Volkswagen has unveiled an innovative new car, the Golf SportWagen
HyMotion that uses hydrogen fuel cells, making it eco-friendly but
super high tech.
Hydrogen powered cars only produce water as a byproduct making them
environmentally friendly. They can also be filled up quickly like
current cars giving them that advantage over pure electric cars that
require charging.
The HyMotion is currently a "progressive research vehicle" meaning
it's not aimed at the road just yet but is helping VW to perfect its
fuel cell tech. The front wheel drive car is able to achieve a 0-62mph
acceleration in 10 seconds and can manage 310-miles on a full tank of
hydrogen. Refilling the tank of the concept car takes only three
minutes.
The hydrogen fuel cell powered car still features lithium-ion
batteries. These are used to store energy from regenerative breaking,
assist in the starting phase of the fuel cell and as a booster for more
acceleration.
Volkswagen says that when it does start to release fuel cell cars it
will do so in current models like the Golf which already feature
perfected systems. The wait for that to happen is due to developmental
hurdles. For example an infrastructure of fuel cell station to recharge
would be needed. Also the plants that manufacture the fuel would need to
be eco-friendly too or that would defeat the object of hydrogen powered
cars.
Кластер энергоэффективных технологий Фонда Сколково поддерживают
реализацию инновационных разработок в области водородных технологий.
Участники Фонда добиваются успехов в этапах разработки своих продуктов и
привлечении инвестиций, демонстрируя их уникальные характеристики.
В то же время для вывода инновационной продукции на рынок необходимо
партнерство с крупными индустриальными компаниями. Для развития взаимодействия инновационных компаний, поставщиков и потребителей 18 ноября 2014 года мы проводим Круглый стол: «Водородные технологии: перспективы разработки и коммерциализации».
Цели круглого стола:
Определение путей развития и коммерциализации водородных технологий
Сформулировать потребности компаний-потенциальных потребителей в разработках, соответствующих требованиям отрасли
Определить механизм (и площадку) для взаимодействия разработчиков и
потребителей инновационных решений для развития спроса на водородные технологии
Программа клуба:
14:00 – 14:30
Сбор участников
14:30 – 14:40
Приветственное слово
Николай Грачев, Вице-президент, Исполнительный директор Кластера энергоэффективных технологий
14:40 – 14:50
Энергетические Центры Сколтеха
Кит Стивенсон, Директор Центра по электрохимической энергетике
14:50 – 15:00
Менторская программа Сколково. Водородные технологии в Кластере ЭЭТ
Илья Киселев, Ведущий аналитик Кластера ЭЭТ
Кофе-брейк 40 мин (1 Этаж Гиперкуба)
Часть 1. Питч-презентации инновационных проектов
15:40-15:50
Уникальные композитные мембраны для получения сверхчистого водорода
В. Архангельский, Руководитель направления системной интеграции ООО «Инновационная компания МЕВОДЭНА»
15:50-16:00
Разработка палладийсодержащих мембран для водородной энергетики
А. Веденеев, ООО «Мембраны-НЦ»
16:00 – 16:10
Коммерциализация технологий водородной энергетики
Д.Ю. Шапошников, Генеральный директор ООО «Эй Ти Энерджи»
Часть 2. Выступления организаций-разработчиков и инвесторов
16:10-16:20
Разработки в области ТОТЭ
С.И. Бредихин, Заведующий лабораторией спектроскопии дефектных структур Института физики твердого тела РАН
16:20-16:30
Водородная энергетика для России и Азии. Предлагаемые пути развития
Алексей Кашин, Генеральный директор ООО «Инэнерджи»
16:30-16:40
Разработки ЦНИИ СЭТ в области водородных технологий
И.К. Ландграф, Зам. Директора филиала ЦНИИ «СЭТ» по направлению водородной энергетики
16:40-16:50
Системы резервного питания на топливных элементах - перспективы коммерциализации в России
Б. Йосько, Генеральный директор ООО «Эко Пауэр Дизайн»
16:50-17:00
Венчурные инвестиции в водородные технологии
Петр Лукьянов, Управляющий партнер Phystech Ventures
17:00-17:10
Перспективные направления развития водородной энергетики
В.М. Зайченко, Объединенный институт высоких температур РАН
17:10-17:20
Тенденции развития технического регулирования в России в области водородных технологий и топливных элементов
А.Ю. Раменский, Президент НП «НАВЭ»
17:20-19:00
Панельная дискуссия
Технологические направления в рамках дискуссии:
Энергоустановки на базе топливных элементов
Системы получения чистого водорода
Системы реформинга газа
Системы хранения водорода
К участию в дискуссии приглашены:
Кит Стивенсон, Директор Центра по электрохимической энергетике
Елена дунаева, Компания «Сен-Гобен»
ОАО «ТВЭЛ»
ОАО «Интер РАО»
ОАО «Росэнергоатом»
С.И. Бредихин, Заведующий лабораторией спектроскопии дефектных структур Института физики твердого тела РАН
Д.Ю. Шапошников, Генеральный директор ООО «Эй Ти Энерджи»
С.В. Шубенков, Директор ЗАО «Энерго-эффективность»
И.К. Ландграф, Зам. Директора филиала ЦНИИ «СЭТ» по направлению водородной энергетики
В. Архангельский, Руководитель направления системной интеграции ООО «Инновационная компания МЕВОДЭНА Вопросы для обсуждения:
Перспективные направления разработок в области водородных технологий (Открытая дискуссия).
Инструменты поддержки инновационных компаний в разработке инновационных продуктов на базе водородных технологий
A
decade ago, President George W. Bush espoused the environmental promise
of cars running on hydrogen, the universe’s most abundant element. “The
first car driven by a child born today,” he said in his 2003 State of
the Union speech, “could be powered by hydrogen, and pollution-free.”
That changed under Steven Chu, the Nobel Prize-winning
physicist who was President Obama’s first Secretary of Energy. “We
asked ourselves, ‘Is it likely in the next 10 or 15, 20 years that we
will convert to a hydrogen-car economy?’” Dr. Chu said then. “The
answer, we felt, was ‘no.’ ” The administration slashed funding for
hydrogen fuel cell research.
Attention shifted to battery electric vehicles, particularly those made by the headline-grabbing Tesla Motors.
The
hydrogen car, it appeared, had died. And many did not mourn its
passing, particularly those who regarded the auto companies’ interest in
hydrogen technology as a stunt to signal that they cared about the
environment while selling millions of highly profitable gas guzzlers.
Except the companies, including General Motors, Honda, Toyota, Daimler and Hyundai, persisted.
After many years and billions of dollars of research and development, hydrogen cars are headed to the showrooms.
Hyundai
has been leasing the hydrogen-powered Tucson sport utility, which it
describes as the world’s first mass-produced fuel cell car, since June,
for a $2,999 down payment, and $499 a month. (That includes the
hydrogen. A lease on a gas-powered Tucson is about half as much.) This
week, Toyota is introducing a sedan called Mirai, which means “future”
in Japanese.
“It’s
a no-brainer that I think the next evolution is to go to fuel-cell
based technologies,” said Nihar Patel, the vice president for North
American business strategy at Toyota, at a conference here last week.
The Mirai will go on sale in California this year for $57,500 — cheaper than the Tesla Model S.
California
is spending millions of dollars to build hydrogen fueling stations,
aiming to increase the network from nine today to 50 by the end of next
year, mostly around Los Angeles and the San Francisco Bay Area. Japan
and Germany, two other early markets for hydrogen cars, are building a
similar number of stations.
Battery
electric cars and fuel cell cars are, at their cores, both electric
cars with the inherent advantages of electric motors — jack rabbit
acceleration, near silence and zero tailpipe emissions of greenhouse
gases.
The difference is where the electricity comes from.
Instead
of storing their charge in batteries, the fuel cells in hydrogen cars
are miniature power plants, generating a flow of electricity in the
chemical reaction of combining hydrogen and oxygen into water. The
oxygen comes from the air; the hydrogen, compressed at 10,000 pounds per
square inch, is stored in tanks.
The exhaust from the tailpipe? Water that is clean enough to drink.
Toyota
officials talk of selling a “portfolio” of vehicles that includes
hybrids and battery electric cars. But hydrogen fuel cells are front and
center.
Not
surprisingly, the strategy has its critics, particularly from competing
Tesla. Elon Musk, the billionaire chief executive of Tesla, mocks fuel
cells as “fool cells” that will lose in the marketplace to battery
electric cars like his. Battery electrics are more efficient than fuel
cells and are cheaper to operate. And there are currently many more
places to plug in than places to top off a tank of hydrogen.
But
battery electric cars have major technological shortcomings, too. They
take time to recharge, they do not go as far as hydrogen cars between
refueling, and the batteries required for larger vehicles make building
them impractical, because the current lithium-ion batteries simply
cannot hold enough energy to take larger vehicles over longer distances.
In
California, Toyota sells an electric Rav4 sport utility vehicle that is
powered by Tesla batteries and has a range of only 103 miles. That
collaboration was limited to 2,600 vehicles and ends this year.
After a point, adding more batteries has diminishing returns; the additional power just goes to lugging the additional weight.
That
is why most battery electric cars have been small, like the Nissan
Leaf, aimed at commuters. For batteries to be practical in minivans,
pickup trucks and larger S.U.V.s, “the next chemistry has to be better,”
said Craig Scott, the manager of advanced technologies at Toyota USA.
“No one even knows what that chemistry is.”
Hydrogen fuel cells readily scale up, even to trucks and buses.
A
kilogram of hydrogen contains as much chemical energy as a gallon of
gasoline, but fuel cells are more efficient than internal combustion
engines, so fuel-cell cars like the Mirai have a 300-mile range,
comparable to present-day gasoline cars. Filling up at a hydrogen pump
takes about the same few minutes as filling a tank of gas, instead of
hours plugged in to an outlet. Even Tesla’s high-powered superchargers
need 20 minutes to give a Model S half a charge.
“It’s the technology that lets people act the way they normally drive without making any compromises,” Mr. Scott said.
The questions surrounding hydrogen fuel cells have always been “How expensive?” and “Where does the hydrogen come from?”
Photo
Ed Heydorn with a
hydrogen-powered Hyundai Tucson at a station in front of a
wastewater-treatment plant in Fountain Valley, Calif. Hydrogen is
generated there from human waste. Credit
Mike Danese
Building
a fuel cell small enough to fit in a car, operate for years and not
cost a million dollars posed challenges that the carmakers say they have
conquered.
A
fleet of 119 fuel cell-powered Chevrolet Equinoxes that General Motors
introduced as a demonstration project in 2007 has covered more than
three million miles, with the odometers on some of the vehicles passing
120,000 miles.
“Since
2010, we’ve gotten to where we’ve checked off most of the technological
challenges,” said Charles E. Freese, the head of G.M.’s fuel cell
efforts.
The
cost has come down, too, in large part from reducing the amount of
expensive platinum required. The platinum is used as a catalyst to bring
the oxygen and hydrogen together.
Mr. Patel said the fuel cell in the Toyota Mirai was smaller than the previous generation and 95 percent cheaper.
Nonetheless,
Toyota likely will lose money on each Mirai it sells, but it also
initially lost money on the Prius, its now-successful electric-gasoline
hybrid.
The
fuel-cell market will start small. Toyota said it could build 700
Mirais next year. Hyundai said its production line has the capacity to
build a few hundred fuel-cell Tucsons a year. About 60 Tucsons will be
leased in Southern California by the end of the year.
As
economies of scale grow and the technologies improve, the hope is that
fuel cell cars will follow the trajectory of the Prius, which evolved
from a money-losing oddball to a profitable mainstream offering. “If
that’s an example of a test, we want to repeat that test going forward,”
Mr. Patel said.
Some of the most vociferous objections to hydrogen cars have been made over environmental concerns.
In an interview
with MIT Technology Review in 2009, Dr. Chu said fuel cell cars needed
“four miracles,” including an economical, renewable source of hydrogen.
Most hydrogen today comes from stripping hydrogen atoms off natural gas
molecules. That produces carbon dioxide as a byproduct and undercuts the
goal of reducing greenhouse gases. Solar-powered electrolyzers to split
water into hydrogen and oxygen would eliminate greenhouse gases but
would be more expensive.
Hydrogen
advocates say that in California, where a large percentage of
electricity already comes from solar and wind, hydrogen cars would help
reduce greenhouse gas emissions. But electric-battery supporters dispute
that analysis and say bigger gains would come from putting the
electricity directly into batteries.
Skeptics also doubt that billions of dollars would be spent building a nationwide hydrogen infrastructure.
Dr.
Chu, now a professor at Stanford University, is still among the
skeptics — he, like Mr. Musk, sees electric batteries as the more
promising path. But he said advances in solar and wind technologies made
producing hydrogen by splitting water more economical. “I began to see
more possibilities of clean hydrogen production,” he said in an
interview last month.
Other
technologies could emerge, too. A hydrogen station in Fountain Valley,
about 45 minutes from downtown Los Angeles, is in front of a wastewater
treatment plant, because the hydrogen comes from human waste.
After
bacteria digest what has been flushed down toilets to produce a mix of
carbon dioxide and methane, the gases are cleaned up and fed to a
different type of fuel cell that produces electricity, heat and
hydrogen, and the hydrogen is piped to the pump.
That
demonstration project, producing about 200 pounds of hydrogen a day,
helps fulfill California’s mandate that a third of the hydrogen for cars
come from renewable sources.
Scott
Samuelsen, the director of the National Fuel Cell Research Center at
the University of California, Irvine, said some drivers reported, given
the cycle of human waste to energy, “There is something comforting about
fueling here, that they are actually contributing to the fuel.”
A version of this article appears in print on November 18, 2014, on page D1 of the New York edition with the headline: A Road Test of Alternative Fuel Visions.
До свиданья керосин. Этот горючий
углеводород может скоро уйти в историю, впрочем, как и вся турбовинтовая
и турбореактивная авиация. Ему на смену придут водород,
электродвигатели и топливные элементы. И объясняется это не только
заботой об окружающей среде. Все опять упирается в вес и КПД. Если
выкинуть из самолета километры всяких топливопроводов и десятки насосов и
клапанов, постоянно гоняющих керосин из бака в бак, а потом еще и в
двигатели, а потом еще заменим здоровенные турбины, на соответствующей
мощности электродвигатель, то получим экономию в весе, измеряемую
тоннами. Приплюсуйте к этому КПД топливных элементов, доходящий до 80%, и
тогда вам станет ясно, почему за эту технологию так плотно взялись
инженеры AIRBUS.
Так
что же нас ждет в ближайшем будущем? В ответ инженеры AIBUS пожимают
плечами. Ведутся испытания, продувки моделей, расчеты и снова испытания.
Только найденный оптимальный вариант из десятков и сотен, получит шанс
для воплощения в реальности.
...
“It could be an additional piece in the evolving grid,” Martin said of
fuel cell breakthroughs. The REBELS program joins ARPA-E’s GENI, GRIDS
and ADEPT programs that are also funding technologies that could
contribute to a more efficient, distributed grid.
ARPA-E awards $33M to 13 intermediate-temp fuel cell projects; converting gaseous hydrocarbons to liquid fuels
19 June 2014
The US Advanced Research Projects Agency - Energy (ARPA-E) is awarding
$33 million to 13 new projects aimed at developing transformational fuel
cell technologies for low-cost distributed power generation. The
projects, which are funded through ARPA-E’s new Reliable Electricity
Based on ELectrochemical Systems (REBELS) program, are focused on
improving grid stability, balancing intermittent renewable technologies,
and reducing CO2 emissions using electrochemical distributed power generation systems.
