Hydrogen-powered fuel cells

As mentioned earlier, separation of C02 at concentrated sources is easier than from the environment, and carbon capture at upstream decarbonizes many subsequent economic sectors. However, it does require significant changes in the existing infrastructure of power and chemical plants. Furthermore, approximately half of all emissions arise from small, distributed sources. Many of these emitters are vehicles for which onboard capture is not practical. Thus, unless all the existing automobiles are replaced by either hydrogen-powered fuel cell cars or electric cars, the capture of C02 from the air provides another alternative for small mobile emitters. 

After it has been separated, hydrogen is an unusually clean-energy carrier and clean enough for the U.S. space shuttle program to use hydrogen-powered fuel cells to operate the shuttle s electrical systems while the by-product of drinking water is used by the crew. 

NASA is focusing on liquid-hydrogen power as part of its Vehicle Systems program. This includes a zero-emissions hydrogen-powered fuel-cell aircraft with cryogenic electric motors in the wing. 

Compressed gas is being used in most current demonstration vehicles. But, the path to commercialization of any major new technology is a long one. In 2003 Toyota recalled some of its hydrogen-powered fuel cell vehicles when a leak was found in the fuel tank of one of the cars leased to Japan s Ministry of the Environment. The leak was found when a driver at the ministry heard a strange noise in the car when he was filling up the hydrogen tank. The problem was quickly identified and fixed a few weeks later. 

The US military has a need for extreme long-duration unmanned air vehicles (UAV), and a hydrogen-powered, fuel cell-driven electric aircraft is a leading candidate. Without an internal combustion (1C) or jet engine, a fuel-cell UAV would be very quiet. Furthermore, there is the potential to electrolyze effluent water (or airborne water vapor) using solar power, giving the UAV an almost unlimited flight duration. 

STORMY to develop robust, safe and efficient on-board hydrogen storage systems, suitable for use in hydrogen powered Fuel Cell or Internal Combustion Engine vehicles. 

If hydrogen-powered fuel cells can be used for small-scale electricity generation, and if technologies to produce hydrogen improve such that hydrogen can be delivered efficiently and cheaply to those small-scale generators, there are possible benefits to the transmission and distribution system (these small-scale generators can use other fuels such as natural gas). 

The United States (U.S.) is in the process of embracing the hydrogen powered fuel cell vehicle as the answer to the nation s transportation needs, at least for the second half of the twenty-first century, and perhaps before then as well. The scientific, engineering, social, consumer acceptance, economic, and policy hurdles that must be overcome to enable this technology to succeed are unprecedented. This chapter analyzes past deployments of alternative fuel vehicles (AFVs) by DaimlerChrysler Corporation to reveal the lessons learned so that potential stumbling blocks or inconsistent policies can be avoided in the deployment of hydrogen powered cars and light duty trucks. 

The hydrogen powered fuel cell vehicle is seen by many as the power plant for future light and heavy-duty transportation, and even stationary sources. The fuel cell is often seen as a panacea because of its virtually zero criteria emissions, little or perhaps no C02 emissions, and complete independence from imported petroleum. However, in the light duty vehicle sector, the hydrogen powered fuel cell faces an array of enormous challenges. 

Every major automaker must be willing to subsidize the development and early deployment phase of new technology introduction, but fiscal responsibility requires that there be some promise of a positive return in the future. In the specific examples discussed here, Chrysler lost money on CNG, M85, E85, and BEVs, with no prospect of ever recouping those investments. This is a pattern that no manufacturer can afford to continue indefinitely. The lessons learned from this experience, however, can reap enormous economic benefits as DaimlerChrysler prepares to commercialize clean diesel, hybrid electric, and hydrogen powered fuel cell electric vehicles. 

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