According to a new paper published in the journal Issues in Science and Technology entitled “Electric Vehicles: Climate Saviors, Or Not?”, driving an electric.

This book explains the topology behind automotive electronics architectures and examines how they can be profoundly augmented with embedded controllers. These controllers serve as the core building blocks of today’s vehicle electronics. Rather than simply teaching electrical basics, this unique resource focuses on the fundamental concepts of vehicle electronics architecture, and details the wide variety of Electronic Control Modules (ECMs) that enable the increasingly sophisticated 'bells & whistles' of modern designs. A must-have for automotive design engineers, technicians working in automotive electronics repair centers and students taking automotive electronics courses, this guide bridges the gap between academic instruction and industry practice with clear, concise advice on how to design and optimize automotive electronics with embedded controllers. It is the opinion of this reviewer that the book, as the title suggests, is a book on vehicular electronics design fundamentals, and is an excellent book from that perspective. The book seems more valuable for a somewhat advanced level vehicular electronics class (undergraduate or graduate) rather than for a basic course on the subject involving fundamental principles and theory, which is understandable. The book encompasses the automotive electronics modular electronics partitioning. The first chapter introduces the electronics architecture with interesting contents.

The reader may find the material somewhat intriguing and hopefully will keep on reading as interest grows with each step at every sentence, paragraph or page. Chapter One finishes with a real world survey of a Nissan Quest minivan modular architecture. Chapter Two delves into a typical electronics module, and is an excellent example of good engineering understanding of each essential block. Chapter three! Goes further deep down for each essential block, so that the reader can grasp the basic design criterion.

Adobe Acrobat 8 Standard Italiano Download Youtube. Chapter Four introduces a very basic understanding of software modes that are essential for the vehicle battery conservation. Chapter Five goes into the real life design of the fundamental block by utilizing OrCAD/PSpice, and TINA simulation software, which is very helpful for academia and industry to understand how the tools are used to crank out the correct design right before it gets incorrect. Chapter Six deals with a glowing example of Lincoln MKC vehicle electronics module overview, CAN bus architecture - really a good introduction of bells & whistles of a modern car.

Last chapter introduces the basics of an electromagnetic compliance of a module, and vehicle, and shows how different types of testing are conducted to comply to EMC issues in a radio energy universe. This reviewer believes that it would have been nice if the author included a chapter or two pertai! Ning to electric and hybrid vehicles and also power electronics, since those are now getting more popular nowadays. But given the relatively small size of this book, it is the belief of this reviewer that the author has done an excellent job which also provides the real life experience of the author himself who is from the industry.

This reviewer, who also has worked in the industry for many years, can fully relate to this.

2017 A fuel cell vehicle (FCV) or fuel cell electric vehicle (FCEV) is a type of which uses a, instead of a, or in combination with a battery or, to power its on-board. Fuel cells in vehicles generate electricity to power the motor, generally using from the air and. Most fuel cell vehicles are classified as that emit only water and heat. As compared with internal combustion vehicles, hydrogen vehicles centralize pollutants at the site of the, where hydrogen is typically derived from reformed. Transporting and storing hydrogen may also create pollutants. Fuel cells have been used in various kinds of vehicles including, especially in indoor applications where their clean emissions are important to air quality, and in space applications.

The first commercially produced hydrogen fuel cell automobiles began to be sold by Toyota and leased on a limited basis by Hyundai in 2015, with additional manufacturers planning to enter the market. As of June 2016, the is available for retail sale in Japan, California, the UK, Denmark, Germany, Belgium, and Norway. Furthermore, fuel cells are being developed and tested in buses, boats, motorcycles and bicycles, among other kinds of vehicles. As of 2017, there was limited, with 36 hydrogen fueling stations for automobiles publicly available in the U.S., but more are planned, particularly in California. Some public hydrogen fueling stations exist, and new stations are being planned, in Japan, Europe and elsewhere. Critics doubt whether hydrogen will be efficient or cost-effective for automobiles, as compared with other zero emission technologies.

1966 GM Electrovan The concept of the fuel cell was first demonstrated by in 1801, but the invention of the first working fuel cell is credited to William Grove, a chemist, lawyer, and physicist. Grove's experiments with what he called a 'gas voltaic battery' proved in 1842 that an electric current could be produced by an electrochemical reaction between hydrogen and oxygen over a platinum catalyst.

The first modern vehicle was a modified farm tractor, fitted with a 15 kilowatt fuel cell, around 1959. The Cold War drove further development of fuel cell technology.

Tested fuel cells to provide electrical power during manned space missions. Fuel cell development continued with the. The electrical power systems in and used alkali fuel cells. In 1966, developed the first fuel cell road vehicle, the.

It had a, a range of 120 miles and a top speed of 70 mph. There were only two seats, as the fuel cell stack and large tanks of hydrogen and oxygen took up the rear portion of the van. Only one was built, as the project was deemed cost-prohibitive.

General Electric and others continued working on PEM fuel cells in the 1970s. Fuel cell stacks were still limited principally to space applications in the 1980s, including the. However, the closure of the Apollo Program sent many industry experts to private companies. By the 1990s, automobile manufacturers were interested in fuel cell applications, and demonstration vehicles were readied. In 2001, the first 700 Bar (10000 PSI) hydrogen tanks were demonstrated, reducing the size of the fuel tanks that could be used in vehicles and extending the range.

Applications [ ]. Further information: There are fuel cell vehicles for all modes of transport. The most prevalent fuel cell vehicles are cars, buses, forklifts and material handling vehicles. Automobiles [ ] The concept car was introduced in 2008 for leasing by customers in Japan and and discontinued by 2015.

From 2008 to 2014, Honda leased a total of 45 FCX units in the US. Over 20 other FCEVs prototypes and demonstration cars were released in that time period, including the, and. The Fuel Cell vehicle has been available for lease since 2014, when 54 units were leased. 2015 Sales of the to government and corporate customers began in Japan in December 2014.

Pricing started at 6,700,000 (~ US$57,400) before taxes and a government incentive of 2,000,000 (~ US$19,600). Former European Parliament President estimated that Toyota initially would lose about $100,000 on each Mirai sold.

As of December 2014, domestic orders had reached over 400 Mirais, surpassing Japan's first-year sales target, and as a result, there was a waiting list of more than a year. Deliveries to US retail customers began in California in October 2015.

By mid-February 2017, sales totaled 2,840 units in Japan, the United States, some markets in Europe and the United Arab Emirates. The top selling markets are Japan with 1,500 units and the U.S. Retail deliveries of the 2017 began in California in December 2016.

The Clarity Fuel Cell, with range of 366 mi (589 km), has the highest driving range rating of any in the U.S., including fuel cell and. The 2017 Clarity also has the highest combined and city fuel economy ratings among all hydrogen fuel cell cars rated by the EPA, with a combined city/highway rating of 67 (MPGe), and 68 MPGe in city driving. In 2017 Daimler phased out of its FCEV development, citing declining battery costs and increasing range of EVs, and most of the automobile companies developing hydrogen cars had switched their focus to battery electric vehicles. Fuel economy [ ] The following table compares EPA's fuel economy expressed in (MPGe) for the four rated by the EPA as of December 2016, and available only in California. Comparison of fuel economy expressed in MPGe for available for leasing in California and rated by the as of October 2016 Vehicle Model year Combined fuel economy City fuel economy Highway fuel economy Range Annual fuel cost 2017 49 mpg-e 48 mpg-e 50 mpg-e 265 mi (426 km) US$1,700 2016 66 mpg-e 66 mpg-e 66 mpg-e 312 mi (502 km) US$1,250 2017 67 mpg-e 68 mpg-e 66 mpg-e 366 mi (589 km) - Notes: One kg of hydrogen is roughly equivalent to one U.S. Gallon of gasoline. [ ] List of models produced [ ] List of modern fuel cell automobiles, pickups, vans and SUVs commercially produced (1990–2015) Model Production Original MRSP (2) /Lease per month (current $) Range Comments Models out of production.

2016–present Leasing only US$369 300 mi (480 km) Leased in Japan, Southern California, Europe. Fuel cells powered by an ethanol reformer [ ] In June 2016, announced plans to develop fuel cell vehicles powered by rather than. Nissan claims this technical approach would be cheaper, and that it would be easier to deploy the fueling infrastructure than a hydrogen infrastructure. The vehicle would include a tank holding a blend of water and ethanol, which is fed into an onboard reformer that splits it into hydrogen and carbon dioxide. The hydrogen is then fed into a. According to Nissan, the liquid fuel could be an ethanol-water blend at a 55:45 ratio.

Nissan expects to commercialize its technology by 2020. FC-me motorcycle. In 2005 the British firm produced the first ever working hydrogen run called the (Emission Neutral Vehicle). The motorcycle holds enough fuel to run for four hours, and to travel 160 km (100 mi) in an urban area, at a top speed of 80 km/h (50 mph). In 2004 developed a which utilized the Honda FC Stack. There are other examples of bikes and bicycles with a hydrogen fuel cell engine. The Suzuki Burgman received 'whole vehicle type' approval in the EU.

The Taiwanese company APFCT conducts a live street test with 80 fuel cell scooters for Taiwans Bureau of Energy using the fueling system from Italy's Acta SpA. Airplanes [ ]. The Fuel Cell Demonstrator powered by a hydrogen fuel cell. Researchers and industry partners throughout Europe conducted experimental flight tests in February 2008 of a manned powered only by a fuel cell and lightweight. The Fuel Cell Demonstrator Airplane, as it was called, used a Proton Exchange Membrane (PEM) fuel cell/ hybrid system to power an electric motor, which was coupled to a conventional propeller. In 2003, the world's first propeller driven airplane to be powered entirely by a fuel cell was flown. The fuel cell was a unique FlatStack stack design which allowed the fuel cell to be integrated with the aerodynamic surfaces of the plane.

There have been several fuel cell powered unmanned aerial vehicles (UAV). A fuel cell UAV set the record distance flow for a small UAV in 2007.

The military is especially interested in this application because of the low noise, low thermal signature and ability to attain high altitude. In 2009 the Naval Research Laboratory’s (NRL’s) Ion Tiger utilized a hydrogen-powered fuel cell and flew for 23 hours and 17 minutes. Boeing is completing tests on the Phantom Eye, a high-altitude, long endurance (HALE) to be used to conduct research and surveillance flying at 20,000 m (65,000 ft) for up to four days at a time. Fuel cells are also being used to provide auxiliary power for aircraft, replacing fossil fuel generators that were previously used to start the engines and power on board electrical needs. Fuel cells can help airplanes reduce CO 2 and other pollutant emissions and noise.

The fuel cell boat. The world's first Fuel Cell Boat used an AFC system with 6.5 kW net output. For each liter of fuel consumed, the average outboard motor produces 140 times less [ ] the hydrocarbons produced by the average modern car.

Fuel cell engines have higher energy efficiencies than combustion engines, and therefore offer better range and significantly reduced emissions. Iceland has committed to converting its vast fishing fleet to use fuel cells to provide auxiliary power by 2015 and, eventually, to provide primary power in its boats.

Amsterdam recently introduced its first fuel cell powered boat that ferries people around the city's famous and beautiful canals. Submarines [ ] The first submersible application of fuel cells is the German. Each Type 212 contains nine PEM fuel cells, spread throughout the ship, providing between 30 kW and 50 kW each of electrical power. This allows the Type 212 to remain submerged longer and makes them more difficult to detect. Fuel cell powered submarines are also easier to design, manufacture, and maintain than nuclear-powered submarines.

Debut of the at In March 2015, (CSR) demonstrated the world's first hydrogen fuel cell-powered tramcar at an assembly facility in Qingdao. The chief engineer of the CSR subsidiary, Liang Jianying, said that the company is studying how to reduce the running costs of the tram.

A total of 83 miles of tracks for the new vehicle have been built in seven Chinese cities. China plans to spend 200 billion yuan ($32 billion) over the next five years to increase tram tracks to more than 1,200 miles. In 2016, debuted the, a regional train powered by hydrogen fuel cells that will be the world's first production hydrogen-powered trainset.

The Coradia iLint will be able to reach 140 kilometres per hour (87 mph) and travel 600–800 kilometres (370–500 mi) on a full tank of hydrogen. The first Coradia iLint is expected to enter service in December 2017 on the --- line in Lower Saxony, Germany. Hydrogen infrastructure [ ]. Main articles: and Eberle and Rittmar von Helmolt stated in 2010 that challenges remain before fuel cell cars can become competitive with other technologies and cite the lack of an extensive in the U.S.: As of July 2017, there were 36 publicly accessible in the US, 32 of which were located in California. In 2013, Governor signed AB 8, a bill to fund $20 million a year for 10 years to build up to 100 stations.

In 2014 the funded $46.6 million to build 28 stations. Japan got its first commercial hydrogen fueling station in 2014.

By March 2016, Japan had 80 hydrogen fueling stations, and the Japanese government aims to double this number to 160 by 2020. In May 2017, there were 91 hydrogen fueling stations in Japan. Germany had 18 public hydrogen fueling stations in July 2015. The German government hoped to increase this number to 50 by end of 2016, but only 30 were open in June 2017. Codes and standards [ ] Fuel cell vehicle is a classification in FC and codes and standards other main standards are and. US programs [ ] In 2003 US President George Bush proposed the Hydrogen Fuel Initiative (HFI).

The HFI aimed to further develop hydrogen fuel cells and infrastructure technologies to accelerate the commercial introduction of fuel cell vehicles. By 2008, the U.S.

Had contributed 1 billion dollars to this project. In 2009,, then the, asserted that hydrogen vehicles 'will not be practical over the next 10 to 20 years'. In 2012, however, Chu stated that he saw fuel cell cars as more economically feasible as natural gas prices had fallen and hydrogen reforming technologies had improved. In June 2013 the granted $18.7M for hydrogen fueling stations.

In 2013 Governor Brown signed AB 8, a bill to fund $20 million a year for 10 years for up to 100 stations. In 2013 the US DOE announced up to $4 million planned for 'continued development of advanced hydrogen storage systems'. On May 13, 2013 the Energy Department launched H2USA, which is focused on advancing in the US. Cost [ ] By 2010, advancements in fuel cell technology had reduced the size, weight and cost of fuel cell electric vehicles. In 2010, the (DOE) estimated that the cost of automobile fuel cells had fallen 80% since 2002 and that such fuel cells could potentially be manufactured for $51/kW, assuming high-volume manufacturing cost savings. Fuel cell electric vehicles have been produced with 'a driving range of more than 250 miles between refueling'. They can be refueled in less than 5 minutes.

Deployed fuel cell buses have a 40% higher fuel economy than diesel buses. ’s Fuel Cell Technologies Program claims that, as of 2011, fuel cells achieved a 42 to 53% fuel cell electric vehicle efficiency at full power, and a durability of over 75,000 miles with less than 10% voltage degradation, double that achieved in 2006. In 2012, Lux Research, Inc. Issued a report that concluded that 'Capital cost. Will limit adoption to a mere 5.9 GW' by 2030, providing 'a nearly insurmountable barrier to adoption, except in niche applications'.

Lux's analysis concluded that by 2030, PEM will reach $1 billion, while the vehicle market, including, will reach a total of $2 billion. Environmental impact [ ] The environmental impact of fuel cell vehicles depends on the primary energy with which the hydrogen was produced.

Fuel cell vehicles are only when the hydrogen was produced with. If this is the case fuel cell cars are cleaner and more efficient than fossil fuel cars. However, they are not as efficient as which consume much less energy. Usually a fuel cell car consumes 2.4 times more energy than a battery electric car, because electrolysis and storage of hydrogen is much less efficient than using electricity to directly load a battery. As of 2009, motor vehicles used most of the petroleum consumed in the U.S. And produced over 60% of the carbon monoxide emissions and about 20% of greenhouse gas emissions in the United States, however production of hydrogen for hydro cracking used in gasoline production chief amongst its industrial uses was responsible for approximately 10% of fleet wide greenhouse gas emissions. In contrast, a emits few pollutants, producing mainly water and heat, although the production of the hydrogen would create pollutants unless the hydrogen used in the fuel cell were produced using only renewable energy.

In a 2005 analysis, the DOE estimated that fuel cell electric vehicles using hydrogen produced from would result in emissions of approximately 55% of the per mile of internal combustion engine vehicles and have approximately 25% less emissions than. In 2006, Ulf Bossel stated that the large amount of energy required to isolate hydrogen from natural compounds (water, natural gas, biomass), package the light gas by compression or liquefaction, transfer the energy carrier to the user, plus the energy lost when it is converted to useful electricity with fuel cells, leaves around 25% for practical use.' Richard Gilbert, co-author of Transport Revolutions: Moving People and Freight without Oil (2010), comments, however, that ends up using some of the energy it creates. Then, energy is taken up by converting the hydrogen back into electricity within fuel cells.

'This means that only a quarter of the initially available energy reaches the electric motor'. Such losses in conversion don't stack up well against, for instance, recharging an electric vehicle (EV) like the or from a wall socket'. A 2010 Well-to-wheels analysis of hydrogen fuel cell vehicles report from Argonne National Laboratory states that renewable H2 pathways offer much larger green house gas benefits. This result has recently been confirmed. In 2010 a US DOE Well-to-Wheels publication assumed that the efficiency of the single step of compressing hydrogen to 6,250 psi (43.1 MPa) at the is 94%. A 2016 study in the November issue of the journal by scientists at and the concluded that, even assuming local hydrogen production,'investing in all-electric battery vehicles is a more economical choice for reducing carbon dioxide emissions, primarily due to their lower cost and significantly higher energy efficiency.'

Criticism [ ] In 2008, professor Jeremy P. Meyers, in the Electrochemical Society journal Interface wrote, 'While fuel cells are efficient relative to combustion engines, they are not as efficient as batteries, due primarily to the inefficiency of the oxygen reduction reaction.

[T]hey make the most sense for operation disconnected from the grid, or when fuel can be provided continuously. For applications that require frequent and relatively rapid start-ups. Where zero emissions are a requirement, as in enclosed spaces such as warehouses, and where hydrogen is considered an acceptable reactant, a [PEM fuel cell] is becoming an increasingly attractive choice [if exchanging batteries is inconvenient]'. The practical cost of fuel cells for cars will remain high, however, until production volumes incorporate economies of scale and a well-developed supply chain. Until then, costs are roughly one order of magnitude higher than DOE targets.

Also in 2008, reported that 'experts say it will be 40 years or more before hydrogen has any meaningful impact on gasoline consumption or global warming, and we can't afford to wait that long. In the meantime, fuel cells are diverting resources from more immediate solutions.' Magazine, in 2008, quoted, the author of, as saying: 'Hydrogen is 'just about the worst possible vehicle fuel'. The magazine noted that most hydrogen is produced through steam reformation, which creates at least as much emission of carbon per mile as some of today's gasoline cars. On the other hand, if the hydrogen could be produced using renewable energy, 'it would surely be easier simply to use this energy to charge the batteries of all-electric or plug-in hybrid vehicles.'

The Los Angeles Times wrote in 2009, 'Any way you look at it, hydrogen is a lousy way to move cars.' Asked in November 2009, '[W]hy would you want to store energy in the form of hydrogen and then use that hydrogen to produce electricity for a motor, when electrical energy is already waiting to be sucked out of sockets all over America and stored in auto batteries.?' Stated in 2013 that 'there are still cost-prohibitive obstacles [for hydrogen cars] relating to transportation, storage, and, most importantly, production.' Volkswagen's Rudolf Krebs said in 2013 that 'no matter how excellent you make the cars themselves, the laws of physics hinder their overall efficiency. The most efficient way to convert energy to mobility is electricity.'

He elaborated: 'Hydrogen mobility only makes sense if you use green energy', but. You need to convert it first into hydrogen 'with low efficiencies' where 'you lose about 40 percent of the initial energy'. You then must compress the hydrogen and store it under high pressure in tanks, which uses more energy. 'And then you have to convert the hydrogen back to electricity in a fuel cell with another efficiency loss'.

Krebs continued: 'in the end, from your original 100 percent of electric energy, you end up with 30 to 40 percent.' In 2014, electric automotive and energy futurist Julian Cox published an analysis that used US government NREL and EPA data that disproves widely held policy assumptions concerning claimed emissions benefits from the use of Hydrogen in transportation. Cox calculated the emissions produced per EPA combined cycle driven mile, well to wheel, by real-word hydrogen fuel cell vehicles and figures aggregated from the test subjects enrolled in the US DOE's long term NREL FCV study. The report presented official data that firmly refutes marketer's claims of any inherent benefits of hydrogen fuel cells over the drive trains of equivalent conventional gasoline hybrids and even ordinary small-engined cars of equivalent drive train performance due to the emissions intensity of hydrogen production from Natural Gas. The report went on to demonstrate the economic inevitability of continued methane use in hydrogen production due to the cost tripping effect of hydrogen fuel cells on renewable mileage due to conversion losses of electricity to and from hydrogen when compared to the direct use of electricity in an ordinary electric vehicle. The analysis contradicts the marketing claims of vehicle manufacturers involved in promoting hydrogen fuel cells and whose claims are frequently reflected in public policy statements. The analysis proved that public policy in relation to hydrogen fuel cells has been misled by false equivalences to very large, very old or very high powered gasoline vehicles that do not accurately reflect the choices of emissions reduction technologies readily available amongst lower cost and pre-existing new vehicles choices available to consumers, and also to the taxpayer that funded superfluous hydrogen Infrastructure on a premise that on scientific grounds is factually false.

Instead the marketing and consequently public policy claims for hydrogen can be proven by the official US DOE figures to be highly misleading. Cox wrote in 2014 that producing hydrogen from methane 'is significantly more carbon intensive per unit of energy than coal. Mistaking fossil hydrogen from the hydraulic fracturing of shales for an environmentally sustainable energy pathway threatens to encourage energy policies that will dilute and potentially derail global efforts to head-off climate change due to the risk of diverting investment and focus from vehicle technologies that are economically compatible with renewable energy.' Commented in 2013: Pure hydrogen can be industrially derived, but it takes energy.

If that energy does not come from renewable sources, then fuel-cell cars are not as clean as they seem. Another challenge is the lack of infrastructure. Gas stations need to invest in the ability to refuel hydrogen tanks before FCEVs become practical, and it's unlikely many will do that while there are so few customers on the road today.

Compounding the lack of infrastructure is the high cost of the technology. Fuel cells are 'still very, very expensive'. In 2014, climate blogger and former Dept.

Driver Android Linux. Of Energy official devoted three articles to critiques of hydrogen vehicles. He stated that FCVs still have not overcome the following issues: high cost of the vehicles, high fueling cost, and a lack of fuel-delivery infrastructure.

'It would take several miracles to overcome all of those problems simultaneously in the coming decades.' Moreover, he said, 'FCVs aren't green' because of escaping methane during natural gas extraction and when hydrogen is produced, as 95% of it is, using the steam reforming process. He concluded that renewable energy cannot economically be used to make hydrogen for an FCV fleet 'either now or in the future.' 's analyst reached similar conclusions in 2014. In 2015, Clean Technica listed some of the disadvantages of hydrogen fuel cell vehicles as did Car Throttle. Another Clean Technica writer concluded, 'while hydrogen may have a part to play in the world of energy storage (especially seasonal storage), it looks like a dead end when it comes to mainstream vehicles.'

A 2017 analysis published in Green Car Reports found that the best hydrogen fuel cell vehicles consume 'more than three times more electricity per mile than an electric vehicle. Generate more greenhouse-gas emissions than other powertrain technologies. [and have] very high fuel costs. Considering all the obstacles and requirements for new infrastructure (estimated to cost as much as $400 billion), fuel-cell vehicles seem likely to be a niche technology at best, with little impact on U.S. Oil consumption.

In 2017, Michael Barnard, writing in, listed the continuing disadvantages of hydrogen fuel cell cars and concluded that 'by about 2008, it was very clear that hydrogen was and would be inferior to battery technology as a storage of energy for vehicles. [B]y 2025 the last hold outs should likely be retiring their fuel cell dreams.

See also [ ] • • • • Notes [ ].