Dream Theater

RATIONAL USE OF ENERGY IN TERTIARY
FUEL CELLS
AND
HYDROGEN TECHNOLOGIES
FOR
ENERGY APPLICATIONS
Alberto Tenconi - alberto.tenconi@polito.it
Dipartimento di Ingegneria Elettrica - Politecnico di Torino
A. Tenconi, “Fuel Cells and Hydrogen Technologies for Energy Applications ”, November 2010 1/90
1/100
2 December 2010
OUTLINE
Introduction – Why Hydrogen

Fuel Cell operation principle
Fuel Cell Technologies
Fuel Cell System
Applications
Hydrogen production, storage and safety issues
2/100
WHY HYDROGEN
• One problem that accompanies all

renewable energies is the storage
• For mobile and portable applications we
need an energy carrier
• Hydrogen can store energy →hydrogen
is a secondary energy carrier
• Hydrogen is a clean energy carrier
• Hydrogen can be utilised in fuel cell
systems to produce electric and thermal
power
3/100
WHY HYDROGEN
• Potentially an Biomass
inexhaustible energy
carrier Hydro
Wind
Solar
• Can be produced
from several primary Nuclear
energy sources
Oil
• Reduced
dependence on
Coal
petroleum imports if
produced from coal Natural
or renewables Gas
4/100
WHY FUEL CELLS
Transportation
• High energy
conversion efficiency HIGH EFFICIENCY
by use of H2 in Fuel & RELIABILITY
Cells (UP TO 90%) in
place of I.C. engines
(30-35%)
Distributed
• Potential ZERO/NEAR ZERO Generation
environmental EMISSIONS
benefits
5/100
OUTLINE

Fuel Cell System
Applications
6/100
FUEL CELL OPERATION PRINCIPLE
• Fuel Cells (FC) are electrochemical energy conversion devices
• Operation principle is very similar to battery with difference
that the fuel cell can continually work as much as fuel and
oxidant are provided without any “energy recharge”
• The fuel (hydrogen) and the

Electrolyte oxygen (usually provide by air)
react on the electrodes producing
electrical energy, water and heat
Anode Cathode • Water is the only waste product

in case in which H2 is the fuel!
Current
7/100
Anode: hydrogen Cathode: oxygen or air
feeds anode and feed fuel cell from
helped by catalyst cathode side. The
it’s atoms are electrons separated
divided in protons from atom at anode
and electrons. side makes current and
Protons can pass upon arrival at cathode
trough electrolyte side, meanwhile
hydrogen and oxygen
ions makes water
H22H++2e- 1/2O2+2H++2e-H2O
H2+1/2 O2H2O
8/100
The electrodes
• Have porous structure which enable
rapid reagents diffusion in electrolyte
• Their role is also to remove chemical
reaction products and sometimes even
water odds coming from electrolyte
humidity system
• This type of structure has a surface that
enable reagents diffusion: highly
extended surface which provides a lot of
active sites, zones in which chemical
reaction occurs
9/100
• The chemical reaction is rather low
• To have larger kinetics and as consequence larger
surface current density :
• Increase the temperature
• Increase the surface
• Use a catalyst (Pt)
• The catalyst must be protected by poisoning elements

10/100
The electrolyte
• Have role of ion transportation from anode to cathode
• It has to have
• high current conductance
• good chemical composition
• acid or base nature
• Generally it is the element chosen to be a reference for
FC type classification
11/100
• Current intensity is directly proportional to electrode surface
• One single cell normally produce around 0.7 V voltage and
from 300 to 1000 mA/cm2
1
Voltage [V], Power [W]
0.9
0.8
0.7
Power
0.6
0.5 Voltage
0.4
0.3
0.2
0.1
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4
Current density J [A/cm2]
12/100
• For desirable power and voltage level we need to put more
cells in series creating stack, while reagent supply is parallel
• Reagent supply is parallel and each cell has to be supplied
with oxygen and hydrogen with the necessary homogenous
concentration
Stacks with large Fuel

number of cells have
high dependence on Electric load Single
reagent distribution cell Stack
with risk of bad
functionality of entire Air
stack
13/100
OUTLINE

Fuel Cell System
Applications
14/100
FUEL CELLS TYPES
Temperature Electric efficiency Residual Heat

[°C] [%] Temperature
[°C]
Alkaline FC (AFC) 60 - 100 45 - 60 < 60
Proton Exchange Membrane 60 -120 40 - 60 40 – 60

FC (PEMFC)
Phosphoric - acid FC (PAFC) 180 – 200 35 - 40 70 - 80
Molten Carbonate 600 - 700 45 - 60 600 – 700

FC (MCFC)
Solide Oxide FC (SOFC) 800 - 1000 50 - 65 700 – 1000
Direct Methanol FC (DMFC) 60 - 130 ~ 40
15/100
FUEL CELLS TYPES
70
Electrical Efficiency(%)
60
50
MCFC
40
PAFC
PEFC
30 Micro
Micro
Gas Turbines
Gas Motors
20
1 10 100 1,000 10,000 100,000 1,000,000 (kW)
16/100
ALKALINE FUEL CELLS (AFC)
• Relatively low operation

temperature between 70
and 120 oC
H2
• The electrolyte is
alkaline such as
potassium hydroxide
Anode Cathode • Electrical efficiency can

Electrolyte
reach 65%
17/100
ALKALINE FUEL CELLS (AFC)
• AFCs were one of the first fuel cell technologies developed,
and they were the first type widely used in space program to
produce electrical energy and water onboard spacecraft
• Applications include remote applications as space and under
sea. To effectively compete commercial markets, these fuel
cells will have to become more cost-effective
• AFC stacks maintain stable operation for more than 8,000
operating hours. To be economically viable in large-scale utility
applications, these fuel cells need to exceed 40,000 hours,
something that has not yet been achieved due to material
durability issues
18/100
POLYMER ELECTROLYTE FC (PEMFC)
• Also called Proton Exchange

Membrane Fuel Cells (PEMFC)
H2 Air
• Relatively low operation
temperature between 70 and
H2o
100 oC
• The electrolyte is the polymeric
Anode
Electrolyte
Cathode membrane of sulphuric type
• Electrical efficiency is in range
from 40 to 60%
19/100
POLYMER ELECTROLYTE FC (PEFC)
• PEMFC need only hydrogen, oxygen from the air, and water to
operate and do not require corrosive fluids
• PEMFC are easily "poisoned" by carbon monoxide, decreasing
the fuel cell's efficiency, hence are typically fuelled with pure
hydrogen (from storage tanks or onboard reformers)
• PEM fuel cells potential application are primarily transportation
applications, stationary applications (typically small stationary)
and lately some portable application
• Due to their fast start-up time, and favourable power-to-weight
ratio, PEM fuel cells are suitable for use in passenger vehicles,
such as cars and buses
20/100
PHOSPHORIC ACID FC (PAFC)
• Operation temperature is
approximately 200 oC
• The electrolyte is concentrate
H2 Air
phosphoric acid
H2 o • Electrical efficiency is in
range from 37 to 42%
Anode Cathode
Electrolyte
• High operation temperature
can be used for cogeneration
21/100
PHOSPHORIC ACID FC (PAFC)
• PAFCs is one of the most mature cell types and the first to be
used commercially.
• Typically used for stationary power generation and to power
large vehicles such as buses
• PAFCs are more tolerant of impurities than PEM cells
• When used for the co-generation of electricity and heat they
are 85% efficient, but generating electricity alone 37 to 42 %
(combustion power plants typically operate at 33 to 35 %)
• PAFCs are less powerful than other fuel cells, given the same
weight and volume
22/100
MOLTEN CARBONATE FC (MCFC)
• This type of FC use

molten carbonate salt
H2 as the electrolyte
• High operation
temperature (650 oC)
Anode
Electrolyte
Cathode • Electrical efficiency is
greater than 45%
23/100
MOLTEN CARBONATE FC (MCFC)
• Due to the high temperatures at which MCFCs operate,
useful fuels are converted to hydrogen within the fuel cell
itself by a process called internal reforming
• Because they are more resistant to impurities than other fuel
cell types, scientists believe that they could even be capable
of internal reforming of coal.
• When the waste heat is captured and used, overall fuel
efficiencies can be as high as 85 %
• The primary disadvantage of current MCFC technology is the
durability
24/100
SOLID OXIDE FC (SOFC)
• High operation temperature
(900 – 1000 oC) needed for
high electrolyte
conductance
Fuel
• The electrolyte is a solid

ceramic (zirconium oxide
Exhausted stabilised with yttrium oxide)
Anode
Electrolyte
Cathode • This FC can reach
efficiency of above 60%
25/100
SOLID OXIDE FC (SOFC)
• SOFCs operate at very high temperatures and it also allows
internal reforming, enabling the use of a variety of fuels and
reduces the cost with adding a reformer to the system
• Utilizing the system's waste heat (co-generation), overall fuel
use efficiencies up to 80-85%
• Slow startup and requires significant thermal shielding to retain
heat and protect personnel (acceptable for utility applications
but not for transportation and small portable applications)
• Scientists are currently exploring the potential for developing
lower-temperature SOFCs operating at or below 800°C, that
have fewer durability problems and cost less
26/100
DIRECT METHANOL FC (DMFC)
• DMFC operate on a
methanol-water mix fed
directly into the stack
without the need of prior
reforming
Direct Methanol Fuel Cell
27/100
DIRECT METHANOL FC (DMFC)
• Direct methanol fuel cells do not have many of the fuel
storage problems typical of some fuel cells since methanol
has a higher energy density than hydrogen. Methanol is also
easier to transport and supply to the public using our current
infrastructure since it is a liquid, like gasoline.
• Direct methanol fuel cell technology is relatively new
compared to the one powered by pure hydrogen, and DMFC
research and development are roughly 3 - 4 years behind
that for other fuel cell types
• The application for this type of fuel cell is portable
applications
28/100
STATE OF THE ART
25
• The continuous
20
1993
advances in research
15 1993 (improved) has allowed in the
1996 course of the years
k g /k W
1999/2000
10 sensitive increases of
2004
Future target the power density
5
0
Nominal Power Density
C. Song / Catalysis Today
29/100
STATE OF THE ART
• Nowadays, fuel cells cost approximately $3,000 to $5,000 /
kW. (FCs are competitive only in high value, "niche" markets)
• Economical studies predicted that the fuel cell costs must
drop below $1,500 /kW to enable market penetration
worldwide
• An example, for stationary application (DG), a fuel cell
available commercially today is built by UTC Power: the cost
is approximately $4,000/kW. The installed cost of the unit
approaches $1.1 million. At a rated output of 200kW, this
translates to about $5,500/kW, installed
30/100
SCENARIO
MARKET SCENARIO FOR THE IMPLEMENTATION PLAN - UE

P ortable
P ortable FC s (for
G enerators & S tationary FC s R oad
heandheld
E arly stage (C H P ) Transport
electric devices)
M arkets
E U H 2 /FC units ~ 100.000 x 100.000 to 200.000 0.4 m illion to 1.8
sold x year ~ 250 m illion
year per year (2-4G W e) m illion
projection 2020
E U cum ulative ~ 600.000 400.000 to 800.000 (8-
sales projection n.a. 1-5 m illion
(~ 6 G W e) 16 G W e)
until 2020
E U E xpected 2020 M ass m arket
Established Established G rowth
M arket S tatus roll-out
<100kW (M icro HP)
A verage pow er F C
15 W 10 kW >100kW (industrial 80kW
system
CHP)
2.000 €/kW <100 €/kW (for
FC system cost
1-2 € / W 500 € / kW 1.000-1.500 €/kW 150.000 units
target
(industrial CHP) per year)
31/100
European Hydrogen and Fuel Cell Technology Platform (HFP)
SCENARIO
32/100
OUTLINE

Fuel Cell System
Applications
33/100
FUEL CELL SYSTEM
Fuel Cells System (Direct Hydrogen)
H 2O from
Hydrogen Supply
Tank
Hydrogen Tank H/C

Fuel Cell Stack
Recirculation
Anode
Radiator
Cathode
e-
Air Supply System
Condenser
Expander H 2O Tank
H/C
Motor
Water and Thermal Residual
Compressor
Management System H 2O
Exhaust to ATM ATM air (Source: Institute of Transportation Studies, UCD)
34/100
FUEL CELL SYSTEM
Fuel Cells System (Fuel Reforming)
For cooling H 2O from
Gas Fuel Reformer System Tank
Tank
Mix/Preheat H/C
H 2O from ATR and Cleanup
Tank Fuel Cell Stack
Air Preheat
Anode
Burner
Exhaust
Compressor Cathode
e-
Motor
Condenser
ATM air Exhaust to ATM
H 2O Tank
H/C
Water and Thermal
Motor
Management System
Compressor
Air Supply ATM air

System
(Source: Institute of Transportation Studies, UCD)
35/100
FUEL CELL SYSTEM
• Fuel Cell: the electrochemical section of the FC system,
made by the cells which produce electrical energy from
chemical reaction of hydrogen and oxygen
• The chemical reaction is exothermal
Fuel Control System
Air
Fuel Treatment H2
Fuel Cell Power Conditioning Electric power

H2O
Heat
Heat Heat
Thermal recovery system
36/100
FUEL CELL SYSTEM
Fuel Control System
Air
Fuel Treatment H2

H2O
Heat
Heat Heat
• Fuel Treatment: this part of the fuel cell system provides

hydrogen from the fuel, which is rich of hydrocarbon, usually
reforming process is used
• If the fuel cell is using pure hydrogen or reforming process
this part is not needed
37/100
FUEL CELL SYSTEM
• Fuel and oxidant providing system: assure that both the
fuel and the oxidant present in FC are within required
conditions, quantity, pressure, temperature, humidity etc.
The air system takes part of this system
Fuel Control System
Air
Fuel Treatment H2

H2O
Heat
Heat Heat
38/100
FUEL CELL SYSTEM
• Thermal recovery system: is necessary for complete system.
Heat from thermal recovery system can be used inside (reactor
for fuel conversion) or externally in cogeneration
• Control system: assure the coordination behaviour of all
system sections
Fuel Control System
Air
Fuel Treatment H2

H2O
Heat
Heat Heat
39/100
FUEL CELL SYSTEM
• Power Conditioning: the conditioning of electrical power from
dc, load dependent to ac electrical power with required
characteristics: voltage level, frequency and dynamic (the
stack life: load transients, inverse current, current ripple, etc)
Fuel Control System
Air
Fuel Treatment H2

H2O
Heat
Heat Heat
40/100
POWER CONDITIONING
There are different architectures
Single stage
Single stage transformer-less
41/100
POWER CONDITIONING
Multiple stage Power

Conditioner
• The FC due to their dynamic usually needs an additional

energy storage element, battery or super-capacitor
• Hydrogen and Oxygen flow must adjusted to modify

the power production
• High dynamic supply systems to follow the load
variations
• Load levelling to “protect” the fuel cells
42/100
POWER CONDITIONING
Load levelling Load profile
Avarage power Dynamic power
Fuel cell Battery/Supercap

43/100
43
POWER CONDITIONING
Hybrid system with

energy system
element at the high
voltage side
Hybrid system with

energy system element
connected at the high
voltage side using an
additional DC-DC
converter
44/100
POWER CONDITIONING
•DC-DC converter (chopper)
boost the FC output voltage
protect from current stresses (transient and ripple)
uni-directinal power flow (bi-directional buffer)
•DC-AC converter (inverter)

control output voltage frequency/amplitude (fixed – adjustable)
generate output current with low THD / high PF (grid-connected)
control the drive (traction applications)
Dedicated design
No breakthrough (required/expected)
Technological improvements (in case of high volume)
45/100
POWER CONDITIONING
•Energy buffer (batteries and/or supercapacitors)

Load feeding during worm-up
Smooth the load variation
Recover energy (regenerative braking)
•State of the art
Many different technologies
Poor/medium reliability & lifetime
Poor/medium power & energy density
Breakthrough (required but not expected)

Technological improvements & dedicated design
46/100
AIR MANAGEMENT
• Provide the adequate air
quantity
• Provide air at adequate Thermal
Management
pressure level
Fuel Heat Electric
Fuel
Feeder Power
• Adequate air humidity Fuel Cell
Stack
Air
• Air pressure maintenance Managemen Air Water
t
• Air filtering Water
Management
• Eventually energy recovery
using expander
47/100
WATER MANAGEMENT
PEMFC
Thermal
Management
• Water inside the cell Fuel Electric
Heat
provides membrane Feeder Fuel Power
Fuel Cell
humidity, ensure Stack
good proton Air

Management Air
conductance and Water
heat transfer Water

Management
48/100
FUEL CELL SYSTEM
Product Example Controls, Interface
Power-Conditioner
NG Fuel Processor
Low Pressure PEM-Stack
Desulphurization
Moisture-Conditioner
Valve Group
Vaillant
49/100
OUTLINE

Fuel Cell System
Applications
50/100
APPLICATIONS AND POWER RANGE
Portable Electronics Automotive, Boat, Buses, Distributed

Equipment Domestic Heat and Power Generation
Power Generation
2 3 4 5 6 7
P(W) 1 10 10 10 10 10 10 10
PEMFC
DMFC SOFC
AFC PAFC
MCFC
51/100
STATIONARY APPLICATIONS
• One of the important characteristics of fuel cell systems is
that their efficiency is nearly unaffected by size
• Stationary application is the most tried and tested
application for fuel cells
52/100
• Smaller plants (several hundred kW to 1 to 2 MW) can be

sited at the user’s facility and are suited for cogeneration
operation that is the plant is producing electrical and
thermal energy
• Larger units (1 to 10MW) are likely to be used in distributed
generation
• The plants are usually fueled primarily with natural gas.
53/100
STATIONARY APPLICATIONS DG
Distributed Generation: small, modular power systems that are
sited at or near their point of use (tipically less than 30MW)
Type Size Efficiency, %

Reciprocating Engines 50 kW – 6 MW 33 – 37
Micro turbines At 10 kW – 300 kW 20 – 30
Phosphoric Acid Fuel Cell (PAFC) 50 kW – 1 MW 40
Solid Oxide Fuel Cell (SOFC) 5 kW – 3 MW 45 – 65
Proton Exchange Fuel Cell (PEFC) <1 kW – 1 MW 34 – 36
Photovoltaics (PV) 1 kW – 1 MW NA
Wind Turbines 150 kW – 500 kW NA
Hybrid Renewable <1 kW – 1 MW 40 – 50
54/100
STATIONARY APPLICATIONS DG
55/100
Domestic Fuel Cell Application
• Domestic Combined Heat and

Power (Micro-Cogeneration)
• Grid connected
• Central heating and hot water
production
• Intelligent hot water storage
• Condensing peak heater
• Digital communication and control
56/100
LARGE STATIONARY APPLICATIONS
Market
Cumulative units
Annual new units
Stationary units with an electrical output in excess of 10kW,

although the average output is nearer 200kW
57/100
Market
Number of Units Installed
Installed MW
Over the past years the large stationary sector has moved
forward substantially
58/100
Technology
Technology type in percentage
Although the MCFC are still dominating, PAFC and SOFC

stronger presence could be noticed
59/100
FC / Gas turbine hybridization
• It’s one of the increasing trends
• A modular fuel cell unit is developed in parallel with a gas
turbine
• Four high profile proponents of this technological strategy
are: Fuel Cell Energy (MCFC), GE Energy (SOFC), Rolls
Royce (SOFC) and Siemens Westinghouse (SOFC)
• The purported benefits of hybridization include higher
efficiency, lower life-time costs and higher recovery of waste
heat
60/100
Fuel choice Region of operation
• The majority of fuel cell

installations in this area still
continue to be fueled by natural
gas
• Increasing number of units
powered by alternative fuels
such as: coal gas and
anaerobic digester gas
61/100
PureCell™ power system specifications:
• Power - 200kW/235 kVA
• Voltage and Frequency
• 480 volts, 3-phase, 4-wire, 60 Hz*
• 400 volts, 3-phase, 4-wire, 50 Hz
• Cooling Module - three fan air
• Noise - 60dBA @ 30 ft
PureCell™ 200 power system
• Emissions (ppmV @ 15% O2 Dry) - Nox
<1, CO <2, Sox, particulates, Stockton College, New Jersey
hydrocarbons - negligible • Power Module Dimensions:
• Fuel Type - NG, ADG H: 307 cm, W: 290 cm, L: 538 cm
• Fuel Flow - NG 2050 scf/hr avg., ADG Weight - 18,144 kg
3,500 scf/hr avg.
• Cooling Module Dimensions:
H: 127 cm, W: 124 cm, L: 411 cm
Weight - 771 kg
62/100
• In conclusion, the large stationary fuel cell sector continues
to make good progress, particularly in technical terms
• Increasing fuel options has opened up new market sectors
for the units, including for direct hydrogen units
• Forecast: larger and larger fuel cell power plants, as well as
smaller (<200kW), for distributed and back-up power for
single installations. Also an increasing number of orders will
be announced
63/100
SMALL STATIONARY APPLICATIONS
Market survey
The number of units is now

over the 5000, cumulatively
Cumulative Small Stationary Units
Looking forward the number

of new units is to be around
3000.
New annual small stationary units
64/100
Technology
• PEM and SOFC FCs are dominating in
this application
• PEM with its longer and more sustained
development period is still well ahead
Unit size
The dataset collected for 2006 shows
units with the electrical output of 1, 1.5,
2, 3, 5, 6, 7 and 10 kW respectively
65/100
Fuel choice
• Direct Hydrogen both in residential and UPS application

• There are units which use natural gas, town gas,
bioethanol, kerosene and LPG
• Innovation in this sector: kerosene reformers to operate
with PEM based units
66/100
FUEL CELL SYSTEM
Electrical Output 1 - 4.6 kWel grid parallel
Thermal Output 1.5 - 7 kWth
plus ~ 25 - 280 kWth peak heater
Electric Efficiency > 35 %
Total Efficiency > 80 %
Application Multi-family house, small business
Fuel Natural gas

System Lifetime 15 years, 80.000 h
Maintenance 2 years (annual inspection)
Heating System Temp max. 70 / 55 °C
Exhaust Temperature max. 75 °C
67/100
• In conclusion, along with a number of the other application

the Small Stationary sector is going through a very positive
phase
• Units are growing at a steady rate, beta-test demonstrations
for residential units are increasing in size and actual sales of
UPS systems have jumped significantly
• In terms of regulation, codes and standards work still needs
to be done to remove this as a barrier to commercialization
68/100
PORTABLE APPLICATIONS
Portable applications for Fuel Cell can be resumed in:
• Mobile electronic devices (Laptop, cell phone, PDA, etc)
• Small generators used as “power box”, remote and/or
backup power source
Basic Requirements:
Mobile Increasing Intelligence
More power demand
Electronic Increasing Connectivity
Devices Increasing Time Turned on More operating time
More compact and
Lighter
69/100
Technology type, Portable by developer
(2006)
DMFC companies active in this sector shows great forecast

for DMFC (the chart regards low power (<250 W, where there
is the largest potential market). To power > 500 W, PEMFC is
expected to have a great share.
70/100
Cumulative number of systems manufactured
71/100
• FCs could enable the development of

devices with a greater number of
functions, where conventional batteries
might not be powerful enough
• FC should enable the universal
connectivity of wireless devices, such as
laptop computers and 3G phones, which
will be limited by battery lifetimes
• FCs are easy to be recharged and
lighter than conventional batteries
72/100
Portable Generators
• Fuel cells can be already competitive

with IC engines if there is a demand
for silent and clean power, for
example inside building. IC – Honda EU1000
• Where higher power outputs are

required, PEMFCs are likely to be
dominant. Fuel cell systems might
also compete with NiCD or NiMH
batteries in remote, back-up, UPS
FC - Ballard / Coleman
Powermate
73/100
Battery Chargers and External Power Units
• The battery chargers and external power units are

expected to be a niche application for FC.
• This market is expected to be the most promising as an
entry point and proving ground for fuel cells in electronics
devices.
• A number of portable fuel cell companies have
demonstrated external power units for laptop computers,
cell phones, PDA and others portable applications
74/100
TRANSPORT APPLICATIONS
Clean car concept CO2 reduction

Emission reduction
FCHV
THS
Hybrid Technology
Energetic safety
D-4
CNG Diesel DI Lean Burn EV
VVT-i
Alternative Diesel Gasoline Electric
Fuels Engines Engines Vehicles
75/100
Fuel Cells Vehicles
Japanese Government UC Irvine / UC Davis
December 2002:
presentation of
the first Fuel
4FCHVs Cells Vehicle 2FCHVs
76/100
FCHV Assessment
• 20.000 Km routed by 6 FCHVs (Dec/ ’02 - May/ ’03)
• Users valuation:
• Good acceleration
• Silent
• Comfortable
• Unsatisfactory range
• Start-up too long (5 sec.)
77/100
Hybrid ICE and Fuel Cells Vehicles
PRIUS TOYOTA-FCHV
ICE Hybrid Vehicle (Prius) Toyota FC Hybrid Vehicle
Engine Fuel Cell
Power Power
Control Control
Unit Unit
Secondary Secondary
Battery Battery
Motor Motor
78/100
WELL TO WHEEL EFFICIENCY
Well to Tank
(%)
Tank to Wheel
(%)
Well to Wheel (%)
0 10 20 30 40
ICE Vehicle 14%

88 16
(gasoline)
Hybrid 88 32 28%
(Gasoline)
38*2 22%
1
Hydrogen 58*
1
50*2 29%
With HV control
42%
Hydrogen 70 60 3 x Gasoline, 1.5 x HV
(target)
*1 Natural gas base *2 Measurement from the electric current
Source: Toyota
79/100
CO2 Emissions Well To Wheel
(Gasoline ICE Vehicle = 1)
0 0.2 0.4 0.6 0.8 1.0
Gasoline Vehicle
Diesel Vehicle
Gasoline Hybrid Vehicle
Gasoline Hybrid Vehicle(Future)
Diesel Hybrid Vehicle(Future)
Well to tank CO2
FCHV
(Natural Gas Hydrogen; today) Tank to Wheel CO2
FCHV
(Natural Gas Hydrogen)
FCHV
(Coal Hydrogen)
FCHV
(H2O H2 from Natural Energy)
FCHV
(Biomass)
A. Tenconi, “Fuel Cells and Hydrogen Technologies for Energy Applications ”, November 2010 Source: Toyota 80/90
80/100
1. Technical Problems
High Efficiency / High Performance, Life
Time/Reliability, Low Temperature, High
Temperature,Dust, Salt Water, Volcanic Gas
(H2S), etc.
2. Market Problems
Autonomy (Hydrogen Storage Technology)
Cost (Vehicle Cost/Hydrogen Cost)
3. Security
Hydrogen, High Voltage, Crash Problems
4. Accessories & Services/ Material Recycle / LCA
81/100
Technological Cost and Product Competence

Competence Stadium Stadium
With necessary Infrastructure
Wide diffusion
Fleet tests / Limited diffusion
Demonstration
’01 ’05 ’10 ’20 - 30
82/100
OUTLINE

Fuel Cell System
Applications
83/100
HYDROGEN PRODUCTION TECH
ENERGIA
TERMOLISI ACQUA
NUCLEARE
CARBONE GASSIFICAZIONE PURIFICAZIONE

PETROLEUM COKE
RAFFINA- IDROCARBURI PESANTI OSSIDAZIONE SINTESI
PETROLIO ZIONE PARZIALE AMMONIACA
IDROCARBURI LEGGERI SYNTHESIS
GAS di RAFFINERIA GAS
GAS REFORMING SINTESI
NATURALE FERMENTAZIONE BIO GAS METANOLO
METABOLISMO
H2
BIOMASSE
CICLI
RIFIUTI TERMOELETTRICI
GEO
TERMICO
ELETTROLISI
SOLARE FOTOVOLTAICO ELETTRICITA’ ACQUA
GENERATORI
IDRICO
A TURBINE
EOLICO
84/100
HYDROGEN PRODUCTION COST
World wide production
•From Natural gas (mostly steam reforming) - 48%
•Oil (mostly consumed in refineries) - 30%
•Coal -18%
•Electrolysis - 4%
Nearly all H2 production is based on fossil fuels at present.
85/100
HYDROGEN PRODUCTION COST
86/100
STORAGE
Storage as gas under Cryogenic storage as liquid

pressure (250 – 350 bar) hydrogen (Temp. –253 0 C)
Storage techniques (under development):

•Storage as metallic hydrides
•Carbon adsorption and glass microsphere
87/100
DELIVERY
• The current system for delivering
conventional fuels to consumers cannot
be used for hydrogen
• Changes must be made in the energy
infrastructure to accommodate hydrogen
• Questions remain about pipeline
embrittlement, feasibility of high pressure
H2 pipeline
• On-site reforming (natural gas, LPG,
ecc.) represents a different approach to
the on-site production of hydrogen
88/100
SAFETY ISSUES
H2 SAFER:
• Vaporization Time: 0 min, 3 secondi
• Cloud formation
Hydrogen Car
• Fire Gasoline Car
H2 RISKIER:
• In enclosed rooms
• Customer handling of H2
demands technical safety Time: 1 min, 0 sec
measures (self-adjusting gas

sensors linked to ventilation
systems)
Fonte: M. R. Swain, Miami University, FL (US)
89/100
CONCLUSIONS
Although the potential benefits of hydrogen and fuel cells are
significant, many challenges, technical and otherwise, must be
overcome before hydrogen and fuel cells will offer a
competitive alternative for consumers:
• Production & Delivery
• Storage
• Fuel Cell Cost and Durability
• Management of innovation
• Safety, Codes and Standards
• Public Acceptance
90/100
CONCLUSIONS
International Energy Agency
91/100

Dream Theater

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Dream Theater

Hochgeladen von

Copyright:

Verfügbare Formate

RATIONAL USE OF ENERGY IN TERTIARY

Introduction – Why Hydrogen

• One problem that accompanies all

Introduction – Why Hydrogen

• The fuel (hydrogen) and the

Anode Cathode • Water is the only waste product

• The catalyst must be protected by poisoning elements

Stacks with large Fuel

Introduction – Why Hydrogen

Temperature Electric efficiency Residual Heat

Proton Exchange Membrane 60 -120 40 - 60 40 – 60

Molten Carbonate 600 - 700 45 - 60 600 – 700

Solide Oxide FC (SOFC) 800 - 1000 50 - 65 700 – 1000

Direct Methanol FC (DMFC) 60 - 130 ~ 40

• Relatively low operation

Anode Cathode • Electrical efficiency can

• Also called Proton Exchange

• This type of FC use

• The electrolyte is a solid

Direct Methanol Fuel Cell

C. Song / Catalysis Today

MARKET SCENARIO FOR THE IMPLEMENTATION PLAN - UE

Introduction – Why Hydrogen

Hydrogen Tank H/C

Air Supply ATM air

Fuel Control System

Fuel Cell Power Conditioning Electric power

Fuel Cell Power Conditioning Electric power

• Fuel Treatment: this part of the fuel cell system provides

Fuel Control System

Fuel Cell Power Conditioning Electric power

Fuel Cell Power Conditioning Electric power

Fuel Control System

Fuel Cell Power Conditioning Electric power

There are different architectures

Single stage transformer-less

Multiple stage Power

• The FC due to their dynamic usually needs an additional

• Hydrogen and Oxygen flow must adjusted to modify

Avarage power Dynamic power

Fuel cell Battery/Supercap

Hybrid system with

Hybrid system with

•DC-AC converter (inverter)

•Energy buffer (batteries and/or supercapacitors)

Breakthrough (required but not expected)

good proton Air

heat transfer Water

Low Pressure PEM-Stack

Introduction – Why Hydrogen

Portable Electronics Automotive, Boat, Buses, Distributed

• Smaller plants (several hundred kW to 1 to 2 MW) can be

Type Size Efficiency, %

• Domestic Combined Heat and

Stationary units with an electrical output in excess of 10kW,

Number of Units Installed

Technology type in percentage

Although the MCFC are still dominating, PAFC and SOFC

• The majority of fuel cell

The number of units is now

Cumulative Small Stationary Units

Looking forward the number

• Direct Hydrogen both in residential and UPS application