译了一篇关于燃料电池的文章，还请多多指教？ The fuel cell hasn’t won yet By claus-peter köth ,Manfred jerzembek and wolfgang dank The traditional combustion engine offers up to 30-percent potential for improvement in consumption and emissions and, as a result, will remain the first choice for another 20 to 30 years despite fuel-cell euphoria Bill ford, head of the world’s second largest car producer, surprised automobile experts last year at the London greenpeace conference by stating that as far as he was concerned the era of the combustion engine had come to an end .He said he was placing all his faith in the fuel cell and , under his management, Ford would become the world’s leading supplier of alternative fuel vehicles. By as early as the end of 2001, henry ford’s grandson is intending to launch a whole fleet of fuel-cell vehicles onto the market. Daimlerchryslers’ boss, j ü rgen schrempp, is also investing hard in the fuel cell; by 2004, some one billion euros will have been spent on development. Necar 5 is the name of the youngest offspring of the first “zerofuel consumtion car”(Schrempp)that he proudly presented last year in Berlin together with Gerhard Schröder Germany’s automobile Chancellor.”In the Necar 5,it has been possible for the first time to reduce the fuel cell’s design volume to the dimensions of a conventional means of propulsion. The German-America group has spoken of a technological quantum leap, clearing the way for series production use of the fuel cell. Premature Euphoria? But the fuel cell hasn’t won yet . reinhard Kolke of the Federal German Environment Agency in Berlin put the brakes on the euphoria: “Because of the high cost and effort involved in manufacturing hydrogen or methanol, the fuel cell will only offer an advantageous energy and environmental balance once it exceeds the gasoline engine’s efficiency by at least 30 percent .Apart from a few niche applications for socalled alternative drive concepts, we shall still be driving gasoline and diesel combustion engines in 20 to 30 years’ time.” The solutions to the problems associated with the onboard storage of hydrogen are just as unconvincing as the answers to questions about a practicable infrastructure. To quote Reinhard Kolke:“if they are to be universally employed, then hydrogen and methanol, the propellants used for fuel-cell vehicles, need to be produced from natural gas. Why not ten employ natural gas directly in the combustion engine?” The federal German Environment Agency views the intermediate fossil stage via methanol as not only costly but highly inefficient. According to the Agency’s calculations, methanol’s effectiveness along the entire energy chain is at best equal to tat of modern diesel engines. And even if, one day, 40 to 50 percent of electric current is produced from renewable energy, there will be no excess power for hydrogen production. Where, for instance, is solar energy to be obtained in the quantities required? In contrast, when employed on static tasks, the fuel cell is not exposed to many of the unfavorable circumstances experienced during mobile operation; for this reason ,introducing this technology via static applications appears to be both economically and ecologically the more efficient way to proceed. The fuel cell could produce both electric current and heat in, for instance, buses or commercial vehicles. Potential for the “One-Liter car” The further development of the combustion engine is also causing the fuel cell a great deal of trouble. Volkswagen boss, Ferdinand Piëch, talks of a “One-Liter Car.” He knows that the potential is far from exhausted. By the time the fuel cell arrives. in the foreseeable future, combustion engines will possibly have improved by 20 or 25 percent. Examples of new concepts which use less fuel and produce fewer emissions are the “Valvetronic” fully-variable mechanical valve gear, which BMW has announced for summer 2001 (see “BMW’s Valvetronic” on page 72 of this issue),and the SVC(Saab Variable Compression). “Saab Combustion Control”(SCC) is also one in the range of new approaches towards achieving considerable reductions on the emissions and consumption side. Whereas direct injection techniques for diesel power units will be characterized in the near future by further refinements to the system, the trend towards direct injection is gaining considerable impetus with the gasoline engine; although, with the gasoline engine, the hurdle which still has to be cleared is tailoring the exhaust-gas after-treatment to the DI principle. Fritz Indra, head of Drive Development at General Motors, prophecies that, as far as Development at General Motors, prophecies that, as far as consumption is concerned, the gap between diesel and engines will soon begin to narrow; “the diesel engine had widened its consumption advantage over the gasoline engine by 25 to 30 percent; but the gasoline engine is now catching up. And especially if you no longer express consumption in liters per 100 kilometers but as a CO 2 reading. This way, the diesel immediately loses ten percent of its advantage because a liter of diesel contains 10 to 15 percent more energy”. According to Indra, this way of looking at things is becoming increasingly important, because the emission regulations, too, are targeting CO2 emissions. An important consideration in assessing future drive technology design solutions is expressed by lanrry Burns, vice president at General Motors responsible for research and development: “The technology must remain affordable.” In his opinion, therefore, the combustion engine’s potential for improvement should continue to be exploited with the same degree of consistency, and this ought to result in a “further 30 percent” potential for reductions in consumption and emissions. At sometime or other, the time will come “Once the aimed-for halving of consumption has been achieved throughout the vehicle fleet, once renewable sources are being employed and excess energy is available,” then the Federal German Environment Agency will consider that hydrogen’s time has come. And so GM vice president Burns sticks with the fuel cell in spite of all its disadvantages: “The future belongs to hydrogen, and the fuel cell has already made great progress as regards effectiveness, range and its cold start behavior at below zero degrees Celsius.” However, the biggest problems are still the infrastructure and the storing of hydrogen on the vehicle since all the procedures tested hitherto, including so-called “Nano Tubes,” have so far not gotten us any further. According to Burns, General Motors has still not decided whether to use hydrogen in the combustion engine, as BMW proposes, or in the fuel cell, as DaimlerChrysler intends. The fascinating thing about the fuel cell is its simplicity; “nothing moves except protons and electrons.” In order to prevent to prevent too much regulation, GM regards it as very important to cooperate with governments. For one thing, this should not lead to obstacles being placed in the way of an efficient technology, as occurred in the USA with the diesel passenger car; and for another, the American OEMs have committed themselves to putting PNGV prototypes on the road by 2004. In less developed countries such as China, it would be possible to by-pass earlier technology stages by using the fuel cell. As Burns says: Our strategy is that these countries should get the latest technology and that they should use it.” The deduction which follows from this consideration of the combustion engine versus the fuel cell is this optimized versions of the principles behind gasoline and diesel engines, together with new injection techniques, throttle-free load control, direct injection and efficient exhaust-gas reduction strategies, will continue to prove themselves to be the mainstay of mobility. And whenever the realization sinks in that precious oil should preferably be reserved for use in transport rather than being burned away up domestic chimneys, for instance,(the static fuel cell could serve as a pioneer in this area),it can be assumed that energy use will consist of a mix. Gasoline and diesel engines as well as the fuel cell can co-exist perfectly well as a means of vehicle propulsion. Large-scale Trial in California The California Fuel Cell Partnership aims to test fuel-cell buses and passenger cars in a large-scale trial between the cities of San Francisco and Sacramento. The trial phase began in November 2000 with a modest nine vehicles. By the end, the vehicle fleet should consist of between 50 and 100 hydrogen-driven cars. The aim of the car producers and the fuel-cell manufacturers is to acquire valuable experience in the everyday use of this demanding technology. To run them, the fuel-cell vehicles used will need hydrogen which will have to be carried on board in large pressure tanks or in liquid form at minus 253 degrees Celsius. Vehicles such as DaimlerChrysler’s Neccar 5, which generate electricity on board from methanol and oxygen, will not be used in the initial large-scale trial-especially since methanol, as a poison, is not exactly welcomed with open arms by the Americans. For more information, go to: http://www.cafcp.org The Fuel Cell’s Market Potential Ferdinand Dudenh ö ffer, who holds the chair of Automobile Economics at Gelsinkirchen Technical University in Germany, has drawn up a scenario for the “Market Potential of Fuel-Cell Propulsion Systems.” The assumption underlying his scenario is that , due to the high cost and the complexity of the new drive technology, a market potential will only exist prior to 2020 in the environmentally-conscious regions, and conurbations of modern economies; in, for instance, parts of the USA, such as California, in Japan and the conurbation centers of Central and Northern Europe. Phases 1 and 2 (up to 2015) The first stage will see hydrogen being produced in the car using reformers. Methanol and gasoline reformers will be employed. This technique will, however, diminish some of the advantages of the fuel cell because reformers produce co2, thus offering only a partial solution to the climate problem. Moreover, it is not efficient enough. During this phase, the fuel cell will be competing strongly with the optimized combustion engines. Hardly any demand can be expected because of the high prices for fuel-cell propulsion systems, the lack of any infrastructure and insufficient experience of the every day use of this technology. In zero-emission vehicle zones (e.g.in US conurbation areas), the fuel cell will be competing with the ongoing development of hybrid vehicles. And even the pure hydrogen combustion engine (the BMW approach) will emerge as competitors during this period. Deduction: a rapid move across to alternative propulsion systems is not a realistic option. The hybrid, the hydrogen combustion and the fuel-cell concepts will lead to market fragmentation. And fragmented markets increase customer uncertainty-the potential buyer will wait to see which propulsion system catches on . Phase 3 (2015 up to 2020) Fuel-cell propulsion system, but now without the reformer technology. The problems of the hydrogen fuel tank have been solved. The real advantages of fuel cells, such as zero emissions and hydrogen production on solar farms, can be exploited. Bit by bit ,the new drive technology is adopted in parts of the USA, Europe and Japan. The higher purchase price for fuel-cell vehicles pays for itself where annual mileage is high, not least because of the significant rise in gasoline and diesel prices (additional CO 2 taxes). Phase 4 (2020 up to 2025) The scarcity of fossil fuels accelerates market penetration by the fuel cell. An optimistic scenario of the potential markets would then already visualize 50 percent of new vehicles sold being equipped with a fuel-cell propulsion system .But even then, more than 90 percent of the total number of vehicles would still be fitted with combustion engines. Opportunities and Risks the Fuel Cell Presents Automobile Suppliers Automobile suppliers should follow the development of the fuel cell very closely. This is the only way they can adapt rapidly to changes in their markets. And the ousting of the traditional combustion engine from the engine compartment calls for considerable technical changes to occur. Traditional drivetrain components which will need to be completely replaced or adapted for use with fuel-cell drive technology make up some 30 percent of a passenger car’s added value today. Assemblies such as the combustion engine, and conventional engine electronics and electrics will be replaced. The transmission, the exhaust system, the cooling system and the fuel tanks will be altered. ,Mainly because of the short production runs, the prices of the new components are currently several times more than the target costs. Traction instead of Combustion Engine The new fuel-cell technology will replace the following components: the combustion engine will be superseded by a traction engine and a power generation system. It consists of a gas-generation system and of a so-called fuel-cell stack. At present, many system employ a methanol reformer for hydrogen generation in the vehicle. Alternatively, the fuel cell can be operated directly using hydrogen. In this case, there would be no need for the reformer, but a more complicated and costly fuel tank system would be needed. A more complex system of sensors and control mechanisms for the gas generation system and the traction engine would take the place of the conventional engine electronics. Since a fuel-cell vehicle needs neither a generator to produce electricity nor a conventional starter, the traditional engine electrics are replaced by new, technically comparable electric component. Apart from the traction engine, these are additional electric motors for the ancillary units. As well as some elements being exchanged, a whole series of components and systems will need to be adapted to the new technology; the transmission, for instance, turning out to be much simpler. Instead of five gears and one revered gear, just one single-stage trans-mission and a parking mode are needed. There are changes, too, to the exhaust system. Since the fuel cell only produces pollutantfree exhaust gases, the catalytic converter and the oxygen sensor are superfluous. Due to the less intense thermal demands made on the exhaust system, new materials, plastics for example, come into contention. The exhaust-gas temperature only reaches roughly 65 to 75 degrees. Because of the greater cooling effort required, the cooling system needs to come out significantly large in comparison. Last but not least, the air-conditioning system needs to be adjusted because there are ample quantities of electrical energy available in vehicles employing fuel-cell technology which means that providing air-conditioning to these vehicles when static no longer presents a problem. Modified Components Among those companies which are already urgently engaged in development work for the fuel-cell car is Kobenschmidt Pieburg AG, D ü sseldorf(Germany). Research is going on into possible components for the fuel-cell system, such as air compressors, regulating and shut-off valves. The company’s experience so far indicates that electrical exhaust-gas recirculation (EGR)valves which have been used up to now in diesel engines could, in the fuel-cell drive, assume the task of metering the gas and vapor flows in the reformer. Modified forms of secondary air pumps and shut-off valves could ensure that process air is provided in low pressure-level system. The German piston manufacture, Mahle, based in Stuttgart, is also watching the development of the fuel cell very closely. “If the new technology were to be employed very rapidly across a broad spectrum of automobiles, many of our products would be at risk,” fears Dr.Uwe Mohr, head of the Research and Development Centre: “We are actively involved in the development of air supply components for fuel-cell system. This includes, among other things, working on air ducting, acoustics and filtration.” All in all, the decisive factor for suppliers is whether those car producers who are developing the fuel cell are aiming to manufacture their own parts or are intending to buy parts in. In the first case, any research and development are already actively involved in development are one step ahead. 燃料电池并没有立足 传统内燃机提供高达 30% 的潜能用于发动机燃油消耗与排放的改善，因此，尽管目前燃料电池灸手可热，在今后的 20 至 30 年间，内燃机将仍然保持在传统的内燃机阶段。 比尔福特，世界第二大汽车生产商的首脑，在去年伦敦“绿色和平”会仪上说明，就他而论，燃烧发动机的时代已经结束。这种说法使在座的汽车专家感到惊讶。他给予燃料电池以无比的信心，并且认为在他的管理下，福特公司将成为全球特殊燃料机车的主要供应者。早在 2001 年底之前，亨利福特的孙子，就打算将一整批燃料电池机车投放市场。 戴姆乐克莱斯勒的老板 J ürgen, Schrempp,在燃料电池的开发上也是大下力气。截止到2004年，用于该项目的开发花费近10亿欧元，Necar 5是首辆“0燃油消耗车”它是以Schrempp最小的子女的名字命名的，去年在柏林Schrempp引以为豪地同德国的汽车大臣Gerhard Schröder一道展示出该车。在Necar 5的设计上，可能是首次以减少燃料电池的体积用来保持传统方式的驱动空间的方法。德美合作组织声称这种极具科技含量的一跃为燃料电池的系列生产与使用扫清了道路。 过早的乐观吗？ 但燃料电池还没有立足。在柏林，德国环境厅的Reinhard Kokke 打破了人们对燃料电池的乐观态度“由于大量的财力物力都用于氢或甲醇的制造中，一旦零燃料机车超过汽油机至少30%效率时，燃料电池将只提供有利的能量和环境平衡。除了少数适当的地方申请所谓的替代其它动力概念外，在未来的20至30年间我们将仍旧使用汽油和柴油机车。 解决舱中储存氢的相关问题的方法正如实际基本节构问题的答案一样不令人信服。引用Reinhard kolke 的话：“如果们被普遍使用那么用于产生车辆推动力的氢和甲醇就由天然气制取，如此，何不直接在燃烧发动机上使用天然气呢？” 联邦的德国环境厅代理认为通过甲醇来过渡石油时代不仅造价昂贵而且效率也很低。依照该代理的计算，甲醇的效力沿着整个能量链，充其量等同于现代柴油机。而且即使有一天电能的40%至50%由可再生资源产生，将不会再有过多的能量以生产氢气，比如当需要大量获得太阳能的时候。 相反，当被应用于静态的工作时，燃料电池将不会暴露出在移动运行是所出现的一些不利情形；鉴于此种原因，通过静态应用来采用这种技术看来经济性与环保性两者都循着较有效的方式进行。燃料电池可以生产电能和热能，可应用于公共汽车或者商务车辆上。 “一公升汽车”的潜力 燃烧式发动机的进一步发展也引起燃料电池很多麻烦。德国大众汽车的老板 Ferdinand Pi ë ch, 认为“一公升汽车”的潜力深不可测。在燃料电池时代来临之前，在可预知的未来，将有 20% 至 25% 的发动机被改进。一种既省油，排放又低的新型概念车的例子就是宝马公司于 2001 年夏天所公布的“ Valvetronic ”应用了完全变数机械活瓣齿轮和交换虚电路系统。（萨博变数压缩） 萨博燃烧控制也是在排放和燃油消耗方面达到令人满意效果的一系列方法之一。然而用于柴油机动力机构的直喷技术将会被进一步改进，使其更具特色。向直喷汽油机发展的趋势亦大受鼓舞，籍于汽油机而言，必须清除的障碍就在如何使经处理后的尾气排放符合直喷原理的要求。 通用汽车动力研发的头目， Fritz.Indra, 预言，由于人们对油耗的关注，柴油机与汽油机之间的差距将越小：“柴油机较汽油机在消耗方面的优势已扩大到 25% 至 30% 但是目前汽油机也在不断改进，其油耗与柴油机日趋接近。如果不再以每百公里耗油量，而以 CO2 读数来表达能量的消耗，这样的话，柴油机将降低 10% 的优势，因为每一公升柴油多包含 10% 至 15% 的能量。依据 Indra 的说法，这种看待事物的方法也会变得越来越重要，因为排放法规也是以 CO2 排放为目标的。 通用汽车负责研究与发展的副会长 Lanrry Burns 表述了在预测未来驱动技术设计的解决方案中，一个需要重点考虑的问题。“这种技术必须能使我们担负得起”因此，在他看来，用于改善发动机的潜能应继续与发动机的连贯性以相同程度地共同开发，并且也就可能致使“多达 30% ”的潜能用于发动机消耗与排放上。 这个时刻的来临是迟早的事 “一旦在整个机群中实现对半油耗的目标，一旦可再生资源被应用并且能够获得大量的能源”那时德国联邦环境局将认为氢的时代已经来临。尽管燃料电池有着诸多的缺点，通用汽车的副总裁仍旧支持它：“未来是氢的时代，并且燃料电池技术有很大的进展，尤为突出的是它的高效率以及在零下温度范围时的冷起动性。 然而最大的问题仍是基本节构和车辆上的氢的储存，由于迄今所有的测试程序包括“内诺管“都没有使我们有进一步发现。 根据 Burns 所言，通用汽车并没有决定是否在内燃机上使用氢，宝马公司与戴姆乐克莱斯勒公司的打算是一致的，它们或许在燃料电池中使用氢。最令人倾倒的是燃料电池的简易性，“除了质子和电子外，没有其的东西在移动”通用公司非常重视与政府的合作，如此，一方面不会导致在有效技术发展过程中出现障碍，如美国的柴油客车；另一方面，美国的代工生产商已授权它们开发“新一代汽车合作计划”中的样机。 在一些欠发达的国家，例如中国，可能会通过使用燃料电池以较早地越过技术进程。正如 Burns 所说“我们的战略是这些国家应得到最新技术，而且他们应该使用它” 通过内燃机机与燃料电池的比较研究，可以得出以下推论：最优化的汽、柴油机原理，以及新的喷射技术，自由节流阀负荷控制，直喷以及高效的降低尾气排放的战略将会继续证明它们是可动性的主要支柱。无论何时都应该理解宝贵的油应该尽可能地储存以用于机车的运动，而不是沿着机内的烟囱烧尽。例如，（静态燃料电池可以作为该领域的先驱）也可以认为能量的使用可以是复合型的，汽油，柴油以及燃料电池，可以很好的共存使用，以作为机车运行的方法。 加利福尼亚的大量试验 加利福尼亚燃料电池合作组织的目的是对在旧金山和萨克拉门市之间的燃料电池公共汽车以及小客车进行测试。该实验开始于 2001 年 11 月，当时仅有 9 辆燃料电池机车，最后，整个车队由 50 至 100 辆氢驱动汽车组成。汽车生产商与燃料电池制造商的目的是在每天按规定使用的技术中获得宝贵的经验。 为了该测试，燃料电池机车所使用的氢必须以较大的压力将其液化，或者是将氢降至零下 253 摄氏度时将其液化，放在车舱内的容器内。 如戴姆乐克莱斯勒公司的那辆 Necar 5 车，由车上的甲醇和氧产生电，最初并没有大规模试验，原因是甲醇作为一种有毒物质，实在不受美国民众的真心欢迎。详情请到 http: www.cafcp.org 查询。 燃料电池的市场潜力 德国盖尔森基辛理工大学的拥有汽车与经济学双学科教授职务的 Ferdinand Dudenh ö ffer ，已经拟定“燃料电池驱动糸统市场潜力”的脚本。根据他脚本的设想：由于昂贵的费用和新的驱动技术的复杂性，这种驱动方式的市场潜力将仅存在于 2020 年前的一些有环境保护意识的经济发达的现代集合城市中，部分城市，如美国的加利福尼亚，和日本及北欧的集合大都市中。 第一阶段和第二阶段（截止到 2015 年） 第一阶段汽车使用技术的改进者将生产出氢。甲醇与汽油将用于产生氢。然而，这项技术将会降低燃料电池的一些优势，因为该过程产生 CO2 。因此，这只能提供一部分解决气候问题的方法，而且，它的效率也很低。在此阶段，燃料电池与令人满意的燃烧发动机的竞争将空前激烈。由于燃料电池驱动技术的昂贵价格，不足的基础设施，以及缺乏日常使用技术的经验。因此，它几乎没有被需求的期望。在零排放使用区（如美国的卫星城地区）燃料电池将与混合动力车型的开发竞争，甚至连纯氢燃烧式发动机也将在该时期出现。 推论：转换型的动力驱动系统不是切实的选择。燃氢发动机与燃料电池的概念车的混合使用将使整个市场肢离破碎，这将使汽车用户扑塑迷离，不得不静观其变，以待选择哪种驱动系统。 第三阶段（ 2015 至 2020 年） 但是燃料电池驱动系统目前并没有革新技术，储氢箱的问题已被解决。燃料电池的真正优势如，零排放，氢可在农村生产等。使这种新的技术也逐渐地在美国，欧洲和日本的部分地区使用。燃料电池昂贵的销售价格为它争得了较高的年终效益，这不仅是因为汽油与柴油价格的提高，征收 CO2 排放税也是其中原因之一。 第四阶段（ 2020 至 2025 年） 石油燃料的紧缺加快了燃料电池渗透于市场的步伐。令人乐观的是潜在的市场将有 50% 的新型车辆装有燃料电池驱动系统。但即使如此，仍有总数 90% 以上的车辆装有燃烧式发动机。 燃料电池给汽车生产商带来的机遇与风险 汽车生产商应该非常紧密地遵循燃料电池的发展，这是他们适应市场迅速变化的唯一途径。并且，由隔板内燃机将传统内燃机逐出市场的就需要大量的技术改动。 传统的传动系需要安全替换或者改进以适应燃料电池驱动技术的使用，也因此，使 30% 的客车价格上涨，发动机的部件以及传统发动机的生产运作厂家很少，因此，这些新部件的价格往往是正常价格的好几倍。 牵引机车代替燃烧式发动机 新的燃料电池将取代以下部分：燃烧式发动机将被一台牵引发动机和一个发电系统所取代。它由一个气体发电系统和一个所谓的燃料电池组所构成。目前，在某些机车的系统使用甲醇产生氢来运行。 或者，燃料电池可以直接使用氢来运行，这样的话，就没有必要改进，但需要的是更加复杂且昂贵的燃料储存系统，更加复杂的 传感器 系统以及气体发电系统中的机械控制系统，这样的话，牵引发动机才有可能替代传统的电控发动机。 由于燃料电池机车既不需要发电机发电，也不需要通常的起动机，传统的内燃机电路部分将由一个新型的、技术含量高且与之类似的电路部分所取代，除了牵引发动机外，还有一个附加的电力马达以用于辅助单元的运行。除了一些被替换的部分外，一系列的部件及系统需要被改进以适应新的技术，例如，变速机构显得非常简易。仅需要一个传动档和一个驻车档，这取代了通常的 5 个传动档和一个驻车档的模式。 在排放系统中也有所改变，由于燃料电池只排放无污染尾气，因此催化转换装置与氧传感器是多余的。由于排放热密度较低，因此一些新型材料，如塑料，都可以列入排入系统制造材料的考虑范围之中。排放温度只有 65 至 75 度。由于要求有较大的冷却能力，因此冷却系统较通常的要明显大许多。最终，空调系统要被调整，因为，空调的运作需要从燃料电池的使用中获取大量的电能，当静态不再呈现任何问题时，这种方法要将用于空调的电能转到机车的运行上。 修改的部分 在那些公司中，已经紧迫地着手燃料电池研发工作的有 Kobenschmidt Pieburg AG 公司和 D üsseldorf(德国)公司。继续研究关于燃料电池系统的相关部件，例如， 空气压缩机 ，调整阀门及关闭阀门。到目前为止公司的经验表明，目前柴油机中使用的废气再循环（EGR）阀也可以在燃料电池机车上使用，可以认为这种改进能够测量气体与蒸汽的流量，另外气泵及关闭阀的修改必须保证气体能够在低压级系统中供给。 总部设在斯图加特的德国活塞制造厂，也非常关注燃料电池的发展“如果该项技术在整个汽车领域内应用，那我们的大多数产品将处境危险” 研究开发中心的Uwe.Mohr 博士担忧地说：“我们正积砐地投身于开发燃料电池的空气提供系统。这包括许多其它的事情，研究空气管道输送，声学与过滤等。 总的来说，燃料电池开发商打算自己制造部件还是购买部件是燃料电池制造厂的关键因素。在前一方面，许多研究与工发都已经积极地走在了发展的前沿。 原文摘自： Automotive business Technology Outlook CNPC100译 [ ]查看更多2个回答 . 5人已关注
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