Experts in materials sciences, mechanical engineering, infrastructure, industry, public transportation and more discussed the potential for clean hydrogen energy in the Northwestern U.S. at the Pacific Northwest Hydrogen + Fuel Cell Symposium Tuesday.

Simply explained, a conventional internal combustion engine (ICE) works by igniting gasoline inside the engine, according to the Office of Energy Efficiency and Renewable Energy (OEERE). The internal explosion pushes down a piston that spins the transmission and ultimately turns the wheels. The process creates heat and ejects a lot of usable energy through the exhaust system.

ICE’s have an average maximum thermal efficiency of around 25-30 percent, according to Green Car Reports.

Dustin McLarty, assistant professor for the school of mechanical and materials engineering, researches hydrogen energy, fuel cells and renewable resource integration.

“The only difference between combustion and fuel cells is we get to choose where the electrons go,” McLarty said.

Some types of hydrogen fuel cells force electrons produced in a chemical reaction to take a longer path through the system, McLarty said. These fuel cells release the same amount of energy as combustion engines but capture more energy in the form of electricity.

With this kind of system, cars would waste less energy blowing out of the exhaust pipe.

Chemical reactions in hydrogen fuel cells can be much slower than the reaction that takes place inside a typical road vehicle’s ICE, McLarty said.

Different kinds of fuel cells have different perks but have not been able to surpass every characteristic of ICE’s.

Alkaline fuel cells are about 20-40 percent more efficient than ICE’s but small amounts of carbon dioxide can dramatically, negatively affect cell performance, according to the OEERE.

Solid oxide fuel cells (SOFC) are about 65 percent more efficient than ICE’s. They are also inexpensive, stable and flexible but operate at temperatures of up to 1,830 degrees Fahrenheit according to the OEERE.

SOFC’s can take hours or even days to start up and were not developed for automotive use, McLarty said.

“We are not turning a key and driving away in a car with a solid oxide fuel cell,” he said.

Hydrogen fuel cell-powered cars are available for purchase in California, McLarty said. Hydrogen fuel cell-powered Toyotas, Hyundais and Hondas have lower masses and higher ranges than conventional electric cars.

“I personally believe this is the future,” he said.

Jacob Leachman, assistant professor for the school of mechanical and materials engineering, organized the symposium, hosted by the Energy Systems Innovation Center, and noted the growing community of hydrogen fuel cell researchers at WSU.

“(McLarty) is one of the brightest leaders in hydrogen fuel cell research,” Leachman said.

Kriston Brooks, fuel cell technologies sub-sector manager at the Pacific Northwest National Laboratory (PNNL), works on creating compact hydrogen storage vessels.

Brooks seeks to increase the market for hydrogen fuel cell-powered refrigeration in semi-trucks.

Typically, a small diesel engine cools the trailer. Brooks advocated using a hydrogen fuel cell instead because when refrigerator trucks stop for the night, the engines need to keep running.

A hydrogen fuel cell would be more environmentally friendly, quiet and energy-efficient, Brooks said.

He said the idea is gaining interest from Wal-Mart, Sysco and other organizations.

Brooks also advocated public awareness of the safety of hydrogen.

“We are trying to change the perception of hydrogen safety,” Brooks said.

The Hydrogen Safety Program burns prop cars with hydrogen and allows trainees to put out the fire. This exercise shows people that hydrogen is not necessarily dangerous and allows them to have some experience with a hydrogen fire.

“We have to make sure people working with hydrogen know how to work with it safely,” Brooks said.

The Hydrogen Safety Program also spreads awareness online.

The market for hydrogen fuel cells requires the development of hydrogen infrastructure, like a center of distribution that connects stations around the country, Brooks said.

“We need to collaborate with universities, companies, states,” Brooks said. “When switching to hydrogen, people will just have to understand a paradigm shift.”