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Title: Fueled By Lemonade
Source:
Toyota
URL Source: https://www.youtube.com/watch?v=aYYT7LEBFYo
Published: Aug 20, 2015
Author: Toyota
Post Date: 2015-08-23 12:47:09 by Operation 40
Keywords: Hydrogen, Renewable, Energy
Views: 931
Comments: 5
Published on Aug 20, 2015 Our latest hydrogen experiment is a sweet one. See how we The Science Behind 'Fueled by Lemonade' Presented by Toyota Mirai What is excess renewable energy? How can we use excess renewable energy? The New Toyota Hydrogen Electric Car is Previous episodes: Fueled By Water from Oil Creek Fueled By Bullsh*t Hydrogen - the fuel of the future is now
turned kids' leftover lemonade into hydrogen fuel,
and put this and other unused resources to better use.
Fueled By Everything
http://www.toyota.com/mirai/fueledbyeverything.html
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#1. To: Operation 40 (#0)
Lots of "things:" can be done for new energy sources. The problem is the cost of technology and ROI. Most people want zero cost for their energy consumption; in fact, they want the government to pay them for breathing.
Hydrogen can be extracted from any chemical source that contains it as one part of a complex compound. The problem is getting more potential energy out of the resulting hydrogen than you put into the extraction process. Most/all of the above extractions are likely the result of a net loss of usable energy, and are therefore only useful as research experiments and not commercially feasible.
So you think you're smarter than Toyota, Honda, Hyundai, BMW and Mercedes- which are ALL introducing Hydrogen Fuel Cell cars in the coming years? Quick- get on the phone. You can save them all lots of money. This peer-reviewed white paper offers both lay and technical readers a documented primer on basic hydrogen facts, weighs competing opinions, and corrects twenty widespread misconceptions. Some of these include the following: a hydrogen industry would need to be developed from scratch; hydrogen is too dangerous for common use; making hydrogen uses more energy than it yields; we lack a mechanism to store hydrogen in cars; and hydrogen is too expensive to compete with gasoline. This paper explains why the rapidly growing engagement of business, civil society, and government in devising and achieving a transition to a hydrogen economy is warranted and, if properly done, could yield important national and global benefits Myth #3. Making hydrogen uses more energy than it yields, so it’s prohibitively inefficient Any conversion from one form of energy to another consumes more useful energy than it yields. If it could do the opposite, creating energy out of nothing, you could create a perpetual-motion machine violating the laws of physics. Conversion losses are unavoidable; the issue is whether they’re worth incurring. If they were intolerable as a matter of principle, as Myth #3 implies, then we’d have to stop making gasoline from crude oil (~73–91% efficient from wellhead to retail pump42) and electricity from fossil fuel (~29–35% efficient from coal at the power plant to retail meter). Such conversion losses are thus not specific to producing hydrogen. Hydrogen production is typically about 7243 to 8544 percent efficient in natural-gas reformers or ~70–75% efficient in electrolyzers;45 the rest is heat that may also be reusable. (These efficiency figures are all reduced by 15% because of the way hydrogen’s energy content is normally measured.46) So why incur these losses to make hydrogen? Because hydrogen’s greater end-use efficiency can more than offset the conversion losses, much as an electric heat pump or air conditioner can offset fuel-to-electricity conversion losses by using one unit of electricity to concentrate and deliver several units of heat. That is, conversion losses and costs are tolerable if the resulting form of energy is more efficiently or conveniently usable than the original form, hence justified by its greater economic value. Making hydrogen can readily achieve this goal. Crude oil can be more efficiently converted into delivered gasoline than can natural gas into delivered hydrogen.12 But that’s a red herring: the difference is far more than offset by the hydrogen’s 2–3-fold higher efficiency in running a fuel-cell car than gasoline’s in running an engine driven car. Using Japanese round numbers from Toyota, 88% of oil at the wellhead ends up as gasoline in your tank, and then 16% of that gasoline energy reaches the wheels of your typical modern car, so the well-to-wheels efficiency is 14%. A gasoline-fueled hybrid-electric car like the 2002 Toyota Prius nearly doubles the gasoline-to-wheels efficiency from 16% to 30% and the overall well-to-wheels efficiency from 14% to 26%. But locally reforming natural gas can deliver 70% of the gas’s wellhead energy into the car’s compressed-hydrogen tank. That “meager” conversion efficiency is then more than offset by an advanced fuel-cell drivesystem’s superior 60% efficiency in converting that hydrogen energy into traction, for an overall well-towheels efficiency of 42%. That’s three times higher than the normal gasoline-engine car’s, or 1.5 times higher than the gasoline-hybrid-electric car’s.47 This helps explain why most automakers see today’s gasoline-hybrid cars as a stepping-stone to their ultimate goal — direct-hydrogen fuel-cell cars. In competitive electricity markets, it may even make good economic sense to use hydrogen as an electricity storage medium. True, the overall round-trip efficiency of using electricity to split water, making hydrogen, storing it, and then converting it back into electricity in a fuel cell is relatively low at about 45% (after 25% electrolyzer losses and 40% fuel-cell losses) plus any byproduct heat recaptured from both units for space-conditioning or water heating. But this can still be worthwhile because it uses power from an efficient baseload plant (perhaps even a combinedcycle plant converting 50–60% of its fuel to electricity) to displace a very inefficient peaking power plant (a simple-cycle gas turbine or engine-generator, often only 15–20% efficient). This peak-shaving value is reflected in the marketplace. When the cost of peak power for the top 50–150 hours a year is $600–900/MWh, typically 30–40 times the cost of baseload power (~$20/MWh), the economics of storage become quite interesting. Distributed generation provides not only energy and peak capacity, but also ancillary services and deferral of grid upgrades. Hydrogen storage can also save power-plant fuel by permitting more flexible operation of the utility system with fuller utilization of intermittent sources like wind. Once all the distributed benefits are accounted for, using hydrogen for peak storage may be worthwhile, particularly in cities with transmission constraints (such as Los Angeles, San Francisco, Chicago, New York City, and Long Island). Such applications may be able to justify capital costs upwards of $4,000/kW. Another attractive use of large-scale hydrogen storage would be in places like New Zealand or Brazil, whose hydroelectric systems have too little storage (12 weeks in NZ) to provide resilience against drought — but whose snowmelt or rainy seasons provide cheap surplus hydropower that could be stored as hydrogen, even in old gas-fields Educate yourself on the other 19 Hydrogen myths at the link above.
You mean to tell me that they aren't going to use cow farts for fuel?
What's with the attitude? With that intro to your post, I won't bother reading further, but if and when advances make alternate fuel sources viable, great.
#2. To: Operation 40 (#0)
#3. To: Pinguinite (#2)
Amory Lovins and Rocky Mountain Institute: 20 Hydrogen Myths
Download PDF here: http://www.rmi.org/Knowledge-Center/Library/E03-05_TwentyHydrogenMyths
#4. To: buckeroo (#1)
“Let me see which pig "DON'T" I want to vote for, the one with or without lipstick??" Hmmmmm...
#5. To: Operation 40 (#3)
So you think you're smarter than Toyota, Honda, Hyundai, BMW and Mercedes- which are ALL introducing Hydrogen Fuel Cell cars in the coming years? Quick- get on the phone. You can save them all lots of money.
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