Hydrogen vehicle and Steve Jensen: Difference between pages
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'''Steve Jensen''' (born [[April 14]], 1955 in [[Minneapolis]], [[Minnesota]]) is a retired professional [[ice hockey]] player who played 438 games in the [[National Hockey League]] in 1976–82 after starring for the [[Michigan Tech]] men's ice hockey team in the early 1970s. He played for the [[Minnesota North Stars]] and [[Los Angeles Kings]] and also was a frequent member of the United States national team, appearing in the 1975, 1976, 1977 and 1978 [[Ice Hockey World Championship]] (IHWC) tournaments as well as the [[1976 Winter Olympics]] and [[1976 Canada Cup]]. He was also on the preliminary roster of the 1979 [[Ice Hockey World Championship]] and [[1981 Canada Cup]] teams but declined invitation. His final international appearance was the 1983 IHWC "Pool B" qualifying tournmaent in [[Düsseldorf]], [[Germany]]. |
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[[Image:DSCN1474.JPG|thumb|220px|[[General Motors Sequel|Sequel]], a fuel cell-powered vehicle from [[General Motors]]]] |
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[[Image:Wasserstoffeinfüllstutzen eines BMW.jpg|thumb|220px|Filler neck for hydrogen of a [[BMW]], [[Museum Autovision]], [[Altlußheim]], [[Germany]]]] |
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[[Image:Linde-Wasserstofftank.JPG|thumb|220px|Tank for liquid hydrogen of [[Linde AG|Linde]], [[Museum Autovision]], [[Altlußheim]], [[Germany]]]] |
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A '''hydrogen vehicle''' is a [[vehicle]] that uses [[hydrogen]] as its on-board fuel for motive power. The term may refer to a personal transportation vehicle, such as an [[automobile]], or any other vehicle that uses hydrogen in a similar fashion, such as an [[aircraft]]. The power plants of such vehicles convert the chemical energy of hydrogen to mechanical energy (torque) in one of two methods: [[combustion]], or electrochemical conversion in a [[fuel-cell]]: |
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* In combustion, the hydrogen is burned in engines in fundamentally the same method as traditional gasoline cars. |
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* In fuel-cell conversion, the hydrogen is reacted with oxygen to produce water and electricity, the latter of which is used to power an electric traction motor. |
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The molecular hydrogen needed as an on-board fuel for hydrogen vehicles can be obtained through many thermochemical methods utilizing [[natural gas]], [[coal]] (by a process known as coal gasification), [[liquefied petroleum gas]], [[biomass]] ([[biomass gasification]]), by a process called [[thermolysis]], or as a microbial waste product called [[biohydrogen]] or [[Biological hydrogen production (Algae)|Biological hydrogen production]]. Hydrogen can also be produced from [[water]] by [[electrolysis]]. If the electricity used for the electrolysis is produced using [[renewable energy]], the production of the hydrogen would (in principle) result in no net [[carbon dioxide]] emissions. On-board decomposition to produce hydrogen can occur when a catalyst is used. |
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Hydrogen is an [[energy carrier]], not an [[energy source]], so the energy the car uses would ultimately need to be provided by a conventional power plant. A suggested benefit of large-scale deployment of hydrogen vehicles is that it could lead to decreased emissions of greenhouse gases and ozone precursors.<ref name=Schultz>Schultz, M.G., Thomas Diehl, Guy P. Brasseur, and Werner Zittel. Air Pollution and Climate-Forcing Impacts of a Global Hydrogen Economy. Science 24 October 2003 302: 624-627[http://www.sciencemag.org/cgi/content/full/302/5645/624]</ref> Further, the conversion of fossil fuels would be moved from the vehicle, as in today's automobiles, to centralized power plants in which the byproducts of combustion or gasification can be better controlled than at the tailpipe. However, there are both technical and economic challenges to implementing wide-scale use of hydrogen vehicles, as well as less expensive alternatives. The timeframe in which challenges may be overcome is likely to be at least several decades, and hydrogen vehicles may never become broadly available.<ref>[http://esd.mit.edu/esd_reports/summer2005/new_vehicle_technologies.html EDS, MIT's Engineering Systems Division: MIT Laboratory for Energy and the Environment]</ref><ref>[http://www7.nationalacademies.org/bees/John_Heywood_Reducing_Oil_Demand.pdf National Academies article]</ref><ref name=TechRev>[http://www.technologyreview.com/Energy/18301/ From TechnologyReview.com]</ref><ref name=Boyd/> |
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==Research and prototypes== |
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[[Image:Ford Focus H2.JPG|thumb|right|200px|Hydrogen powered [[Ford Focus (International)|Ford Focus]]]] |
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Hydrogen does not come as a pre-existing source of [[energy]] like [[fossil fuel]]s, but rather as a carrier, much like a [[battery (electricity)|battery]]. It can be made from both renewable and non-renewable energy sources. The common [[internal combustion engine]], usually fueled with gasoline (petrol) or diesel liquids, can be converted to run on gaseous hydrogen. However, the more energy efficient use of hydrogen involves the use of fuel cells and [[electric motor]]s. Hydrogen reacts with oxygen inside the fuel cells, which produces [[electricity]] to power the motors. A primary area of research is [[hydrogen storage]], to try to increase the range of hydrogen vehicles, while reducing the weight, energy consumption, and complexity of the storage systems. Two primary methods of storage are metal hydrides and compression. |
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A potential advantage of hydrogen is that it could be produced and consumed continuously, using [[Solar power|solar]], [[Water power|water]], [[Wind power|wind]] and [[nuclear power]] for [[electrolysis]]. Currently, however, hydrogen vehicles utilizing hydrogen produce more pollution than vehicles consuming [[gasoline]], [[diesel]], or [[methane]] in a modern [[internal combustion engine]], and far more than [[plug-in hybrid electric vehicles]].<ref name=EFCF>[http://www.efcf.com/reports/E21.pdf EFCF paper on hydrogen efficiency</ref><ref name=TechRev/> This is because, although hydrogen fuel cells generate no CO<sub>2</sub>, production of the hydrogen creates additional emissions.<ref>See Novelli, P.C., P.M. Lang, K.A. Masarie, D.F. Hurst, R. Myers, and J.W. Elkins. (1999). "Molecular Hydrogen in the troposphere: Global distribution and budget". J. Geophys. Res. 104(30): 427-30.</ref> While methods of hydrogen production that do not use fossil fuel would be more sustainable,<ref name=Kreith>F. Kreith, "Fallacies of a Hydrogen Economy: A Critical Analysis of Hydrogen Production and Utilization" in ''Journal of Energy Resources Technology'' (2004), 126: 249–257.</ref> currently such production is not economically feasible, and diversion of renewable energy (which represents only 2% of energy generated) to the production of hydrogen for transportation applications is inadvisable.<ref name=TechRev/> |
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The recorded number of hydrogen-powered public vehicles in the United States was 200 as of April 2007, mostly in California,<ref>[http://find.galegroup.com/ips/infomark.do?&contentSet=IAC-Documents&type=retrieve&tabID=T003&prodId=IPS&docId=A134117778&source=gale&srcprod=STOJ&userGroupName=mtlib_4_1051&version=1.0 GaleGroup.com info]</ref> and a significant amount of research is underway to try to make the technology viable. GM has announced that it plans to introduce more than 100 hydrogen powered Chevrolet Equinox cars into the U.S. market beginning with the third quarter of 2007.<ref>http://www.gm.com/company/gmability/adv_tech/100_news/fc_fleet_launch_091806.html</ref> However, [[Ballard Power Systems]], a leading developer of hydrogen vehicle technology pulled out of the Hydrogen vehicle business in late 2007. Research Capital analyst Jon Hykawy concluded that Ballard saw the industry going nowhere and said: "In my view, the hydrogen car was never alive. The problem was never could you build a fuel cell that would consume hydrogen, produce electricity, and fit in a car. The problem was always, can you make hydrogen fuel at a price point that makes any sense to anybody. And the answer to that to date has been no."<ref>[http://www.financialpost.com/story.html?id=356bed57-656b-4ffd-b3b0-f7f5a96ace29&k=80493 Article on Ballard's exit from the hydrogen vehicle industry]</ref> |
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The current land speed record for a hydrogen powered vehicle is 207.279 mph set by a prototype Ford Fusion Hydrogen 999 Fuel Cell Race Car at Bonneville Salt Flats in Wendover, Utah on August 16, 2007.<ref>[http://www.motorsportsjournal.com/archives/fuel_saving_vehicles_hybrids/] |
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High-speed cars, [[bus]]es, [[PHB (bicycle)|bicycles]], [[Freight bicycle (hydrogen)|cargo bikes]], [[Astris FII (hydrogen golf cart)|golf carts]], [[ENV|motorcycles]], [[Wheelchair (hydrogen)|wheelchairs]], [[Hydrogen ship|ships]], [[airplane]]s, [[submarine]]s and [[rocket]]s already can run on hydrogen, in various forms at great expense. NASA uses hydrogen to launch Space Shuttles into space. There is even a working toy model car that runs on solar power, using a [[reversible fuel cell]] to store energy in the form of hydrogen and [[oxygen]] gas. It can then convert the fuel back into water to release the solar energy.<ref>[http://www.thamesandkosmos.com/products/fc/fc2.html Thames & Kosmos kit], [http://www.bpa.gov/Energy/N/projects/fuel_cell/education/fuelcellcar/index.cfm Other educational materials], and [http://www.fuelcellstore.com/cgi-bin/fuelweb/view=NavPage/cat=14 many more demonstration car kits].</ref> |
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==Hydrogen fuel difficulties== |
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{{seedetails|Fuel cell}} |
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While fuel cells themselves are potentially highly energy efficient, and working prototypes were made by [[Roger E. Billings]] in the 1960s, at least four technical obstacles and other political considerations exist regarding the development and use of a fuel cell-powered hydrogen car. |
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===Fuel cell cost=== |
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Currently, hydrogen fuel cells are costly to produce and fragile. Scientists are studying how to produce inexpensive fuel cells that are robust enough to survive the bumps and [[oscillation|vibration]]s that all automobiles experience. Also, many designs require rare substances such as [[platinum]] as a [[catalyst]] in order to work properly. Such a catalyst can also become contaminated by impurities in the hydrogen supply. In the past few years, however, a [[nickel]]-[[tin]] catalyst has been under development which may lower the cost of cells.<ref>[http://www.engr.wisc.edu/alumni/perspective/30.1/Article08_hydrogen.html COE researchers engineer low-cost catalyst for hydrogen production<!-- Bot generated title -->]</ref> |
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Fuel cells are generally priced in USD/kW, and data is scarce regarding costs. Producer Ballard is virtually alone in publishing such data. Their 2005 figure was $73 USD/kW (based on high volume manufacturing estimates), which they said was on track to achieve the U.S. DoE's 2010 goal of $30 USD/kW. This would achieve closer parity with internal combustion engines for automotive applications, allowing a 100 kW fuel cell to be produced for $3000. 100 kW is about 134 [[Horsepower|hp]].<ref>[http://www.ballard.com/be_informed/fuel_cell_technology/roadmap Ballard "2006 achievements" press release]</ref> |
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===Freezing conditions=== |
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Freezing conditions are a major consideration because fuel cells produce water and utilize moist air with varying water content. Most fuel cell designs are fragile and cannot survive in such environments at startup but since heat is a byproduct of the fuel cell process, the major concern is startup capability. Ballard announced that it has already hit the U.S. DoE's 2010 target for cold weather starting which was 50% power achieved in 30 seconds at -20 °C.<ref>[http://www.ballard.com/images/image_gallery/roadmap/2006%20Freeze%20Start%20Graph.gif From the Ballard website]</ref> Although this is a good step, there still has to be many more improvements in that area for fuel cells to be strong enough to hold up to hard weather. Jackob Anderson estimates that 75% power should be generated within 25 seconds of startup at -15 °C.<ref>Andersons guide to fuelcells, pros and cons</ref> |
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===Service life=== |
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Although service life is coupled to cost, fuel cells have to be compared to existing machines with a service life in excess of 5000 hours<ref>[http://www.hydrogen.energy.gov/pdfs/progress07/v_0_introduction.pdf EERE Service life 5000 hours]</ref> for stationary and light-duty. Marine [[PEM]] fuel cells reached the target in 2004<ref>[http://www.industry.siemens.com/broschueren/pdf/Marine/Sinavy/en/SINAVY_FuelCells_e_Fr_SMM2809.pdf Marine PEM fuel cell service life]</ref> Research is going on especially for heavy duty like in the bus trails which are targeted up to a service life of 30,000 hours. |
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===Low volumetric energy=== |
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{{seedetails|Hydrogen storage}} |
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Hydrogen has a very low volumetric energy [[density]] at ambient conditions, equal to about one-third that of methane. Even when the fuel is stored as a liquid in a [[cryogenic]] tank or in a [[hydrogen tank|pressurized tank]], the volumetric energy density (megajoules per liter) is small relative to that of gasoline. Because of the energy required to compress or liquefy the hydrogen gas, the supply chain for hydrogen has lower well-to-tank efficiency compared to gasoline.<ref name=EFCF/> Some research has been done into using special [[crystal]]line materials to store hydrogen at greater densities and at lower pressures. |
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===Hydrogen production cost=== |
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{{seedetails|Hydrogen production}} |
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Molecular hydrogen can be derived chemically from a feed stock, such as methanol, but can also be produced electrochemically from water. Current technologies for manufacturing hydrogen use energy in various forms, totalling between 25 and 50 percent of the [[higher heating value]] of the hydrogen fuel, to produce, compress or liquefy, and transmit the hydrogen by pipeline or truck.<ref>F. Kreith (2004). "Fallacies of a Hydrogen Economy: A Critical Analysis of Hydrogen Production and Utilization". Journal of Energy Resources Technology 126: 249–257.</ref> Electrolysis, currently the most inefficient method of producing hydrogen, uses 65 percent to 112 percent of the [[higher heating value]] on a well-to-tank basis.<ref>Ulf Bossel,[http://www.methanol.org/pdf/HydrogenEconomyReport2003.pdf Energy and the Hydrogen Economy]</ref> Environmental consequences of the production of hydrogen from fossil energy resources include the emission of [[greenhouse gases]], a consequence that would also proceed from the on-board reforming of methanol into hydrogen. Studies comparing the environmental consequences of hydrogen production and use in fuel cell vehicles to the refining of petroleum and combustion in conventional automobile engines find a net reduction of ozone and greenhouse gases in favor of hydrogen.<ref name=Schultz/> Hydrogen production using renewable energy resources would not create such emissions or, in the case of biomass, would create near-zero net emissions assuming new biomass is grown in place of that converted to hydrogen. The scale of renewable energy use today is insufficient and would need to be greatly increased to meet demand for widespread use in transportation. For example, [[hydroelectricity]] accounts for approximately 6 percent of global energy use, whereas other renewable resources, such as [[geothermal power|geothermal]], [[solar power|solar]] and [[wind power|wind]] comprise only about 1.4 percent of energy production as of 2004.<ref name=DOE>[http://www.eia.doe.gov/aer/txt/ptb1101.html US Energy Information Administration, "World Primary Energy Production by Source, 1970-2004"]</ref> [[Renewable energy development|Development of renewable sources]] faces barriers, and although the amount of energy produced from renewable sources is increasing, as a percentage of worldwide energy production, renewables decreased from 8.15% in 2000 to 7.64% of total energy production in 2004 due to the rapid increase in coal and natural gas production.<ref name=DOE/> However, in some countries, hydrogen is being produced using renewable sources. For example, [[Iceland]] is using geothermal power to produce hydrogen,<ref>[http://www.detnews.com/2005/autosinsider/0501/14/autos-60181.htm Iceland's hydrogen buses zip toward oil-free economy] accessed 17-July-2007</ref> and [[Denmark]] is using wind.<ref>[http://www.renewableenergyaccess.com/rea/news/story?id=48873 First Danish Hydrogen Energy Plant Is Operational] accessed 17-July-2007</ref> |
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In addition to the inherent losses of energy in the conversion of feed stock to produce hydrogen which makes hydrogen less advantageous as an energy carrier, there are economic and energy penalties associated with packaging, distribution, storage and transfer of hydrogen.<ref name=EFCF/> |
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===Hydrogen infrastructure=== |
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{{seedetails|Hydrogen infrastructure}} |
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{{seedetails|Hydrogen highway}} |
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In order to distribute hydrogen to cars, the current gasoline fueling system would need to be replaced, or at least significantly supplemented with hydrogen fuel stations. [[Hydrogen stations]] are being built in various places around the world.<ref>[http://www.fuelcells.org/info/charts/h2fuelingstations.pdf Information from Fuelcells.org]</ref> Private and state initiatives like California's "[[California Hydrogen Highway]]" are already starting the infrastructure transition in advance of any manufacturers mass producing hydrogen cars.<ref> See [http://www.hydrogenhighway.ca.gov/ this information from hydrogenhighway.ca.gov] and [http://www.rps.psu.edu/hydrogen/fill.html this information from rps.psu.edu]</ref> Replacement of the existing extensive gasoline fuel station infrastructure would cost a half trillion U.S. dollars in the United States alone.<ref>{{cite book|last=Romm|first=Joseph|year=2004|title=The Hype about Hydrogen, Fact and Fiction in the Race to Save the Climate|location=New York|publisher=Island Press}} (ISBN 1-55963-703-X), Chapter 5</ref> |
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The UK has opened its first hydrogen filling station.<ref>http://news.bbc.co.uk/1/hi/sci/tech/7351915.stm</ref> |
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===Political considerations=== |
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Most of today's hydrogen is produced using fossil energy resources.<ref>[http://www.airproducts.com/Products/LiquidBulkGases/HydrogenEnergyFuelCells/FrequentlyAskedQuestions.htm Air Products and Chemicals website]</ref> While some advocate hydrogen produced from non-fossil resources, there could be public resistance or technological barriers to the implementation of such methods. For example, the [[United States Department of Energy]] currently supports research and development aimed at producing hydrogen utilizing heat from [[generation IV reactor]]s. Such nuclear power plants could be configured to cogenerate hydrogen and electricity. Hydrogen produced in this fashion would still incur the costs associated with transportation and compression or liquefaction assuming direct (molecular) hydrogen is the on-board fuel. Recently, alternative methods of creating hydrogen directly from [[sunlight]] and water through a metallic catalyst have been announced. This may eventually provide an economical, direct conversion of solar energy into hydrogen a very clean solution for hydrogen production.<ref>[http://www.rps.psu.edu/hydrogen/unbound.html Information from rps.psu.edu]</ref> |
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Some in Washington advocate schemes<ref>[http://www.pluginpartners.org Plug-in Hybrid Advocacy Group]</ref> other than hydrogen vehicles to replace the petroleum-based internal combustion engine vehicles. Plug-in hybrids, for example, would augment today's hybrid gasoline-electric vehicles with greater battery capacity to enable increased use of the vehicle's electric traction motor and reduced reliance on the combustion engine. The batteries would be charged via the electric grid when the vehicle is parked. Electric power transmission is about 95 percent efficient and the infrastructure is already in place[http://www.pnl.gov/news/release.asp?id=204]. Tackling the current drawbacks of [[battery electric vehicle|electric cars]] or [[plug-in hybrid electric vehicle]]s is believed by some to be easier than developing a whole new hydrogen infrastructure that mimics the obsolete model of oil distribution. A plug-in hybrid transportation system would face the same thermodynamic hurdles as would a system of hydrogen vehicles relying on electrolysis for its molecular hydrogen. The current electric grid, which is dominated by fossil energy resources in the United States, has a fuel-to-power efficiency of roughly 40 percent. Both the plug-in hybrids and the electrolytic hydrogen system would be subject to these comparative inefficiencies. |
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[[United States]] President [[George W. Bush]] was optimistic that these problems could be overcome with research. In his 2003 [[State of the Union]] address, he announced the U.S. government's hydrogen fuel initiative,<ref>[http://www.hydrogen.gov Hydrogen.gov<!-- Bot generated title -->]</ref> which complements the President's existing [[FreedomCAR]] initiative for safe and cheap hydrogen fuel cell vehicles. Critics charge that focus on the use of the hydrogen car is a dangerous detour from more readily available solutions to reducing the use of fossil fuels in vehicles. K.G. Duleep speculates that "a strong case exists for continuing fuel-efficiency improvements from conventional technology at relatively low cost."<ref name=Boyd>[http://www.mcclatchydc.com/staff/robert_boyd/story/16179.html article dated May 15, 2007]</ref> Challenging perspectives to many such critics of hydrogen vehicles in particular and of a [[hydrogen economy]] in general were presented in the 2006 documentary, ''[[Who Killed the Electric Car?]]'' |
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President Bush's hydrogen car goals, in the opinion of some writers, are slipping away because "there are quicker, cleaner, safer and cheaper ways to reduce the tail-pipe emissions from cars and trucks that pollute the air and contribute to global warming." According to physicist and former [[U.S. Department of Energy]] official [[Joseph Romm]], "A hydrogen car is one of the least efficient, most expensive ways to reduce greenhouse gases." Asked when hydrogen cars will be broadly available, Romm replied: "Not in our lifetime, and very possibly never."<ref name=Boyd/> General Motors disagrees with that sentiment and has announced that it will start hydrogen vehicle production in 2010. However, GM's chief engineer on the fuel cell project, Mohsen Shabana, said hydrogen infrastructure would not be in place by then, and he noted that GM had produced only two test units of the Sequel (pictured above) so far.<ref>[http://rawstory.com/news/2007/GM_plans_to_produce_hydrogen_car_by_02062007.html Article from German Press Agency]</ref> As an article published in the March/April 2007 issue of ''[[Technology Review]]'' argued, |
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{{quote|In the context of the overall energy economy, a car like the [[BMW]] Hydrogen 7 would probably produce far more carbon dioxide emissions than gasoline-powered cars available today. And changing this calculation would take multiple breakthroughs--which study after study has predicted will take decades, if they arrive at all. In fact, the Hydrogen 7 and its hydrogen-fuel-cell cousins are, in many ways, simply flashy distractions produced by automakers who should be taking stronger immediate action to reduce the greenhouse-gas emissions of their cars.<ref name=TechRev/>}} |
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===Alternatives=== |
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;PHEVs |
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[[Internal combustion engine|ICE]]-based [[hybrid cars]] can be plugged into the electric grid ([[Plug-in hybrid electric vehicle]]s, or PHEVs) and achieve much higher overall gas mileage and lower emissions than other hybrids. A 2006 article in [[Scientific American]] argues that PHEVs, rather than hydrogen vehicles, will soon become standard in the automobile industry.<ref>[[Joseph J. Romm|Romm, Joseph]] and Prof. [[Andrew A. Frank]] [http://www.calcars.org/calcars-news/329.html "Hybrid Vehicles Gain Traction" ''Scientific American'' (April 2006)]</ref> |
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;EVs |
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[[Electric car]]s, such as the [[General Motors EV1]] are typically more efficient than fuel cell-powered vehicles on a well-to-wheel basis.<ref>[http://www.teslamotors.com/display_data/twentyfirstcenturycar.pdf Energy efficiency comparison article]</ref> For this reason, battery powered vehicles are gaining popularity, particularly with the introduction of new models like the [[Tesla Roadster]].<ref>[http://cta.ornl.gov/data/index.shtml Information from cta.ornl.gov]</ref>. |
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[[Image:Battery EV vs. Hydrogen EV.png|600px]] |
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<br clear=all> |
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==Hydrogen internal combustion==<!-- This section is linked from [[Ford Motor Company]] --> |
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Hydrogen internal combustion engine cars are different from hydrogen fuel cell cars. The hydrogen internal combustion car is a slightly modified version of the traditional gasoline [[internal combustion engine]] car. These hydrogen engines burn fuel in the same manner that gasoline engines do. As in hydrogen fuel cell vehicles, the volume of the vehicle that the tank occupies is significant. Research is underway to increase the amount of hydrogen that can be stored onboard, be it through high pressure hydrogen, cryogenic liquid hydrogen, or [[metal hydride]]s. |
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In 1807, [[François Isaac de Rivaz]] built the first hydrogen-fueled internal combustion vehicle. However, the design was very unsuccessful. It is estimated that more than a thousand hydrogen-powered vehicles were produced in [[Germany]] before the end of the [[World War II]] prompted by the acute shortage of oil.{{Verify source|date=June 2007}} |
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Mazda has developed [[Wankel engine]]s to burn hydrogen. The Wankel engine uses a rotary principle of operation, so the hydrogen burns in a different part of the engine from the intake. This reduces intake [[back-fire|backfiring]], a risk with hydrogen-fueled [[reciprocating engine|piston engines]]. However the major car companies such as [[DaimlerChrysler]] and [[General Motors Corporation|General Motors]] Corp, are investing in the more efficient hydrogen fuel cells instead.<ref>{{Cite web | title = Fuel Cell Vehicles:Status 2007| date = March 20, 2007 | url = http://dx.doi.org/10.1016/j.jpowsour.2006.12.073| accessdate = 2007-05-23}}</ref> Ford Motor Company is investing in both fuel cell and hydrogen internal combustion engine research. Because of the large heat exchanger necessary for fuel cells and their limited load change and cold start capability, they are certainly first choice as range extender for battery electric vehicles. ''The Wall Street Journal'', reviewing BMW's new internal combustion hydrogen vehicle concluded: |
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{{quote|A more efficient route for car makers would be to focus on high-mileage gasoline-powered vehicles. They are far simpler and less sexy than hydrogen cars... but for now they stack up as the cleaner option.<ref>[http://blogs.wsj.com/informedreader/2007/04/23/the-trouble-with-hydrogen-power/ ''Wall Street Journal'' article on the [[Hydrogen 7]], dated April 4, 2007]</ref>}} |
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==Automobiles== |
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{{seedetails|List of fuel cell vehicles}} |
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Many companies are currently researching the feasibility of building hydrogen cars. Funding has come from both private and government sources. In addition to the BMW and Mazda examples cited above, many automobile manufacturers have begun developing cars. These include: |
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[[Image:FC SUVs.jpg|thumb|[[Hyundai Tucson FCEV]] in the background (on the left) and [[Toyota Highlander FCHV]] in the foreground (on the right) during [[UC Davis]]'s Picnic Day activities]] |
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*[[BMW]] — The ''BMW [[Hydrogen 7]]'' is powered by a dual-fuel [[Internal Combustion Engine]] and with an Auxiliary power based on [[UTX|UTC Power]] fuel cell technology. The [[BMW H2R]] speed record car is also powered by an [[Internal Combustion Engine|ICE]]. Both models use [[Liquid Hydrogen]] as fuel. |
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*[[Daimler AG]] — ''[[F-Cell]]'', a hydrogen fuel cell vehicle based on the [[Mercedes-Benz A-Class]]. |
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*[[Ford Motor Company]] – ''Focus FCV'', a hydrogen fuel cell modification of the [[Ford Focus (International)|Ford Focus]], and E-350 buses, which began being leased in late 2006. |
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*[[General Motors]] — multiple models of fuel cell vehicles<ref>{{Cite web | title = Fuel Cell Vehicles:Status 2007| date = March 20, 2007 | url = http://dx.doi.org/10.1016/j.jpowsour.2006.12.073| accessdate = 2007-05-23}}</ref> including the [[Hy-wire]] and the HydroGen3 |
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*[[Honda]] – currently experimenting with a variety of alternative fuels and fuel cells with experimental vehicles based on the [[Honda EV Plus]], most notable the ''[[Honda FCX]]'', powered by a front-mounted 80 kW AC electric motor, with 20 kW pancake motors providing supplemental power to the rear wheels. Electrical energy is provided by a 100 kW hydrogen [[fuel cell]], with regenerative braking energy stored in [[ultracapacitors]]. The first production version of the FCX, dubbed the ''FCX Clarity'', was announced at the 2007 [[Greater Los Angeles Auto Show]]. The vehicle is expected to be available in limited numbers for lease only in the Los Angeles area. mid-2008.<ref>{{cite news | url=http://www.msnbc.msn.com/id/21796636/ | title=Honda FCX a step forward for fuel-cell cars | work=[[MSNBC]] | date=[[2007-11-15]] | accessdate=2007-11-15 | first=Roland | last=Jones}}</ref> In November 2007, Honda announced its new Home Energy Station IV that uses steam reforming of natural gas to derive hydrogen from both the steam and natural gas in equal parts. The Home Energy Station IV is 75-percent smaller than older units and provides hydrogen for a car as well as heat and electricity for the home. |
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*[[Hyundai]] — ''[[Hyundai Tucson FCEV|Tucson FCEV]]'', based on [[UTX|UTC Power]] fuel cell technology |
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*[[Mazda]] - ''[[RX-8]]'', with a dual-fuel (hydrogen or gasoline) rotary-engine<ref>{{cite web | title=NEWS FROM MAZDA | url=http://www.mazda.com/publicity/release/200410/1027e.html | accessmonthday=December 4 | accessyear=2005 }}</ref> |
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*Mazda - [[Mazda Premacy|Mazda Premacy Hydrogen RE Hybrid]], with a dual-fuel (hydrogen or gasoline) rotary-engine<ref>[http://www.autobloggreen.com/2007/10/24/tokyo-motor-show-mazda-premacy-hydrogen-re-hybrid/ Tokyo Motor Show: Mazda Premacy Hydrogen RE hybrid - AutoblogGreen<!-- Bot generated title -->]</ref> |
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*[[Nissan]] — ''X-TRAIL FCV'', based on [[UTX|UTC Power]] fuel cell technology. |
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*[[Morgan Motor Company]] – ''[[LIFEcar]]'', a performance-oriented hydrogen fuel cell vehicle with the aid of several other British companies |
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*[[Toyota]] – The ''Toyota Highlander FCHV'' and ''FCHV-BUS''<ref>[http://www.toyota.co.jp/en/news/06/0718.html TOYOTA: News Releases<!-- Bot generated title -->]</ref> are currently under development and in active testing. In November 2007, ten new hydrogen powered Prius cars were delivered to three companies in Iceland by VISTORKA, a shareholder in Icelandic New Energy. [http://www.reuters.com/article/companyNewsAndPR/idUSL28874720071128] |
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*[[Volkswagen]] also has hydrogen fuel cell cars in development. |
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Supporting these manufacturers are fuel cell and hydrogen engine research and manufacturing companies. The largest of these is [[UTX|UTC Power]], a division of [[United Technologies Corporation]], currently in joint development with Hyundai, Nissan, and BMW, among other auto companies. Another major supplier is [[Ballard Power Systems]]. The Hydrogen Engine Center is a supplier of hydrogen-fueled engines. |
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Most, but not all, of these vehicles are currently only available in demonstration models and cost a large amount of money to make and run. They are not yet ready for general public use and are unlikely to be as feasible as plug in [[biodiesel]] hybrids. |
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Mazda leased two dual-fuel RX-8s to commercial customers in Japan in early 2006, becoming the first manufacturer to put a hydrogen vehicle in customer hands. |
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BMW also plans to release its first publicly available hydrogen vehicle in 2008, as does Honda. |
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==Buses== |
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{{Main|fuel cell bus}} |
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Fuel cell buses (as opposed to hydrogen fueled buses) are being [[Fuel cell bus trial|trialed]] by several manufacturers in different locations. The [[Fuel Cell Bus Club]] is a global fuel cell bus testing collaboration. |
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Hydrogen was first stored in roof mounted tanks, although models are now incorporating inboard tanks. Some double deck models uses between floor tanks. |
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==Bicycles== |
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[[Image:Hydrogen bicycle.jpg|thumb|[[PHB (bicycle)|Hydrogen bicycle]]]] |
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Pearl unveiled a [[PHB (bicycle)|hydrogen bicycle]] at the 9th China International Exhibition on Gas Technology, Equipment and Applications in 2007. |
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==Motorcycles== |
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[[ENV]] is developing electric motorcycles powered by a hydrogen fuel cell, including the [[Crosscage]] and [[Biplane (motorcycle)|Biplane]]. |
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== Airplanes == |
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{{seedetails|Hydrogen planes}} |
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Companies such as [[Boeing]] and [[Smartfish]] are pursuing hydrogen as fuel for airplanes. Unmanned hydrogen planes have been tested, and in February 2008 Boeing tested a manned flight of a small aircraft powered by a hydrogen fuel cell. ''[[The Times]]'' reported that "Boeing said that hydrogen fuel cells were unlikely to power the engines of large passenger jets but could be used as backup or auxiliary power units onboard."<ref>Robertson, David (3 April 2008). [http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article3675188.ece "Boeing tests first hydrogen powered plane"], ''Times Online''.</ref> |
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==References== |
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{{Reflist|2}} |
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==See also== |
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{{col-begin}} |
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{{col-break}} |
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*[[Alternative fuel car]] |
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*[[Bivalent (engine)|Bivalent engine]] |
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*[[Early adopter]] |
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*[[Electric vehicle]] |
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*[[Future of the car]] |
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*''[[Hell and High Water (book)|Hell and High Water]]'' |
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*[[Hydrogen storage]] |
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*[[Hydrogen economy]] |
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*[[Hybrid vehicle]] |
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{{col-break}} |
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{{Portalpar|Sustainable development|Sustainable development.svg}} |
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*[[Hydrogen highway]] |
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*[[Hydrogen technologies]] |
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*[[Liquid hydrogen]] |
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*[[List of fuel cell vehicles]] |
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*''[[The Hype about Hydrogen]]'' |
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*[[Tribrid vehicle]] |
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*[[World Green Car]] |
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*[[Zero-emissions vehicle]] |
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{{col-end}} |
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== External links == |
== External links == |
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*{{hockeydb|2533}} |
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{{commonscat|Hydrogen vehicles}} |
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*{{legendsofhockey|13098}} |
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*[http://www.fuelcellpartnership.net/index.html California Fuel Cell Partnership] |
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*[http://www. |
*[http://www.hockeydraftcentral.com/1975/75058.html Jensen @ hockeydraftcentral.com ] |
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*[http://news.com.com/8301-10784_3-6172950-7.html C-Net - Hydrogen: More Polluting than Petroleum?] |
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*[http://www.efcf.com/reports/ Does a Hydrogen Economy Make Sense?] |
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*[http://www.eere.energy.gov/vehiclesandfuels/ EERE - FreedomCAR] |
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*[http://www.efcf.com/ European Fuel Cell Forum] |
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*[http://www.hydrogencarsnow.com Hydrogen Cars Now] |
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*[http://www.naftc.wvu.edu/technical/technical.htm National Alternative Fuels Training Consortium - Technical Library] |
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*[http://www.wattgehtab.com/ ELECTRIC MOBILITY NEWS PORTAL] |
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*[http://www.thestar.com/columnists/article/268851 Toronto Star article on hydrogen trains dated October 21, 2007] |
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*[http://www.pbs.org/wgbh/nova/sciencenow/3210/01.html NOVA - Video on Fuel Cell Cars] (aired on [[PBS]], [[July 26]], [[2005]]) |
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*[http://www.ca.sandia.gov/crf/research/combustionEngines/PFI.php Sandia National Laboratory - Hydrogen Engine] |
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*[http://www.spiritofmaat.com/archive/watercar/waterenginehq.ram Spirit of Ma'at - Video of an engine running on hydrogen from water] |
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*[http://www.low-carbon-fuel-cell-ktn.org.uk/ UK Low Carbon and Fuel Cell Knowledge Transfer Network] |
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*[http://only-auto-reviews.blogspot.com/2007/07/new-hydrogen-powered-land-speed-record.html New Hydrogen-Powered Land Speed Record from Ford] |
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*[http://www.imdb.com/title/tt0489037/ Who Killed The Electric Car? (2006)] |
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{{DEFAULTSORT:Jensen, Steve}} |
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[[Category:Hydrogen vehicles| ]] |
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[[Category:American ice hockey players]] |
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[[Category:Michigan Tech Huskies ice hockey players]] |
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[[Category:Minnesota North Stars players]] |
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[[Category:Olympic ice hockey players of the United States|Jensen, Steve]] |
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[[Category:Living people]] |
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{{US-icehockey-bio-stub}} |
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[[ar:سيارة هيدروجينية]] |
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[[ca:Vehicle d'hidrogen]] |
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[[de:Brennstoffzellenfahrzeug]] |
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[[es:Vehículo de hidrógeno]] |
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[[fr:Moteur à hydrogène]] |
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[[id:Kendaraan hidrogen]] |
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[[nl:Waterstofauto]] |
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[[ru:Водородный транспорт]] |
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[[uk:Водневе авто]] |
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[[zh:氫汽車]] |
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Revision as of 07:45, 13 October 2008
Steve Jensen (born April 14, 1955 in Minneapolis, Minnesota) is a retired professional ice hockey player who played 438 games in the National Hockey League in 1976–82 after starring for the Michigan Tech men's ice hockey team in the early 1970s. He played for the Minnesota North Stars and Los Angeles Kings and also was a frequent member of the United States national team, appearing in the 1975, 1976, 1977 and 1978 Ice Hockey World Championship (IHWC) tournaments as well as the 1976 Winter Olympics and 1976 Canada Cup. He was also on the preliminary roster of the 1979 Ice Hockey World Championship and 1981 Canada Cup teams but declined invitation. His final international appearance was the 1983 IHWC "Pool B" qualifying tournmaent in Düsseldorf, Germany.
External links
- Steve Jensen career statistics at The Internet Hockey Database
- Steve Jensen biography at Legends of Hockey (archived)
- Jensen @ hockeydraftcentral.com
 | This United States biographical article relating to ice hockey is a stub. You can help Wikipedia by expanding it. |