The Hydrogen Economy Opportunities, Costs, Barriers, and R&D Needs (2004) / Chapter Skim
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3. The Demand Side: Hydrogen End-Use Technologies
3. The Demand Side: Hydrogen End-Use Technologies
Pages 25-36
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From page 25... ...
Rapid perature. Consider, for instance, that natural gas fuels and improvements in the proton exchange membrane fuel cell electricity are generally less expensive (on a per unit of en (PEMFC)
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From page 26... ...
The major "demand parameters" to specify accurately how much more efficient they are, since for a light-duty vehicle are shown in Table 3-1. fuel cells have very different efficiency characteristics (e.g., Transportation applications of fuel cell technology and they are many times more efficient at low speeds and loads, hydrogen fuels not discussed in this report include urban but are less efficient at higher speeds and loads)
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From page 27... ...
vehicles their development is the fact that PEM fuel cells run on eiand APUs provide an efficient way to meet these power ther pure hydrogen or a dilute hydrogen gas "reformate" demands. stream (though direct-methanol fuel cells, still in an early Fuel cell vehicles are attractive potential replacements for stage of development, operate on methanol)
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From page 28... ...
In fact, a recent article in the New York Times will have smaller batteries and electric motors, implying noted that methanol-powered fuel cells for laptops might be lower cost and also smaller fuel economy improvements available within a year (Feder, 2003)
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retail fuel stations, serving more than 200 million vehicles. The committee's market trajectory for hydrogen fuel cell Dense coverage, similar to the number of diesel fuel stations vehicles reflects what is possible and shows initial market in the United States today, will be required as FCVs grow penetration in 2015, growing to 12 percent of new light-duty into the millions.
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From page 30... ...
It might percent of electricity generation; natural gas is the source for potentially offer less demanding technical challenges: ve17 percent. Of the new electricity generation capacity being hicular fuel cells will be subject to vibration and thermal installed, 80 percent is projected to be with natural gas (EIA, stresses, whereas stationary backup applications would not, 2003)
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From page 31... ...
these programs could be modified and fueled with H2 if it were available. The following subsections treat various types of fuel cells, Fuel Cells for Distributed Generation currently market-deployed or under development, and dis Fuel cells offer the potential for very efficient, clean, and cuss them in the context of distributed generation, while notquiet distributed power generation.
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From page 32... ...
-- 65 71 73 69 69 CO2 emissions (lb/MWh) -- 1170 1140 834 820 801 NOTE: PAFC = phosphoric acid fuel cell; PEMFC = proton exchange membrane fuel cell; MCFC = molten carbonate fuel cell; SOFC = solid oxide fuel cell; CHP = combined heat and power; HHV = higher heating value.
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From page 33... ...
2010, UTC expects to have developed an SOFC system, which would be more attractive for DG applications. PEMFCs for stationary applications have similar R&D needs Proton Exchange Membrane Fuel Cells to those for automotive applications, with additional techni The proton exchange membrane fuel cell, which is the cal challenges related to higher durability (at 40,000 to fuel cell being considered for vehicle transportation applica- 50,000 hours)
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There is experience in the industrial sector using hydrogen blended with other fuels and diluents; there is little or no expe Molten Carbonate Fuel Cells rience with H2-air and H2-O2 systems. Systems studies, as well as conceptual designs and fur Molten carbonate fuel cells use a mixture of carbonates ther investigations of component issues related to, for exthat are liquid at operating temperature -- 600°C to 650°C.
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From page 35... ...
economy will probably not emerge without the development to avoid repeating the mistakes of prior-technology-introof reasonably priced, energy-efficient fuel cells, the trans- duction programs, such as those for electric and natural gas portation portion of the Department of Energy's research, vehicles and for phosphoric acid fuel cells for distributed development, and demonstration program should emphasize generation. In addition, strengths and weaknesses of the fuel cells and their associated storage systems at the expense Partnership for a New Generation of Vehicles Program and of "transition technologies" such as on-board reformers and hybrid electric vehicle development should be analyzed, as hydrogen internal combustion engines.
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An independent, in-depth study, Alternatives and Strategies for Future Hydrogen Production similar to the present study on the transportation sector, and Use did not analyze the opportunities and trade-offs for should be initiated to analyze the opportunities for hydrogen stationary applications, especially vis-à-vis the transportation in stationary applications and to make recommendations resector. Furthemore, as far as the committee can discern, and lated to a research, development, and demonstration strategy from reviewing the Department of Energy's hydrogen re- that incorporates considerations of both the transportation search, development, and demonstration (RD&D)
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