How much does a coolpack cost
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Therefore, on-board fuel reforming could be an intermediate solution while the establishment of a hydrogen infrastructure is settled. On-board fuel reforming is a more complex option designed to utilize the existing liquid hydrocarbon fuel infrastructure through on-board production of hydrogen. (For color version of this figure, the reader is referred to the online version of this book.) Source: Honda FCX Clarity (Available at ). Main components of an automotive fuel cell system with hydrogen storage. Type 5c is a case where an HTR is positioned at the rear end of the vehicle.įIGURE 15.3. Type 5b the radiator used is the same radiator from Type 5a but with the number of tubes reduced so that the frontal area of LTR and HTR is same. In Type 5a the frontal area of the CDS and HTR are same. The LTR and CDS arrangement is the best arrangement taken from study of Building Block 1 ( section 2.3.1). In both these cases the HTR is behind the LTR and CDS. Type 5a and Type 5b are cases where the HTR is at the front coolpack arrangement of the vehicle. Three types of high temperature radiator packaging solutions have been analysed. The aim of Building Block 5 is to identify where it is best to package the HTR in order to reduce the mutual disturbance among CDS, LTR and the HTR and to improve the temperature control of the components in the powertrain cooling system. The coolant, in turn, transfers this heat to the ambient air by means of a High Temperature Radiator (HTR). The heat dissipated by the APU is transferred into the coolant flowing in this loop. This loop operates at a temperature level sigmificantly higher than that of the rest of the circuit.
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In the case of a hybrid electric vehicle, the coolant system must have a dedicated loop to control the temperature of the APU. Unlike pure EVs in which the batteries may become completely discharged, which can negatively impact cycle life, batteries for HEVs are subject to only shallow charge and discharge reactions during operation, thereby enabling a very high number of cycles and significantly longer calendar lifetimes. Energy from regenerative braking can also be used to charge the batteries. In HEVs, the battery is used predominantly to assist in acceleration the gasoline engine takes over during cruising, when the battery can be recharged. Such systems still make use of the current infrastructure of the gasoline industry and do not require independent battery charging stations. In the absence of built-in infrastructures to cater to the demands of recharging EVs and the time that it may take to charge them, it seems that this mode of consumer transportation will be initially restricted to urban travel and introduced particularly in cities that are severely overpolluted by gas emissions from internal combustion vehicles.Ĭurrently, HEVs, in which a battery and an internal combustion engine (or a fuel cell) are coupled, are the most attractive option for reducing the demands on fossil fuels and for optimizing gasoline consumption. Although high-energy density battery systems that provide 100 Wh/kg can offer a typical range of 100 miles or more, this is still too short a distance for pure EVs to be considered attractive, particularly in the United States, where driving distances can be considerably longer. (Because lead–acid batteries are heavy, much of the energy is used to transport the mass of the battery.) For more energetic and advanced systems, such as nickel–metal hydride (68 Wh/kg), sodium–nickel chloride (94 Wh/kg), lithium ion (93 Wh/kg), and lithium–polymer batteries (155 Wh/kg), greater attention has to be paid to factors such as safety and cost. Although lead–acid batteries are relatively inexpensive and have a rugged construction, the range they offer (on average, 50 miles between charges) limits their application to utility fleets, such as forklift trucks, delivery vehicles, and golf carts, for which short driving distances are acceptable. Table I shows that the practical specific energy of heavy-duty batteries varies widely from ∼30 Wh/kg for lead–acid to ∼150Wh/kg for advanced lithium batteries.
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Vehicle range is determined by the specific energy of the batteries. Pure EVs are limited by the range they can travel before the batteries become depleted and need to be recharged. Thackeray, in Encyclopedia of Energy, 2004 1.3 Electric Vehicles vs Hybrid Electric Vehicles