Hydrogen and FCEVs discussion thread

My Nissan Leaf Forum

Help Support My Nissan Leaf Forum:

This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
GCC:
Groundbreaking in Frankfurt for hydrogen refueling station for trains

https://www.greencarcongress.com/2020/10/20201027-frankfurt.html


Representatives from the State of Hesse, RMV (Rhein-Main-Verkehrsverbund), Alstom and Infraserv broke ground for a hydrogen filling station on the site of the Höchst industrial park in Frankfurt that will supply a fleet of 27 passenger fuel cell trains—currently, the world’s largest such.

Alstom is supplying the iLint hydrogen trains (earlier post) for the Taunusbahn, Infraserv Höchst will operate the future hydrogen filling station and the State of Hesse and RMV are setting the course for the future and financing them.

The implementation is on schedule; the total order volume is €500 million.

The Alstom Coradia iLint fuel cell trains, which have a range of up to 1,000 kilometers and can run for a whole day, will be used to replace diesel-powered locomotives on the RB 11 (Frankfurt-Höchst - Bad Soden), RB12 ( Frankfurt - Königstein), RB15 (Frankfurt - Bad Homburg - Brandoberndorf) and RB16 (Friedrichsdorf - Friedberg). . . .

Two hydrogen trains in the Elbe-Weser network in Lower Saxony have been in regular passenger use since September 2018. From 2021, the Lower Saxony regional transport company (LNVG) will be using 14 Coradia iLints on the route. The RMV is thus the second responsible authority to rely on hydrogen technology.
 
GCC:
Ballard and Audi sign definitive agreements regarding use of high-power density fuel cell stack for vehicle propulsion

https://www.greencarcongress.com/2020/10/20201030-ballard.html


. . . The FCgen-HPS fuel cell stack provides propulsion for a range of light-, medium- and heavy-duty vehicles with an industry-leading volumetric high-power density of 4.3 kilowatts per liter (4.3 kW/L). . . .

In addition to its leading high-power density, the FCgen-HPS delivers:

High power output: up to 140kW maximum power level, with scalability to multiple power blocks;

High operating temperature: up to 95 deg. C maximum operating temperature, which allows for more efficient and smaller cooling systems; and

Rugged cold weather capabilities: -28 deg. C freeze start capability with fast power ramp.
 
GCC:
Volvo Group and Daimler Truck AG sign binding agreement for new fuel-cell joint venture

https://www.greencarcongress.com/2020/11/20201102-volvodaimler.html


The Volvo Group and Daimler Truck AG have now a signed binding agreement for a joint venture to develop, produce and commercialize fuel-cell systems for use in heavy-duty trucks as the primary focus, as well as other applications. (Earlier post.)

The joint venture will develop a system with several power stages, including a twin system with 300 kW continuous power for heavy-duty long-haul trucks. Based on the demanding conditions in heavy-duty truck applications, the joint venture’s products are also suited for other use cases such as stationary power generation. . . .

Both companies’ goal is to start with customer tests of trucks with fuel-cells in about three years and to be in series production during the second half of this decade. . . .
 
Best part about that is it sounds like they're not spending other people's money to go down that rabbit hole.
 
GCC:
FirstElement Fuel files three new LCFS pathway applications for hydrogen

  • https://www.greencarcongress.com/2020/11/firstelement-fuel-files-three-new-lcfs-pathway-applications-for-hydrogen.html


FirstElement Fuel has filed three new applications for LCFS pathways for liquid and gaseous hydrogen fuel produced from fossil natural gas and landfill gas sources with the California Air Resources Board (ARB). The carbon intensities (CI) of the pathways range from 73.14 to 153.91 gCO2e/MJ.

Hydrogen produced by steam methane reforming at Air Products & Chemicals Sacramento facility using North American Natural Gas (NA NG). Hydrogen is liquefied and transported by liquid tanker truck to hydrogen fueling stations for dispensing into fuel cell vehicles at stations in both Northern and Southern California resulting in a CI of 153.91 gCO2e/MJ.

Renewable hydrogen produced by steam methane reforming of biomethane at Air Products & Chemicals Sacramento facility. The environmental attributes of landfill gas-derived RNG are procured from BlueRidge Landfill Gas, with Element Markets Renewable Energy (EMRE) registered as a joint applicant for the pathway.

Hydrogen is liquefied and transported by liquid tanker truck to hydrogen fueling stations for dispensing into fuel cell vehicles at stations in both Northern and Southern California resulting in a CI of 109.68 gCO2e/MJ.

Renewable hydrogen pathway produced by steam methane reforming of biomethane at Air Products & Chemicals Wilmington facility. Environmental attributes of landfill gas-derived RNG are procured from BlueRidge Landfill Gas in Fresno, Texas, with Element Markets Renewable Energy (EMRE) registered as a joint applicant for the pathway.

The gaseous hydrogen is produced in a SMR in Wilmington, California and transported as gaseous hydrogen to refueling stations Southern California, where it is compressed, for dispensing into fuel cell vehicles at stations in Southern California. The CI is 73.14 gCO2e/MJ.

Iwatani. In October, Iwatani Corporation of America filed a pathway application for liquefied Hydrogen produced from biomethane of North American landfill gas at Linde-Praxair in Ontario, California and delivered to stations in Northern California by heavy-duty diesel truck. The hydrogen is re-gasified at the applicant-owned stations in California (San Juan Capistrano, San Ramon, Mountain View, and West Sacramento), and dispensed for use in hydrogen-fueled vehicles. The CI is 131.51 gCO2e/MJ.
 
GCC:
DOE releases Hydrogen Program Plan

https://www.greencarcongress.com/2020/11/20201113-doeh2.html


. . . Examples of the Program’s overarching technical targets are:

$2/kg for hydrogen production and $2/kg for delivery and dispensing for transportation applications

$1/kg hydrogen for industrial and stationary power generation applications

Fuel cell system cost of $80/kW with 25,000-hour durability for long-haul heavy-duty trucks

On-board vehicular hydrogen storage at $8/kWh, 2.2 kWh/kg and 1.7 kWh/l.

Electrolyzer capital cost of of $300/kW, 80,000-hour durability and 65% system efficiency.

Fuel cell system cost of $900/kW and 40,000-hour durability for fuel-flexible stationary high-temperature fuel cells. . . .
 
GCC:
Cummins to open new fuel cell systems production facility in Germany; Alstom’s hydrogen trains

https://www.greencarcongress.com/2020/11/20201116-cummins.html


Cummins Inc. will open a new facility in Herten, Germany, which will initially focus on the assembly of fuel cell systems for global transportation leader Alstom’s hydrogen trains.

With capacity of 10 megawatts per year, the Herten facility will manufacture one megawatt of fuel cell systems a month for Alstom’s Coradia iLint hydrogen-powered trains as well as provide aftermarket support. Each fuel cell system will include six power modules (fuel cell stacks), a cooling system, piping, air blowers and air filters. Power modules take air from outside and hydrogen from the hydrogen storage tank to produce power.

The new facility will include space for both manufacturing and research and development, with plans to expand in the future to support fuel cell stack refurbishment. Four testing stations will supplement existing global fuel cell and hydrogen production research and development capabilities. . . .
 
GCC:
ElringKlinger and VDL to partner on fuel cells

https://www.greencarcongress.com/2020/11/20201117-ek-vdl.html


ElringKlinger AG and the Dutch vehicle manufacturer VDL Bus & Coach BV have agreed on a strategic partnership for the development and industrialization of fuel cell stacks and systems for mobile and stationary applications.

ElringKlinger AG will focus on the customer-specific development and production of fuel cell stacks. VDL will be primarily responsible for system integration and testing under real conditions. . . .

The declared aim of the partnership is to bring the developed fuel cell systems to production maturity in the coming year. These will be used in mobile and stationary applications such as gensets, hybrid vehicles or vehicles with range extender. The cooperation agreement is therefore initially limited until 2021.

Subsequently, concrete customer projects are already planned and under negotiation, which are to be signed before the cooperation agreement expires. . . .
 
GCC:
Havyard establishes company for hydrogen power for ships

https://www.greencarcongress.com/2020/11/20201120-havyard.html


For several years now, the Norway-based marine and maritime technology company Havyard Group has carried out research and development work on hydrogen propulsion for large vessels, for example through the Pilot E project, in order to develop a large-scale maritime hydrogen project.

Havyard’s complete hydrogen system for ships will be completed in 2021, and the group is now establishing a separate company to meet market demand for the solution, which will make it possible also for large ships to sail longer distances with zero emissions.

Havyard will have the first system ready for approval in principle next year, and its know-how and expertise will now be brought together in the newly formed company Havyard Hydrogen AS. . . .

Havyard Hydrogen will be the system integrator and will deliver complete hydrogen energy systems for ships in cooperation with partners and subcontractors. . . .

We can now offer a system with 3.2 MW fuel cells. This will make it possible for large vessels to sail with zero emissions over longer distances. At the same time, the system is scalable and can be used by both large and small vessels.

—Kristian Osnes. . . .

In addition to being scalable, the system also includes flexible placement of the hydrogen tank, so that it will be easy to place in both newbuilds and modifications. . . .
 
GCC:
Hexagon Purus to deliver 45-foot hydrogen distribution systems to Everfuel

https://www.greencarcongress.com/2020/11/20201122-hexagon.html


Hexagon Purus signed a multi-year master frame agreement with Everfuel to deliver multiple units of newly designed 45-foot hydrogen distribution systems. The systems will be used to transport hydrogen to refueling stations serving hydrogen fuel cell electric passenger car fleets (e.g. taxis), trucks and buses. At signing, Everfuel ordered its first six distribution units under the new frame agreement.

The master frame agreement covers design, production and delivery of hydrogen distribution systems for Everfuel through 2025, with an estimated value of approximately €14 million.

Hexagon Purus is a leading provider of type 4 cylinders—fiber composite cylinders with plastic lining. Type 4 cylinders provide a combination of weight, safety, efficiency and durability for hydrogen applications. . . .

Hexagon Purus has developed a hydrogen distribution system with a nominal payload capacity of 958 kg of compressed hydrogen at 300 bar. The new design includes an advanced monitoring system for improved filling efficiency. . . .

The first order under the new frame agreement will be delivered in 2021.


This is considerably greater capacity than was previously the case in a trailer transporting gaseous H2 (ISTR something around 120-180 kg. was typical), and I'm curious how they accomplish this. The low transport capacity for gaseous H2 was the reason First Element switched to liquid H2 tankers & bulk storage for their new, larger capacity stations.
 
Both GCC:
UNSW Sydney to lead hydrogen supply chain study with Germany

https://www.greencarcongress.com/2020/11/20201123-unsw.html


Australia and Germany have released national hydrogen strategies to help grow the development of renewable hydrogen as a clean source of energy. UNSW Sydney will lead a consortium of Australian research and industry partners, who will work together with partners in Germany to test the feasibility of a renewable energy-based hydrogen supply chain between the two countries.

The feasibility study—which was awarded from the Australian Department of Foreign Affairs and Trade over two years—will look for opportunities to collaborate with Australian and German industries on the production, storage, transport and use of hydrogen produced from renewable energy sources. It will also assess current technologies, identify regulatory and logistical barriers, and recommend business models for the development of this two-way trade and investment. . . .



Hyundai Motor and INEOS partnering on driving hydrogen economy forward

https://www.greencarcongress.com/20...ring-on-driving-hydrogen-economy-forward.html


. . . Hyundai and INEOS will jointly investigate opportunities for the production and supply of hydrogen as well as the worldwide deployment of hydrogen applications and technologies. Both companies will initially seek to facilitate public- and private-sector projects focused on the development of a hydrogen value chain in Europe.

The agreement also includes the evaluation of Hyundai’s proprietary fuel cell system for the recently announced INEOS Grenadier 4x4 vehicle. This cooperation represents an important step in INEOS’ efforts to diversify its powertrain options at an early stage. . . .

Through its subsidiary INOVYN, INEOS is Europe’s largest existing operator of electrolysis, the critical technology that uses renewable energy to produce hydrogen for power generation, transportation and industrial use. Its experience in storage and handling of hydrogen combined with its established know-how in electrolysis technology, puts INEOS in a unique position to drive progress towards a carbon-free future based on hydrogen. . . .
 
IEVS:
Hyzon Motors Unveils Fuel Cell Stack With Highest Power Density: 6 KW/L

https://insideevs.com/news/456454/hyzon-motors-fuel-cell-power-density-6kwl/

. . . Hyzon said its automotive-grade fuel cell stack – which can be used in vehicles without future reliability problem concerns – is under development for the past 20 years. Hyzon’s stack is also liquid-cooled, and the company claims that it makes it perfect for commercial vehicles and machinery. To be even more specific, it would fit well in trains, trucks, and airplanes. Craig Knight, Hyzon’s CEO, told InsideEVs there’s a reason for that.

“Hyzon focuses on commercial vehicles because the strongest value proposition for hydrogen is very high utilization vehicles.”

These liquid-cooled PEM fuel cell stacks could generate up to 370 kW (500 hp) and would allow these vehicles to save on weight, increasing their load capacities. Cost and size would be other benefits for using their new fuel cell – something Nikola Motors also argues.

These new, more power-dense fuel cells will enter mass production in 2021 in all Hyzon production facilities in North America, Europe, and Asia. By 2025, the company expects to be able to power more than 40,000 vehicles with its PEM fuel cell.
 
GCR:
Hyundai hydrogen fuel-cell system might power French-made Grenadier off-road SUV

https://www.greencarreports.com/new...ight-power-french-made-grenadier-off-road-suv


The Ineos Grenadier is a throwback to a previous era of SUVs, when off-road capability was a given—along with poor fuel economy. But the Grenadier could soon get a hydrogen fuel-cell powertrain from Hyundai.

On Monday, Ineos and Hyundai announced a memorandum of understanding to cooperate on fuel-cell projects. The agreement includes plans for Ineos to evaluate Hyundai fuel-cell tech for possible use in the Grenadier, an accompanying press release said. . . .
 
GCC:
MOL joins “Wind Hunter Project” for combination of sails and fuel cells on ships

https://www.greencarcongress.com/2020/12/20201201-mol.html



While under sail they plan to use an in-water turbine to provide electricity for electrolysis, so they can use H2 in periods of low wind. This strikes me as a longshot, as the turbine would presumably slow the ship when under sail, eliminating some if not all the advantage. They plan to use a sailing yacht as a proof of concept vehicle, and I'll be interested to see numbers on this.
 
GRA said:
GCC:
MOL joins “Wind Hunter Project” for combination of sails and fuel cells on ships

https://www.greencarcongress.com/2020/12/20201201-mol.html



While under sail they plan to use an in-water turbine to provide electricity for electrolysis, so they can use H2 in periods of low wind. This strikes me as a longshot, as the turbine would presumably slow the ship when under sail, eliminating some if not all the advantage. They plan to use a sailing yacht as a proof of concept vehicle, and I'll be interested to see numbers on this.

It's worse than a longshot. It's a dumb idea. That document shows a separate turbine to generate the electricity to run the electrolyzer AND a separate electric motor to propel the vehicle during those no wind days. In the meantime, Oceanvolt already makes an electric motor with a regeneration mode for sailboats (plenty of sailors already using them). Connect it to a battery bank and it'll store the electricity from the regen mode AND solar panels on the roof of the sailboat for use for the cabin electronics AND to run the propellers during those "no wind" days. I wonder how many tens or hundreds of kwh of batteries can be used to supplant all the equipment needed for the electrolyzer, compressor, hydrogen tanks, fuel cells, and turbine? What a waste of time and engineering resources!
 
I agree that the separate generator turbine seems unnecessary at first sight, but if best efficiency of the propulsion motor/propeller and generator/blades varies significantly due to speed, it may be worth doing. I expect they'll determine which way to go as the design is refined. What they show in that illustration strikes me as just a basic concept.

Re batteries/panels plus wind, if space and weight weren't an issue that might work. As this is eventually intended for an ocean-going cargo ship that will have to float, batteries/panels strike me as an even longer shot than this. Solar-powered cars, which require much less power/ mile and have a much greater proportional exposed surface area for panels than would be the case here (as the sails & masts would block many of the modules) have never shown much practical value for long-range propulsion or cargo-hauling; running auxiliary loads is a different matter.

I await test results of this, without any great expectation of practicality.
 
GRA said:
I agree that the separate generator turbine seems unnecessary at first sight, but if best efficiency of the propulsion motor/propeller and generator/blades varies significantly due to speed, it may be worth doing. I expect they'll determine which way to go as the design is refined. What they show in that illustration strikes me as just a basic concept.

Re batteries/panels plus wind, if space and weight weren't an issue that might work. As this is eventually intended for an ocean-going cargo ship that will have to float, batteries/panels strike me as an even longer shot than this. Solar-powered cars, which require much less power/ mile and have a much greater proportional exposed surface area for panels than would be the case here (as the sails & masts would block many of the modules) have never shown much practical value for long-range propulsion or cargo-hauling; running auxiliary loads is a different matter.

I await test results of this, without any great expectation of practicality.

This isn't a solar powered car. sailboats with solar + batteries and electric motors (in place of the diesel engines and generators) are already plying the waters. This is reality, not "an even longer shot".
 
Back
Top