Hydrogen – the next revolution?
Automotive engineer and all-round technical seer Andrew Marsh checks the Periodic Table to see if hydrogen might be the next great leap forward in vehicle technology
Published: 01 October, 2020
For as long as I can remember, the questions arising from presentations to our sector usually involve at least one about hydrogen. This can be seen as an abundant, readily available resource and a solution to long-term electric power generation akin to nuclear fusion, in that in both cases the by-product is harmless.
Pure hydrogen is an important component of many industrial chemical processes, so generation of more hydrogen to feed transportation will add pressure to existing industrial capacity. Hydrogen exists either in association with itself (H3 – which is unstable) or with other atoms (for example water, H2O – which is stable). It also exists inside many, many organic compounds, but effectively is not available in nature as a pure gas.
Pure hydrogen can be manufactured from coal, oxidation of methane or steam reforming of methane. Methane is a principle component of natural gas, so there is a plentiful supply of raw material. Most of the pure hydrogen available for use today is made by one of these industrial processes, which all require energy to effectively extract the hydrogen and then more energy to compress it to the point the gas liquifies.
Hydrogen can also be extracted by passing electricity through water, and there have been many aftermarket kits that do exactly this to generate a form of hydrogen peroxide which is then ducted into an internal combustion engine intake system to offset the hydrocarbon fuel burn rate. However, if we need to generate pure hydrogen on a scale to develop transport, this process needs to be upscaled.
The conclusion: Pure hydrogen prefers to be attached to other atoms to achieve stability, and if we need to extract it requires is an energy investment. Further, the most common source of pure hydrogen is from natural gas, where the by-products are carbon dioxide and carbon monoxide. Hardly right-on.
The application
Let’s skip eco-obstacles. What can we do with it?
There are essentially two routes to use hydrogen. Some manufacturers openly experimented with hydrogen as a fuel for internal combustion engines.
Mazda built several Wankel engines fuelled by hydrogen. In theory, apart from trace hydrocarbon pollution due to lubricants, the tail pipe emissions would be zero in terms of traditionally measured pollutants. The reason for Mazda doing this? The Wankel engine has two major drawbacks – sealing, and a long, thin combustion volume with a vast surface area to volume ratio. Yes, the Wankel engine is ‘emission disabled’.
Meanwhile, BMW built a few factory-owned 7 Series E65 based long wheel base limousines, complete with CFRP body structure inserts around the rear sill/subframe/C pillar area. The V12 engine was fed with hydrogen stored in a large tank located in the boot above the rear subframe (hence the CFRP structural magic parts) and had a small fuel tank located under one rear passenger seat. The vehicle was bristling with contradictions – a huge engine which could run further on the tiny petrol tank that it could from the huge insulated hydrogen fuel tank, which was designed to keep the liquified fuel at -273°C for as long as possible. Oh, and it needed a system to ensure the liquid hydrogen became gas as it entered the pointlessly vast engine.
These experiments confirmed what was already known before any of these prototype vehicles were built. Hydrogen does not have the energy density of petrol or diesel, and there are significant issues in storage of the fuel either at under pressure at normal temperature (i.e. serious pressure vessels) or super cooled at ambient (i.e. seriously bulky insulation).
The second route? Drum roll…the hydrogen fuel cell. This is a form of battery. It has taken many years to develop, and the once sky-high cost of the main component – the ‘stack’ – is gracefully gliding downwards. Essentially pure hydrogen atoms are introduced to oxygen atoms, where a membrane allows the atoms to join and the electricity generated in the process is extracted. This is electric power generation from pure hydrogen and air, using the oxygen in the air. Hydrogen has a greater affinity to oxygen than oxygen has for hydrogen, so only one component needs to be made unstable to create the vital atomic level re-assembly.
Do we need pure hydrogen to do this? Well Chrysler many years ago developed a fuel cell stack that would run on petrol or diesel, but of course the tail pipe emissions, while dramatically reduced, were higher than if we put pure hydrogen into the system. In addition, early membrane technology was highly intolerant of impurities, but much important work has taken place to make the fuel cell stack tougher.
Other considerations
Let’s not forget, if we consider hydrogen fuel cell stack electric power generation to be the future of transport, and bypass the significant issues in creating additional production capacity for pure hydrogen let alone the increase on electricity demand or environmental impact, there is a further important factor to consider. Fuel cell stacks like to generate power under steady state conditions. They do not like Vmax/ standing starts/traffic light GPs.
So, we have electricity generated at a steady rate, but we have demands which are variable and include dumping harvested energy back into the system (regenerative braking). Yes. There’s the clue. In a pure electric system, we have to add a pure electric vehicle in its entirety (low voltage system, high voltage system, power controller, DC-AC converters, on-board recharging, electric traction motor and the energy storage system).
That means we have two powertrains. An on-board electricity generator powered by hydrogen, and a pure electric powertrain. Oh, and while fuel cell stack prices have fallen below €10,000, that’s still way, way more than either plugging a vehicle into a larger, more efficient power generation system (and yes, that’s a story for another time) and even more than an internal combustion engine used as an emergency power generator.
Then there’s business interests. Manufacturers of bottled gas are naturally very supportive of the hydrogen power movement, as are many oil companies. True, initially only Total supported this, but most companies now recognise in the new lobbyist infested world of eco-warriors, selling hydrocarbon fuels needs some ‘eco’ messaging.
The upshot is oil companies (considering profits) and especially government (considering the ludicrous 80%+ tax revenue per litre) do not want to switch off the oil-based economy just yet, and as usual for the public sector, there is no strategy nor plan for any potential transition should the prevailing economic objections to hydrogen (or any other great idea) change. That immediately gets in the way of ‘what comes first’: Fuel supply system or vehicles which can use the ‘new fuel’. The prototype of this situation is rolling out now – electric vehicles have relatively poor access to public charging points, and recharging them in an urban environment can be hazardous for residents. In the UK there are handful of hydrogen refuelling stations, and for the most part the main source of the energy is from bottled gas. Not quite seamless.
While the refuelling station lines and nozzles for hydrogen are bulkier, heavier and bigger than the equivalent petrol, diesel or natural gas LPG systems, there have been zero accidents due to hydrogen leaks during refuelling. Yes, there are tiny numbers of vehicles and some users – such as those operating buses or trucks – could be considered to be even more considerate than the general public could be. There is another major benefit – recharging the energy source takes as long as we are used to, a matter of minutes rather than hours, being kind to the battery, or 30 minutes plus, if we want to sustain long-term damage to the battery.
The future
Is the future hydrogen? Nope. Not for personal transportation, and COVID-19 has just buried the plans for some manufacturers to introduce hydrogen fuel cell powered vehicles.
And yet, there is one need right now. Semi-trailers which are refrigerated are a cornerstone of food transportation as well as medication, and have the ability to be run from the tractor unit, from the national grid or a small, badly made diesel engine. For anyone who can remember being at a Channel Port or EuroStar waiting to board, the sound of these little diesel engines is very clear. It is not always possible to hook up a refrigerated trailer to a fixed electricity source, so a quiet system is required – the fuel cell! This is already underway.
There’s more though. In the unsolved hard-wired world of pure electric vehicles, the process of energy transfer is firmly in the 1800s. If we casually assume this problem will be solved at the same pace as the energy density improvement of batteries, and we venture away from the leafy suburbs of North London, much drama awaits. Further, if one lives ‘in the provinces’ running a pure electric vehicle is not straightforward due to availability of energy top-up points. Enter the hydrogen fuel cell. Suddenly apart from cost of the base electric vehicle, the cost of the additional fuel cell stack system, the energy/environmental impact of making the pure gas… we have a solution.
Rather than drinking the pure water that comes out of the tail pipe, perhaps we really should just drink the finest socialist Champagne. Still, who knows what the future holds?
- Absolute Alignment stocks up for Brexit
Absolute Alignment has recently doubled its storage space for stock, increased staffing levels, and is preparing for the Brexit deadline on 31 December by increasing the number of wheel aligners that will be readily available to customers in early 2021.
- Hello can we talk?
I have been known to say that “Communication is a wonderful thing." Usually the context of this statement is that there has not been good communication and it has resulted in one or both of us missing something or being agitated with one another for not communicating well to the other what was intended.
Probably sounds familiar to many of you, but in the business context it is vitally important that you can communicate with your customers in a way that conveys professionalism and instils both confidence and trust. This is ever-more difficult against a background of increasing vehicle technology and decreasing levels of technical understanding from your customers.
At its most fundamental level, effective communication is the exchange of thoughts, information, ideas, and messages between people. However, it’s not communication unless the transmission is understood. Communication can happen verbally, nonverbally, in writing, and through behaviour as well as by listening and using feedback.
No matter who or what audience you address, the art of communication can be a daunting task – as indeed, it is an art form. The good news is that there are seven steps to clear and effective communication for even the most challenging conversations with customers when trying to explain what is wrong with their vehicle.
Strategies
So how can you communicate effectively in this increasing technical environment? One of the best ways is to imagine that you are talking to your grandmother – she may be a little slow to understand, is very non-technical and is going a little deaf!
Keep it simple: Think about how you can make the complicated simple. Do not use highly technical terms or technical abbreviations and explain slowly and clearly. A good example would not be to say: "Sorry, but your EGR valve is blocked by carbon build up on the pintle needle so now it can’t control the correct NOx requirements." Instead, say: "There is a valve on your vehicle’s engine which is required to control exhaust emissions and it is not working correctly." If the customer wants to know more you could always add: "Because it is blocked by carbon build up from the exhaust system, as it recycles exhaust gasses to reduce the exhaust emissions."
Simples! – as they say.
Does it make sense? Always ask yourself; Does what I’m saying make sense to the person I am speaking to and subsequently does the feedback I’m receiving confirm that they have understood?. When both parties in the conversation are truly able to say they understand or that it is all clear effective communication has been achieved.
Failure to Communicate – it’s down to you: Remember, as the primary communicator you are 100% responsible for the other person’s understanding of the communication. In other words, if you don’t feel that you are being understood, you have not completed the job of communicating. Don’t try to change what you are trying to communicate, but how you are communicating it.
Stay on Message: Be clear about what ideas you are trying to express or the message you are trying to convey to the other person. What do you most want them to understand?
It takes two: Try to really understand where others are coming from. What are they trying to say? What messages are they trying to get across to you? Pay special attention not just to what they are saying, but to what isn’t being said as well as their body language. Finally, if in doubt – ask!
Sorry, what did you say? Do you really hear what others are saying? To really listen you should stop everything else that you are doing and really listen to what is being said to you. You should then summarise your understanding by being able to feed back to them exactly what you have understood them to have said. Good communication is a two-way thing.
Respect: Recognise that your message is not just about you or what you want. It’s about what’s in it for the listener. You must mutually understand what is being said and the corresponding implications. After all, they took the time and trouble to hear what you have to say, so it’s equally important to recognise and respect that we each have different perspectives based on our positions, motivations, and needs.
Good communication for technically difficult aspects is a combination of both ‘what you say and how you say it’. In summary, keep it simple, keep it short, be a good listener and be both respectful and empathetic. Above all, avoid being condescending.
In writing
When communicating in writing, ensure that you are concise, that you write clearly about the specific point and consider that if you were in the recipient’s position, would they understand what you have written, especially in all the points that they need to know from you. Your audience doesn't want to read six sentences when you could communicate your message in three. Read what you have written and delete any words that are not needed to clearly explain what you need to say. Less is more, as long as you include everything you need to say.
Effective written communication ensures that the audience has everything they need to be informed about, and if applicable, take action. If your message does include a 'call to action', does your audience clearly know what you need them to do?
Good example
As an example of good communication, I use a local independent workshop and Keith, the manager, is the epitome of how it should be done. It goes something like: "Hello Neil, your car is in today for a full service, so we will need it until around 2 o’clock. Can I have the key please? Is this mobile number the best to use so we can call you if I have any questions or to let you know when it is ready and finally is there anything else you would like us to know about that we may need to look at today?" Followed by my reply: "Great Keith, no, nothing else, so many thanks and see you later."
Quick, polite and concise. When I pick my car up, he uses similarly simple and clear language to explain what was done, advice on any other issues they noticed before explaining the invoice, asking if everything is clear or are there any questions before requesting payment. Importantly, Keith never tries to baffle his customers with technical terms and avoids being condescending – important points in the key areas of creating professionalism, confidence and trust in this increasingly technical environment. It is a bit like your grandmother saying that the simple things in life are often the best and this applies to good communication when talking technical.
xenconsultancy.com
- Virtual world no one predicted: IAAF conference 2020
The first-ever virtual IAAF conference took place last week, and took an in-depth look at the opportunities and threats for the aftermarket in a post-Coronavirus and post-Brexit world. The IAAF’s new Pride of the Aftermarket awards was also held as part of the event, with a number of notable sector names bagging gongs.
- Now is the time
COVID-19 has caused a whole slew of scenarios that no one saw coming a year ago. One that was pretty apparent early on in the pandemic though was that many people would be looking to make savings where possible, and the independent garage sector tends to do well when the cost of going to the dealer becomes unsustainable.
Once you have the customers, you need to continue to help them. Just because your labour rates are lower, in some instances the sheer cost of replacing parts will make repairs very expensive. In these instances, remanufactured components may be the answer.
Process
Echoing the previous article in this issue, we start with steering. “Quality is the key word when it comes to steering systems,” said Edin Elezovic, Product Manager for Steering at BORG Automotive, “as the latter ensures that the driver is in control of the vehicle. Customer-perceived quality is exactly what BORG Automotive, the owner of brands such as Elstock, DRI and Re-EX, invests substantial effort, time and resources in achieving. The goal is ultimate quality at least on a par with OE parts. Nothing less.”
Edin continued: “The process of remanufacturing is based on expertise in remanufacturing which stems from many decades in the market. It uses innovative engineering methods devised by the company itself to allow for the most effective process and quality assurance. All the components the organisation remanufactures pass through the same process. They are dismantled, cleaned, inspected and sorted, reconditioned or replaced and reassembled. Finally, each unit is individually tested and subject to a rigorous inspection before being painted and packed to meet customer expectations and requirements.”
Among the different product groups at BORG Automotive, the steering products - racks, pumps and electric columns - are all remanufactured at BORG’s plant in UK, where the steering know-how and expertise is located.
Edin observed: “Regardless of the vehicle segment, BORG remanufactures to the highest standards so the customers can install the products with peace of mind. Only OE cores are remanufactured and all critical components are fully replaced to ensure the highest quality. During the quality check, all cores and parts are visually examined and the tie rods are subject to strict OE standard internal compliance. After dismantling, the parts will undergo the multistage washing process to ensure the cleanliness of all internal and external parts. After assembly, the units are subject to our electronic end-of-line testing using real-world simulation to ensure their functional performance is at OE level.
“BORG Automotive’s steering products have experienced an incredibly high growth rate. Such progression is driven by racks, specifically the hydraulic power family, the volume of which has quintupled in the last five years thanks to BORG Automotive’s structured approach of process development and continuous focus on improving quality, which has now achieved its highest point historically.“
He continued: “We have achieved a level of quality that our customers are very much satisfied with. For instance, we can see that the number of claims we receive is almost four times less compared with two years ago. This level of quality is necessary to satisfy our OEM customers."
Mechatronics
To sustain growth in the long term by confronting the transitions taking place in mechatronics, BORG Automotive’s engineers in UK have focused on implementing processes and testing procedure that enable the remanufacturing of the latest generation of electric power steering racks, even those requiring fault-tolerant and time-deterministic protocols such as FlexRay.
“We believe that electronic steering racks will be the most common type of steering rack in the future,” said Edin “and we actually expect that more than half of the European car parc will be fitted with ESRs in the course of the next 10-15 years. We have therefore made massive investments in our ongoing work with mechatronics, which means that we are prepared with new technologies to expand our product portfolio.”
BORG Automotive is continuously developing its remanufacturing processes and is adding many new products to the existing ranges. It is investing a great deal in exploring new car models in the market and is researching how to remanufacture these parts, which is the key to sustained market coverage. As an example of this, BORG recently released racks for the latest BMW and Ford applications.
“In our newly built mechatronics facility, we created an ESD protected area (EPA). This gives us the opportunity to effectively control and avoid issues caused by electrostatic discharge (ESD), as this can have a damaging effect on components and products containing electronic circuitry. For the new facility we have developed our own electronic testing equipment in order to ensure high-quality products.”
Edin went onto say: “We have expanded our mechatronics team as we are fully aware of the future of mechatronics within the field of steering racks. We have an in-house facility built for this purpose with an ESD-protected production area.”
He added: “Thanks to all this, steering products from BORG Automotive offer quality on a par with OE parts. But it is not just the quality that is extremely important to BORG Automotive; it also wishes to provide the best possible customer experience when it comes to remanufactured automotive parts, which is why the company continues to strive to offer a plug-and-play solution so that the mechanic enjoys an uncomplicated installation experience.”
Additions
Remanufactured component providers are adding more product all the time, across the car. With this in mind, Ivor Searle recently added manual transmissions for the Ford Fiesta, Focus and C-Max to its all-makes range of gearboxes for cars and LCVs. The newly-added applications include units for 1.0 litre petrol EcoBoost derivitives of the Fiesta and Focus, as well as 1.6 litre diesel DuraTorq powered versions of the Focus and
C-Max.
Commenting on the company’s reman programme, David Eszenyi, Commercial Director at Ivor Searle said: “Ivor Searle‘s remanufactured gearbox programme covers around 90% of the UK’s vehicle parc and cost up to 40% less than OE. For peace of mind, all Ivor Searle gearboxes are covered by a 12-month unlimited mileage parts and labour warranty.”
David concluded: ”In addition, Ivor Searle holds comprehensive stocks to ensure first class customer service and minimum vehicle downtime and provides free next day UK mainland delivery for stock items ordered before 3.30pm.”
- IAAF Conference 2020
At the end of the year no one predicted, the IAAF Conference 2020 provided a window on the world that could come next
