric drive unit, and associated control devices took up all the interior space, making the van impractical for consumers, or just about anything other than research and marketing.

By 1999, Mercedes-Benz had shrunk the size of its system enough so that it could fit in the sandwich-floor architecture of the A-class. That version never made it to production, but in 2004, 10 Berlin residents were given fuel-cell-powered A-classes to drive. Those vehicles were direct precursors to the 2011 B-class featured here.

Did You Sleep Through Science Class?

The B-class is based on the A-class architecture. The aforementioned sandwich design (a hollow void beneath the cabin floor that, among other things, funnels the engine below the passengers in a frontal collision) makes it an ideal candidate for alternative powertrains, as it provides a place to put some of the technology. This B-class actually has identical interior dimensions to its gas- and diesel-powered brethren. The only noticeably difference inside is the lack of a moveable cargo shelf; the shelf is locked in the higher (normal to the untrained eye) position to make room for the battery pack.

What makes this B-class F-Cell a zero-emissions car is its polymer electrolyte membrane fuel cell. Yes, it’s a mouthful. The simple explanation is that the fuel cell converts high-pressure hydrogen (H2) and oxygen (O2, gathered from the air) into electrical energy and water (H2O). It is some fancy chemistry, but it boils down to reverse electrolysis. If you recall junior-high science, when an electric current is introduced to H20, the result is H2 and O2. For the fuel cell to produce energy and H2O, H2 is fed through a membrane that allows H2 protons, but not H2 electrons, to pass. Those protons join with the O2 on the far side of the membrane to complete H20, and the leftover H2 electrons (once the poles are aligned) generate an electrical current, thus powering the vehicle’s electric motor. Got that? If not, just remember it is reverse electrolysis, and you’ll survive a conversation with anyone holding a liberal-arts degree.

Actually moving the B-class F-Cell from point A to point B is a 134-hp electric motor coupled to a single-speed, direct-drive transmission. On start-up the motor gets its juice to move from a 1.4-kWh lithium-ion battery array. The battery cells are the same as those used in Mercedes’ own S400 hybrid, although there are many more of them here. The fuel cell kicks in at about 7 mph, delivering the needed wattage. The changeover is undetectable unless one is staring at the energy-flow display readout (similar to any hybrid’s display). Both the fuel cell and battery will supply juice simultaneously, but only for brief moments, like when passing on the highway. It is similar to an overboost feature on a turbocharged engine. You can engage the battery boost by tripping the kickdown detent in the accelerator and the extra grunt can be felt.

Lease Now, Maybe Buy Later

California will get the majority of the 70 or so F-Cell Bs slated for the U.S., with some ending up in Washington D.C., too. The first will be on the road in May. Mercedes is following the Honda approach to fuel-cell ownership: You can’t own one, at least for now. All of the B-classes will be leased (all maintenance and non-accident repairs included) for about the cost of a nicely optioned C-class. That translates to a monthly payment of around $800 –$1000, which is quite a bit more than the $600 per month commanded by the Clarity. Also, Mercedes is not sure how many individuals will be getting a B-class. The company wants to have as many people drive the cars as possible and it hopes to have a majority of the U.S. allotment in fleets. So the LAX Hertz may get a couple to rent.

The hydrogen infrastructure is one of the biggest limiting factors to getting hydrogen-powered cars into the garages of the masses. This car’s three 10,153-psi carbon-fiber tanks (total capacity is 8.2 pounds) require H2 flow of about 11,600 psi to top off in about three minutes. By comparison, the FCX stores H2 at 5000 psi, a pressure more hydrogen stations can operate at, meaning there are more available refueling locations. The Merc’s range is about 250 miles in combined driving situations, so owners won’t want to travel too far from a suitable filling station; 11 such stations are planned for the Los Angeles area by the end of 2010. Mercedes claims there will be 40 stations of this type by 2015. That’s good, because it also plans to sell—yes sell, not just lease—fuel-cell vehicles in the U.S. by 2015. We’ll believe that when we see it.

Still a Real Car

The utility of the hatchback makes sense to us, but most of our fellow Americans wouldn’t be caught dead in one. Perhaps this B-class’s advanced tech could sway them. The high roofline allows for good front and rear headroom, and there is enough space in the back seat for two adults; three could squeeze in on a short trip. As stated before, cargo space is slightly limited when compared with a regular B-class, but there is plenty of room for a four-person weekend getaway.

Driving the F-Cell is relatively benign. There are no weird actuator sounds, no beeps. And there will be no gimmicky clean-energy slogans slathered across the doors, like those on our test car in Europe. The car weighs roughly 3750 pounds (about 550 pounds more than a standard internal-combustion B-class) and it accelerates like any small European compact—slowly by U.S. standards. The power-to-weight ratio is slightly worse than the FCX’s, so 0-to-60-mph runs in the mid nines are expected, as are quarter-mile runs in the high 17s. But the low-end torque (max torque is available at 0 rpm) makes it fell rather peppy. Fully electric steering comes without any real feel, but none was expected. The F-Cell uses regenerative braking and this usually makes for a totally limp-feeling and nonlinear brake pedal. But brake feel, though light, is surprisingly smooth and linear, especially when we compare it to the pedal in the S400. Around town, the car is eerily silent, with just a little hum from the motor.

Abundant Energy

So where does hydrogen come from? Well, it’s the most abundant element in the universe. It’s in the air we breathe. A bunch of it burned up in the Hindenburg. And some of the H2 Americans will be fueling their cars with will come from H2 farming locations. The cleanest of these use renewable energy, like wind, to power the collectors. Hydrogen is also a byproduct of some biomass manufacturing processes. There is enough produced to power around 750,000 cars per year, so Mercedes has a long way to go if they want to use up all that byproduct H2. The first step is making the technology affordable, but if the inventor of the automobile ends up making production cars powered by fuel cells, then the technology is likely here to stay.
Source: Link

Mohave Fuel Cell Electric Vehicle

What is the next-generation power source that will replace the internal combustion engine? At the 2009 Frankfurt Motor Show, many pointed to the electric vehicle. However, prominent global automakers are still hard at work to find the answer to that question. Kia Motors is making progress to commercialize the fuel cell electric vehicle (FCEV).

On December 1, the test drive car of Mohave FCEV was unveiled at Kia’s domestic sales headquarters in Seoul’s Apgujeong-dong. Present at the unveiling were five consumers chosen for the test drive among 17,800 applicants. They were joined by local movie star Yu Ji-tae, lawmaker Won Hee-ryong and Lee Joon-hyun, president of Korea Institute of Energy Technology Evaluation and Planning. The test drive will last for six months during which engineers will identify and make necessary corrections. Free charging will be available at six hydrogen charging stations in the Seoul metropolitan area.

In June, Kia Motors took part in the Hydrogen Road Tour 2009 in the US. Kia Borrego FCEV successfully completed the 2,655km course from San Diego in the US to Vancouver in Canada.

Several issues still have to be addressed for FCEV commercialization. They include the possibility of hydrogen leaks, charging time and building the infrastructure (hydrogen stations). The safety of Mohave FCEV has been proven through crash and fire testing, while the charging time is under five minutes, similar to diesel or gasoline cars. However, the necessary infrastructure has yet to be completed which relies on governments, energy companies, lobbying groups and citizens.

In terms of driving performance, the Mohave FCEV doesn’t pale compared to cars with an internal combustion engine. It has a maximum power of 110Kw/147hp (torque: 300Nm) and maximum speed of 163km/hr. It has a 0->60mph acceleration time of 12.5 seconds and can run 454km on a single charge under 350bar pressure.(From the video below, the Mohave FCEV can go 685Km on a single charge under 700 bar pressure). I had a chance to drive the Mohave FCEV. Like a car running on an electric motor, it was quiet and accelerating power was better than expected. Mohave FCEV is so quiet that it may even seem a little dull to drivers like me who enjoy the powerful roar of an internal combustion engine and exhaust sound.

Kia plans to begin small-scale production in 2012, with full-fledged production slated from 2015. The price tag will be about KRW50 million($50,000). It seems that zero emission cars of our dreams will soon become reality.

For promotional video of the Kia FCEV, refer to: Youtube Video

Source of the report: Link

Fuel Cell Robot

Fuel Cell, as a power generator, is largely attracting military researchers not because of its zero-emission, or eco-friendliness, but because of its almost absolute zero silence during operation. Sub-marines, under several hundred meters below water are prone to sound and heat detectors. Fuel Cells are enabling them to work in STEALTH mode. 

Robots are another application for Fuel Cell makers. 

A company named GEAR-EDS has renovated their incumbent GEARS SMP (Surface Mobility Platform) with Heliocentris 50 W Constructor Kit. From the picture it is evident that the hydrogen fuel storage was made by Ovonic WORKS, which specializes in low pressure Metal Hydride Hydrogen Storage. Not only is this robot the coolest looking robot, it is also extremely functional and robust.



For further information on Fuel Cell and Hydrogen Storage, refer to: Link

Swarthmore College Fuel Cell Vehicle Research

Two guys, namely Alex Bell and Andres Pacheco of Swarthmore College, have put together a nifty looking Fuel Cell bike, an addition to ever increasing fuel cell applications. Pictures speak thousand words, take a look at these photos, judgment is up to you.

Andres (left), Alex (right), and Motorcycle in front of Parish Hall

PROJECT SUMMARY

The main goal of the project was to design and build a functional hydrogen fuel cell motorcycle. The vehicle will be used as a point of comparison to other technologies in terms of efficiency, range, speed, etc and help evaluate the viability of a hydrogen economy by providing real world data.

Q and A

Is 1.2kw(1.6hp) enough to propel a motorcycle?
In short no. The performance with which the average motorcycle rider demands from their bikes is much more than be supplied by a 1.6hp source especially in a 400 pound vehicle. When we designed the vehicle we knew that the performance would be less than that of an electric bicycle or restricted moped. However the data on efficiency that we collect as well as experience in the design of the vehicle can all be scaled up to larger more practical designs. We wish we could have built a hydrogen power sport bike, but the cost and present commercial options are just not available yet. The design can also be viewed as accomplishing more with less, consider that the walk behind lawn mowers for sale at home depot have over 6HP. That is almost 4 times the power that we are using in the motorcycle. The reason the performance of the motorcycle with such little power is possible highlights one of the strengths of electric vehicles which is high efficiency and constant torque over a wide rpm range. 

What is the total cost of the vehicle?
The total cost of the vehicle was around 10,000 dollars with the vast majority of the price being the fuel cell unit.

What will happen to the motorcycle when you are finished?
The motorcycle will be dissembled in march of 2009. The fuel cell unit will go into a class demonstration unit which will be used for heat transfer and energy conversion experiments. The motor and controller will be used in future electric vehicles. 

Is the motorcycle street legal?
No. We have not added the necessary safety and lighting gear or bothered with insurance and government licensing. As such it is ridden solely on private property. 

When will I be able to purchase a fuel cell vehicle?
We don’t know. However, we can say that there are many positive features of fuel cell vehicles which will increase their popularity in the future. The two biggest positives are zero emissions and greater vehicle efficiency than internal combustion engines. However there are still many serious technical but mostly economic answers which may permanently prevent the implementation of fuel cell vehicles. The two biggest problems are the creation of a hydrogen refueling and production infrastructure which is cheaper and cleaner than other propulsion alternatives.

Who We Are

Alex Bell is a senior at Swarthmore College majoring in Engineering. His interests are in vehicle efficiency and more specifically power electronics.

Andres Pacheco is from Caracas, Venezuela and is a senior at Swarthmore College majoring in Engineering and Economics. His interests are in alternative energies and vehicle efficiency.

For further information, visit: Link

Intro

It has been once been written on FuelEconomy.gov that:

Although they are not expected to reach the mass market before 2010, fuel cell vehicles (FCVs) may someday revolutionize on-road transportation.

This emerging technology has the potential to significantly reduce energy use and harmful emissions, as well as our dependence on foreign oil. FCVs will have other benefits as well.

A Radical Departure

FCVs represent a radical departure from vehicles with conventional internal combustion engines. Like battery-electric vehicles, FCVs are propelled by electric motors. But while battery electric vehicles use electricity from an external source (and store it in a battery), FCVs create their own electricity. Fuel cells onboard the vehicle create electricity through a chemical process using hydrogen fuel and oxygen from the air.

Meeting Challenges Together

Before FCVs make it to your local auto dealer, significant research and development is required to reduce cost and improve performance. We must also find effective and efficient ways to produce and store hydrogen and other fuels.

Main goals of FC cars and trucks developers are:

• Cheaper to operate
• Pollution-free
• Competitively priced
• Free from imported oil vehicle design and development.

Text source: Link

But 2010 is not far from now. Has there been any initiative that fully addressed commercialization of FCVs?

I have mentioned several times on this blog that only Research and Development of new technology is not enough for product penetration. It should be demonstrated to the public to build solid image, or presence among average users. DEMO marketing has become key to new technology penetration.