The Energy Blog

GM, Toyota Dismiss Fuel Cells for Mass Use

The Wall Street Journal reported this week that executives from General Motors Corp. and Toyota Motor Corp., at the Geneva Auto Show Tuesday, "expressed doubts about the viability of hydrogen fuel cells for mass-market production in the near term and suggested their companies are now betting that electric cars will prove to be a better way to reduce fuel consumption and cut tailpipe emissions on a large scale."

Both GM Vice Chairman Bob Lutz and Toyota President Katsuaki Watanabe expressed strong opinions that fuel cells are too expensive and will be for some time and that advances in lithium-ion batteries make them much more practical as a mass-market product.  . . . read the WSJ article

in a somewhat related post, the MIT Technology Review has a little more information on GM's BAS+ mild hybrid system that further explains how the Hitachi Li-ion batteries fit in with that system that increase the mileage by 20% and indicates that GM will use about 100,000 of these batteries annually by 2010.

The new battery pack, a lithium-ion pack made by Hitachi, combined with an improved alternator-generator, can deliver three times more power than the company's older system, which used nickel metal hydride batteries. GM claims that this system will be a perfect complement to another fuel-saving strategy: downsizing the engine and adding a turbocharger for bursts of power. The turbocharger doesn't kick in right away, and it doesn't work well at low engine speeds. But the battery and motor kick in right away, compensating for the so-called turbo lag.

That is quite a change in attitude, considering the large amounts of money that these companies and others have spent developing fuel cells for light vehicles. This agrees with my assessment of the technology that I have expressed several times, most recently in my comments on my post EU Research Shows that Hydrogen Energy Could Reduce Oil Consumption in Road Transport by 40% by 2050.

Could the use of Hitachi batteries in their mild hybrids mean that they might not use A123Sytems batteries in the Volt or the Saturn hybrid? I don't think so, but does Hitachi have a better battery or is it just more available in the required time frame or is it just a means of diversifying suppliers.

EU Research Shows that Hydrogen Energy Could Reduce Oil Consumption in Road Transport by 40% by 2050

The EU HyWays project has released its main report "European Hydrogen Energy Roadmap" The "Roadmap" analyzes the potential impacts on the EU economy, society and environment of the large-scale introduction of hydrogen in the short- and long- term (up to 2050). A few excerpts from the press release announcing the report follow:

The scientific project HyWays funded by the EU's research program has found that introducing hydrogen into the energy system would reduce the total oil consumption by the road transport sector by 40% between now and 2050. Substantial barriers have first to be overcome, ranging from economic and technological to institutional barriers, and actions must be taken as soon as possible. Following a series of more than 50 workshops the project has produced a Roadmap to analyze the potential impacts on the EU economy, society and environment of the large-scale introduction of hydrogen in the short- and long- term, as well as an action plan detailing what needs to be done for this to take place. The report is published as the Member States are due to give their approval of a new €940m public/private research partnership for the development of hydrogen and fuel cells.

The extensive and high-quality simulations of the project predict that the break-even point would be most likely reached between 2025 and 2035. The HyWays Roadmap estimates that in 2030 there will be 16 million hydrogen cars and the total cumulative investment for infrastructure build-up will amount to €60 billion.

I am still not a convert to the hydrogen economy, especially for use in transport vehicles.  I believe that economical plug-in vehicles and electric vehicles can be produced at less cost before the 2025-2035 time period that is cited and by 2050 should be able to reduce oil consumption by significantly more than 40% with biofuels providing a significant reduction in fuel consumption of light vehicles, which is not an option with fuel cells. The development of a low cost fuel cell for transportation is a major technical challenge in itself, let alone the infrastructure required to distribute the hydrogen. I admit that good progress is being made on these items, but why should we have two major projects going when it is clear that one can be economically developed in a shorter time. The EU certainly can proceed independent of the U.S. and Japan, but it seems such a waste to do so. Hydrogen from natural gas or by electrolysis seem to me to be a waste of fossil fuels and/or inefficient use of electricity. Hydrogen may have a place in power production and other large stand-alone projects where a hydrogen transportation infrastructure does not have to be developed.  This should be the first area that is developed. 

Is the Fuel Cell Car Dead?

In a post, yesterday, Tyler Hamilton of Clean Break starts as follows:

It's been a long time coming, but Ballard Power is finally reading the tea leaves and realizing that the dream of a fuel-cell car powered by hydrogen is a dream that only a million-dollar prototype can occupy. The Vancouver-based fuel cell company, an industry pioneer and leader, confirmed today that it was in talks with part owners Daimler AG and Ford Motor Co. about, well, it didn't say exactly.

. . . It kind of makes sense, at least at this point, that the auto companies embrace and drive forward the fuel-cell approach from hereon in.

. . . momentum is on the side of battery technology and the infrastructure to support it needs to be extended and upgraded, instead of created from scratch. . . . more

This has been my view since the start of The Energy Blog and I am glad to see someone else explicitly supporting my views.

Hydrogen Powered Hywet Set for Production

According to the Copenhagen Post the first prototype of the Hywet car will roll out of the garage in August, powered by fuel cells running on hydrogen.

The two-passenger Hywet, equiped with a 13 kW electric motor, a stack of high temperature PEM fuelcells and a Lithium Ion-battery; can accelerate surprisingly briskly to a speed of 80 km.

At current prices for hydrogen the Hywet can be fuelled up for US$19.00 (€13.50), making it competitive with conventional gasoline and diesel-powered cars.

The project is the result of a co-operative effort between private companies Heat and Serenergy and Aalborg University, Mariagerfjord Municipality and the Centre for Material and Energy Technology (Cemtec), based in northern Jutland.

The first prototype cost about DKK 1 million, but Mikael Kau of Cemtec predicted production models will go for about US$37,000 (€27,000), about the price of a traditional mid-sized car in Denmark.

GM Moving Fuel Cells from Development Laboratories to Core Engineering

Per GM press release - General Motors Corp. is moving more than 500 fuel cell experts from advanced development laboratories to core engineering functions to prepare this technology for future production.

More than 400 fuel cell engineers will report to GM's Powertrain Group to begin production engineering of fuel cell systems. Another 100 will transfer to GM's Global Product Development organization to start integrating fuel cells into future company vehicles.

GM shared details about its fifth-generation fuel cell system technology when it unveiled the fuel cell-powered E-Flex version of the Chevorlot Volt at the Shanghai Auto Show in April. This latest system is half the size of its predecessor, yet provides the same power and performance.

The transition is aimed at expediting the company's efforts to produce vehicles that displace petroleum through energy diversity.

Volt is Real Production Vehicle! (for now)

AutoWeek and several other sources reported last week that GM has taken major steps to develop a production version of the Volt plug-in electric hybrid car. They quoted Larry Burns, GM's vice president for R&D as saying "We are doing the production engineering on the Chevrolet Volt, it is a formal product program within our company, just like the Chevrolet Malibu is a product program."

Burns listed the steps in the program that GM is taking:

• They have allocated funds for development. and several other sources
• Engineering work has been started.
• They have selected the next-generation Delta platform for the vehicle.
• They have decided to develop both a ICE version and a fuel cell version.

GM has not revealed a production date for the Volt, but they generally need about 36 months to bring a vehicle to production once the design is frozen which could mean that the Volt could appear as soon as 2010. The Volt has the support of GM Vice Chairman Bob Lutz who introduced the Volt and his backing should help keep the schedule on track.

Fuel Cell Volt Introduced at Shanghai Auto Show

GM unveiled the fuel cell version of the Volt at the Shanghai Auto Show.

This variant of the E-Flex system uses GM's new fifth-generation fuel cell propulsion technology and a lithium-ion battery to provide up to 300 miles (483 km) of petroleum- and emissions-free electric driving. It is plug-in capable, adding up to 20 additional miles (34 km) each time it is charged, further reducing trips to the refueling station.

GM's fifth-generation fuel cell system is half the size of its predecessor, yet it provides the same power and performance. The fourth generation currently powers the Chevrolet Sequel concept vehicle. The Sequel stores 8 kg of hydrogen and delivers a range of 300 miles (483 km). The fuel cell Volt will also deliver 300 miles of range, but with only 4.0 kg of hydrogen (75 miles / kg). Big improvement, but what's the cost?

The E-Flex fuel cell variant also showcases GM's third-generation wheel hub motors, packaged inside the rear wheel to add considerable torque for all-wheel electric drive capability. The new coreless motor technology reduces mass and produces more power compared to the first generation shown in 2003.

Is 2025 the Year for Fuel Cell Cars?

Reuters -- Hydrogen is being touted as an environmentally friendly fuel of the future, but the road to hydrogen-powered vehicles will not be easy, industry experts said at the National Hydrogen Association (NHA) Annual Hydrogen Conference this week.

BMW, Toyota, Honda, GM, DaimlerChrysler and Volkswagen had hydrogen-powered vehicles on display at the conference, some costing up to a million dollars a piece and having limited range on a hydrogen fill-up.

Topics raised include the cost of the cars themselves, the cars' limited ranges, hydrogen storage and difficulties of establishing hydrogen refuelling stations.

BMW vice president of clean technology Frank Ochmann predicted that fuel cell-powered cars would be commonly sold and produced by 2025.

He also revealed that the German manufacturer was working on an insulated tank to keep hydrogen in its liquid state. He claimed: "If you put in this tank a snowman, it would take about thirteen years to melt down."

Ford Unveils Plug-In Hybrid Vehicle

Tech Trifecta: Ford Unveils Fuel Cell, Hybrid Electric Edge, with a Plug!

Ford press release via Autoblog Ford cut the fuel cell's size, weight and cost in half and said their approach would double the lifespan of the fuel cell's stack. Ford's plug-in hybrid Edge operates in "battery only" mode for the first 25 miles, moving at speeds of up to 85 mph. When the battery is depleted to 40 percent, it seamlessly shifts to the fuel-cell mode, which recharges the battery for 200 more miles of range. ....

Ford Airstream Fuel Cell PHEV

The Chevrolet Volt was not the only PHEV concept at the Detroit Auto Show. Ford Motor Company debuted a hydrogen-fueled, battery-powered plug-in in the new Airstream concept vehicle. Hardly a credible showing in my opinion.

In their press release they describe the car as follows:

The system, called HySeries Drive™, is powered by a 336-volt lithium-ion battery pack at all times and has a range of 25 miles on a full electric power. Once the battery pack is depleted by about 40 percent, the hydrogen-powered fuel cell begins generating electricity to recharge the batteries, increasing range another 280 miles, for a total driving range of more than 300 miles.