Both technologies use electricity and leave no emissions, but the similarities end there.
When it comes to automobiles, electric power is definitely the future. The source and storage house is divided into electrical energy for the future. Battery-electric vehicles (BEVs) have taken off tremendously in many parts of the world, with hydrogen fuel cell electronics (FCEVs) appearing to be the most stable form of mobility, at least on paper. So what are the important differences between electric batteries (powered by lithium-ion batteries) and hydrogen batteries (powered by fuel cells)?
How its working
Gasoline is stored in the hydrogen panel like it is stored in an internal combustion car, and the fuel cell transmits the electricity generated by the chemical reaction to the vehicle's electric motor (s). . With BEVs, electricity is stored in a lithium-ion battery, like any consumer electronic device, and is transferred directly to one or more electric motors that drive the vehicle.
FCEVs should not be confused with hydrogen-fuelled cars, which use hydrogen as a propellant. With FCEV and BEV, the energy source remains electricity. However, an FCEV uses a fuel cell to generate running electricity through a chemical reaction between hydrogen and oxygen.
Scope and capacity
Things stand out and the advantage is hydrogen electric vehicles. Hydrogen delivers hundreds of times more power per kilogram, giving the vehicle greater distance without making it considerably heavier - a key obstacle for BEVs who cannot extend their range without increasing vehicle weight.
Simply put, Li-ion batteries are not as energy dense as a tank full of hydrogen. The increasing change in the size of the hydrogen tank greatly increases the range. In comparison, any increase in the size of the Li-ion battery turns out to be a self-defeating concept, as the extended range has to meet the extra weight, reducing the overall capacity.
With solid-state batteries, BEVs have a range of around 1,000 kilometres - a game-changer when you consider that FCEVs are not making any progress on the horizon. Not only do solid-state batteries charge more, they take half the time than a current generation Li-ion battery to fully charge.
Although it takes longer than the refuelling time for FCEV, the additional range puts the emphasis back on Li-ion batteries. But the general consensus is that FCEVs are better for long trips and BEVs are better for shorter trips. Currently, the average FCEV can exceed the average BEV of 160 km before the juice runs out.
Practicality
Although the overall autonomy of the BEV and the FCEV is relatively comparable, it is time for the FCEV to refuel. Refuelling with hydrogen takes longer to refuel, saving precious minutes, which can be deducted from your entire journey time.
Faster charging the Tesla Model S gives you 80% power in half an hour, while a standard wall charger takes 5 hours to fully charge the EV. Consider that the Li-ion battery can only withstand a limited number of rapid charge cycles and is clearly the winner of hydrogen in terms of perfect convenience.
It is the density of exchanges and refuelling times that are the two main reasons for the revolutionary changes of hydrogen in the commercial vehicle industry. Long haul trucks do not have heavy batteries as this forces them to reduce the weight of their cargo. A smaller battery dramatically reduces range and increases the total time required to deliver cargo.
Sustainability
In terms of sustainability, BEVs are negative. While most BEV manufacturers offer an 8-year or 160,000-kilometer warranty on their lithium-ion batteries, the batteries can only take a limited number of charge cycles before losing the ability to hold electric charge despite their protection by thermal management systems. And battery pads (these prevent the battery from charging or completely depleting, thus increasing its life).
The lithium-ion battery at the end of its lifecycle offers very little runtime, and while it can be replaced, it's still an expensive proposition. Much more expensive than replacing a fuel cell. The fuel cell, on the other hand, has a lifespan of 5,000 hours or 240,000 kilometres, which gives it the advantage. However, research has shown that driving short distances can put extreme pressure on the membrane of the fuel cell and shorten its life. Continuous driving, in which the fuel cell is wet and not constantly dried, lasts about 8 times longer than the average fuel cell. Therefore, it is very suitable for long journeys that do not require frequent pit stops.
Safety
A century after the use of flammable liquid as fuel, why do we see hydrogen as a dangerous form of propulsion? Hydrogen-powered cars like the Toyota Mirai, the Honda Resolution FCX and the Hyundai Nexus are considered perfectly safe to drive and no major incidents have been recorded. The same cannot be said of BEVs over the years.
However, according to a journal published in the International Journal of Hydrogen Energy, the storage and transport of hydrogen as well as the refuelling process present certain risks. To cope with the additional costs and risks inherent in transporting hydrogen, refuelling stations can produce hydrogen on site from renewable resources.
In fact, the dangers of hydrogen cars are largely theoretical. Hydrogen has been transported for industrial purposes for decades and there have been no significant incidents with major FCEVs on the road. However, since compressed hydrogen poses a higher risk than a lithium-ion battery, BEV is a relatively safe choice.
Stability
This point concerns FCEVs. Hydrogen-powered cars actually filter the air while driving, leaving clear air in their wake. With adequate production of green hydrogen (i.e. hydrogen produced using renewable energy sources) for commercial and passenger vehicles, FCEVs are clearly more sustainable EVs. Unlike BEVs, they don't leave piles and piles of waste batteries (partially recyclable).
Availability
India is not the only country with an underdeveloped hydrogen infrastructure. In fact, with the exception of Japan and Germany, most countries have yet to build a network of suitable hydrogen stations. J. According to Wind, a research journal published by Compendium of Hydrogen Energy, “200 hydrogen refuelling stations have been installed around the world; Of these, 85 are in Europe and around 80 in the United States (mainly in California) ”.
The direct consequence of this is that very few passenger car FCEVs are manufactured (Toyota, Honda and Hyundai are the only major players) and even fewer infrastructure companies around the world are willing to invest in transport establishments and hydrogen refuelling. It is the chicken and egg problem, which is partly solved by government policy.
Currently there is no FCEV for sale in India and therefore no hydrogen refuelling station. If FCEVs are introduced into a branded market, the obvious flaws in the infrastructure are that the number of buyers will be fewer.
With the government's announcement of the construction of two dedicated gauziness for the 'National Hydrogen Mission' project and Reliance Renewable Hydrogen, it is clear that India wants to be a global hub for manufacturing and export of green hydrogen. However, it is unthinkable to say whether this green hydrogen will be channelled to develop its own hydrogen refuelling infrastructure.
India also plans to produce lithium-ion cells on its own without relying on imports - the move will make electric vehicles much cheaper and therefore easier to adopt. Brands such as Tata Chemicals, Exide Industries and TDSG supply the largest lithium-ion batteries in India and Battery Tech is expected to become much cheaper in the years to come.
However, many big players like Toyota, VW, GM, Hyundai and Honda are not ruling out hydrogen as a fuel for the future and continue to develop FCEV technology in parallel, with little potential. Until FCEVs become more approved and become cheaper to produce renewable hydrogen.
0 Comments: