In its research and development center in Los Angeles, Honda has taken the second generation of a hydrogen refueling station in operation. That should be possible in the future, electric vehicles loaded with fuel new home for the night. The station fits in the garage and produced in eight hours the normal daily requirement of 0.5 kilograms of hydrogen.

Previous stations needed a Elctrolyse unit plus a separate compressor, umd to put pressure on the gas and liquefy. The compressor was there the biggest and most expensive component. ErsteStation As the world comes the new Honda without a compressor station and is thus considerably smaller and at least 25% more efficient

With this easy-to handhabendenTechnologie stored hydrogen does not need to be and can be produced with cheap off-peak power. During the day, solar cells produce 6kW of power station, which is fed into Netzt and thus CO2 neutral earned money.

The Honda Solar Hydrogen Station was developed as a supplement to the public network of the fast charger. The Honda FCX Clarity fuel-cell drive can be quickly loaded and offers a range of 460 kilometers. With 5-minute quick charge for longer trips and more comfortable night charge live rush hour and weekend trips no problem.

Posted under Fuel Cells, Hydrogen Cars, Hydrogen Economy, Hydrogen Vehicles

Daihatsu is “The 41st Tokyo Motor Show,” was exhibited, hydrazine hydrate (hydrate Haidorajin: N2H4 · H2O) using a fuel cell vehicle platform, as compared to conventional fuel cells use hydrogen as fuel and on the available amount of liquid fuel with fewer, platinum (Pt) without the need for expensive catalysts such as precious metals (Figure 1, story).

The new fuel cell has been developed by Daihatsu, fuel hydrazine hydrate (N2H4 · H2O) can be introduced directly into the power generation and liquid fuels. Conventional PEFC (polymer fuel cell electrolyte population), the catalyst used, was used expensive platinum-based catalyst is required to work in the highly acidic environment.

In contrast, Daihatsu PMfLFC alkaline environment because it works, characterized by the use of cobalt and nickel as a catalyst. Could be reduced substantially the cost of fuel cells for this purpose. The use of hydrogen fuel for the PEFC, it can use liquid fuel, the fuel easier to handle, it is characterized by a high degree of freedom in the shape of the fuel tank.

However, many issues still to be commercialized. One is the efficiency, at present to less than PEFC. Therefore, in collaboration with foreign universities and research institutions are continuing efforts to improve efficiency. The 30 percent concentration or higher concentration of hydrazine hydrate is toxic control law has been given to the deleterious substance, and essential safety measures. Daihatsu This is assumed to be of solid polymer with hydrazine hydrate inside the fuel tank.

Posted under Fuel Cells, Hydrogen Cars, Hydrogen Economy, Hydrogen Vehicles

Source: New Mercedes-Benz B-Class F-Cell Gets Ready For Series Production

Posted under Fuel Cells, Hydrogen Cars, Hydrogen Economy, Hydrogen Vehicles

Mazda goes with the circle piston Wankel engine in the future and uses the rotary engine as an entry into the hydrogen age. How to drive the two prototypes Mazda RX-8 Hydrogen and Premacy Hydrogen Hybrid.

In Japan, the Mazda RX-8 Hydrogen has leased since 2006.  Athletes with mild grade: 109 hp must meet the prototypes.

The hydrogen rotary is conspicuous only by pasting on.

The prototype will demonstrate that hydrogen rotary engine and fit together well.

From the pipes flowing at RX-8 Hydrogen only water vapor.

The Mazda RX-8 Hydrogen was founded in 2003 at the Tokyo Motor Show presented.

Mazda uses the technique on tank vessels, the 350 bar handle. One filling is sufficient for approximately 100 kilometers.

The dual-fuel system makes changing the use of hydrogen and super gasoline possible.

The 105-liter tank H2 requires a complete boot.

Inside are Tankuhr except the second and the switch no difference to the production model to recognize.

Two ads for gasoline tank (five liters) and H2 (105 liters).

The hydrogen rotary with electric motor and lithium-ion battery makes the Mazda Premacy Hydrogen RE Hybrid to.

The hydrogen rotary hybrid provides powerful propulsion.

Mazda Premacy 5.

Given the high-pressure hydrogen tanks, the trunk shrinks to 230 liters.

The overall efficiency of the prototype is extremely low.

The drive of the Mazda Premacy Hydrogen Hybrid is that of the Mazda RX-8 Hydrogen in the shade.

Dre hydrogen Wankel has 350 Newton meter torque.

With hydrogen, the power is lower than with ordinary gasoline.

At the pump, there are expected differences.

Hydrogen pumps are rare in Norway.

The rotary engine is nothing to see, the high-performance electronic components dominate the engine compartment.

The Premacy Hydrogen RE Hybrid, two of seven seats to the hydrogen tank’s sake soft.

The graph shows the Wankel as electricity producers to charge the lithium-ion batteries.

Posted under Fuel Cells, Hydrogen Cars, Hydrogen Economy

Scientists at the Research Center Jülich, Germany set a new record for a promising energy technology: Two high-temperature fuel cell stack (stacks) to reach an operating life of 15,000 hours.

Feul cell

Hot candidates for future use in buildings, power plants and vehicles are high-temperature fuel cells with solid electrolyte (Solid oxide fuel cells, SOFCs). They convert chemical energy directly and efficiently into electrical energy – thus they save resources and avoid emissions. Supported by project funds from the EU, were at the Forschungszentrum Jülich “stacks” of the Generation 3 up. When in Jülich pursued so-called planar technology in these stacks the individual cells stacked to increase voltage to achieve.

Scientists at the Institute for Energy Research (IEF) and the Central Technology Division (ZAT) now have two such stacks, each successfully operated 15,000 hours.Dr. Robert Steinberger-Wilckens says “And they delivered on average a benefit of 0.4 watts per square centimeter, about twice what is currently in commercial systems”, Head of the project “Fuel Cell” at the Research Center. For use in vehicles are already 5,000 to 10,000 hours for a stationary power supply, however, operating times in excess of 40,000 hours is required. Steinberger-Wilckens says “We are the aim of such operating times to realize, once again a good to bit closer”.

“Furthermore, we have the cross-country skiers stacks with relatively low 700 ° C. – this age the cells more slowly,” said Steinberger. The aging or degradation of a fuel cell acts as a gradual loss of power off – similar to batteries. It is worth noting at the Jülich stacks that the degradation of the cells on the run so far reached only ten percent. Commonly, the living end of a stack at 20 percent power loss value.

If so, the stacks undisturbed still continue to operate, so in theory they have the potential to create about 30,000 hours – a stack of the type previously unattainable held operating time. Thus they would be for about four years of uninterrupted operation qualifies, if intermittent operation, eg in building heating, the equivalent of a lifetime even five to ten years.

Source: Forschungszentrum Jülich

Posted under Fuel Cells, Hydrogen Economy