Technical Articles – naftc

Hydrogen Fuel Cell Vehicles

Deimos — Wed, 11 Dec 2019 06:34:55 +0000

The use of hydrogen as a transportation energy source in the U.S. could help to address growing concerns of energy security, global climate change, and air quality.

Hydrogen is one of the cleanest fuels available for transportation. Hydrogen does not produce carbon monoxide (CO), carbon dioxide (CO₂), or hydrocarbon (HC) emissions because it does not contain carbon. The main byproduct of its use is water (H₂O).

Unlike fossil fuels, which will eventually run out, hydrogen is a renewable energy source that is almost unlimited. However, there will always be the need for a source of energy to produce hydrogen gas for use in vehicles.

There are two main categories of hydrogen-powered vehicles, those that use internal combustion engines (ICEs) and those that use fuel cells to produce power. Similar to conventional vehicles powered by ICEs, hydrogen-powered vehicles have an internal combustion engine (ICE) that intakes air and hydrogen. The fuel air charge is ignited with a spark as is done in gasoline engines.

Hydrogen gas can also be used as a fuel source for a fuel cell—a device that creates an electrical current to power a vehicle. Vehicles that are powered with hydrogen fuel cells do not have onboard internal combustion engines and are significantly different from conventional ICE powered vehicles.

Hydrogen Fuel Cells

A hydrogen fuel cell can be used in a hydrogen-fueled powertrain. The fuel cell converts a fuel’s chemical energy to electrical energy by reacting with oxygen or an oxidizing agent. The electrical energy can be used to drive an
electric motor.

Hydrogen fuel cells are attractive to vehicle manufacturers because they produce no toxic emissions and do not have the operating range limitations of electric vehicles. Some prototype hydrogen fuel cell vehicles can drive more than three hundred miles on a single fill.

How a Hydrogen Fuel Cell Works

A hydrogen fuel cell uses a device called a proton exchange membrane (PEM) to separate hydrogen protons from hydrogen electrons. The hydrogen protons are forced through a membrane, through which hydrogen electrons
cannot pass. The electrons travel along an external path, creating an electrical current, before rejoining the protons. The hydrogen molecules then combine with oxygen to form water, which leaves the vehicle through the powertrain’s
exhaust.

NAFTC WVU. “Hydrogen Fuel Cell Annimation”. Youtube Video, 00:43. Posted August 19, 2013. https://youtu.be/3hxQysS0hyA

The fuel cell produces direct current, which is then inverted to AC by an inverter. The inverter powers an AC electric motor to propel the vehicle. The inverter, the electric motor, and the vehicle’s DC-DC converter, which supplies power to
12V circuits, are all similar to such components, as found in hybrid and electric vehicles.

U.S. Department of Energy Alternative Fuels Data Center, “Hydrogen Fuel Cell Vehicle”, in “How Do Fuel Cell Electric Vehicles Work Using Hydrogen?”. https://afdc.energy.gov/vehicles/how-do-fuel-cell-electric-cars-work.

A hydrogen fuel cell requires an air compressor to provide a steady supply of oxygen to the fuel cell’s cathode. The air must be filtered so that contaminants do not damage the fuel cell. Hydrogen sensors are typically mounted at various
places around the vehicle, including the passenger compartment, to monitor the system for any leaks that may occur.

On-board Hydrogen Fuel Storage

Hydrogen is the lightest element, and like most other gaseous fuels, must be compressed to high pressures to fit into in a fuel tank that is small enough for a powertrain. The most common hydrogen storage pressure today is 10,000
psi, although some vehicles have used lower tank pressures. The cylindrical tanks are typically made of aluminum or stainless steel, which is then wrapped in carbon fiber for added strength. As with all pressurized tanks for gaseousfueled
vehicles, hydrogen fuel tanks must be periodically inspected. Some vehicle manufacturers have experimented with cryogenic hydrogen fuel storage in which the fuel is stored at extremely low temperatures. At approximately –455º F or (–260º C), hydrogen becomes liquid and takes up less space than hydrogen gas. However, liquefying hydrogen consumes a significant amount of energy, and once liquefied, the hydrogen must be stored in an extremely well-insulated tank.

Interest in hydrogen as a renewable fuel source is growing rapidly around the globe. Major auto manufacturers are creating prototype models that are making hydrogen fuel a practical replacement for fossil fuels. Hydrogen has great promise for transportation applications. However, hydrogen-powered vehicles are not widely offered to the general public at this time. It has been estimated that it will take approximately ten to twenty years before hydrogen vehicles and the infrastructure needed to support them will begin to make an impact.

Though hydrogen-powered vehicles hold great promise, the production of hydrogen as a fuel continues to present significant challenges. It will be some time before people across the United States can purchase hydrogen ICE or fuel cell vehicles. Only time will tell what the future holds for hydrogen-fueled vehicles.

Diagnostic Scan Tools and Electric Vehicles

Deimos — Wed, 06 Jun 2018 15:00:05 +0000

Each month Driving Alt Fuels features a technical article to give in-depth information for automotive technicians and students. These articles are drawn from National Alternative Fuels Training Consortium (NAFTC) courses and workshops, industry organizations, and guest writers.

This month’s article comes from the NAFTC Electric Drive Career and Technical Education (CTE) Automotive Technician Training and discusses scan tool use for diagnostics of electric vehicles.

Not too long ago, an OEM scan tool was often the exception rather than the rule at the average automotive repair facility. Although dealership technicians have normally used manufacturer-specific OEM scan tools, such equipment was not commonly found in an independent automotive repair shop.

Traditionally, most independent shops have relied on aftermarket scan tools that were designed to work with a variety of Asian, domestic, and/or European vehicles. While this remains true for many independent shops, more and more independent shops are using personal computer based original equipment manufacturer (OEM) scan tools, particularly on late-model vehicles, as access to such tools improves and in some cases cost of the tool has gone down.

Many of today’s vehicles have several dozen modules, each with their own datastream and diagnostic trouble codes (DTCs). Hybrid and electric vehicles can have especially complex self-diagnostic systems. Some aftermarket scan tools manufacturers may be challenged to keep up with the demands of scan data in new vehicles. The technician can expect to work with both OEM and aftermarket scan tools during his or her career.

Service Information for Late-Model Vehicles

The state of automotive service information today is similar to that of scan tools. While many aftermarket repair shops use information services such as Alldata or Mitchell, independent access to OEM service information has improved in recent years. Subscription costs for such access may be worthwhile for independent shops that service a significant amount of vehicles of a particular make or model. A list of OEM service information website addresses is maintained by the National Automotive Service Information Task Force (NASTF).

Hybrid and Electric Vehicle Scan Tool Data

Three types of scan tools are available to the technician:

Generic On-Board Diagnostics II (OBD-II) scan tool (many brands)
Aftermarket scan tool with enhanced coverage (Snap-On, OTC, others)
OEM scan tool (developed and approved by an OEM, used in dealerships)

As the electric components of a hybrid vehicle’s powertrain influence the vehicle’s operation and could adversely affect emissions in the event of an issue, hybrid powertrain operation typically follows OBD-II standards for the vehicle’s data link connector (DLC), diagnostic trouble codes (DTCs), and communication standards. As with conventional vehicles, most hybrid vehicles produced for model year (MY) 2008 and later also use OBD-II CAN (Controller Area Network), in which CAN is the communication protocol for the powertrain, as well as the vehicle’s DLC.

Although electric vehicles are not required to comply with OBD-II DLC connector standards or use the OBD-II CAN communication protocol, many do. Notable exceptions include some of the smaller EV manufacturers, such as Tesla, which use proprietary scan tools.

Generic OBD-II Scan Tools

Although a generic OBD-II scan tool (or a scan tool that has been set to OBD-II generic mode) will normally be able to access limited scan data from the vehicle’s engine control module (ECM), it will probably be unable to access HV-specific powertrain modules such as the HV battery pack ECU, if equipped. Generic OBD-II scan tools are usually of little to no use to a technician who must diagnose a problem in a hybrid or electric vehicle.

Some aftermarket scan tools may not display all data parameters or may not display data correctly, when connected to hybrid and/or electric vehicles. This scan tool show more than 20,000 amps of charging current flowing into the HB battery pack of a 2007 Toyota Camry hybrid. Actual charging current for this vehicle is no more than 200 amps, and normally much less. Credit: NAFTC.

Aftermarket OBD-II Scan Tools With Enhanced Coverage

Some aftermarket scan tools that are enhanced for a particular make and model of a hybrid vehicle may be able to access such modules. The quality of access can vary widely. Future access is also dependent on the level of support that the scan tool manufacturer is willing to provide. The technician should determine the strengths and limitations of a scan tool and become familiar with its operation before using it to diagnose an issue.

Some enhanced scan tools:

May not be able to access all modules
May not be able to access all data within a particular module
May not be able to activate some bidirectional controls
May, in some instances, display inaccurate data

Many manufacturers of aftermarket scan tools publish lists of available vehicle coverage, and regularly update their scan tool software to add additional coverage as new vehicles are released. Vehicle coverage for a particular scan tool software release is often available on the scan tool manufacturer’s website.

Original Equipment Manufacturer (OEM) Scan Tools

Although any scan tool may, at times, have issues accessing and displaying data correctly, OEM scan tools are generally considered to offer the most complete and up-to-date coverage for a given make of vehicle, as compared to other scan tools. As dealerships almost always use OEM scan tools to diagnose the vehicles that they sell, it is in the best interests of each vehicle manufacturer to make that tool as useful and accurate as possible.

Many OEM scan tools (and several aftermarket scan tools) are PC-based. In other words, the scan tool software runs on a Windows-based PC or laptop, rather than a proprietary device. A proprietary vehicle interface module, which connects the PC to the vehicle, serves as the gateway between the technician’s computer and the vehicle. The interface module may connect to a cable that connects to the vehicle’s DLC, or may be incorporated into the cable itself.

PC-based OEM scan tools compatible with model year 2013 vehicles include:

Consult III+ (Nissan, Infiniti)
IDS (Integrated Diagnostic System) (Ford, Lincoln, Mercury)
GDS (Global Diagnostic System) (Hyundai, Kia)
HDS (Honda Diagnostic Scanner) (Honda, Acura)
GDS 2 (Global Diagnostic System 2) (General Motors)
Techstream and Techstream Lite (Toyota, Lexus, Scion)

Many of the above scan tools have been available for several years or more.

Some older vehicles may not be compatible with current OEM scan tools. For such vehicles, a previous generation of a particular OEM’s scan tool may be required. Vehicle manufacturers can provide information on exact coverage. One source of information on OEM scan tool coverage, as well as OEM service information, is the NASTF website, at www.nastf.org.

Learn more about electric vehicle scan tools in the NAFTC Electric Drive CTE Automotive Technician course.

Let’s Clear the Air—Electric Drive Transportation Association

Deimos — Thu, 30 Mar 2017 14:36:44 +0000

Let’s Clear the Air—Electric Drive Transportation Association

During 2017, the National Alternative Fuels Training Consortium (NAFTC) will highlight resources from alternative fuel and advanced technology vehicle industry organizations in the Let’s Clear the Air column.

These resources provide fuel-specific information that may be useful to automotive technicians, automotive students, and others who are interested in the technical aspects of these vehicles.

This month, we highlight the Electric Drive Transportation Association (EDTA), a trade association promoting battery, hybrid, plug-in hybrid, and fuel cell electric drive technologies and infrastructure. EDTA conducts public policy advocacy, provides education and awareness, and enables industry networking and collaboration. Organization members include vehicle and equipment manufacturers, energy companies, technology developers, component suppliers, government agencies and others.

One of EDTA’s projects is “Go Electric Drive” ( www.goelectricdrive.org). The site provides useful resources for those interested in purchasing an electric vehicle (EV), including an overview of different EVs, details about charging equipment, and a charging station locator.

Because EVs and their related infrastructure can be puzzling to the novice, the site provides key terminology. Here’s an example from the site:

Terminology

Level 1

Charging a vehicle at “Level 1” means plugging in to a standard 120 volt outlet. All drivers can charge their EV at Level 1 and this requires no extra equipment or installation. On average, a full charging time is about 8 hours—but varies by model. Consult the automaker’s website for more information.

Level 2

Charging a vehicle at “Level 2” means plugging into a 240 volt outlet. Home owners may decide to install a charging station—also known as Electric Vehicle Supply Equipment (EVSE)—in their home. This requires professional installation and an outlet type commonly utilized by home appliances like refrigerators and dryers. There are also many Level 2 chargers across the United States in public areas. On average, full charging time varies from 2 to 6 hours, but times vary by model. Consult the automaker’s website for more information.

DC Fast Charge

Charging your vehicle using a CHAdeMO, SAE Combo plug or a Tesla Supercharger allows drivers to plug into “DC Fast Charge” networks where they are available. These types of chargers provide about 80 percent of a vehicle’s potential battery power in about 15 minutes. Again, times vary by model. Consult your manufacturer for more details.

Wireless Charging

Some of the latest models of plug-in vehicles have wireless charging capabilities that use “inductive charging”—allowing drivers to charge without plugging in. While this is a newer service under development, many manufacturers are beginning to focus on this convenience. Additionally, the Department of Energy’s Oak Ridge National Laboratory (ORNL) is currently demonstrating that high levels of efficiency can be achieved with wireless EV chargers.

Key Considerations

What are my driving patterns? Decide how far you travel each day and what your all-electric driving needs will be. This will help you decide if a plug-in hybrid or battery EV is right for you.

Where will I charge? At home? At work? On the go?

What resources are available to help me find and use charging stations?

Are there financial resources to help me install charging?

The site also provides details about EV tax incentives in the U.S. and Canada.

The NAFTC has materials and training about electric vehicles, including the Petroleum Reduction Technologies: Electric Drive and Electric Drive Fleet Applications workshops, the Electric Drive Automotive Technician Training , Electric Drive Vehicle Career and Technical Education Training , and the Electric Drive Vehicle Infrastructure Training classroom courses, and the online Electric Vehicle First Responder Safety Training .

Contact Micheal Smyth at Micheal.Smyth@mail.wvu.edu or 304-293-7882 for information about these classes or other NAFTC training.

Let’s Clear the Air—Natural Gas Vehicles for America

Deimos — Tue, 28 Feb 2017 14:54:14 +0000

In the coming months, the National Alternative Fuels Training Consortium (NAFTC) will highlight resources from alternative fuel and advanced technology vehicle industry organizations in the Let’s Clear the Air column.

These resources provide fuel-specific information that may be useful to automotive technicians, automotive students, and others who are interested in the technical aspects of these vehicles.

This month, we highlight Natural Gas Vehicles for America (NGVA), an organization dedicated to creating a profitable, sustainable, and growing market for compressed natural gas and liquefied natural gas-powered vehicles.

The NGVA website features a “Technical and Safety Documents” section that includes reports and white papers, a technical bulletin, incident investigations and root cause analyses, and safety advice.

Included in this section is a Guideline for Determining the Modifications Required for Adding Compressed Natural Gas and Liquefied Natural Gas Vehicles To Existing Maintenance Facilities , which should be of interest to technicians who are considering work on natural gas vehicles.

This comprehensive document walks readers through the considerations and process of converting an existing automotive repair or maintenance facility to one that is able to safely service natural gas vehicles. The report includes existing code requirements (from 2012), an explanation of methods to research code requirements, guidelines for modifications of both major and minor facilities, plans for coordinating with authorities having jurisdiction, training considerations, and fuel properties and hazards of natural gas.

The Guideline for Determining the Modifications Required for Adding Compressed Natural Gas and Liquefied Natural Gas Vehicles To Existing Maintenance Facilities includes this Flow Chart for Modification Analysis to indicate the basic decisions that need to be made in order to determine what modifications may be required to add CNG and/or LNG vehicles to an existing maintenance facility. The decision points are discussed in more detail in the balance of the document. Credit: Natural Gas Vehicles for America.

The U.S. Department of Energy Alternative Fuels Data Center also has a wealth of information about natural gas vehicles, including availability and emissions information.

The NAFTC has materials and training about natural gas vehicles, including the Petroleum Reduction Technologies: Natural Gas video , Petroleum Reduction Technologies: Natural Gas workshop, Compressed Natural Gas Vehicle Fuel System Inspector , and Light-Duty Natural Gas Vehicles courses

Contact Micheal Smyth at Micheal.Smyth@mail.wvu.edu or 304-293-7882 for information about these classes or other NAFTC training.

Let’s Clear the Air—California Fuel Cell Partnership

Deimos — Tue, 31 Jan 2017 19:19:24 +0000

These resources provide fuel-specific information that may be useful to automotive technicians, automotive students, and others who are interested in the technical aspects of these vehicles.

This month, we highlight the California Fuel Cell Partnership, an organization that is committed to promoting fuel cell vehicle commercialization as a means of moving toward a sustainable energy future, increasing energy efficiency, and reducing or eliminating air pollution and greenhouse gas emissions.

The California Fuel Cell Partnership website features a “resources” section that includes a blog, FAQs, job postings, industry links, events, downloads, and safety information.

Included in this section is the “ How It Works ” guide to fuel cells, fuel cell electric vehicles, and hydrogen production. This document provides a detailed explanation of fuel cells and includes diagrams to help readers visualize the process.

The U.S. Department of Energy Alternative Fuels Data Center also has a wealth of information on fuel cell vehicles, including availability and emissions information.

A few pieces of information from the NAFTC about hydrogen and fuel cell vehicles includes a fuel cell animation which shows the process of a fuel cell producing electricity, the hydrogen episode of the Amped Up AED Vodcast, and the Petroleum Reduction Technologies: Hydrogen video .

The NAFTC also includes hydrogen and fuel cell information in the Petroleum Reduction Technologies: Hydrogen and Hydrogen Fleet Applications workshops. Contact Micheal Smyth at Micheal.Smyth@mail.wvu.edu or 304-293-7882 for information about these workshops or other NAFTC training.

Let's Clear the Air Year in Review

Deimos — Thu, 01 Dec 2016 14:50:49 +0000

Throughout the year, the “Let’s Clear the Air” column of the National Alternative Fuels Training Consortium (NAFTC) eNews provides articles and other materials about specific issues of a technical nature designed for automotive technicians, students, and others with a technical interest in the alternative fuel vehicle (AFV) industry. These articles delve deeply into AFV issues and processes.

Many of these articles are drawn from the NAFTC materials, members, and partners. The articles are meant to clarify complex procedures for those that may not be able to attend current training, or simply for those with inquiring minds. The articles can also be used to spark discussion or further exploration in automotive classes or training sessions.

For the first several months of this year, “Let’s Clear the Air” covered various AFV topics. In January, the column covered the cold weather performance of AFVs . The February column explained some of the information available in the new NAFTC Propane Autogas Vehicle Technician Training with an overview of propane autogas fueling systems. Next, the column showed a video of the importance of seeking qualified technicians to install conversion systems. The April column showed how a new automotive comparison app shows fuel economy of vehicles , and the May column showed a video about electric vehicle racing.

For the ensuing six months of 2016, “Let’s Clear the Air” hosted an in-depth discussion of alternative fuels production and source materials. The column covered biodiesel , natural gas , propane autogas , ethanol , hydrogen , and electricity , as a vehicle fuel. These articles are based on the Clean Cities Learning Program Petroleum Reduction Technologies curriculum. For more information, visit the Clean Cities Learning Program or contact the NAFTC.

If you are an alternative fuel or advanced technology vehicle expert interested in contributing to “Let’s Clear the Air” in 2017, please contact the NAFTC at 304-293-7882 or e-mail naftc@mail.wvu.edu.

Electricity as a Vehicle Fuel

Deimos — Sat, 05 Nov 2016 14:24:31 +0000

Electricity as a Vehicle Fuel

This article is the sixth in a series examining alternative fuel production and source materials. Previously we looked at biodiesel, natural gas, propane, ethanol, and hydrogen. This month’s article is the last in this series, and covers electricity as a vehicle fuel .

Electric drive refers to vehicles that use electricity to either power or improve the efficiency of a vehicle. According to the Alternative Fuels Data Center (AFDC), the electricity used to power the vehicle may be provided by the electricity grid and stored in the vehicle’s batteries. However, onboard generation of electricity is common in some electric drive vehicles.

The U.S. Department of Energy (DOE) groups electric drive vehicles into three categories: hybrid electric vehicles (HEVs), plug in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs), all-electric vehicles that use an energy storage device such as batteries to store electricity for use by the electric motor. BEVs are the only vehicles that use rechargeable batteries as the only source of energy for the vehicle. They do not require a fuel, such as gasoline or diesel. Instead, they need to be plugged into the electrical supply system for refueling.

Another category of vehicle sometimes referred to as an electric drive vehicle is the fuel cell electric vehicle (FCEV). The U.S. DOE groups fuel FCEVs into the hydrogen category. Consequently this series of articles covered FCEVs last month in the article on hydrogen as a vehicle fuel .

HEV Functions and Components

HEVs are the most common of electric drive vehicles. These vehicles have an internal combustion engine alongside one or more electric motors, and typically run on conventional or alternative fuels. This vehicle is aptly named because it is a hybrid between the two technologies. An HEV uses more than one power system, combining an ICE with an electric motor and one or more power sources, typically a battery pack.

Battery (auxiliary): In an electric drive vehicle, the auxiliary battery provides electricity to start the car before the traction battery is engaged and to power vehicle accessories.

DC/DC converter: This device converts higher-voltage DC power from the traction battery pack to the lower-voltage power needed to run vehicle accessories and recharge the auxilliary battery.

Electric generator: Generates electricity from the rotating wheels while braking, transferring that energy back to the traction battery pack. Some vehicles use motor generators that perform both the drive and regeneration functions.

Exhaust system: Channels the exhaust gases from the engine out through the tailpipe.

Fuel filler: A filler or “nozzle” is used to add fuel to the tank.

Fuel tank (gasoline): Stores gasoline on board the vehicle until it’s needed by the engine.

Internal combustion engine (spark-ignited): In this configuration, fuel is injected into the intake manifold or combustion chamber and combined with air, and the air/fuel mix is ignited by the spark from a spark plug.

Onboard charger: Takes the incoming AC electricity supplied via the charge port and converts it to DC power for charging the traction battery. It regulates battery characteristics such as voltage, current, temperature, and state of charge while charging the pack.

Power electronics controller: This unit manages the flow of electrical energy delivered by the traction battery, controlling the speed of the electric traction motor and the torque it produces.

Thermal system (cooling): This system maintains a proper operating temperature range of the engine, electric motor, power electronics, or other components.

Traction battery pack: Stores electricity for use by the electric traction motor.

Transmission: Transfers mechanical power from the engine and/or electric traction motor to drive the wheels.

These vehicles may be refueled at conventional fueling stations and may travel any distance, provided there are ample fueling stations along the way. HEVs do not have a plug-in battery instead they charge the onboard battery using regenerative braking and the ICE. Energy from the battery provides extra power during acceleration.

The electric motor that helps to drive the wheels is referred to as the motor/generator or traction motor. The motor/generator captures energy that is normally lost during braking by using the electric motor as a generator in storing the energy in the battery. The DOE highlights that HEVs combine the benefits of high fuel economy and low emissions with the power of conventional vehicles.

PHEV Functions and Components

PHEVs are similar to regular HEVs. PHEVs have extra battery capacity and the ability to recharge by plugging in their batteries. When running in EV mode, PHEVs have greater MPGe than HEVs. When out of battery range, PHEVs have similar miles per gallon equivalent and range as HEVs.

Charge port: The charge port allows the vehicle to connect to an external power supply in order to charge the traction battery pack.

Note: The remaining components are the same as within an HEV.

BEV Functions and Components

BEVs, or all-electric vehicles, are the most simplistic of electric drive vehicles by design. These vehicles typically consist of little more than batteries and motors in their drivetrains. BEVs receive almost double the MPGe of an HEV, or about three times the MPGe of a conventional vehicle. BEVs can be recharged through charging stations or by being plugged in for 30 minutes to 12 hours, depending on the charging equipment. These vehicles are the least expensive to run of all vehicles currently on the road. However they suffer from limited battery range, as they do not have an internal combustion engine or generator to recharge them or provide energy for motion. Most BEVs can travel a distance between 50 and 200 miles, depending on the vehicle, weight, and driving conditions.

Note: As BEVs are the most simple of electric drive vehicles, all of their components are included in the descriptions of HEVs and PHEVs.

The Nissan Leaf (left) and Toyota Prius Plug-in (right) are examples of battery electric vehicles and plug-in hybrid electric vehicles. Credit: NAFTC.

This article is based on the Clean Cities Learning Program Petroleum Reduction Technologies curriculum. For more information, visit the Clean Cities Learning Program or contact the NAFTC.

Vehicle component images and definitions were sourced from the U.S. DOE Alternative Fuels Data Center. To view complete information, visit the AFDC website.

NAFTC Conducts Petroleum Reduction Trainings in Birmingham, Alabama and Whittier, California December 2012

Deimos — Mon, 31 Dec 2012 19:45:11 +0000

NAFTC Conducts Petroleum Reduction Trainings in Birmingham, Alabama and Whittier, California December 2012

The National Alternative Fuels Training Consortium is the creator of a comprehensive curriculum focused on Petroleum Reduction Technologies (PRT). The curriculum is part of the Clean Cities Learning Program, funded by the U.S. Department of Energy Clean Cities Initiative. This fall, the NAFTC delivered this curriculum to locations across the country. In November, NAFTC Project Manager Cathy Mezera traveled to Birmingham, Alabama to conduct a PRT training session. The PRT sessions are primarily given over two days. The first day of the training, led by NAFTC’s Mezera, is specifically targeted at coordinators, who are then able to disseminate the provided information to broader audiences. Day one of the Alabama training was held in a hotel near Lawson State Community College, an NAFTC national training center member. The curriculum for the first day of the training includes sections on each of the major alternative fuels, biodiesel, ethanol, natural gas, propane, hydrogen, and electric drive, as well as sections on fuel economy, idle reduction, fleet applications, and an overview of the importance of petroleum reduction technologies. “The presented information gave the audience a very in-depth look at CNG and Propane being used as transportation fuels,” said Guy Gafford, Alternative Fuels Instructor at Lawson State Community College.

Clean City coordinators gather after day one of the Birmingham, Alabama PRT training. Pictured from left to right: Mark Bentley, Jeremy Talbot, David Keefe, Margaret Smith, Don Francis, Rebecca Otte, Guy Gafford, Bart Comiskey, Atha Comiskey, Kevin Herdler, Kristy Keel-Blackmon, and Cathy Mezera. Credit: NAFTC.

The second day of the Alabama PRT training was held at Lawson State Community College, and was co-hosted by Mark Bentley, Executive Director of the Alabama Clean Cities Coalition, and Guy Gafford, Alternative Fuels Instructor at Lawson State. Day two of the training was divided into two sessions: a morning session and an afternoon session. The morning session was designed specifically for fleet managers, stakeholders, and local and state municipal officials, and focused on natural gas and compressed natural gas (CNG). Morning speakers included Dr. Perry Ward, President of Lawson State Community College, Bentley and Mezera, Mayor Gene Melton of the City of Trussville, Jeremy Talbot from Phoenix Energy Corporation, and Guy Gafford. The afternoon session was designed for fleet managers, clean cities stakeholders, local and state officials, automotive students, and mechanics. The afternoon session focused on the importance of propane. Afternoon speakers included Tommy Hobbs of Lawson State Community College, Mark Bentley and Mezera, Buddy Gamel, President of Precision Sales and Service, and Guy Gafford. This December, a PRT training was held at NAFTC national training center, Rio Hondo Community College, in Whittier, California. The two-day training, held on December 11 and 12, was conducted by Mezera of the NAFTC, Curtis Martin of Antelope Valley Clean Cities, and John Frala of Rio Hondo Community College. California has long been acknowledged as a leader in the alternative fuel vehicle industry, and has embraced a range of alternative fuel vehicles, including hybrids, electric vehicles, and even hydrogen fuel cell vehicles. The first day of the training was devoted to coordinators interested in learning more about petroleum reduction technologies. Since the training was held in California, its format was less like a traditional classroom set-up, and was held in a forum format. Experts interested in different facets of the alternative fuel vehicle industry were able to share their particular, specialized knowledge, and learn about other areas of interest in the field. Rick Teebay, from the Los Angeles County Office of Sustainability, discussed different ways that the county is working on increasing its sustainability. One of the county’s strategies is to promote electric vehicles and electric vehicle infrastructure, which will help to decrease carbon dioxide emissions into the atmosphere. Rick Sikes, from the city of Santa Monica, addressed natural gas fleet applications. The next day of the training was developed for fleet managers, stakeholders, local and state municipal offices – and even college students. Although the college’s fall semester had ended four days earlier, several students did show up for the December 12 portion of the training, seeking an opportunity to network with industry experts. Two representatives from the California Fuel Cell Partnership, an organization that promotes the adoption of hydrogen fuel cell vehicles and infrastructure, also participated in the training. The training featured a fuel cell hybrid vehicle (FCHV) on display, as well as several vehicles from GM and Ford.

FEMA award to allow NAFTC’s Alternative Fuel Vehicle First Responder Safety Training to reach thousands of U.S. first responders December 2012

Deimos — Mon, 31 Dec 2012 19:27:19 +0000

**FEMA award to allow NAFTC’s Alternative Fuel Vehicle First Responder Safety Training to reach thousands of U.S. first responders** December 2012

The NAFTC was awarded a nearly $1 million grant to continue developing its academic products and training for first responders on the best ways to handle accidents involving alternative fuel and advanced technology vehicles. Credit: NAFTC.

The federal agency responsible for emergency responses and safety preparedness is looking to the National Alternative Fuels Training Consortium (NAFTC) to educate the nation’s first responders on the best ways to handle accidents involving alternative fuel and advanced technology vehicles. The NAFTC has been awarded a new grant for nearly $1 million to spearhead first responder training by the U.S. Department of Homeland Security’s Federal Emergency Management Agency. Al Ebron, NAFTC executive director, explained that the NAFTC has a goal of bringing critically needed alternative fuel vehicle first responder safety training to state fire academies across the country and providing the knowledge to safely and confidently respond to accidents involving those vehicles. “The next generation vehicles that use alternative fuels and advanced technologies are just as safe as conventional vehicles, but different,” Ebron said. “Therefore, it is critical that our first responders are properly trained to understand the differences, so they can safely respond, without any hesitation, to an accident involving these vehicles.”

He said the new FEMA grant will allow the NAFTC to bring the First Responder Safety Training for Alternative Fuel and Advanced Technology Vehicles it has developed to 12 state fire academies across the country. “The grant will also enable us to offer 8,500 scholarships to firefighters in remote locations so they can take the Advanced Electric Drive First Responder Safety Training online course,” Ebron added.

With the FEMA Grant, the NAFTC will reconfigure the Quick Reference Guide for First Responders for use on computers in emergency equipment vehicles. Credit: NAFTC.

The project also includes a reconfiguring of the NAFTC’s Quick Reference Guide (QRG) to allow access by computers on fire apparatus and emergency equipment vehicles. “The QRG is a tool for emergency personnel who need to access information about alternative fuel and advanced technology vehicles at an accident scene,” Ebron explained. “It is currently available as a free iPhone/Android app or as a hard copy.”

He said that in addition to the valuable training which the grant will enable NAFTC to provide, the scholarships it will make possible are critically important on local levels because of the traditional funding shortages local first responders face when tackling training needs. “This grant will allow us to help firefighters get this important training free of charge,” he said. The NAFTC first began its First Responder Safety Training program in 2005 and has been instrumental in the training of thousands of firefighters and other first responders since. The project will provide curricula, training, and professional development to State Fire Academy personnel, which will help meet their training needs as they provide professional development and training to the firefighters they serve. The training features a suite of modern technology products to educate first responders on electric drive (hybrid electric, plug-in hybrid electric, battery electric, and fuel cell electric), biofuels (biodiesel and ethanol), gaseous fuels (natural gas and propane), and hydrogen vehicles, including instructor manuals, presentations and other training materials, and participant manuals.

Let’s Clear the Air…Energy Content December 2012

Deimos — Mon, 31 Dec 2012 19:15:45 +0000

Let’s Clear the Air…Energy Content December 2012 By Derek Johnson Alternative fuels have been around for decades, but have been increasing in popularity as energy security, the economy, and consumer awareness continue to grow. The goal of this article is to clear the air on the topic of energy content. Most concerned citizens may not necessarily be concerned directly with fuels’ energy content. Instead, they may be concerned about vehicle driving range and operating costs, which are most often associated with the total at the pump. However, energy content is an essential component of automotive study. Energy content was recently discussed at the Clean Cities Learning Program’s Petroleum Reduction Technologies regional pilot training in Charleston, WV. Energy content is the amount of chemical energy contained in a certain amount of a fuel. Most often, the energy content is represented by energy per unit mass. Examples include Btu/lb, kJ/kg, and others. However, it is also important to understand that energy content may be represented on a volume basis such as Btu/gallon or kJ/gallon. Yes, units are often mixed. For anyone that may not know the exact definition of kJ or Btu, check out the following definitions: A kJ is a kilojoule or 1,000 joules. This is the energy required to raise the temperature of 239 grams of water by 1 °C. Btu is a British thermal unit. This is the energy required to raise the temperature of one pound of water by 1 °F. To convert a Btu to kJ, multiply by 1.055. To convert a kJ to Btu, multiply by 0.948. To convert from lbs to kg, multiply by 0.454. To convert kg to lbs, multiply by 2.2. This article will look at the energy content of six alternative fuels in comparison with conventional ‘gasoline’ and ‘diesel’. However, both gasoline and diesel have variations in energy content based on blends. Most gasoline sold in the U.S. may have up to 10% ethanol by volume. Pump diesel fuel may also contain a small concentration of biodiesel, usually a few percent. The values presented here are for ‘pure’ gasoline and biodiesel. Note: The energy contents presented here are based on the Lower Heating Value (LHV) for each fuel. The density of diesel is approximately 7.15 lbs/gallon. The density of gasoline was taken to be 6.3 lbs/gallon. The density of biodiesel was taken to be 7.34 lbs/gallon. The density of propane was taken to be 4.2 lbs/gallon in the liquid state at 60 °F. The density of natural gas was taken to be 1.07 lbs/gallon at 80 °F and ambient pressure. The density of hydrogen was taken to be 0.084 kg/cubic meter at 68 °F and ambient pressure. An average density for natural gas was taken to be 0.75 kg/cubic meter at 68 °F at ambient pressure. The density of E85 was taken to be 6.5 lbs/gallon.

Table 1: Energy Content of Fuels.

⁺Ethanol or E85 can be up to 85% ethanol with the remainder being conventional gasoline. However, when pure ethanol leaves a plant it is denatured typically with a few percent gasoline. This usually yields an upper concentration of 83% as opposed to the more obvious limit of 85%. The concentration can be as low as 51% and anywhere in between. The lower concentrations are used to improve cold weather properties.

* The energy content varies by what is used to produce electricity. However, electricity is energy and not necessarily a fuel. Most of us purchase energy based on the kW-hr or kilowatt-hour. This is sometimes also shown as kWh. This is the measure of using energy at a rate of 1kJ per second over the time period of one hour. This is equal to 3,600 kJ of energy. There are 3,414 Btu/kw-hr of electricity.

So from the Table 1 above we can create Figures 1 and 2. Figure 1 compares the energy content of the fuels by mass, while Figure 2 compares the energy content by volume.

Figure 1: Energy Content by Mass.

Figure 2: Energy Content by Volume.

As is seen from Figure 2, the energy content by gallon varies significantly between gaseous and liquid fuels. The propane in Figure 2 is a liquid; this is usually accomplished by low pressure tanks. The tank pressures are typically on the order of a few hundred pounds of force per square inch (psi). The pressures of diesel, gasoline, biodiesel, and ethanol are ambient pressures, as these fuels do not require onboard pressurization. The largest disparity is for natural gas and hydrogen, which are shown at near ambient temperatures and pressures. Natural gas is typically stored 3,600 psi in order to increase its volumetric energy density. This allows for a more comparable vehicle range compared to liquid fuels. Hydrogen is usually stored onboard at pressures of at least 5,000 psi to increase its volumetric energy density. The different fuels have various energy contents by mass and volume. These fuels are stored at various pressures and typically have varying prices. In order to better make a fair comparison between fuels, you may run across the term gasoline gallon equivalent (GGE). Table 2 lists each fuel and how many equivalent units of its fuel yields the energy content in 1 gallon of conventional gasoline.

Table 2: GGE for Various Fuels.

But for natural gas and hydrogen, how much volume will it take to hold 1 GGE? For hydrogen at 5,000 psi and near ambient temperatures, it will take a volume of about 9.3 gallons to have the same energy as a volume of 1 gallon of gasoline. For natural gas at 3,600 psi and near ambient temperatures, it will take a volume of about 3.5 gallons to have the same energy as a volume of 1 gallon of gasoline. GGEs of alternative fuels are handy for a few reasons. One, they can help to better compare the prices of the fuels based on energy content instead of units purchased. Two, they can help to explain why vehicles may travel different ranges when switching fuels. For the second reason, we will introduce the Miles Per Gallon Equivalent (MPGe) measurement. For the first reason, we can walk through an example on how to estimate the GGE cost of electricity to charge our new battery electric vehicle (BEV). If we were to purchase a gallon of gasoline, we would expect to pay an average price of $3.85 this week. If you look at your electric bill, you may find that you are currently paying an average price of $0.12 per kW-hr. To find out the price of a GGE of electricity, multiply 33.70 kW-hr/GGE by $0.12/kW-hr. This yields a GGE price of about $4.04. So in this case, electricity would cost about $0.19 more per GGE than gasoline. This may make many people shudder and say, why would we switch to a BEV? Well, remember, if we were ‘filling up’ our Nissan Leaf as an example, we would be getting a fuel economy of up to 106 MPGe in the city. That’s 3-4 times higher than most conventional vehicles. This example shows where the savings may occur. This understanding of energy can also help when understanding battery size and BEV range. Let’s stick with the Leaf as an example. Instead of having a gas tank with a volume like conventional vehicles, it has a battery with a capacity. The capacity of batteries is usually measured in kW-hr. The Leaf’s lithium ion battery is rated at 24 kW-hr. We know that a GGE of electricity is about 33.70 kW-hr. So if the math is correct, that means that a Nissan Leaf only has about the equivalent onboard energy as about 0.71 gallons of gasoline. It seems really low. But again, the fuel economy of this vehicle can be as high as 106 MPGe. Let’s multiply 106 by 0.71 and see what we get. Well, that number would be about 75.26 miles. If you look at Nissan’s website, they advertise a range of up to 73 miles. This number is slightly lower because of combined highway and city MPGe estimates. Now that we have touched on MPGe again in example one, let’s look at the second reason why everyone should understand GGE. This relates to the driving range of an alternative fueled vehicle. Let’s say you just purchased a new 2012 flexible fuel sport utility vehicle. When filling up on conventional gasoline, you were only getting about 22 miles per gallon, conventional MPG. However, you spot an E85 refueling station and decide to fill up your empty tank on ethanol. If the blend is around 83% ethanol, your driving range will decrease. If your FFV has a tank volume of 25 gallons you were previously able to drive about 550 miles. However, it takes 1.3 gallons of E85 to yield the same energy as 1 gallon of gasoline from the above GGE table. Since the energy content decreased but the fuel tank stayed the same size, you can estimate that you will only be able to drive around 420 miles or get about 17 MPG. So, why would a customer want to run E85 when there is a decrease in fuel economy and range? Well, remember that it has lower energy content by volume so the vehicle is not running any less efficiently or poorly. In fact, research may soon yield FFVs that are able to improve fuel economy when running on higher blends of ethanol. So if you decide to fill up on E85, don’t be alarmed if your ‘MPG’ drops. The MPGe should stay about the same. Remember from above⁺ that E85 can be a blend of anywhere from 51-83% ethanol, so real world values may vary if you do not know which blend you actually purchase. Hopefully, this article has shed some light on GGE and MPGe. Both of these terms are being seen more and more with the increasing numbers of available alternative fuel vehicles. It is better to have a basic understanding of these differences in order to understand how and why these various vehicles perform differently based on fuel type.