About a decade ago, there was a battle for supremacy between alternative fuel technologies. In an effort to move away from gasoline and diesel fuel, automakers experimented with vehicles powered by everything from compressed natural gas (CNG) to ethanol.
But the two technologies that gained the most traction were hydrogen fuel cell electric vehicles (FCEVs) and battery electric vehicles (EVs).
At this point, it’s clear that EVs won out. Nearly every vehicle manufacturer has vowed to make all or most of its lineup electric in the near future, and the government is also pushing for increased EV adoption.
Still, there might be a future for FCEVs, even though there aren’t many on the road—yet.
The Similarities and Differences Between EVs and FCEVs
Although the term fuel cell vehicle sounds exotic, the truth is that FCEVs and EVs both rely on electricity for propulsion. What differentiates the two technologies is how that electricity is produced.
EVs get their electricity from a battery that’s recharged via an external charging source. On the other hand, FCEVs refuel on hydrogen, then make electricity from that hydrogen by passing it through a fuel cell stack. Both types of vehicles can also generate electrical energy through regenerative braking.
So, before we theorize about the future of transportation, let’s take a look at how FCEVs and EVs both work.
How an EV Works
An EV has a high-voltage battery pack that supplies electricity to one or more electric motors. The battery can be recharged by connecting the vehicle to the electrical grid or through regenerative braking, which occurs when one of the electric motors acts as a generator.
The primary components found in a typical EV include the following:
- Onboard charging module: EVs recharge by connecting to the electrical grid through a charging station. Many charging stations dispense alternating current (AC) electricity, but an EV battery stores direct current (DC). The vehicle has an onboard charging module that converts AC into DC to address this issue.
- High-voltage battery: The high-voltage battery acts as a storage device for the electricity needed to power the electric motor(s).
- Power control unit (PCU): The PCU contains an inverter that converts the direct current DC electricity from the battery into the AC electricity that the drive motor(s) can use. During regenerative braking, the unit converts the AC electricity back to DC. The PCU electronics also manage motor speed and torque.
- Drive motor(s): One or more electric motors create the rotational force needed to turn the vehicle’s drive wheels and provide regenerative braking.
- 12-volt battery: An EV has a 12-volt battery (also known as an auxiliary battery), just like a conventional vehicle does. The 12-volt battery powers everything from the radio to the computers that govern the high-voltage system.
- A DC/DC converter: The DC/DC converter, which is often integrated into the PCU, acts as a step-down transformer, converting high voltage from the battery pack into the lower voltage needed to charge the 12-volt battery.
How an FCEV Works
In the beginning, vehicle manufacturers considered hydrogen as a potential replacement for gasoline in internal combustion engines. That idea has mostly been scrapped, though, because using hydrogen to power an ICE still produces some tailpipe emissions.
Instead, hydrogen fuel is now used to create the electricity needed to power the electric motor(s) in an FCEV. The primary components found in a typical FCEV include the following:
- Hydrogen storage tank: FCEVs receive hydrogen from fueling stations that are very similar to gasoline pumps. The hydrogen is then kept in one or more storage tanks onboard the vehicle.
- Fuel cell stack: Hydrogen moves from the tank(s) to the fuel cell stack, which is much like a hydrogen-powered battery. The fuel stack contains many individual fuel cells wired in series. Inside each fuel cell, hydrogen and oxygen are combined to create electricity. An electric air pump is used to draw outside air into the stack.
- High-voltage battery pack: Modern FCEVs also have a high-voltage electric battery, just as EVs do. The battery stores electrical energy created by the drive motor(s) during regenerative braking. That electricity can then be used to power the drive motor(s).
- Power control unit (PCU): The PCU contains an inverter that converts the direct current DC electricity from the fuel cell stack (or high-voltage battery) into the AC electricity that the drive motor(s) can use. During regenerative braking, the unit converts the AC electricity back to DC to be stored in the high-voltage battery. The PCU electronics also manage motor speed and torque.
- Drive motor(s): One or more electric motors create the rotational force needed to turn the vehicle’s drive wheels and provide regenerative braking.
- 12-volt battery: A FCEV also has a 12-volt battery (also known as an auxiliary battery). The 12-volt battery powers everything from the radio to the computers that govern the high-voltage system.
- A DC/DC converter: The DC/DC converter, which is often integrated into the PCU, acts as a step-down transformer, converting high voltage from the battery pack into the lower voltage needed to charge the 12-volt battery.
As you can see, EVs and FCEVs share many of the same key components. The primary difference between the two technologies is the way the electricity is generated.
Reasons FCEVs Haven’t Gone Mainstream
FCEVs sound pretty great, so why haven’t they caught on yet? Like any emerging technology, FCEVs have several hurdles to overcome, including the following:
Lack of Infrastructure
You might have noticed there aren’t many (if any) hydrogen fueling stations in your town, and there’s a good reason why. Currently, there are only about 50 public hydrogen fueling stations in the United States, most of which are in California.
Vehicle Production Costs
FCEVs are expensive to produce. Right now, there are two production FCEVs available (the Toyota Mirai and Hyundai Nexo), and experts estimate that the automakers lose tens of thousands of dollars on each of those cars that sell.
Perceived Safety Issues
Hydrogen is a very flammable gas (remember the Hindenburg?) that makes some consumers feel uncomfortable.
Hydrogen is Typically Produced from Sources that Aren’t “Green”
Hydrogen vehicles emit zero tailpipe emissions, but most of the country’s hydrogen supply comes from natural gas and other non-renewable resources.
Why FCEVs Still Have a Future
Despite all of their shortcomings, FCEVs likely still have a place in the future of transportation. Here are some of the primary reasons why:
Quick Refueling
Unlike current EVs, which take a substantial amount of time to recharge, FCEVs can refuel about as quickly as a traditional, gasoline-powered car.
Impressive Driving Range
FCEVs also have an impressive driving range, with tanks that can typically provide 300 to 400 miles of travel.
Potential to be Green
Even though hydrogen is currently derived from non-renewable resources, it has the potential to be green. For example, the supplier, Robert Bosch, is currently developing electrolyzer stacks. The stacks could produce hydrogen from electrolysis—the process of applying electrical current to water to split the hydrogen and oxygen atoms.
Zero Tailpipe Emissions
FCEVs emit only water vapor and heat, making them zero emissions vehicles.
The Future Will Likely Include Both EVs and FCEVs
Even though FCEVs still face many hurdles—and have a long way to go to catch up with EVs—fuel cell technology still holds promise. Because FCEVs have a refueling rate that’s on par with gas-powered vehicles, fuel cell technology would work well in commercial applications that need to refuel fast.
For instance, Hyundai has already rolled out a small fleet of hydrogen-powered commercial trucks. Other vehicle manufacturers, from the likes of Nikola and Kenworth, have fuel cell trucks in the works.
FCEVs might also have a place in the private sector. Sales of the best-selling FCEV, the Toyota Mirai, increased from 499 units in 2020 to 2,629 units in 2021.
“The momentum behind this (fuel cell technology) in the last two to three years is greater than anything I’ve seen in the previous 20,” Craig Scott, fuel cell solutions group manager at Toyota Motor North America, told Automotive News.
While it’s true that EVs got the jump on FCEVs, there will likely be a place for both technologies on the roadways of tomorrow.
Keep Reading: Related Posts
Any information provided on this Website is for informational purposes only and is not intended to replace consultation with a professional mechanic. The accuracy and timeliness of the information may change from the time of publication.
