35 Exergy and Environmental Analysis of a Bio-Hydrogen Supply …
535
MH. In addition, it has been reported that a hydrogen storage system using MH does
not lead to significant exergy loss (Thattai et al. 2016). For these reasons, to prevent
the uncertainty in the MH exergy, the exergy loss of MH was not considered.
35.3.5 Mobility Using FC
In this study, a car, bicycle, and forklift were assumed to be the final
hydrogen demand application. The FC scale loading for each mobility was cited
or estimated (Car: 114.00, Bicycle: 0.2400, Forklift: 35.70 kW) (YAMAHA,
PAS AMI Toriatsukai Setsumeisho [PAS AMI user’s manual]: Yamaha Motor
Co., Ltd) (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). Note that the
FC scale loading on the forklift was calculated using the 0.6 rule because the data
of the FC scale is a 2.50 ton-maximum payload in reference No. 14 but the scale we
assumed in this study is a 3.00 ton-maximum payload (“Fuel cell forklift catalog”
2010). This FC scale data was nearly validated by the rated output of the diesel forklift (EUROLIFT 2019). Based on these data of FC scales, the amount of platinum
catalyst in each FC was calculated using the 0.6 rule which has been used in previous
studies (Car: 0.1286, Bicycle: 0.0032, Forklift: 0.0641 kg) (Sato et al. 2018) (Mizuho
Information & Research Institute Inc 2008).
35.3.6 Conventional Case
To compare the greenhouse gas (GHG) values of the hydrogen paths, the conventional cases (gasoline car, Li-ion assisted bicycle, and diesel forklift) were analyzed
using LCA in terms of GWP values. The data were obtained from Ecoinvent 3 and
previous research studies (Fuc et al. 2016) (Nanaki and Koroneos 2012). Because
we considered the platinum catalyst of the FC in our study, its use in conventional
cases was analyzed to match the system boundary.
535
MH. In addition, it has been reported that a hydrogen storage system using MH does
not lead to significant exergy loss (Thattai et al. 2016). For these reasons, to prevent
the uncertainty in the MH exergy, the exergy loss of MH was not considered.
35.3.5 Mobility Using FC
In this study, a car, bicycle, and forklift were assumed to be the final
hydrogen demand application. The FC scale loading for each mobility was cited
or estimated (Car: 114.00, Bicycle: 0.2400, Forklift: 35.70 kW) (YAMAHA,
PAS AMI Toriatsukai Setsumeisho [PAS AMI user’s manual]: Yamaha Motor
Co., Ltd) (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). Note that the
FC scale loading on the forklift was calculated using the 0.6 rule because the data
of the FC scale is a 2.50 ton-maximum payload in reference No. 14 but the scale we
assumed in this study is a 3.00 ton-maximum payload (“Fuel cell forklift catalog”
2010). This FC scale data was nearly validated by the rated output of the diesel forklift (EUROLIFT 2019). Based on these data of FC scales, the amount of platinum
catalyst in each FC was calculated using the 0.6 rule which has been used in previous
studies (Car: 0.1286, Bicycle: 0.0032, Forklift: 0.0641 kg) (Sato et al. 2018) (Mizuho
Information & Research Institute Inc 2008).
35.3.6 Conventional Case
To compare the greenhouse gas (GHG) values of the hydrogen paths, the conventional cases (gasoline car, Li-ion assisted bicycle, and diesel forklift) were analyzed
using LCA in terms of GWP values. The data were obtained from Ecoinvent 3 and
previous research studies (Fuc et al. 2016) (Nanaki and Koroneos 2012). Because
we considered the platinum catalyst of the FC in our study, its use in conventional
cases was analyzed to match the system boundary.