Laptop Battery The goal of the research partnership between Washington and the auto industry a midsize car that would go 80 miles to a gallon with no loss of performance or carrying capacity was a stretch, critics said, when it was established by President Bill Clinton in 1993. As it turned out, they were right.
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Thinkpad But a successor program announced by the Energy Department last week, centering on fuel cells instead of hybrid diesel-electric systems, is in some ways an even larger leap, as portrayed by auto executives and fuel cell experts.
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Microsoft Fuel cells which convert hydrogen into electric current cleanly, quietly and very efficiently could turn up over the next few years in cellphones and laptop computers, and a while after that, in lawn mowers, scooters and perhaps vacuum cleaners. But not in cars, at least not soon.
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Laptop Computers "Cars, in the industry view, are down the line," said Peter Hoffman, editor and publisher of the Hydrogen and Fuel Cell Letter.
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Laptop Computer Among the problems, a practical technology for storing hydrogen in the quantities needed for a vehicle has yet to be invented. The carmakers hope for a metal that can absorb hydrogen and later release it when heated. But for now, they are working with tanks in which hydrogen is stored at pressures up to 10,000 pounds a square inch, a level seldom seen in consumer products.
Cell is the latest product of DaimlerChrysler’s continuing development of fuel cell technology in vehicles. Pioneering the fuel cell vehicle technology more than a decade ago, the company is now the biggest proponent of the said technology, spending more than $1 billion in fuel cell vehicle research and registering more than 1. emissions driving. Among the company’s large fleet of fuel cell vehicles are the Dodge Sprinter vans, Mercedes Benz Citaro fuel cell buses, and several of other research vehicles.
Desktop Computer And even if the technology for attaching the hydrogen to a metal for storage was perfected, the infrastructure for distributing and retailing it does not now exist. That is a formidable challenge, as the people who tried to sell a much simpler alternative vehicle fuel natural gas discovered to their sorrow in the 1990's. Natural gas cars require hardly any new technology, and natural gas lines reach tens of millions of homes and businesses, but extending them to filling stations proved impractical.
Notebooks And natural gas has a cost advantage over gasoline. Perhaps the biggest problem for fuel cells is that, for now at least, the cost is roughly 10 times that of internal-combustion engines for the same amount of power.
Lenovo Mr. Hoffman, the author of "Tomorrow's Energy: Hydrogen, Fuel Cells and the Prospects for a Cleaner Planet," said that since mobile fuel cells were not now commercially available their price was not clear, but that estimates ranged from $1,500 to $3,000 a kilowatt of capacity. A car would require about 50 kilowatts, which implies a propulsion system costing $75,000 to $150,000.
Hard Drive The cost could come down somewhat if the body were made of something besides ordinary steel and aluminum, as cars today are. But that, too, requires inventions.
Travelstar At General Motors, which is eager to produce fuel cells, executives say they may not have to make the fuel cells as cheap as gasoline engines, since a fuel cell car would earn its keep in higher fuel economy and the electric motors would not need expensive components like catalytic converters or transmissions. But they would still have to cut the cells' cost by at least 80 percent, the executives say.
Gateway Ford and DaimlerChrysler, in conjunction with Ballard Power Systems, a fuel cell manufacturer near Vancouver, British Columbia, have built prototypes and invested heavily in bringing costs down. Ballard says it has supplied fuel cells to Honda, Hyundai, Nissan and Volkswagen, as well. Researchers have reported great progress on making the cells small enough for automotive use, but they still have a long way to go on costs.
Laptop Parts Manhattan Scientifics, a fuel cell company that is preparing several products for commercialization, said it thought that customers would pay $3,000 a kilowatt, but only for cells that generate about a watt and thus cost $30 or so. That would be enough for cellphones or laptop computers, not cars.
Software The company's chief operating officer, Jack Harrod, said he also hoped to sell units for lawn mowers and scooters, but not until the price was below $500 a kilowatt, and he thought it might need to get down to $250. Ordinary gasoline engines in cars produce a kilowatt for about $30, industry experts say.
Hard Drives A house is an easier choice, experts say, since even a midsize suburban home with central air-conditioning uses only five or six kilowatts at peak, making the cost disadvantage per kilowatt less of a problem. There is also no storage problem if the house has natural gas, from which hydrogen can easily be extracted. And a house uses energy 24 hours a day, which would extend the benefits of efficiency and low pollution; most cars, by contrast, are on the road two hours a day or so.
Electronics For car executives to justify the cost of fuel cells, whatever that turns out to be, they are considering branching out into entirely new areas. Christopher E. Borroni-Bird, director of design and technology fusion at General Motors, suggested using fuel-cell-equipped cars to generate electric current when they are parked, and plugging them in to deliver power to the grid.
Canon Carmakers are optimistic that they can eventually push the price way down, although unlike the old partnership the new one has no timetable, or even specific goals, according to Jennie Sweet of the United States Council for Automotive Research, the private-industry side of the partnership. And it is also not as complete a break with the old program; the old partnership included fuel cell research, and the new one will continue research on diesel-electric hybrids.
Desktop Pc Another problem for the new partnership is the all-or-nothing nature of a fuel cell vehicle. While the old partnership never produced the 80- miles-a-gallon sedan, it did advance some technologies that now have a toehold in the market and are infiltrating deeper into auto assembly plants and showrooms. The old partnership goaded Toyota and Honda, which were not members, into putting hybrid electric-gasoline models on the road, and American manufacturers are in various stages of developing their own hybrid models for sale.
By Matthew L. Wald
New York Times - 1/15/2002
Topic: Energy
