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8/2/2019 FCV Talk Dwyer

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Fuel Cells Vehicles& Hydrogen

Anthony Eggert - Assoc. Director

Hydrogen Pathways Project

ITS-Davis

June 3, 2003


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And the topics for today are.

Brief History of Fuel Cells

Fuel Cell/System Basics

Why Fuel Cell Vehicles?

Hydrogen and The Utopian Vision

The Messy Transition Where do we go from here?


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What is a fuel cell?

A fuel cell is an electrochemical energy

conversion device that combines hydrogen

and oxygen in the presence of an electrolyteto produce electricity and water


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Worlds First Fuel Cell

Torpedo Ray


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Fuel Cells - Background

Invented 1839 - Sir William Grove


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In the Beginning.

Sir William Grove

1839first fuel cell

result of experiments to

reverse electrolysis of water 1842bank of 50 cells he

called a gaseous voltaic

battery

Key findingneed a

notable surface of reactionto produce sufficient power


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20th Century Developments

1932-1959 - Francis T. Bacon

H2/O2 with alkaline electrolyte

Porous gas diffusion nickel electrodes

1959demonstrated 5 kW system

1959Allis-Chalmers Manufacturing

Demonstrated 20 HP fuel cell powered

tractor


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1959 AC D12 Tractor

Propane / O2

1008 cells

15 kW


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1966 Methanol Fuel Cell Truck

Harry Dwyer


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1960s Apollo Space Program


1950s Francis Bacon - 6kW cell


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The 20th Century Takes Off

Gemini (early 1960s)

PEM fuel cells by GE

3 units = 1 kW

Apollo (mid-1960s)

AFCs by Pratt &Whitney (now UTC)

3 x 1.42 kW units (110

kg/unit) Space Shuttle (1970s)

AFCs by UTC

3 x 12 kW units (90 kg

total)


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1960s Apollo Space Program

1987 DOE Fuel Cells for Transportation

Program Nov2000 California FCP


1950s Francis Bacon - 6kW cell


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Fuel Cell Basics


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Fundamentals: IC EngineCombined chemical reaction:

H2 + 0.5O2 H2O(for pure hydrogen combustor)

(Source: Ballard Power Systems)

Details: Mixed, uncontrolled reaction

process

Resulting work is in the form

of heat that must then be

converted into mechanical

energy


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Fundamentals: Fuel Cell Stack

(Source: Ballard Power Systems)

Combined chemical reaction:

H2 + 0.5O2 H2O(for pure hydrogen fuel reaction)

Details:

Reactions are separated in

space

Resulting work is in the form

of useable electrical energy


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Simplified Fuel Cell

Anode

H2 2H+ + 2e-

Cathode O2 + 2H

+ + 2e- H2O

Overall Cell Reaction

H2 + O2 H2O Theoretical voltage

1.229 V @ 1 atm, 25 C


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Fuel Cell Systems


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Major Systems

Direct / Indirect

Fuel (Anode)

Air (Cathode) Water

Thermal management

Power electronics Control

IFC Fuel Cell System for Cars


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No moving parts? Please.

Air compressor / blower

Electric motor

Radiator fans

Coolant pumps

Power steering pump

A/C compressor

Etc.


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Fuel Cell Systems

Direct hydrogen system

Fuel reformer system


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Fuel Options

Hydrogen

Compressed (5000 psi or more?)

Liquefied Advanced storage (hydrides, nanotubes, etc.)

Methanol

Liquid storage with on-board reforming Gasoline (or designer hydrocarbon)

Liquid storage with on-board processing


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Direct Hydrogen

H2O fromTank

Motor

Compressor

Exhaust to ATM

Fuel Cell Stack

ATM air

Anode

Cathode

Radiator

Hydrogen Supply

H/CHydrogen Tank

Expander

Air Supply System

Water and Thermal

Management System

Recirculation

Condenser

H/CH2O Tank

e-

ResidualH2O

(Source: Institute of Transportation Studies, UCD)


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IMFC System Diagram

Indirect Methanol

H2O from

Tank

For cooling

Motor

Compressor

Fuel Cell Stack

Air Supply

System

ATM air

Anode

Cathode

Radiator

Fuel Processor System

SteamReform

Burner

Mix/PreheatMeOHTank

Motor

ATM air

Blower

Condenser

H/C

Water and Thermal

Management System

H2O Tank

H2O from

Tank

Exhaust

COCleanup

Exhaust to ATM


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IHFC System Diagram

H2O fromTank

For cooling

Motor

Compressor

Exhaust to ATM

Fuel Cell Stack

Air Supply

SystemATM air

Anode

Cathode

Radiator

Fuel Reformer System

ATR and Cleanup

Burner

Mix/Preheat

GasTank

Motor

ATM air

Compressor

Condenser

H/C

H/CWater and Thermal

Management System

H2O Tank

H2O from

Tank

Exhaust

Air Preheat


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Direct Hydrogen

H2O fromTank

Motor

Compressor

Exhaust to ATM

Fuel Cell Stack

ATM air

Anode

Cathode

Radiator

Hydrogen Supply

H/CHydrogen Tank

Expander

Air Supply System

Water and Thermal

Management System

Recirculation

Condenser

H/CH2O Tank

e-

ResidualH2O



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Direct H2 System Diagram

HYDROGEN FUEL STREAM

Fuel Cell Stack

Anode

Cathode

Hydrogen Supply

Hydrogen Tank

Recirculation


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Motor

Compressor

Exhaust to ATM

Fuel Cell Stack

ATM air

Anode

Cathode

Expander

Air Supply System

AIR STREAM


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H2O from

Tank

Fuel Cell Stack

Anode

Cathode

Radiator

H/C

Water and Thermal

Management System

Condenser

H/CH2O Tank

WATER AND

THERMAL

MANAGEMENT

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Balance of Plant Details

Motor

Compressor

Exhaust to ATM ATM air

Expander

Air Supply System

Air Supply System

Provides oxygen to stack cathode

Nitrogen in air is unused

Uses an electric motor, current draw from fuel cell stack

An expander can be used to recover energy from stack exhaust

gas

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Balance of Plant Details

Water and Thermal Management System

Condenser

H/CH2O Tank

Water and Thermal Management System

Radiator cools stack, maintains ~ 800C

Condenser extracts liquid water for humidification needs

Stack inlet conditioning: Cooling of the cathode inlet air by means of water injection

Water injection also acts to ensure humidification of the cathode

Humidification of the anode inlet stream

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Thermal Systems

Or

If fuel cells are so

efficient, how comethey have such big

radiators?

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Where Does the Energy Go?

Electrical Energy ~ 50%

Exhaust Energy ~ 5%Coolant ~ 45%

Mechanical Energy ~ 33%

Exhaust Energy ~ 33%Coolant ~ 33%

Fuel Cell IC Engine

Heat to be dissipated by radiator!

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Heat Rejection

T_Ambient = 25C

T_Coolant ~ 120C

T_Coolant ~ 75C

T ~ 70C

T ~ 75C

T_stack ~

80C

T_engine ~800C

T ~ 120C

T ~ 100C

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Overall Heat Transfer

)( TambTsUAQ

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Heat Rejection

T_Ambient = 25C

T_Coolant ~ 120C

T_Coolant ~ 75C

T ~ 70C

T ~ 75C

T_stack ~

80C

T_engine ~800C

T ~ 120C

T ~ 100C

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How can we increase Q?

)( TambTsUAQ

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)( TambTsUAQ

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10,000 to 35,000 watts/m2-C

Pressure drop = 1-2 psi

Pacific Northwest National Laboratory

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)( TambTsUAQ

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Air / Cathode Operation

H2O fromTank

Motor

Compressor

Exhaust to ATM

Fuel Cell Stack

ATM air

Anode

Cathode

Radiator

Hydrogen Supply

H/CHydrogen Tank

Expander

Air Supply System

Water and Thermal

Management System

Recirculation

Condenser

H/CH2O Tank

e-

ResidualH2O


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To Pressurize, or Not.?

The question is analogous to supercharging agasoline ICEis it worth it?

Although pressurizing improves performance, thecost is increased parasitic load

For example, a 100 kW PEMFC pressurized to3 bar with a Lysholm compressor requires 20kW of power

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Stack + Air Supply + WTM

Motor

Exhaust to ATM

Air Supply

SystemATM air

Cathode

Radiator

Condenser

H/CWater and Thermal

Management System

H2O TankPair_supply

Pradiator

Pcondenser

PNet

PGross

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DH efficiency slide

0%

10%

20%

30%

40%

50%

60%

70%

- 10 20 30 40 50

Stack Gross or Net Power (kW)

GrossorNetEf

ficiency

High Pressure

High SRa

GrossNet

Variable Pressure

Variable SRa

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Powertrain Efficiency

FUEL CELL SYSTEM

HSDI DIESEL

G-DI ENGINEPass.CarAverage

Power

0

10

20

30

40

50

60

0 20 40 60 80 100 120

PERCENT LOAD

PERCENTTHERMALEFFICIENCY

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DH - FUDS

FC Stack

Air Supply

A/C

Motor Trans

WTM

Total Fuel (H2)

13367 KJ (LHV)

5076 KJ Stack Loss

712 KJ Aux Loss

= 62 % Stack only = 53.6% Stack - Aux

96 KJ615 KJ

1567 KJ

= 78 %5379 KJ = 38.2 % TTW

Hotel

412 KJ

527 KJ

= 91 %

FUDS CycleNote: = Energy Out / Energy In

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IM - FUDS

FP FC Stack

Air Supply

A/C

Motor Trans

WTM

Total Fuel (MeOH)

20523 KJ (LHV)

6544 KJ

= 68.1 %5167 KJ Stack Loss

1313 KJ Aux Loss

= 63% Stack only = 53.6% Stack - Aux

147 KJ755 KJ

1590 KJ

= 78.8%5383 KJ = 26.2 % TTW

Hotel

412 KJ

526 KJ

= 91 %


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IH - FUDS

FP FC Stack

Air Supply

A/C

Motor Trans

WTM

Total Fuel (C8H18)

27070 KJ (LHV)

11923 KJ

= 56 %5400 KJ Stack Loss

1861 KJ Aux Loss

= 64.3% Stack only = 49.3% Stack - Aux

163 KJ1698 KJ

1567 KJ

= 79 %5379 KJ = 19.9 % TTW

Hotel

412 KJ

527 KJ

= 91 %


Air Supply is for both stack / FP

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Fuel Cell Vehicles

& Hydrogen

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FCVs On the Road

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FCVs Continued

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Whats the Problem?

People love their cars

Gas is cheap

IC Engines more powerful andefficient than ever

New vehicle emissions have decreased

dramatically!

FCVWh t th P bl ?


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Whats the Problem?

Vehicle emissions have decreased

However

Mobility has increased

Motor vehicles responsible for:

Of smog forming VOCs and NOx Up to 90% of CO found in urban air

More than 50% of hazardous pollutants

Increased concern over human inducedglobal warming

Concern over single fuel dependence(petroleum)

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The Utopian Vision

Potential:

Increased energy

efficiency Zero tailpipe

emissions

Zero GHGs (?)

Energy diversity

On the road today!

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Why Fuel Cells Vehicles?

Fuel cell vehicles have the potential:

Increased energy efficiency?

Reduced criteria emissionsCO, HC, NOx, NMOG

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ECE NEDC FUDS HIWAY Combined US06 J10150

500

1000

1500

Totfuelenergy(Wh/mile)

DH

IM

IH

FCVMP Simulation Results

NOTE: The results in Figure 1 assume the vehicles are fully warmed

REFERENCE: A fully warmed up vehicle achieving a:

fuel economy of 25mpg (9.41L/100km) would equate to 1350 Wh/mile,

fuel economy of 35mpg (6.72L/100km) would equate to 960 Wh/mile.

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Increased energy efficiency?

Reduced criteria emissionsCO, HC, NOx, NMOG

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Year

0

10

20

30

40

50

60

70

80

90

100

1970 1975 1980 1985 1990 1995 2000 2004

CO

HC

NOx

(light duty vehicles)

NB. California more severe

Indexedemissions

Reduction(%

)

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Emissions Warranty

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

Tier 1 1.5 Tier 1 SULEV 1.5 SULEV

HC

FCV

Wh F l C ll V hi l ?


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I C ENGINE

FUEL CELL

HYBRID

?

0

1000

2000

3000

4000

5000

6000

7000

1992 1996 2000 2004 2008 2012 2016

UNITCO

ST($)

Decreasing Emissions Req.

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Wh F l C ll V hi l ?


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Increased vehicle fuel efficiency?

Reduced criteria emissions

CO, HC, NOx, NMOG Reduction in greenhouse gas emissions (CO2)

Energy Diversity (i.e. decreased dependence onsingle fuel source)

Increased design freedom and reduced platformrequirements

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The Messy Reality

Significant Technical Hurdles Remain

Onboard Hydrogen Storage Capacity

Cold Weather Performance

Reliability/Durability

Financial challenges significant

Components

Fuel

COST, COST, COST!!!

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C i d th t


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Coming down the cost curve

FUEL CELL SYSTEMCOST $/KW

0

100

200

300

400

500

600

700

2002 2004 2006 2008 2010 2012 2014

UNITCOST($/KW)

Portable power ($1K+)

Automotive

DGS

Premium power

Home Power

Where weare today

FCVPortable powerPortable Power


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Portable power

100 watt portable fuel cell

Photo courtesy of Ballard Power Systems

Portable Power

FCVDistributed power stationsi ib d i


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Distributed power stations

Photo courtesy of Ballard Power Systems

250 kW distributed cogeneration power plant

Distributed Generation

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HHome Power


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Home power

Photo courtesy of Plug Power

5 kW home cogeneration power plant

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What about the fuel?

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Hydrogen is the fuelnow what?

Where does it come from?

Who pays for it?

How do we start?

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Central Plant Production

Piped, Trucked H2

Feedstockprimarily NG Onsite

SMR from NG

Onsite Electrolysis Electricity Source?

Others

FCVWhere will the hydrogen come from?Where will hydrogen come from?


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Where will the hydrogen come from?

Hydrocarbon Fuel Reformer

H2

Hydrogen bottles

H2

H2

Hydrogen bottles

H2

Algae

H2

Hydrogen bottles

H2

Solar panel Electrolyzer

FCVThe Utopian Vision - Renewable


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Micro hydro

Storage

H2

Oxygen

Oxygen

WaterWater

FuelCellElectrolyzer

Solar Cell

Wind

The Utopian Vision RenewableHydrogen

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Th M R li H d


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The Messy Reality - Hydrogen costs

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Hydrogen is the fuelnow what?


Who pays for it?

How do we start?

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Fuel Infrastructure Costs

10-year negative cash flow

(10% of California stations)

Hydrogen: $235 million

Estimates highlysensitive to key

assumptions Continued heavy

investment neededto complete

Similar costs (X10)for nationwideinfrastructure

Scenario

Study

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10 yr+ Negative cash flow

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Financing the Early Scenario


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Financing the Early

Infrastructure

Fuel infrastructure,production, and deliverycosts & risks

Vehicle development &early production costs

Public benefits (less pollution &GHGs, quiet, fuel flexibility, electricity)

Long-term profit potential ?

User benefits?

Important incentiverole for government

?Value

Study

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To Do List: Technical Challenges

Components

Air compressor

Stack material

cost/performance

Systems

System integration

Thermal management

Water management

Reliability/durability

Fuel

Hydrogen storage

Infrastructure

VOLUMEWEIGHTCOST FCV


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Summary

FCVs and H2 offer great potential

Reduced pollution and GHGs

Energy diversity

Significant hurdles remain

Technical

Financial

The transition is bound to be messy!

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I believe fuel cells could end the 100-year

reign of the internal combustion engine... Itwill be a winning situation all around -customers will get an efficient power source,communities will get zero emission

transportation, and automakers will get amajor business opportunity.

William Clay Ford, Jr.

Chairman and CEO, Ford Motor

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ThankYou

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ExtraSlides

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Gasoline Safety

"A new source of power... called gasoline has been produced by a Bostonengineer. Instead of burning the fuel under a boiler, it is exploded inside thecylinder of an engine...

"The dangers are obvious. Stores of gasoline in the hands of people interestedprimarily in profit would constitute a fire and explosive hazard of the firstrank. Horseless carriages propelled by gasoline might attain speeds of 14, oreven 20 miles per hour. The menace to our people of this type hurtling throughour streets and along our roads and poisoning the atmosphere would call forprompt legislative action even if the military and economic implications werenot so overwhelming...the cost of producing [gasoline] is far beyond thefinancial capacity of private industry...In addition, the development of this newpower may displace the use of horses, which would wreck our agriculture.

Walter F. Stewart, Congressional Record statement from 1875 in "Hydrogen as a Vehicular Fuel,"Chapter 3 of K.D. Williamson, Jr. and Frederick J. Edeskuty, Recent Developments in HydrogenTechnology. Vol. n, CRC Press, 1986, p. 132.

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E l O b d F l St


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Example: Onboard Fuel Storage

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E ample Onboard F el Storage


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Certifications (including-not limited to) USA FMVSS 304 Meets and Exceeds Criteria

USA NGV 2-98 Approved

International ISO CD 11439

Canada/Australia/UK CSA B51-97 Part 2

Complies to NFPA 52 (National Fire Protection Association)

Germany TUV Approved

Example: Onboard Fuel Storage

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Onboard Fuel Storage Testing


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Onboard Fuel Storage Testing

Burst Test at 3 x safety factor of the working pressure

Bonfire Test for fire resistance and PRD/TRD release

Pressure Cycling Test from 10 % to 125% of the working pressure

Drop Test

Penetration Test

Environmental Testing

Chemical Resistance Testing

Flaw Tolerance TestShock and Vibration Testing

Pendulum Impact Test

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Vehicle Comparisons

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Vehicle Comparisons

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Vehicle Comparisons

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Hindenburg!

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