Brennstollzellen ja oder nein ???????????
Seite 1 von 1 Neuester Beitrag: 05.08.01 08:49 | ||||
| Eröffnet am: | 28.07.01 17:46 | von: ken1 | Anzahl Beiträge: | 14 |
| Neuester Beitrag: | 05.08.01 08:49 | von: manfred1 | Leser gesamt: | 1.907 |
| Forum: | Börse | Leser heute: | 3 | |
| Bewertet mit: |  | |||
hierzu freuen.
Hier hab ich ein schönen Artickel gefunden
Fit for Practical Use: DaimlerChrysler Presents Two Fuel Cell Cars
BERCEDES
Fuel cell for the Mercedes-Benz A-Class and Jeep®
Energy efficiency double that of the gasoline engine
Schrempp: Fuel cells use "zero gallons of gasoline"
New technology creates jobs
Personal transportation becomes environmentally friendly
Berlin / Stuttgart / Auburn Hills / November 7, 2000
On November 7, 2000, in Berlin, DaimlerChrysler documented the advances in the development of the fuel cell drive with not just one but two new vehicles in the presence of German Chancellor Gerhard Schröder. Both the Mercedes-Benz A-Class based fuel cell vehicle NECAR 5 (New Electric CAR) and the Jeep® (Commander 2) are virtually silent and environmentally friendly. Their fuel is methanol-a liquid that serves as a hydrogen storage medium. The company characterizes the present technical status of the fuel cell drive as "fit for practical use."
In the past six years, the fuel cell drive system has been shrunk to such an extent that it presently requires no more space than a conventional drive system. The fuel cell uses the energy in the fuel almost twice as efficiently as a gasoline engine. The hydrogen carrier methanol - a liquid that can be sold in a manner similar to gasoline through the existing filling station network - is the first fuel in the 115-year history of the automobile in Europe that isn't derived from a fossil source and can even be produced from renewable sources. Together with the oil industry, DaimlerChrysler is already developing scenarios for use of the alternative fuel.
DaimlerChrysler considers itself the leader in the development of this alternative drive system. "All over the world, the auto industry is working in high gear on the fuel cell," Schrempp adds.
"We intend to be the market leader in this field. Then we will have the technology, the secured patents and the jobs on our side. In this manner, we will optimize conditions for profitable growth." Fuel cell development by DaimlerChrysler has already created 1,000 jobs in Germany alone, according to Schrempp, even though not a single vehicle is on the market yet.
The company will invest about DM 2 billion (over EUR 1billion) to develop the new drive system from the first prototype to the point of mass production. In the past six years. DaimlerChrysler has already equipped and presented 16 passenger cars, vans and buses with fuel cell drives-more than the total of all its competitors worldwide. The first vehicle in 1994 was a van crammed chuck-full of technology. DaimlerChrysler subsidiary MTU in Friedrichshafen, Germany, is currently installing its third fuel cell power station at the Mercedes-Benz plant in Tuscaloosa, Alabama.
Professor Klaus-Dieter Vöhringer, member of the DaimlerChrysler Board of Management with responsibility for research and technology, predicts the fuel cell will be introduced into vehicles in several stages. "In 2002, DaimlerChrysler will deliver the first city buses with fuel cells, followed in 2004 by the first passenger cars," says Vöhringer. Up to that time, the vehicles from the first production phase will be using liquid or gaseous hydrogen as a fuel, according to Vöhringer. But in his view "these fuels are unlikely to see widespread use because of the high cost of the infrastructure. Nevertheless, we'll be operating test fleets in several regions of the world to gain experience with daily use of fuel cells. It's possible that such a test fleet could begin operating in Berlin."
Vöhringer does not expect high unit sales during the first three years after market introduction, because there will be a limited number of hydrogen filling stations and the technology must first prove its maturity in daily use. "The development time of 10 years for a revolutionary new drive system is an extremely short period considering the enormous challenges," says Vöhringer. "And, of course, the ordinary DaimlerChrysler customer won't want to buy a test vehicle but will instead demand a thoroughly perfected and proven product." Vöhringer anticipates the breakthrough will come with the mass introduction of the methanol-driven fuel cell car, which will allow the driver to "fill up" just like today and drive 500 or 600 kilometers on a single tank.
"Which energy will ultimately shape our mobility and therefore our life is now the key question," says Schrempp. "We must continue to make mobility more environmentally sound and lower emissions. The demand for energy continues to grow and at the same time the supply of fossil fuels is limited. We'll be able to use petroleum for many years yet, but perhaps not at today's prices. However, energy must not become a luxury product. With fuel cells suitable for both mobile and stationary use, DaimlerChrysler is developing the solution for the energy of the future. The fuel cell car NECAR 5 and the Jeep Commander 2 demonstrate the technical feasibility of fuel cell vehicles, especially for widespread personal transportation. And in terms of gasoline consumption, they use zero gallons! That will put an end to the debate about who gets the best gas mileage."
--------------------------------------------------
BMW
Since the 1970s, BMW has been looking at alternative methods of guaranteeing mobility in the future. The culmination of these decades of research is the new 750hL, the latest in a line of BMW hydrogen-powered vehicles. The heart of this production-ready car is a hybrid 12-cylinder combustion engine whose two independent electronically controlled fuel induction systems allow it to run on either petrol or hydrogen. For us there was no question of sacrificing the dynamic advantages of the internal combustion engine. Driving the BMW 750hL makes it clear why. In contrast to a fuel-cell-powered electric motor, the 5.4-litre hydrogen engine offers excellent acceleration and pulling power, while the specially insulated 140-litre tank for the liquid hydrogen ensures a range of 400 kilometres. Proving that being clean doesn't have to mean compromising on driving pleasure.
--------------------------------------------------
GM
Speech: 21st Century Vehicles
Lawrence D. Burns
General Motors Vice President, Research & Development and Planning
Traverse City, Mich.
Aug 10, 2000
Good morning.
It's a great pleasure to share the podium today with my colleague from ExxonMobil, Bill Innes. We will to talk about the progress that our two companies have been making on advanced vehicles and fuels for the 21st century.
Gasoline Reformer Announcement
General Motors and ExxonMobil have been partnering on gasoline reforming technology for fuel cell vehicles under an agreement signed in May 1998.
Our research collaboration has made excellent progress. This morning, we are very pleased to announce that we have developed a gasoline processor that exceeds 80 percent efficiency. We intend to integrate an advanced version of this new processor with a GM fuel cell stack in a 25-kilowatt output system. And we will test the system in a fuel cell vehicle within 18 months.
We expect this early-generation system to achieve nearly 40 percent peak efficiency. As a reference, this results in nearly twice the efficiency of today's vehicles over a typical drive cycle.
This is a significant milestone in demonstrating the feasibility of gasoline-based fuel cell vehicles. We've addressed an important technical challenge and accomplished what others thought wasn't possible.
This development also dramatically demonstrates the power of cooperative research. Our joint progress on gasoline processor technology means that clean, efficient fuel cell-electric vehicles could be in consumers' garages by the end of the decade ... because on-board gasoline reforming could be the bridge between today's conventional vehicles and tomorrow's hydrogen fuel-cell vehicles, which will emit just water and heat.
We fully expect that our collaboration will lead to further advances, including future-generation processors that are smaller, weigh less, use less catalyst material, and perform better than the current-generation design.
In fact, as you can see from these charts, that's been the progression for GM with the power electronics modules and electric drive units for our electric and hybrid vehicles ...
... and we expect to follow the same path with our fuel cell technology. As you can see here, we have realized tremendous performance improvements in terms of power density as we move from generation to generation with our fuel cell stack technology.
Advanced technology is not just about developing the first-, or second-, or third-generation system. It's about getting to the 11th-, or 12th-, or 13th-generation system as quickly as possible - because that's where we can get the payoff in terms of cost, size, and efficiency that will enable us to bring fuel cell vehicles to market that exceed customer expectations, at a price that they can afford.
(Bill Innes gives ExxonMobil perspective.)
Larry Burns:
Yesterday, Rick Wagoner told you about General Motors' strong commitment to innovative products and technology. Our work on advanced hybrid- and fuel cell-electric vehicles is a big part of that commitment.
In fact, we believe that advanced vehicle technologies will profoundly change the automobile ...
... and GM is focused on leading that change.
This year's conference title says it all: Fasten your seat belts ... because in 2000 our industry is moving at unbelievable speed.
From Mechanical to Electromechanical to Electronic
One of the big accelerators of change is the rapid advancement of automotive electronics and its convergence with advanced propulsion technology.
Electronics already are employed in vehicles for everything from smart sensing and controls to mobile information and entertainment systems. This has transformed the vehicle from a purely mechanical device into an electromechanical system.
Electronic control is key to improving powertrain performance. In fact, it is absolutely critical to realizing the fuel economy and emissions targets we need to achieve with internal-combustion engines ...
... and it's a major enabler for high-performance, high-efficiency advanced technology vehicles.
As we marry electronics with electric drive in our advanced vehicles, we are fast approaching the day when the automobile undergoes another metamorphosis and moves from being an electromechanical device to one that is largely electronic.
At GM, we are exploring a suite of technologies to bring this day closer. We are working on:
Advanced internal combustion engines that rely heavily on electronic controls to lower emissions and improve fuel economy.
Hybrid-electric vehicles like our Partnership for a New Generation of Vehicles demonstration car, the GM Precept, which pairs an advanced diesel engine with our Generation III electric drive.
And fuel cell-electric vehicles like our HydroGen1, a road-going five-seater based on the Opel Zafira, which is powered by electricity generated by a fuel cell stack that consumes pure hydrogen.
Advanced Technology Option Framework
In this visual, you can see our framework for focusing all of GM's advanced technology development work. As you will note, it includes infrastructure as well as propulsion, vehicle, and body structure technologies. Our strategy is to leverage all of these areas in order to create the technology options we will need for the future.
Over the last few years, using this framework and working with key external partners, we've made substantial progress toward achieving important environmental and energy goals in advanced propulsion, body, vehicles, and fuels.
The latest example of this progress was our announcement just last week that, beginning in 2004, GM will produce full-size Chevrolet Silverado and GMC Sierra pickups featuring a hybrid powertrain that delivers top performance at 15-percent better fuel economy.
Our advanced technology framework helps us address the challenges facing our industry as we begin to move toward a world of "sustainable mobility." To us, sustainable mobility means the automobile must be an environmental success story. This is one of our key corporate visions. And we believe that advanced propulsion vehicles - in particular fuel cell-electrics - will enable us to achieve our vision.
GM's Fuel Cell Program
Our fuel cell vehicles derive from the merger of three technologies:
Our electric propulsion experience with the EV1 program.
Our Precept PNGV vehicle, the world's most efficient vehicle platform.
And our global fuel cell development program.
GM has committed significant global resources to fuel cells. We have 300 of our best scientists and engineers working at our R&D center in Michigan, and two fuel cell-dedicated facilities at Rochester, New York and Mainz-Kastel, Germany. They are all part of what we call GM's Global Alternative Propulsion Center, or GAPC.
Our R&D facility concentrates on fundamental research. Our Rochester facility is focused primarily on gasoline processing and fuel cell stack research. And Mainz-Kastel is focused on direct hydrogen-fuel cell vehicles.
Our collaboration with ExxonMobil on fuel processors provides leading-edge capability for fuel processor development and a key avenue to address fuel infrastructure challenges.
We currently have about ten suppliers working with us on fuel cell development - because we believe that such partnerships are critical to the successful introduction of fuel cells.
In fact, advanced technology is bringing a whole new group of suppliers into the automotive industry - and is encouraging current suppliers to expand their core competencies.
As a result of all these cooperative programs, our efforts on fuel cells have begun to bear considerable fruit.
GM Progress on Fuel Cell Stack Technology
We believe that General Motors is the world leader in proton-exchange-membrane fuel cell stack technology.
In the last three years, we have achieved a five-fold increase in maximum power output and a four-fold increase in volumetric power density with our fuel cell stack. And we believe this strong trend in performance will continue.
In fact, the technology is moving so rapidly that we are developing a new-generation design every three months. Currently, we are working on our 12th-generation stack.
The fuel cell stack that we used in HydroGen1 achieves full power 18 times faster in freezing conditions than previous designs. As recently as last year, we demonstrated a stack that at minus-4 degrees Fahrenheit (-20(C) took over six minutes to achieve full power. The current-generation design achieves significant power levels quickly at even lower temperatures. At minus-4 degrees, for example, full power is achieved in just 20 seconds, and at minus-22 degrees (-30(C), power is currently achieved in just 60 seconds.
This is a significant technical breakthrough that brings fuel cell technology much closer to everyday use.
By our estimate, we believe that our fuel cell stacks are also 15 percent more efficient in terms of power generated per liter compared to the competition.
And the reliability has improved substantially. In fact, the HydroGen1 fuel cell van will pace the marathon event at the 2000 Summer Olympics in Sydney, Australia.
Our fuel cell stack technology has progressed to the point where it is now time to think about commercialization. We currently are considering options and will make a decision on how we should proceed within the next year.
Hydrogen Infrastructure Challenges
In addition to stack technology, there are some other very important challenges to bringing fuel cell vehicles to market.
One of the key issues is infrastructure.
While the electric current that powers our HydroGen1 vehicle is generated by a pure hydrogen-fueled stack, hydrogen will not come into widespread use as an automotive fuel until an adequate infrastructure is developed.
The infrastructure to make hydrogen readily available to drivers at a large number of outlets does not exist. Nevertheless, we believe that hydrogen will eventually become a mainstream fuel simply because it is an almost ideal fuel candidate: It is extremely plentiful. It is renewable. And, when used in a fuel cell, it produces no tailpipe emissions.
Beyond production and distribution, we need a viable technology for storage of hydrogen on board the vehicle.
There are some key requirements for on-board storage. The system must be able to be refueled simply and quickly. It must be safe. And it must provide a driving range that is comparable to a gasoline-fueled vehicle at a similar cost.
None of today's options meet these requirements. For instance, there are safety, weight, volume, and cost challenges associated with liquid-hydrogen and compressed-gas fuel tanks.
Breakthroughs in hydrogen storage would tremendously accelerate the possibilities for hydrogen vehicles. Our technical experts have developed a set of standards for on-board storage, which you can see here, and we are directing our technical effort to meet these specifications.
Solid-State Storage
Another potential - but longer-term - solution would be to transport hydrogen using solid-state storage methods.
At General Motors, we are looking at a number of materials that absorb hydrogen which might be used for on-board storage.
Two promising alternatives are:
Nano-carbon tube storage, a method in which the hydrogen atoms are attached to the surface of incredibly small tubular carbon fibers.
And metal-hydride storage, in which the hydrogen is stored in the interstices of pressed metallic alloy powder, as in a sponge.
We publicly shared an early version of the metal-hydride approach on our fuel cell Precept concept vehicle. This approach has many encouraging aspects, including straightforward construction and high-storage capacity.
Although these studies are still in the very early stages, solid-state storage is a tantalizing area of research because it is a potentially "game-changing" technology. Plus, it could be applied to both fuel cell propulsion systems and internal-combustion engines to enable zero-emission vehicles.
Why Gasoline Reforming Technology
But, until the very significant technical and infrastructure challenges associated with on-board hydrogen storage can be met, we see on-board reforming of gasoline as the most viable bridging technology for near-term commercialization of fuel cell-electric vehicles.
GM believes that gasoline is the only fuel for fuel cell vehicles that makes sense for consumers until we can overcome the commercial challenges of hydrogen. Other alternatives such as methanol are not nearly as practical or easy to implement. Methanol requires a unique infrastructure because of its water-absorbing characteristics. And it also poses a safety challenge because of its toxicity.
Importance of Fuel Quality
Our partnership with ExxonMobil highlights the importance of our two industries working together to devise optimal propulsion-fuel-infrastructure systems for clean, safe, and affordable advanced vehicles.
Clearly, cleaner fuels, particularly with very low sulfur levels, are extremely important. Fundamentally, fuel quality is essential if we are to introduce advanced technology vehicles and meet emissions requirements.
At General Motors, we believe that the auto and energy industries can work together - as we have in the past - on this important enabler, so that we can deliver the products that our customers are asking for, while improving the environment and lessening our energy dependence.
Toward a Hydrogen Future
Earlier I showed you GM's framework for advanced technology development.
I wanted to show it to you again here to emphasize an important point.
There are many pathways to the future,
and many uncertainties, but there is only one destination.
This chart shows the pathways:
We can continue to refine our current conventional technologies.
We can move to hybrid vehicles.
We can move toward fuel cell vehicles.
But these pathways all lead to one destination ...
...a hydrogen-based economy ...
GM Commitment to Advanced Vehicle Technology
This is truly a race. It's not just a race against the competition. It's a race to discover which is the right technical path to get to the end goal.
And the breakthrough on gasoline reforming that GM and ExxonMobil have announced today makes fuel cells a "stronger bet" as the best pathway to the hydrogen future.
At General Motors, we think that creating a vehicle that emits nothing but heat and water vapor is an inspiring goal.
We believe it is an achievable goal.
And we also think that it is absolutely essential that we reach the goal - sooner rather than later ...
Today, the earth's population tops six billion people. And there are over 700 million cars and trucks in use. This means that only 12 percent of us are realizing the tremendous benefits provided by automobiles.
No other transportation technology gives us the freedom to go wherever we want, whenever we want, with whomever we choose, carrying whatever we need. This connectivity is what fuels the nearly universal aspiration people have for automobility.
However, to satisfy this demand in the future, we must realize sustainable "auto" mobility.
With the world's population projected to reach seven billion people by 2015, the global car parc will grow to nearly 850 million vehicles over the next 15 years if the ownership rate remains at 12 percent. While this represents significant growth in the demand for our products, as an industry we need to be thinking bigger than this. Imagine if the ownership rate increased just three points to 15 percent - the car parc in 2015 would exceed one billion vehicles and we would need to build 20 million more cars and trucks per year between now and 2015 to support this demand!
Clearly, we will not be able to take advantage of this huge market opportunity unless automobility is truly sustainable.
Fuel cells powered by hydrogen offer the promise of sustainable mobility. And when this promise is realized, it will truly be a win/win for our world and our industry.
At General Motors, we are absolutely committed to being the industry leader in high-volume production of affordable advanced technology vehicles.
The rate of progress we're making ... our aggressive pursuit of innovative solutions ... and our partnerships to speed development ... will take us to the hydrogen future faster than anyone expects.
So fasten your seat belts. You're in for the ride of your life.
--------------------------------------------------
FORD
Fuel Cell Technology
Following the tradition of Henry Ford himself, a deep regard for the environment is nothing new for the Ford Motor Company. It is no wonder that over 50% of the research conducted at the Ford Research Laboratory focuses on the environment.
One of the ways in which Ford researchers are preparing for the future is by finding the proper solutions today.
In order to meet increasingly stringent vehicle-emissions standards (e.g. California's tough ZEV standards), Ford researchers have developed zero-emissions, hydrogen-powered fuel cell vehicles.
The Focus FCV is based on the Ford Focus, the world's best selling compact car. The P2000 uses the platform of a stretched aluminum Ford Contour. These vehicles promise to be the next generation of family vehicles that cares for the environment.
Check out TH!NK to learn more about the Focus FCV and P2000!
What's a Fuel Cell?
· A fuel cell is an energy conversion device that electrochemically converts chemical energy into electrical energy.
· Unlike batteries, which store chemical energy internally, fuel cells use chemical energy stored in external fuel tanks.
Why Fuel Cell Vehicles?
· Fuel cell vehicles have the capability to be true "zero-emission vehicles" (ZEV), where the only emission is water.
· Fuel cell vehicles are projected to have up to two times the fuel economy of a conventional gasoline-powered internal-combustion engine.
· Fuel cell vehicles do not have the limited vehicle range and the long recharging times often associated with battery-powered vehicles.
Facing Tomorrow's Challenges Today
In order for fuel cell technology to achieve the levels of performance, reliability, and cost of the current internal combustion engine, a significant level of R & D must be continued. However, for any new vehicle technology to be successful, it must have widespread customer acceptance. This is what Ford researchers are aiming to achieve.
--------------------------------------------------
OPEL
General Motors und Opel betrach-
ten die Brennstoffzelle als eine der
Schlüsseltechnologien des 21.
Jahrhunderts, vergleichbar mit der
Bedeutung des Mikrochips für das
20. Jahrhundert. Als Kraftstoff für
diese extrem effiziente und leis-
tungsfähige Antriebsform eignet
sich am besten Wasserstoff. Vor-
teil: Als einzige Abfallprodukte
entstehen Wasser und Wärme.
Anders als bei Verbrennungsmo-
toren fallen keine Schadstoffe wie
Kohlendioxid, Stickoxide oder
Schwefeldioxid an.
Auch hierzu gibts Video`s die sehr interessant
sind.
--------------------------------------------------
INTELLIGENT TECHNOLOGY
Mitsubishi's advanced technologies aim to preserve future resources and ensure safety today.
High-efficiency clean car that carries its own compact power generator
Mitsubishi Fuel Cell Vehicle - MFCV
In a process the reverse of electrolysis, fuel cells use hydrogen and oxygen to produce electrical power and water. You could even call it a clean and compact generating station. Using these fuel cells to generate drive power, fuel cell vehicles process energy much more efficiently than conventional automobiles while polluting less, making this the subject of great expectation as the clean energy technology of the future.
The latest in advanced catalyst and packaging technologies realises a compact design
Mitsubishi Motors and Mitsubishi Heavy Industries are currently working together to develop our own fuel cell system including the reformer, while also cooperating with Mitsubishi Electric on the electric motor and control system, as we proceed with development of the MFCV (Mitsubishi Fuel Cell Vehicle). In more specific terms, we have adopted a methanol reformative fuel cell system, using easy-to-handle methanol as fuel. The on-board reformer produces hydrogen, which is then fed to the fuel cells. One feature of this system is that it employs Mitsubishi's own advanced catalyst technology to create a compact reformer that functions at lower temperatures.
This ensures plenty of space to provide a roomy interior and ample storage. The MFCV is more energy-efficient than gasoline- or diesel-powered cars, and emits almost no harmful NOx, CO, or HC, making it the ideal car for environmental friendliness. In fact, the system also functions as a clean, silent electric generator that can be applied to a number of uses when the vehicle is stopped. MFCV has the potential to open up a variety of new possibilities for a new generation of cars, and Mitsubishi is actively developing the technology to bring it to market.
The system also uses a highly efficient fuel cell developed at Mitsubishi as well as our superior packaging technology to make the system small enough to fit under the cabin floor.
--------------------------------------------------
TOYOTA
Toyota to Join California Fuel Cell Partnership
-Opportunity Seen to Facilitate Industry-wide Discussion-
Toyota announced on October 16, 2000 that it will participate in the California Fuel Cell Partnership¹, a program aimed at promoting awareness of fuel cell vehicles by demonstrating the viability of both fuel cells and alternative fuel infrastructure technology.
Recognizing fuel cell vehicles as a promising means of environmentally friendly transportation, we have been promoting technological innovations in this field for many years. In September 1996, we unveiled a fuel cell vehicle equipped with a hydrogen-absorbing alloy for storage of pure hydrogen; we demonstrated the vehicle in a test run at the EVS-13 in Osaka that year and conducted test drives in it in 1997. Also in 1997, Toyota developed the world's first fuel cell vehicle with an on-board methanol reformer. In 1999, Toyota and General Motors reached an agreement to cooperate in research and development of vehicles with advanced environmental technology, with special focus on fuel cell, hybrid and electric vehicles.
To promote the widespread use of fuel cell vehicles, numerous issues must be resolved and major breakthroughs are still required in fuel cell technology itself. These issues include creating standards for fuel selection and safety, standardization and development of infrastructure. "To form a consensus on these issues, it has become very important to promote global and open discussion not only among automobile manufacturers under the spirit of 'competition and cooperation', but also among industries and administrative organs," said Toyota Managing Director Hiroyuki Watanabe.
Based on this thinking, Toyota, together with leading car and fuel companies, such as GM and Shell, has decided to join the Sustainable Mobility Project. This project is a working group of the World Business Council for Sustainable Development, a coalition of 140 international companies established in 1995 that focuses on proposals for sustainable development. Through its participation, Toyota aims to discuss future power sources for vehicles, fuel selection and other issues regarding mobility in the 21st century. Toyota has also joined the Policy Study Group for Fuel Cell Commercialization, organized by the Ministry of International Trade and Industry's Agency of Natural Resources and Energy.
Toyota seeks to encourage synergy among these national as well as global initiatives. By doing so, Toyota hopes to promote greener cars and a greener 21st century.
1 The California Fuel Cell Partnership was established in April 1999 as a demonstration program to promote the practical and economic potential for fuel cell vehicles, as well as to discuss the formation of a suitable infrastructure for supplying fuels appropriate for such vehicles. Key members include the U.S. Department of Energy, the U.S. Department of Transportation, the California Air Resources Board, automakers, petroleum and infrastructure-related companies and fuel cell maker Ballard.
--------------------------------------------------
Ken 1
Antwort auf Deine obige Frage: NEIN!!!
denke das es die Zukunft ist.Die gesamte
Autoindustrie forscht und endwickelt.In den
USA glaubt man auch daran in Laptop`s werden
sie schon eingesätzt.
Bitte um noch mehr Meinungen.
Ken1
Oder mache ich einen Denkfehler ;-)
Thema befasst.Ich habe auch schon Position
bezogen und bin in Plug Power eingestiegen.
KK-Kurs 14,20 also das gleich vorweg ich stelle
die Aktie jetzt mal vor weil ich der Meinung
bin da ist viel Luft nach oben.
Bitte dieses nicht als Puschen zu werten da
es auch Unsinn ist,der Kurs wird letztendlich
in USA gemacht und nicht durch ein Posting
hier von mir.
Ich bin ja noch recht neu hier bei Ariva
und will euch nur mal eine Aktie vorstellen
die ( in meinen Augen) viel Luft hat.Ober
besser gesagt aus meinen Augen einen Tip
geben oder euch drauf stossen.
Jetzt der Chart.
[img]http://chart.bigcharts.com/...42&mocktick=1&partner=0&rand=5230[/img]
[img]http://www.technical-investor.de/scr/...5BMACDA+Ric1+12+26+9%5D[/img]
[img]http://www.technical-investor.de/scr/...5BPSL+Ric1+25%5D%5B1%5D[/img]
Die letzten New`s setzte ich jetzt einfach drunter.
SHREVEPORT, La., Jul 31, 2001 (BUSINESS WIRE) -- Don Harrold of http://www.MaverickTrader.com stated, "Despite the sluggishness of the market of late, we believe the market is building a base and will ultimately resolve itself higher over the next 6-12 months following a series of rate cuts and lower energy prices."
MaverickTrader.com would like to see key names break out of consolidations patterns, stocks like: Worldcom (Nasdaq:WCOM), E.piphany (Nasdaq: EPNY) Plug Power (Nasdaq:PLUG), Cirrus Logic (Nasdaq:CRUS), and Xilinx (Nasdaq:XLNX).
Dewey Burchett added, "Trading action of the one step forward, one step back variety has not left much for the bulls nor bears to hang their hat on. At this point traders are looking for any significant catalyst to break the market out of this narrow trading range."
MaverickTrader.Com, located at http://www.MaverickTrader.com provides short-term trading ideas for the active investor/trader via e-mail. Research is based on both technical and fundamental analysis geared for position/swing trades, and day trading.
You missed MaverickTrader.Com`s latest picks. You NEED next week`s stock picks FREE! Get FREE stock picks today at: http://www.MaverickTrader.com
--------------------------------------------------
Latham, N.Y.-Based Fuel Cell Reduces Earnings Loss
Jul 27, 2001 (Times Union - Knight Ridder/Tribune Business News via COMTEX) -- Fuel cell maker Plug Power Inc. cut spending 22 percent during the second quarter as it lost $18.3 million, or $300,000 more than in the same period a year before.
The 41-cent-per-share loss was a penny better than the 42 cents the Latham-based company lost during the same period last year.
Roger Saillant, president and chief executive, said the cuts highlighted the company`s commitment to meeting goals it has set -- something that has been a stumbling block in the past.
"I`m very, very pleased to lead this company," Saillant said. "I feel now we have a team in place that can go the distance for profitability for us."
Plug officials expect to move into the black by 2006.
As the company reduces its cash spending, it also is trying to make its fuel cells less expensive. Widespread acceptance of Plug`s tiny power plants depends on how cheap they get. By year`s end, Saillant said, the company will have sliced a third off its production costs.
Still, at about $12,000 a kilowatt, the company figures it must shave another $11,500 off that before homeowners flock to stores to buy a fuel cell.
Fuel cells make electricity as part of a chemical reaction, with water vapor a byproduct.
Saillant said commercial users are likely to pay $1,000 to $5,000 a kilowatt for the units.
Plug`s initial units were rated at five kilowatts, enough to power a medium-size house. Plug expects to sell about 125 to 150 units this year. It sold its first 75 units for $7 million to the Long Island Power Authority earlier this summer; revenue from those sales will start showing up in the company`s balance sheets in its next quarterly report.
Plug recently raised $54 million by selling more stock, through both a secondary offering and to two of its largest investors, General Electric Co. and DTE Energy.
The money should help the company run into the second half of 2003, when it will have to raise more cash to stay alive.
Over the first half of 2001, Plug lost $37.3 million, about $2 million more than it lost during the same stretch of 2000.
Shares of Plug (Nasdaq: PLUG) closed at $11.80 Thursday, down 22 cents. Since the beginning of the year, its stock has fallen 20 percent.
By Kenneth Aaron
--------------------------------------------------
Plug Power Inc. Announces Exercise of Over-Allotment Option
LATHAM, N.Y., Jul 27, 2001 /PRNewswire via COMTEX/ -- Plug Power Inc. (Nasdaq: PLUG), today announced that the underwriters of its recently completed public offering of 4,000,000 common shares, have exercised their entire over-allotment option to purchase 600,000 additional common shares at $12.00 per share. The estimated net proceeds to Plug Power from the exercise of the over-allotment option are $6.8 million. The underwriting syndicate consists of JPMorgan, Merrill Lynch & Co., Salomon Smith Barney, FAC/Equities and McDonald Investments Inc.
Plug Power designs and develops on-site electric power generation systems utilizing proton exchange membrane fuel cells for stationary applications. The Latham, N.Y.-based company was founded in 1997, as a joint venture of DTE Energy Company and Mechanical Technology Incorporated. Plug Power Holland was founded in February 2000 as the first European operation base of Plug Power.
This press release may contain statements, which are not historical facts and are considered forward-looking within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements contain projections of Plug Power`s future results of operations, Plug Power`s product development expectations or of Plug Power`s financial position or state other forward-looking information. In some cases you can identify these statements by forward-looking words such as "anticipate," "believe," "could," "estimate," "expect," "intend," "may," "should," "will" and "would" or similar words. You should not rely on forward-looking statements because Plug Power`s actual results may differ materially from those indicated by these forward-looking statements as a result of a number of important factors. These factors include, but are not limited to, Plug Power`s ability to develop a commercially viable fuel cell system; the cost and timing of developing Plug Power`s fuel cell systems; market acceptance of Plug Power`s fuel cell systems; Plug Power`s reliance on Plug Power`s relationship with General Electric; Plug Power`s ability to successfully enter into amended distribution arrangements with General Electric and DTE Energy Technology reflecting the terms of the MOU; ability to manufacture fuel cell systems on a commercial basis; competitive factors, such as price competition, competition from other power technologies and competition from other fuel cell companies; the cost and availability of components and parts for Plug Power`s fuel cell systems; the ability to raise and provide the necessary capital to develop, manufacture and market Plug Power`s fuel cell systems; Plug Power`s ability to lower the cost of its fuel cell systems and demonstrate their reliability; the cost of complying with current and future governmental regulations; and other risks and uncertainties discussed under the heading "Risk Factors" in Plug Power`s final prospectus, dated July 19, 2001 for its recent public offering filed with the Securities Exchange Commission on July 29, 2001, Plug Power`s current report on Form 8-K filed with the Securities and Exchange Commission on June 14, 2001 and the reports Plug Power files from time to time with the Securities and Exchange Commission. Plug Power does not intend to and undertakes no duty to update the information contained in this press release.
--------------------------------------------------
Der letzte Quartalsbericht.
Plug Power Inc. Reports Second Quarter Results
LATHAM, N.Y., Jul 26, 2001 /PRNewswire via COMTEX/ -- Plug Power Inc. (Nasdaq: PLUG), today reported that product development and financial results for the second quarter ended June 30, 2001 exceeded the company`s anticipated results, as reflected in reduced cost of direct material, decreased net cash spending and reduced loss per share.
Contract revenue for the second quarter was $1.3 million as compared to $2.4 million for the second quarter of 2000. Year-to-date contract revenue was $2.3 million as compared to $5.4 million in 2000. The second quarter and year-to-date reduction in contract revenues reflect less emphasis on government research and development contracts as the company devotes most of its resources to product development and commercial sales. Product sales will begin to favorably affect revenues in the third quarter of 2001.
Research and development costs, when combined with cost of contract revenue, were $17.4 million during the quarter compared to $20.4 million in the same quarter of 2000. Year-to-date, combined research and development costs and costs of contract revenue were $36.2 million compared to $35.8 million in 2000.
Net cash spending for the second quarter ended June 30, 2001, decreased to $14.8 million from $16.9 million during the first quarter of 2001 and from $18.9 million during the second quarter last year. Net loss for the second quarter ended June 30, 2001, was $18.3 million, or $0.41 cents per share compared to $18.0 million, or $0.42 cents loss per share for the same period last year. The second quarter net loss of $0.41 cents per share and net cash spending of $14.8 million compares favorably to the forecast the company provided in April of this year of $0.42 cents per share and $16.3 million respectively. Net loss year-to-date was $37.3 million, or $0.85 cents per share, compared to $35.3 million or $0.82 cents loss per share, during the same period last year. See the attached financial highlights for the second quarter 2001.
Weighted average shares outstanding for the quarter ended June 30, 2001, increased to 44.2 million shares from 43.1 million in 2000. Outstanding number of shares after the company`s recently completed public offering and concurrent private placement of common stock is 49.4 million.
Plug Power`s financial position remains strong with $55.1 million of unrestricted cash and investments at June 30, 2001. Including the net proceeds of the recently completed public offering and private placement and excluding the underwriter`s over-allotment option, the company will have $109.1 million in unrestricted cash.
"I am pleased at the progress we made during the second quarter," said Roger Saillant, president and chief executive officer. "We have met or exceeded some very important commercial and product development milestones and we are progressing with the implementation of our business plan."
2nd Quarter Highlights
Product development and operational accomplishments during the quarter included the following:
-- Signed a $7 million agreement with Long Island Power Authority for the
purchase of 75 of the company`s first commercial fuel cell systems.
This was the first large-scale sale of fuel cells to an electric
utility in New York State.
-- Entered into non-binding memoranda of understanding (MOU) with GE Fuel
Cell Systems and DTE Energy Technology, which define new, expanded,
distribution agreements for the company`s proton exchange membrane
(PEM) fuel cell systems for stationary power applications.
-- Manufactured 33 fuel cell systems in the second quarter and 52
year-to-date. Over 25,000 hours of system run time were recorded for
the second quarter, over 43,000 year-to-date and over 211,000
company-to-date.
-- Reduced the cost of direct materials per unit by 27 percent from
January 1, 2001, well along the way to achieving the targeted 33
percent reduction by year-end.
-- Decreased net cash spending to $14.8 million compared to $18.9 million
from second quarter last year.
-- Received approval to produce units bearing the CSA International
certification seal for the United States. CSA provides services in the
field of standards development and product certification.
-- Demonstrated a running fuel cell system at the Renewable Energy Expo
in Washington, D.C. which was attended by President George W. Bush.
In addition to these second quarter accomplishments, the company completed a public offering of 3,975,000 shares of common stock at $12.00 per share, raising approximately $44.4 million. If the underwriters exercise their over-allotment option, in full, Plug Power estimates that its net proceeds will be approximately $51.3 million. In addition, another 416,666 shares were sold to both GE Power Systems Equities and DTE Energy, netting an additional $9.6 million. "We were extremely pleased to complete this offering despite adverse capital market conditions," said W. Mark Schmitz, vice president and chief financial officer. "We believe this was an important vote of confidence in Plug Power by the investment community and provides enough funds to execute our business plan well into the second half of 2003."
Plug Power has scheduled a conference call today, July 26, at 10:00 a.m. (EDT) to review its second quarter 2001 results. Interested parties are invited to participate. To listen to the conference call, please call (719) 457-2650. The live web cast can also be accessed by logging onto http://www.plugpower.com. A playback of the call will be available on the web site for a period following the call. Please send any questions related to the financial results to investorrelations@plugpower.com or call Steven Zenker, director of investor relations at 518-782-7700, extension 1248.
Plug Power designs and develops on-site electric power generation systems utilizing proton exchange membrane fuel cells for stationary applications. The Latham, N.Y.-based company was founded in 1997, as a joint venture of DTE Energy Company and Mechanical Technology Incorporated. Plug Power Holland was founded in February 2000 as the first European operation base of Plug Power.
This press release may contain statements, which are not historical facts and are considered forward-looking within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements contain projections of Plug Power`s future results of operations, Plug Power`s product development expectations or of Plug Power`s financial position or state other forward-looking information. In some cases you can identify these statements by forward-looking words such as "anticipate," "believe," "could," "estimate," "expect," "intend," "may," "should," "will" and "would" or similar words. You should not rely on forward-looking statements because Plug Power`s actual results may differ materially from those indicated by these forward-looking statements as a result of a number of important factors. These factors include, but are not limited to, Plug Power`s ability to develop a commercially viable fuel cell system; the cost and timing of developing Plug Power`s fuel cell systems; market acceptance of Plug Power`s fuel cell systems; Plug Power`s reliance on Plug Power`s relationship with General Electric; Plug Power`s ability to successfully enter into amended distribution arrangements with General Electric and DTE Energy Technology reflecting the terms of the MOU; ability to manufacture fuel cell systems on a commercial basis; competitive factors, such as price competition, competition from other power technologies and competition from other fuel cell companies; the cost and availability of components and parts for Plug Power`s fuel cell systems; the ability to raise and provide the necessary capital to develop, manufacture and market Plug Power`s fuel cell systems; Plug Power`s ability to lower the cost of its fuel cell systems and demonstrate their reliability; the cost of complying with current and future governmental regulations; and other risks and uncertainties discussed under the heading "Risk Factors" in Plug Power`s final prospectus, dated July 19, 2001 for its recent public offering filed with the Securities Exchange Commission on July 29, 2001, Plug Power`s current report on Form 8-K filed with the Securities and Exchange Commission on June 14, 2001 and the reports Plug Power files from time to time with the Securities and Exchange Commission. Plug Power does not intend to and undertakes no duty to update the information contained in this press release.
Plug Power Inc.
Condensed Consolidated Balance Sheets
(Unaudited)
December 31, June 30,
Assets 2000 2001
Current assets:
Cash and cash equivalents $58,511,563 $35,118,449
Restricted cash 290,000 290,000
Marketable securities 28,221,852 19,967,447
Accounts receivable 1,415,049 1,625,873
Inventory 2,168,006 3,690,358
Prepaid development costs 2,041,668 3,672,475
Other current assets 694,178 419,417
Total current assets 93,342,316 64,784,019
Restricted cash 5,310,274 5,310,274
Property, plant and
equipment, net 32,290,492 32,335,080
Intangible assets 6,827,066 5,148,602
Investment in affiliates 9,778,784 8,139,135
Prepaid development costs 2,513,093 --
Other assets 767,193 683,624
Total assets $150,829,218 $116,400,734
Liabilities and Stockholders` Equity
Current liabilities:
Accounts payable $3,479,031 $2,978,004
Accrued expenses and
other current liabilities 6,511,730 4,169,639
Total current
liabilities 9,990,761 7,147,643
Long-term debt and
other liabilities 6,707,813 6,587,933
Total liabilities 16,698,574 13,735,576
Stockholders` equity 134,130,644 102,665,158
Total liabilities
and stockholders`
equity $150,829,218 $116,400,734
Plug Power Inc.
Condensed Consolidated Statements of Operations
Three Months Six Months
Ended June 30, Ended June 30,
2000 2001 2000 2001
Contract revenue $2,417,764 $1,289,077 $5,350,557 $2,316,326
Cost of contract
revenue 3,491,553 2,198,345 7,390,300 4,169,143
Loss on contracts (1,073,789) (909,268) (2,039,743) (1,852,817)
In-process research
and development -- -- 4,984,000 --
Research and
development expense
Noncash stock-based
compensation -- 375,000 -- 375,000
Other research
and development 16,932,662 14,870,054 28,376,834 31,620,347
General and
administrative
expense
Noncash stock-based
compensation 31,700 311,000 63,400 311,000
Other general
and
administrative 1,664,870 1,627,616 3,189,600 3,517,153
Interest expense 59,145 76,278 154,615 154,203
Operating loss (19,762,166) (18,169,216)(38,808,192) (37,830,520)
Other income 2,184,312 843,171 4,492,478 2,135,965
Loss before
equity in
losses of
affiliate (17,577,854) (17,326,045)(34,315,714) (35,694,555)
Equity in
losses
of affiliate (455,304) (993,636) (963,304) (1,639,649)
Net loss $(18,033,158) $(18,319,681)$(35,279,018) $(37,334,204)
Loss per share
- basic
and diluted $(0.42) $(0.41) $(0.82) $(0.85)
Weighted average
number of
shares
outstanding 43,151,810 44,239,208 43,053,998 44,080,352
Auch Politisch tut sich was nicht uninteressant !
Donnerstag 2. August 2001, 07:50 Uhr
US-Repräsentantenhaus für Energie-Gesetzesvorlage
Washington (Reuters) - Das US-Repräsentantenhaus hat einen weitreichenden Entwurf für ein Energie-Gesetzespaket gebilligt, mit dem auch die umstrittene Öl- und Gasförderung in einem Naturschutzgebiet in Alaska genehmigt würde.
Außerdem stimmten die Abgeordneten am Donnerstag in Washington für Steuererleichterungen im Volumen von mehr als 33 Milliarden Dollar (mehr als 63 Milliarden Mark) für die Energie-Industrie sowie die finanzielle Förderung umweltfreundlicherer Energie- Technologie. Nach dem Willen der US-Regierung unter George W. Bush soll durch die Öl- und Gasförderung im ressourcenreichen Bundesstaat Alaska die Abhängigkeit der USA von Ölimporten aus dem Ausland verringert werden.
Die Zustimmung des Repräsentantenhauses ist allerdings erst der erste Schritt zu dem Energie-Gesetz: Die Gesetzesvorlage muss noch vom Senat als zweiter Kammer des US-Kongresses gebilligt werden. Ob die Vorschläge hier durchkommen, ist fraglich, da im US-Senat anders als im Repräsentantenhaus die oppositionellen Demokraten die Mehrheit haben. Der Senat will im September über eine eigene Energie-Gesetzesvorlage beraten. Darin soll unter anderem das Bohrverbot für das Naturschutzgebiet in Alaska aufrechterhalten werden.Der tägliche Erdölbedarf der USA beläuft sich auf knapp 20 Millionen Barrel, mehr als die Hälfte dieser Menge muss aus dem Ausland importiert werden. Nach Schätzungen der US-Regierung könnten in dem Naturschutzgebiet in Alaska rund 16 Milliarden Barrel (Barrel=159 Liter) Erdöl gefördert werden. Damit könnten die USA Regierungsangaben zufolge rund 70 Jahre lang auf Ölimporte aus dem Irak verzichten. Aus Protest gegen die amerikanisch-britische Sanktionspolitik gegen das Land hatte der Irak Anfang Juni seine Erdölausfuhr gestoppt.
Donnerstag 2. August 2001, 18:48 Uhr
US-Parlament für Ölbohrung in Alaska
Das US-Repräsentantenhaus hat das Bohren nach Erdöl und Erdgas in einem arktischen Naturschutzgebiet in Alaska genehmigt. Die Abstimmung bedeutet einen wichtigen Erfolg für die Energiepolitik von US-Präsident George W. Bush. Die Abgeordneten stimmten außerdem Steuererleichterungen für die Energieindustrie und die Förderung umweltfreundlicher Energie-Technologien zu. Das Fördervolumen beträgt insgesamt 33 Mrd. Dollar (64 Mrd. DM).
Die Forderung, besonders Sprit schluckende Sportwagen, Minivans und Kleinlastwagen sparsamer zu machen, lehnte das US-Parlament ab.
Die Gesetzesvorlage muss allerdings noch den Senat passieren. Ob die zweite Parlamentskammer der Vorlage zustimmen wird, ist nicht sicher, da hier die Demokraten die Mehrheit haben. Der Senat will im September eine eigene Vorlage zur Energiepolitik beraten. Darin soll unter anderem das Bohrverbot für das Naturschutzgebiet in Alaska aufrechterhalten werden.
Hintergrund der Entscheidungen ist der erklärte Wille der Regierung, von Ölimporten unabhängiger zu werden. Der tägliche Erdölbedarf der Vereinigten Staaten beträgt knapp 20 Mio. Barrel (ein Barrel sind 159 Liter), mehr als die Hälfte muss aus dem Ausland importiert werden. Nach Schätzungen der US-Regierung könnten in dem Naturschutzgebiet Arctic National Wildlife Refuge rund 16 Mrd. Barrel Erdöl gefördert werden.
Das Naturschutzgebiet liegt in einer Küstenebene und ist Lebensraum für Wandervögel, Karibus und andere Tiere.
(reuters)
Bush unter Druck
Allianz gegen Klima-Politik
Im amerikanischen Senat gibt es Anzeichen für eine parteiübergreifende Allianz gegen die Klima-Politik von Präsident George W. Bush. Der demokratische Senator Joseph Liebermann und der Republikaner John McCain kritisierten den Kurs des Präsidenten und setzten sich für Zwangsmaßnahmen zur Begrenzung des CO2-Ausstoßes ein.
Die von Bush favorisierte Freiwilligkeit werde nicht funktionieren, erklärten sie in Washington. Beide kündigten an, einen entsprechenden Gesetzentwurf einzubringen. Liebermann und McCain gehören zu den einflussreichsten Politikern im US-Senat. Das Weiße Haus reagierte nicht direkt auf den Vorstoß der Senatoren.
Sprecher Scott McClellan, betonte, die Bush-Regierung strebe einen globalen Lösungsantsatz an, der die Entwicklungsländer nicht von Verpflichtungen ausnehme und der amerikanischen Wirtschaft nicht schade. Der Vorsitzende der Umweltschutzorganisation Environmental Defense, Fred Krupp, bezeichnete Allianz Lieberman-McCain als erstaunliche Entwicklung, die zeige, dass es im Kongress eine stärker werdende Bewegung gebe, den verfehlten Klimapolitikansatz von Bush hinter sich zu lassen.
Bush hatte im Mai den Ausstieg der USA aus dem Klimaschutz-Protokoll von Kyoto erklärt.
Fakt ist das Plug Power in den Letzten beiden Tagen
unter hohen Umsätzten stieg.
Jetzt bitte ich um Meinungen und würde mich
über Diskussionen freuen.
Ken1
Baut man also Brennstoffzellen auf Wasserstoffbasis in Fahrzeuge, so haben diese nur ne begrenzte Reichweite oder sind unwahrscheinlich groß und verbaut. Da Wassrstoffatome super klein sind, verflüchtigen sie sich sehr schnell z.B. durch die Tankwände und es geht viel Energie verloren.
Das gleiche Problem taucht auch beim Transport durch Pipelines auf.
Brennstoffzellen auf Erdgasbasis lösen das Resourcen-Problem nicht und werden wahrscheinlich kaum gefördert.
Ein sinnvoller Einsatzort für Brennstzoffzellen auf Wasserstoffbasis ist nahe der Küste, wo Offshore-Parks direkt über Elekrolyse Wasserstofferzeugen. Dieser muß dann nur über kurze Wege geleitet werden.
Es sollen aber schon neue Kunststoffe für Leitungen und Speicherwände getestet werden.
Gruß Boxenbauer
Boxenbauer ich gebe dir Recht was die
Brennstoffzelle in Auto`s angeht,da wird
es noch 3 Jahre dauern. Aber grade aus dem Grund
ging ich in Plug Power deren Absatzgebiet eher
Häuser sind.
Anbei dieser Artikel.
Null-Emission in Kalifornien
In drei Jahren soll die Serienfertigung von Brennstoffzellen-Autos anlaufen. Diese Zusage hat Kalifornien, Motor der Luftreinhaltung in den USA, den Herstellern abgerungen. 19 Partner aus Industrie und Behörden testen jetzt rund um Sacramento ihre Vehikel auf Alltagstauglichkeit. Désirée Karge, US-Korrespondentin von bild der wissenschaft, fuhr mit (Quelle: Bild der Wissenschaft)
Ken1