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good for transportation because of its low relative energy density and 700 °C or higher processing temperature (7). ExxonMobil has presented a position paper (8) for liquid fuels that addresses the pros and cons of methanol versus gasoline. Paraphrased excerpts from this are: • Fuels that are most directly suited to the fuel cell are the most difficult and costly to produce and distribute. Gasoline and methanol are the leading candidates to power fuel cell engines. Both the gasoline and methanol fuel cell vehicles should be more fully developed prior to making a commercial decision on fuel choice. • Due to methanol's corrosivity and its affinity for water, it cannot be readily distributed in today's fuel infrastructure. Methanol burns with a nearly invisible flame. Available luminosity additives won’t reform in the low-temperature methanol steam reformers. Methanol is more acutely toxic than gasoline. Additives that are likely to be needed for safety and health reasons will impact the fuel processor’s performance and cost. • Gasoline fuel processing has the ability to utilize the existing infrastructure, a major advantage. It is inherently more flexible than the low temperature methanol processor, allowing multiple fuel use in the same system. The gasoline processor is also more tolerant of contaminants or additives contained in the fuel. Due to the higher energy density of gasoline, the gasoline system offers the potential for up to twice the vehicle range of the methanol system. Today’s mid-sized passenger cars are about 15 to 18 percent "well-to- wheels" energy efficient as indicated in Figure 8-3.41 Despite the increased vehicle efficiency of a methanol fuel-based system, the resultant "well-to-wheel" efficiency would be only 20 to 28 percent, lower than either gasoline hybrids or gasoline fuel cell vehicles. • A customized gasoline for fuel cells could offer better performance and be produced at lower cost because many of conventional gasoline’s more expensive ingredients would not be required. Naphtha is a common refinery stream that is an inexpensive alternative to conventional gasoline. Although its octane is too low for today’s ICE, naphtha is ideal for fuel cells and could be supplied to retail stations within the existing gasoline infrastructure. Fuel Cell and Fuel Processor Catalyst Tolerance: There are major fuel requirements for the gas reformates that must be addressed. These requirements result from the effects of sulfur, carbon monoxide, and carbon deposition on the fuel cell catalyst. The activity of catalysts for steam reforming and autothermal reforming can be affected by sulfur poisoning and coke formation; this commonly occurs with most fuels used in fuel cells of present interest. Other fuel constituents can also prove detrimental to various fuel cells. Examples of these are halides, hydrogen chloride, and ammonia. 41. Editor’s note - The gasoline-fueled ICE well-to-wheel efficiency values apply to today’s technology and are averaged over the entire driving cycle. Advanced IC engine/vehicles are more efficient over the entire operating cycle than 18% (up to 20 some odd %). This implies that future IC engine/vehicle efficiency for light vehicles can be in excess of the 15 to 18% quoted in the ExxonMobil paper. Vehicle miles per gallon increase when the ICE is combined with a battery in developmental vehicles with very low drag coefficients. For example, the 60+ mpg for the Honda Insight, 40 to 50+ mpg for the Toyota Prius, 70+ mpg for the Ford Prodigy, and ~80 mpg for the GM Precept. The overall well-to-wheel efficiency over a standard city/highway driving cycle for a four passenger, production hybrid vehicle has been estimated to be about 25-30%, close to a fuel cell vehicle. The fuel cell engines for lightweight vehicles are likely to be hybrids, and therefore the projected efficiencies must be carefully considered. 8-7PDF Image | Fuel Cell Handbook (Seventh Edition)
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