35 Exergy and Environmental Analysis of a Bio-Hydrogen Supply …
531
v 1 , v 2 , · · · v m ≥ 0
(35.9)
u 1 , u 2 , · · · u n ≥ 0
(35.10)
where x i (i = 1, 2, · · · m) is the input value; y j (j = 1, 2, · · · n) is the output value;
v i (i = 1, 2, · · · m) and u j (j = 1, 2, · · · n) are the input and output weight values,
respectively; and k is the number of scenarios.
The maximum value of the objective function is 1.00 because of Eqs. (35.7)
and (35.8). Thus, the most effective scenario exists when the objective function is
1.00. Three input parameters and two output parameters were assumed. These were
substituted into i and j, respectively.
35.2.5 Hydrogen Demand of Each Type of Mobility
To evaluate environmental impacts using LCA, first the hydrogen demand for
each mobility were determined. The rated output or input data, heating value
of each fuel, and other engine and battery efficiencies were obtained (Ministry
of Land, Infrastructure, Transport and Tourism, “Fuel efficiency best 10 by
vehicle weight category,” Available: http://www.mlit.go.jp/common/001284635.
pdf; Fuc et al. 2016; YAMAHA 2005; Ikeya et al. 2015; Zheng et al. 2015;
Saw et al. 2016; TOYOTA, “The MIRAI Life Cycle Assessment for communication”Available: http://www.gronabilister.se/toyota-mirai-lca.pdf?cms_fileid=9b8
1589a2a7ae33e34936c3de80b4c51; “Fuel cell forklift catalog” 2010; Yamate et al.
2018). Using these data, the rated theorical output or input was calculated via the
engine efficiency and fuel heating value. Then, based on the rated output data, heating
value of hydrogen, and energy conversion efficiency of FC, the hydrogen input was
estimated. Using this procedure, the output of both the FC mobility and conventional
cases turned out equal. Figure 35.2 shows this procedure (red-colored values are
primary data).
In addition, the annual hydrogen demand was calculated (TOYOTA, “The MIRAI
Life Cycle Assessment for communication”Available: http://www.gronabilister.
se/toyota-mirai-lca.pdf?cms_fileid=9b81589a2a7ae33e34936c3de80b4c51), (Zyun
2010; Shizuoka Komatsu Forklift Co., Ltd 2019; Inagaki et al. 2011; Hosseinzadeh
et al. 2013; Kovaˇ c and Paranos 2019). Using these data and the hydrogen input and
annual hydrogen demand, the hydrogen input per functional unit for each type of
mobility was calculated. It was assumed that a forklift here operates with a 1.00
ton-payload. Table 35.2 shows the data to calculate the annual hydrogen demand.
531
v 1 , v 2 , · · · v m ≥ 0
(35.9)
u 1 , u 2 , · · · u n ≥ 0
(35.10)
where x i (i = 1, 2, · · · m) is the input value; y j (j = 1, 2, · · · n) is the output value;
v i (i = 1, 2, · · · m) and u j (j = 1, 2, · · · n) are the input and output weight values,
respectively; and k is the number of scenarios.
The maximum value of the objective function is 1.00 because of Eqs. (35.7)
and (35.8). Thus, the most effective scenario exists when the objective function is
1.00. Three input parameters and two output parameters were assumed. These were
substituted into i and j, respectively.
35.2.5 Hydrogen Demand of Each Type of Mobility
To evaluate environmental impacts using LCA, first the hydrogen demand for
each mobility were determined. The rated output or input data, heating value
of each fuel, and other engine and battery efficiencies were obtained (Ministry
of Land, Infrastructure, Transport and Tourism, “Fuel efficiency best 10 by
vehicle weight category,” Available: http://www.mlit.go.jp/common/001284635.
pdf; Fuc et al. 2016; YAMAHA 2005; Ikeya et al. 2015; Zheng et al. 2015;
Saw et al. 2016; TOYOTA, “The MIRAI Life Cycle Assessment for communication”Available: http://www.gronabilister.se/toyota-mirai-lca.pdf?cms_fileid=9b8
1589a2a7ae33e34936c3de80b4c51; “Fuel cell forklift catalog” 2010; Yamate et al.
2018). Using these data, the rated theorical output or input was calculated via the
engine efficiency and fuel heating value. Then, based on the rated output data, heating
value of hydrogen, and energy conversion efficiency of FC, the hydrogen input was
estimated. Using this procedure, the output of both the FC mobility and conventional
cases turned out equal. Figure 35.2 shows this procedure (red-colored values are
primary data).
In addition, the annual hydrogen demand was calculated (TOYOTA, “The MIRAI
Life Cycle Assessment for communication”Available: http://www.gronabilister.
se/toyota-mirai-lca.pdf?cms_fileid=9b81589a2a7ae33e34936c3de80b4c51), (Zyun
2010; Shizuoka Komatsu Forklift Co., Ltd 2019; Inagaki et al. 2011; Hosseinzadeh
et al. 2013; Kovaˇ c and Paranos 2019). Using these data and the hydrogen input and
annual hydrogen demand, the hydrogen input per functional unit for each type of
mobility was calculated. It was assumed that a forklift here operates with a 1.00
ton-payload. Table 35.2 shows the data to calculate the annual hydrogen demand.