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1.8.2. Distributed Generation

1.8.3. Vehicle Motive Power

1.8.4. Space and Other ClosedEnvironment Power

1.8.2. Distributed Generation The typical system is less than 30 MW.

Table 1-3 Attributes of Selected Distributed Generation Systems

The market for distributed generation is aimed at customers dependent on reliable energy, such as:

• Hospitals

• manufacturing plants

• grocery stores

• restaurants and

• banking facilities

There are many applications for distributed generation systems. They include:

• Peak shaving

• Combined heat and power

• Grid support

• Standby power

• Remote/Standalone

• Distributed generation systems provide benefits at the customer level and the supplier level.

• barriers and obstacles include technical, economic, institutional, and regulatory issues.

• Fuel cells, one of the emerging technologies in distributed generation, have been hindered by high initial costs.

• Phosphoric acid fuel cells have successfully been commercialized.

1.8.3 Vehicle Motive Power  - Since late 1980s, there has been a strong push to develop fuel cells for use in light and heavy-duty vehicles with clean, efficient, and be zero-emission to the environment which operate on conventional fuels, as well as renewable and alternative fuels (hydrogen, methanol, ethanol, natural gas, and other hydro-carbons).

- As of May 1998, several fuel cell-powered cars, vans, and buses operating on hydrogen and methanol have been demonstrated.

  

- Back to early 1970s, Dr. Karl Kordesch, modified a 1961 Austin A-40, which used gasoline, to an air-hydrogen fuel cell/battery hybrid car using alkaline fuel cell in conjunction with lead acid batteries, and operated on hydrogen carried in compressed gas cylinders mounted on the roof. The car was operated on public roads for three years and about 21,000 km.

Most transportation fuel cell development has focused on the polymer electrolyte fuel cell (PEFC).

- In 1993 and 1995, Ballard Power Systems in Canada demonstrated a 10 m light-duty transit bus and 12 meter for heavy-duty transit bus with a 120 kW fuel cell system and a 200 kW, respectively. They operate on compressed hydrogen as the on-board fuel( no batteries were used)

Development of Fuel Cells From 1993-1997

In 1994 and 1995, H-Power Corporation (Belleville, New Jersey) headed a team that built three PAFC/battery hybrid transit buses which used a 50 kW fuel cell and a 100 kW, 180 amp-hour nickel cadmium battery

In 1996, a hydrogen-fueled (metal hydride for hydrogen storage), fuel cell/battery hybrid passenger car was built by Toyota 

In 1997- Full-size transit buses, 205 kW (275 HP) PEFC units of hydrogen-fueled, was demonstrated in Chicago, Illinois, and Vancouver, British Columbia by Ballard. - A series of PEFC-powered vehicles, ranging from passenger cars to buses which used hydrogen-fueled were introduced by Ballard and Daimler-Benz built.   - Methanol-fueled car built on the same (RAV4) platform, TOYOTA.

In February 2002  - UTC Fuel Cells and Nissan signed an agreement to develop fuel cells and fuel cell components for vehicles with proprietary ambient-pressure proton exchange membrane fuel cell technology.

- Toyota Motor Corp. and Honda Motor Co. announced to advance their initial fuel cell vehicles from 2003

- Honda was the first Motor Co. that achieved both CARB and EPA certification of its zero emission FCX-V4 automobile

- Other major automobile manufacturers, including General Motors, Volkswagen, Volvo, Chrysler, Nissan, and Ford, have also announced plans to build prototype polymer electrolyte fuel cell vehicles operating on hydrogen, methanol, or gasoline.

IFC and Plug Power in the U.S., and Ballard Power Systems of Canada, are involved in separate programs to build 50 to 100 kW fuel cell systems for vehicle motive power. Other fuel cell manufacturers are involved in similar vehicle programs. Some are developing fuel cell-powered utility vehicles, golf carts, etc.