hydrogen vehicles are vehicles that use hydrogen as an onboard fuel for motive power. Hydrogen vehicles include hydrogen-fueled space rockets, as well as cars and other transport vehicles. The power plant of the vehicle converts the chemical energy of hydrogen into mechanical energy either by burning hydrogen in an internal combustion engine, or by reacting hydrogen with oxygen in a fuel cell to run an electric motor. The widespread use of hydrogen to drive transport is a key element of the proposed hydrogen economy.
In 2016, there are 3 hydrogen cars available to the public in selected markets: Toyota Mirai, Hyundai ix35 FCEV, and Honda Clarity. Several other companies are working to develop hydrogen cars. In 2014, 95% of hydrogen is made from natural gas. These can be produced using renewable sources, but it is an expensive process. Integrated wind-to-hydrogen (power-to-gas) plants, using water electrolysis, exploring technology to deliver fairly low cost, and large enough quantities, to compete with the production of hydrogen using natural gas. The disadvantages of using hydrogen are the high carbon emission intensity when it comes from natural gas, capital cost, low energy content per unit volume, hydrogen production and compression, and large investments in infrastructure that will be required for vehicle fuel.
Video Hydrogen vehicle
Vehicles
Cars, buses, forklifts, trains, PHB bikes, canal boats, cargo bikes, golf carts, motorcycles, wheelchairs, boats, airplanes, submarines and rockets can already run on hydrogen, in various forms. NASA uses hydrogen to launch Space Transports into space. Toy model cars that work using solar power, use regenerative fuel cells to store energy in the form of hydrogen and oxygen gas. This can then convert the fuel back into water to release the sun's energy. Since the advent of hydraulic fracturing the main concern for hydrogen fuel cell vehicles is consumer confusion and public policy regarding the adoption of hydrogen-powered natural gas vehicles with heavy hidden emissions to the detriment of environmentally friendly transport.
The record speed of ground for hydrogen-powered vehicles was 286,476 miles per hour (461,038 km/h) set by Buckeye Bullet 2 of Ohio State University, which reached a "fly-mile" speed of 280,007 miles per hour (450,628 km/h) at Bonneville Salt Flats on the moon August 2008. A record of 207,297 miles per hour (333,612 km/h) was defined by the 1994 Fusion Hydrogen Fuel Cell Race Car prototype at the Bonneville Salt Flats, in August 2007, using a large compression oxygen tank to increase power.
Automobiles
In 2016, there are 3 hydrogen cars available to the public in selected markets: Toyota Mirai, Hyundai ix35 FCEV, and Honda Clarity.
Toyota launched its first production fuel cell (FCV), Mirai, in Japan by the end of 2014 and began sales in California, especially the Los Angeles area, by 2015. The car has a range of 312 mi (502 km) and takes about five minutes to refilling his hydrogen tank. The initial selling price in Japan is about 7 million yen ($ 69,000). Former European Parliament President Pat Cox estimates that Toyota will initially lose about $ 100,000 for every Mirai sale. Many car companies have introduced a limited number of demonstration models (see List of fuel cell vehicles and List of hydrogen internal combustion vehicle vehicles). One of the weaknesses of hydrogen compared to other car fuels is its low density.
In 2013 BMW hired hydrogen technology from Toyota, and a group formed by Ford Motor Company, Daimler AG, and Nissan announced a collaborative development of hydrogen technology. By 2017, however, Daimler has abandoned the development of hydrogen vehicles, and most of the car companies that developed hydrogen cars have shifted their focus to battery electric vehicles.
Tram
In March 2015, China South Rail Corporation (CSR) demonstrated the world's first hydrogen-powered fuel cell tramcar at an assembly facility in Qingdao. CSR Chief engineer of CSR subsidiary Sifang Co Ltd, Liang Jianying, said the company is learning how to reduce the cost of running the tram. Tracks for new vehicles have been built in seven Chinese cities. China plans to spend 200 billion yuan ($ 32 billion) by 2020 to increase tram lines by more than 1,200 miles.
Bicycle
In 2007, the Shanghai Hydrogen Pearl Resources, China, launched a hydrogen bike at the 9th China International Exhibition on Gas Technology, Appliances and Applications.
Motorcycles and scooters
ENV develops electric motorcycles powered by hydrogen fuel cells, including Crosscage and Biplane. Other manufacturers like Vectrix are working on a hydrogen scooter. Finally, the hydrogen-fuel-cell-electric-hybrid scooter is being made like a Suzuki Burgman fuel cell scooter. and FHybrid. Burgman received the approval of "all types of vehicles" in the European Union. Taiwanese company APFCT conducts live road test with 80 fuel cell scooters for Taiwan Energy Bureau.
Thighs and tractors
Autostudi S.r.l's H-Due is a hydrogen-powered quad, capable of transporting 1-3 passengers. A concept for a hydrogen-powered tractor has been proposed.
Airplane
Companies like Boeing, Lange Aviation, and the German Aerospace Center are pursuing hydrogen as a fuel for unmanned and unmanned aircraft. In February 2008, Boeing tested manned flights of small planes powered by hydrogen fuel cells. Unmanned hydrogen aircraft has also been tested. For a large passenger aircraft, The Times reported that "Boeing said that hydrogen fuel cells are unlikely to power large passenger jet engines but can be used as backup or additional power units in the aircraft."
In July 2010, Boeing launched a Phantom Eye UAV powered by hydrogen, powered by two Ford internal combustion engines that have been converted to run on hydrogen.
In the UK, Reaction Engine A2 has been proposed to use liquid thermodynamic properties of liquid hydrogen to achieve high speed, long distance (antipodal) flight by burning it on a precooled jet engine.
Fork truck
A HICE forklift or HICE lift truck is a combustion-powered industrial forklift truck in hydrogen fuel used to lift and transport materials. The first production of HICE forklift trucks based on Linde X39 Diesel was presented at an exposition in Hannover on May 27, 2008. Using a 2.0 liter internal combustion engine, 43 kW (58 s) converted to use hydrogen as fuel with the use of compressors and direct injection.
Fuel cell forklifts (also called fuel cell trucks) are industrial forklift trucks that use fuel cells. In 2013 there are more than 4,000 fuel cell forklifts used in material handling in the US. The global market is estimated to reach 1 million fuel cell powered forklifts per year for 2014-2016. Fleet is being operated by companies around the world. Pike Research stated in 2011 that fuel cell powered forklifts will be the biggest driver of hydrogen fuel demand by 2020.
Most companies in Europe and the US do not use oil-powered forklifts, because these vehicles work indoors where emissions must be controlled and instead use electric forklifts. Fuel-cell powered forklifts can provide more benefits than battery powered forklifs as they can refuel within 3 minutes. They can be used in refrigerated warehouses, because their performance is not degraded by lower temperatures. Fuel cell units are often designed as a drop-in replacement.
Rocket
Many large rockets use liquid hydrogen as fuel, with liquid oxygen as an oxidizer (LH2/LOX). The advantage of hydrogen rocket fuel is the high effective exhaust velocity compared to kerosene/LOX or UDMH/NTO machines. According to the Tsiolkovsky rocket equation, rockets with higher exhaust speeds use less propellant to accelerate. Also the hydrogen energy density is greater than any other fuel. LH2/LOX also produces the greatest efficiency in relation to the amount of propellant consumed, of any known rocket propellant.
The LH2/LOX engine losses are low density and low liquid hydrogen temperature, which means larger and isolated so that heavier fuel tanks are required. This increases the rocket structural mass which reduces delta-v significantly. Another disadvantage is the low power rocket LH2/LOX: Because hydrogen boils constantly, the rocket should be pushed immediately before launch, which makes cryogenic machines unsuitable for ICBM and other rocket applications with the need for short launch preparations.
Overall, the delta-v hydrogen stage is usually not much different from the solid fuel stage, but the hydrogen phase weight is much less, which makes it very effective for the upper stage, since they are carried by the lower ones. stages. For the first stage, solid-fuel rockets in the study may show a small gain, due to smaller vehicle sizes and lower air drag.
LH2/LOX is also used in the Space Shuttle to run fuel cells that drive the electrical system. A by-product of fuel cells is water, which is used for drinking and other applications that require water in space.
Truck Weight
In 2016 Nikola Motor Company introduced a Class 8 heavy-duty hydrogen truck powered by an EV 320 kWh battery. Nikola plans two versions of hydrogen-powered trucks, Nikola One's long distance and Nikola Two's day cab. United Parcel Service began testing of hydrogen-powered delivery vehicles by 2017. US Hybrid, Toyota, and Kenworth have also announced plans to test Class 8 drayage hydrogen fuel cell trucks.
Maps Hydrogen vehicle
Internal combustion vehicle
The internal combustion engine of hydrogen car is different from the hydrogen fuel cell car. The hydrogen internal combustion car is a small modified version of the traditional internal gasoline engine combustion engine. This hydrogen engine burns fuel in the same way as a gasoline engine; the main difference is the exhaust product. The result of combustion of gasoline dioxide and water vapor, while the only waste product from combustion of hydrogen is water vapor.
In 1807 Francois Isaac de Rivaz designed the first hydrogen-fueled internal combustion engine. In 1965, Roger Billings, then a high school student, changed Model A to run with hydrogen. In 1970 Paul Dieges patented a modification for an internal combustion engine that allows gasoline-powered engines to run on hydrogen US 3844262 Ã, .
Mazda has developed a Wankel engine that burns hydrogen. The advantages of using internal combustion engines, such as Wankel and piston engines, are lower cost than retooling for production.
HICE forklift trucks have been demonstrated based on internal combustion diesel engines converted by direct injection.
Fuel cell
Fuel cell costs
Hydrogen fuel cells are relatively expensive to produce, since their designs require rare substances such as platinum as catalysts. By 2014, Toyota says it will introduce Toyota Mirai in Japan for less than $ 70,000 by 2015. Former European Parliament President Pat Cox estimates that Toyota will initially lose about $ 100,000 for every Mirai sale.
Freeze
Problems in initial fuel cell designs at low temperatures about reach and cold start ability have been addressed so they "can not be seen as show-stopper anymore". Users in 2014 say that their fuel cell vehicles work perfectly in temperatures below zero, even with blasting heaters, without significantly reducing the range. Studies using neutron radiography on unassisted cold-start show ice formation at the cathode, three stages in cold start and Nafion ion conductivity. The parameter, defined as the coulomb of charge, is also defined to measure cold start ability.
Service life
The fuel cell service life is comparable to other vehicles. The PEM service life is 7,300 hours under cycling conditions.
Hydrogen
Hydrogen does not come as a pre-existing energy source such as fossil fuel but is produced first and then stored as a carrier, such as a battery. The suggested benefit of a large spread of hydrogen vehicles is that it can lead to a reduction in greenhouse gas emissions and ozone precursors. However, by 2014, 95% of hydrogen is made from methane. These can be produced using renewable sources, but it is an expensive process. Integrated wind-to-hydrogen (power to gas) plants, using water electrolysis, exploring technologies to deliver fairly low cost, and large enough quantities, to compete with traditional energy sources.
According to Ford Motor Company, "when FCV is run on hydrogen reformed from natural gas using this process, they do not provide significant environmental benefits on a good wheel base (because of greenhouse gas emissions from the natural gas reform process)." While hydrogen production methods that do not use fossil fuels will be more sustainable, today renewable energy represents only a small fraction of the energy produced, and electricity generated from renewable sources can be used in electric vehicles and for non-vehicle applications.
Challenges facing the use of hydrogen in vehicles include production, storage, transportation, and distribution. The efficiency of well-to-wheel for hydrogen is less than 25%. The latest analysis confirms this.
Production
The molecular hydrogen required as an onboard fuel for hydrogen vehicles can be obtained through many thermochemical methods using natural gas, coal (by a process known as coal gasification), liquid oil gas, biomass (biomass gasification), by a process called thermolysis, or as a microbial waste product called biohydrogen or biological hydrogen production. 95% of hydrogen is produced using natural gas, and 85% of the hydrogen produced is used to remove sulfur from gasoline. Hydrogen can also be produced from water by electrolysis at work efficiency in the 50-60% range for smaller electrolygers and about 65-70% for larger plants. Hydrogen can also be made by chemical reduction using chemical or aluminum hydrides. Current technologies for producing hydrogen use energy in various forms, totaling between 25 and 50 percent of the higher heat value of hydrogen fuel, are used to produce, condense or liquefy, and transmit hydrogen through pipes or trucks.
The environmental consequences of hydrogen production from fossil energy resources include greenhouse gas emissions, a consequence that will also result from reforming methanol in ships to hydrogen. The analysis comparing the environmental consequences of hydrogen production and use in fuel cell vehicles for petroleum refining and combustion in conventional car engines does not agree on whether a net reduction of ozone and greenhouse gases will occur. The production of hydrogen using renewable energy resources will not create such emissions, but the scale of renewable energy production needs to be expanded for use in producing hydrogen for most transportation needs. By 2016, 14.9 percent of US electricity is produced from renewable sources. In some countries, renewable sources are used more widely to produce energy and hydrogen. For example, Iceland uses geothermal power to produce hydrogen, and Denmark uses wind.
Storage
Hydrogen has a very low volumetric energy density under ambient conditions, equal to about one-third of the methane. Even when the fuel is stored as liquid hydrogen in a cryogenic tank or in a compressed hydrogen storage tank, the volumetric energy density (megajoules per liter) is relatively small compared to gasoline. Hydrogen has a specific energy three times higher with mass than gasoline (143 MJ/kg compared to 46.9 MJ/kg). In 2011, scientists at Los Alamos National Laboratory and the University of Alabama, in collaboration with the US Department of Energy, invented a one-stage method for refilling the ammonia borane, a hydrogen storage compound.
DOE has been studying hydrogen storage methods, focusing on hydrogen vehicle storage systems on-board that will allow for driving distances of more than 300 miles. Hydrogen compressed in a hydrogen tank at 350 bar (5,000 psi) and 700 bar (10,000 psi) is used for hydrogen tank systems in vehicles, based on IV type composite carbon technology.
Infrastructure
The hydrogen infrastructure consists primarily of industrial hydrogen pipe transport and hydrogen-equipped filling stations such as those found on hydrogen highways. Hydrogen stations not located near hydrogen pipes can obtain supplies through hydrogen tanks, compressed hydrogen tube trailers, liquid hydrogen tank trucks or special onsite production.
According to GM, 70% of the US population lives near hydrogen-producing facilities but has little access to hydrogen, despite its wide availability for commercial use. The distribution of hydrogen fuel to vehicles across the US will require a new hydrogen station that will cost, with an estimated $ 20 billion and 4.6 billion in the EU. Another estimate puts costs in the United States as high as half a trillion dollars.
By 2016, there are 23 publicly accessible hydrogen fueling stations in the US, 20 of which are located in California. As of May 2017, there are 91 hydrogen fueling stations in Japan.
Code and default
The hydrogen codes and standards, as well as the technical codes and standards for hydrogen safety and hydrogen storage, have been identified as an institutional barrier to disseminating hydrogen technology and developing a hydrogen economy. To enable commercialization of hydrogen in consumer products, new codes and standards must be developed and adopted by federal, state and local governments.
Official support
US Initiative
In 2003, George W. Bush announced an initiative to promote hydrogen-powered vehicles. In 2009, President Obama and Secretary of Energy Department Steven Chu shed fuel cell technology funding because of their belief that the technology is still a few decades away. Under harsh criticism, partial funding was restored. In 2014 the Obama administration announced that it wanted to accelerate the production and development of hydrogen-powered vehicles. The Department of Energy plans to spread $ 7.2 million investment between the states of Georgia, Kansas, Pennsylvania, and Tennessee to support projects that fuel vehicles and power systems. The Center for Transport and the Environment, Fed Ex Express, Air Products and Chemicals, and Sprint have invested in fuel cell development. Fuel cells can also be used in handling equipment such as forklifts as well as telecommunications infrastructure.
Senator Byron L. Dorgan stated in 2013: "The Energy Bill and Water Allocation make investments in our nation's efforts to develop a safe and homegrown energy source that will reduce our dependence on foreign oil and because sustained research and development is needed to develop game-changing technology, the bill also returns funds for Hydrogen energy research ". In June 2013, the US Department of Energy awarded a $ 9 million grant to accelerate technology development, 4.5 million for advanced fuel cell membranes, $ 3 million for 3M companies to work on membranes with increased durability and performance, and 1.5 million for the Colorado School of Mines to work on simpler and more affordable fuel cell membranes.
Other attempts
In Japan, hydrogen is mainly sourced from outside Japan.
Norway is planning a series of hydrogen fueling stations along main roads.
Criticism
Critics claim the time frame to tackle technical and economic challenges to implement the widespread use of hydrogen cars will likely last for at least several decades, and hydrogen vehicles may never become widely available. They claim that the focus on the use of hydrogen cars is a dangerous detour of more available solutions to reduce the use of fossil fuels in vehicles. In May 2008, Wired News reported that "experts say it will be 40 years or more before hydrogen has a significant impact on gasoline consumption or global warming, and we can not wait that long." In the meantime , fuel cells divert resources from faster solutions. "
Critics of hydrogen vehicles presented in the 2006 documentary, Who Kills an Electric Car? . According to former US Department of Energy official Joseph Romm, "Hydrogen cars are one of the most efficient and least costly ways to reduce greenhouse gases." Asked when the hydrogen car would be widely available, Romm replied: "Not in our lifetime, and very probably never." The Los Angeles Times wrote, in 2009, "Hydrogen fuel cell technology will not work in cars.... Any way you look at it, hydrogen is a bad way to move a car."
The Economist magazine, in 2008, quoting Robert Zubrin, author of Energy Victory, said: "Hydrogen is 'just about the worst possible fuel vehicle'". The magazine records California's withdrawal from its previous destination: "[2008] California Air Resources Board, a California state government agency and state leader for state governments across America, changed the terms for the number of zero-emission vehicles (ZEVs) for built and sold in California between 2012 and 2014. The revised mandate allows manufacturers to comply with the rules by building more battery-electric cars than fuel cell vehicles. "The magazine also notes that most of the hydrogen is generated through steam reforms, which generate at least as much carbon emissions per mile as some of the current gasoline cars. On the other hand, if hydrogen can be produced using renewable energy, "it would have been easier to use only this energy to charge all electric hybrid vehicles or plug-ins."
A 2009 study at UC Davis, published in the Journal of Power Sources, also found that, during their lifetime, hydrogen vehicles will release more carbon than gasoline vehicles. This is in line with the 2014 analysis. The Washington Post asked in 2009, "[W] hy do you want to store energy in the form of hydrogen and then use that hydrogen to generate electricity for the motor, when electrical energy is waiting to be sucked out of sockets across America and stored in automatic battery "? The Motley Fool states in 2013 that "there are still cost barrier obstacles [for hydrogen cars] related to transportation, storage, and, most importantly, production."
Volkswagen's Rudolf Krebs said in 2013 that "no matter how good you make the car itself, the laws of physics hinder their overall efficiency." The most efficient way to convert energy into mobility is electricity. He elaborates: "Hydrogen mobility only makes sense if you use green energy", but... You have to convert it first into "low efficiency" hydrogen where "you lose about 40 percent of the initial energy". You then have to condense the hydrogen and store it under high pressure in the tank, which uses more energy. "And then you have to convert hydrogen back into electricity in a fuel cell with another efficiency loss". Krebs continues: "Ultimately, out of 100 percent of your original electrical energy, you end up with 30 to 40 percent." Business Insider commented:
Pure hydrogen can come from industry, but requires energy. If the energy does not come from renewable sources, then the fuel cell car is not as clean as it looks.... Another challenge is the lack of infrastructure. Gas stations need to invest in the ability to refuel hydrogen tanks before the FCEVs [electric fuel cell vehicles] become practical, and that's unlikely many will do that while there are so few customers on the road today.... Compensating for the lack of infrastructure is the high cost of technology. Fuel cells "are still very, very expensive".
In 2014, Joseph Romm presented three articles to update his critique of hydrogen vehicles. He stated that fuel cell vehicles still have not addressed the following issues: high vehicle costs, high fuel costs, and lack of fuel delivery infrastructure. "It takes a few miracles to solve all those problems simultaneously in the next few decades." In addition, he writes, "FCV is not green" because it releases methane during natural gas extraction and when hydrogen is generated, 95% of it, uses a steam reform process. He concluded that renewable energy can not be economically used to make hydrogen for the FCV fleet "either now or in the future." GreenTech Media analysts reached similar conclusions in 2014. In 2015, Clean Technica listed some losses from hydrogen fuel cell vehicles as well as Throttle Cars. Other Clean Technica authors conclude that "while hydrogen may play a role in the world of energy storage (especially seasonal storage), it looks like a dead end when it comes to mainstream vehicles." A 2016 study in the November issue of the journal Energy by scientists at Stanford University and the Technical University of Munich concluded that, even assuming local hydrogen production, "investing in electric vehicle batteries is all the more economical option to reduce emissions carbon dioxide, mainly because of its lower cost and significantly higher energy efficiency. "
The 2017 analysis published in the Green Car Report concludes that the best hydrogen fuel cell vehicles consume "more than three times more energy per mile than electric vehicles... produce more greenhouse gas emissions than others. powertrain technology... [and has] very high fuel costs.... Considering all the obstacles and requirements for new infrastructure (estimated at as much as $ 400 billion), fuel cell vehicles seem to be the best niche technology, with little impact on US oil consumption, the US Department of Energy agrees, for fuels generated by the power grid through electrolysis, but not for most other lines of generation.Agonne National Laboratory develops this emission path model, to communicate the impact of potential fuel cell vehicle advantages and disadvantages In 2017, Michael Barnard, writing in Forbes, men record the sustained loss of hydrogen fuel cell cars and conclude that "around 2008, it's very clear. that hydrogen is and will be lost to battery technology as energy storage for vehicles. [B] y last 2025 barriers are most likely to stop their fuel cell dreams. "
Comparison with other types of alternative fuel vehicles
Hydrogen vehicles compete with various proposed alternatives to modern fossil fuel-powered vehicle infrastructure.
Plug-in hybrid
Hybrid electric plug-in vehicles, or PHEVs, are hybrid vehicles that can be plugged into power grids and contain electric motors and also internal combustion engines. The PHEV concept adds hybrid electric vehicle standards with the ability to recharge their batteries from external sources, enabling increased use of electric motors while reducing their dependence on internal combustion engines. The infrastructure needed to fill the PHEV already exists, and transmission of power from network to car is about 93% efficient. However, this is not the only energy lost in transferring power from the network to the wheels. AC/DC conversion must take place from AC grid supply to PHEV's DC. This is approximately 98% efficient. The battery should then be charged. In 2007, Lithium iron phosphate batteries were between 80-90% efficient in charging/discharging. Battery should be cooled; GM Volt battery has 4 coolers and two radiators. In 2009, "the total efficiency of wheels with hydrogen fuel cell vehicles may use about 20% of renewable electricity (though that figure could rise by 25% or slightly higher with the type of double technological breakthrough needed to enable the hydrogen economy). the well-to-wheel onboard battery charging and then the usage to run an electric motor in PHEV or EV, however, is 80% (and could be higher in the future) - four times more efficient than current hydrogen fuel cell vehicle paths. "A 2006 article in Scientific American states that PHEVs, not hydrogen vehicles, will be standard in the car industry. A 2009 study at UC Davis found that, during their lifetime, PHEV will emit less carbon than current vehicles, while hydrogen cars will emit more carbon than gasoline vehicles.
Natural gas
Internally compressed natural gas fuel vehicles (CNG), HCNG or LNG (natural gas vehicles or NGV) use methane (Natural Gas or Biogas) directly as a fuel source. Natural gas has a higher energy density than hydrogen gas. NGVs use almost carbon-neutral biogas. Unlike hydrogen vehicles, CNG vehicles have been available for years, and there is insufficient infrastructure to provide commercial and home refueling stations. Around the world, there are 14.8 million natural gas vehicles by the end of 2011. Another use for natural gas is steam reform which is a common way to produce hydrogen gas for use in electric cars with fuel cells.
All electric vehicles
The 2008 article Technology Review states, "Electric cars - and plug-in hybrid cars - have a huge advantage over hydrogen fuel cell vehicles in utilizing low-carbon power.That's because inherent inefficiency throughout the hydrogen fueling process , from generating hydrogen to electricity to transport distant spreading gas, getting hydrogen in the car, and then running it through a fuel cell - all for the purpose of converting hydrogen back into electricity to drive the exact same electric motor you'll find in a car electricity. "Thermodynamics, every additional step in the conversion process reduces the overall process efficiency.
A comparison of 2013 hydrogen and battery electric vehicles agreed with a 25% figure from Ulf Bossel in 2006 and stated that the cost of electric vehicle batteries "quickly fell, and the gap would widen further", while there was little "no infrastructure to transport, store, and sending hydrogen to a vehicle and costing billions of dollars for use, everyone's electric home sockets are "electric vehicle fueling stations" and "electricity costs (depending on the source) are at least 75% cheaper than hydrogen. "In 2013, the National Academy of Sciences and DOE stated that even in optimistic conditions by 2030 the price for the battery is not expected to fall below $ 17,000 ($ 200- $ 250/kWh) at a distance of 300 miles.In 2013 Matthew Mench, of the University of Tennessee stated: "If we sit around waiting for a battery breakthrough that will give us four times the range than we have now, we will wait for a long time." Navigant's research, (formerly Pike research), on the side etc., estimates that "the lithium-ion cost, which tipping on a scale of about $ 500 per kilowatt hour now, could drop to $ 300 by 2015 and to $ 180 by 2020." In 2013 Takeshi Uchiyamada, a Toyota Prius Designer stated : "Because of its shortcomings - driving range, charge and charging times - electric vehicles are not a viable substitute for most conventional cars".
Many electric car designs offer a limited driving range thus causing anxiety range. For example, the Nissan Leaf 2013 has a range of 75 mi (121 km), the Mercedes-Benz B-Class Electric Drive 2014 has an estimated range of 115 mi (185 km) and the Tesla Model S has a range of up to 335 mi (539 km). However, most US travel is 30-40 miles (48-64 km) per day round trip and in Europe, most travel about 20 kilometers (12 mi) round-trip
In 2013, The New York Times stated that there are only 10 publicly accessible hydrogen filling stations in the US, eight of which are in Southern California, and the cost per mile of BEV by 2013 is one-third as much as a hydrogen car when comparing electricity from the grid and hydrogen at the charging station. The Times commented: "By the time Toyota sells its first fuel-cell sedan, there will be about half a million plug-in vehicles on the road in the United States - and tens of thousands of EV charging stations." In 2013 John Swanton of the California Air Resources Board, who saw them as complementary technology, stated that EV has a leap in fuel cell cars, which are "like electric vehicles 10 years ago EVs for real, selfless consumers With EVS you have a lot of infrastructure in place. The Business Insider , in 2013 commented that if the energy to produce hydrogen "does not come from a renewable source, the fuel cell car is not as clean as it looks.... gas stations need to invest in the ability to refuel hydrogen tanks before the FCEV becomes practical, and there is not likely many will do that while there are so few customers on the road today.... Compensating for the lack of infrastructure is the high cost of technology. Fuel cells "are still very, very expensive", even compared to battery-powered EVs.
See also
References
External links
- California Fuel Cell Partnership Web site
- Fuel Cell Today - Market-based intelligence on the fuel cell industry
- Clean Energy Partnership
- US. Energy Hydraulic Page
- The Toronto Star article on hydrogen trains dated October 21, 2007
- NOVA - Video on Fuel Cell Cars (aired on PBS, July 26, 2005)
- Sandia Corporation - Description of the hydrogen internal combustion engine
- In the world's first hydrogen-powered production car BBC News, September 14, 2010
Source of the article : Wikipedia
0 Comments