Fuel cell cars are essentially pure EVs, except instead of having an imperfect battery there is a small chemical plant to convert hydrogen to electricity. The infrastructure problem of lacking hydrogen fuel stations is much worse than the lack of EV charging stations for EVs and there's the question of where the hydrogen comes from. Using clean renewables to produce hydrogen is extremely inefficient, energy intensive, and therefore expensive. Using fossil fuels to do so cancels out the reasons for having FCVs in the first place.
If a breakthrough to cheap, clean, and sustainably produced hydrogen occurs (and before EV batteries become practical for the mainstream) and these little chemical factories (fuel cells) can be made reliable, safe, and affordable (a huge order), then someone please wake me up then.
Liz, the issue has been, and continues to be, cost. I believe the infrastructure would eventually spring up if the cost model were right. That hasn't happened, though, because the cost is still too high. One industry analyst recently told me that the unspoken goal in the auto industry is to get the vehicle cost below $50K.
Most electrics get less than 300 miles per charge. While a half hour charge might be fine for daily commutes, it's way too long for serious travel even with pit stops. Swapping those huge heavy batteries? If they can be dropped from the bottom of the vehicle frame they can also be damaged by collision with foreign objects as has been recently demonstrated in the real world. I can just see trying to release a battery whose, frozen under ice, clamps won't let go. And the frequently exercised high current connectors will become another point of failure especially if moisture can get in during changeovers. Just thinking about the handling and or robotics required and the drive through shelter to enclose this operation, the massive scale of parallel drive through stalls in comparison to standard gas station islands, makes me question the efficiency or efficacy of battery swapping.
"Hydrogen is great for filling buoyant balloons, welding specialty metals, and talking in a funny voice, but not for driving your car to work and back."
That would be helium, not hydrogen.
The practicality of hydrogen as a fuel for internal combustion engines was demonstrated in the 1970s and 1980s by Dr. Roger E. Billings and his Billings Energy Corporation (founded in 1972). He promoted the concept of the "hydrogen homestead", whereby solar and wind energy could be used to split water and store hydrogen under relatively low pressure in tanks containing metal hydride. Billings Energy had pretty much worked out the details of the technology that would allow an individual to live completely off-grid and produce all the hydrogen necessary to light and heat one's house, cook, and provide hydrogen fuel for one's automobile to commute to a job and run errands. As I recall, threats were made on his life and he sold the business in 1985.
Battery does take longer to recharge than gas. However, is not an issue we cannot overcome today. Teslar showed a battery swap idea. Their cars have bottom mount battery so it can be swapped out quickly in less time than it takes to fill a tank.
Second, fast chargers are in place already. 30 minutes to charge the battery. Every 3 hours of driving you have to wait 30 minutes. Between the two solutions, there are ways around battery issue right now.
Platinum on the other hand, there are no ways around the cost right now. We are all fighting to get the little bit of platinum. We would be exchanging limited resource of oil with the more limited resource of platinum. Lithium on the other hand for batteries are plenty.
When you are making an engineering decision, you look at what you can compromise and things where there are no way to compromise, and is a deadend. Platinum is a deadend. Cost is too high. Once you hit a deadend, don't think about it, go on to another solution. Don't dwell around wasting time. Battery on the other hand is a compromise, but can be overcome.
Festo's BionicKangaroo combines pneumatic and electrical drive technology, plus very precise controls and condition monitoring. Like a real kangaroo, the BionicKangaroo robot harvests the kinetic energy of each takeoff and immediately uses it to power the next jump.
Design News and Digi-Key presents: Creating & Testing Your First RTOS Application Using MQX, a crash course that will look at defining a project, selecting a target processor, blocking code, defining tasks, completing code, and debugging.
Focus on Fundamentals consists of 45-minute on-line classes that cover a host of technologies. You learn without leaving the comfort of your desk. All classes are taught by subject-matter experts and all are archived. So if you can't attend live, attend at your convenience.