Chrispin, Sitroon, Fatet, Jeep and Pyogot behind automotive giant, steelists, hydrogen. The company said it was killing its fuel cell development program despite the “limited availability of hydrogen refueling infrastructure, the need for high investment needs and consumer purchase privileges”. In another way, it is realized that Hydrogen EV is facing the same challenges that cannot be overcome in the last two or three decades.
When this has been a tremendous change in the tone since January 2024, when the company promised to produce commercial fuel cell vehicles. Stelon sells many of Europe’s most famous panel van, including Sitroon Jumper, Fayat Dokato, Opal Movno and Pyugot Boxer. At this time, he said that we will see the hydrogen version of all these vehicles (as well as its younger siblings) with a maximum of 500 km (310 miles).
The decision to pull the plug was relatively late late, the company said it would cause “this summer” production in its plants in France and Poland. He added that the decision to kill the range would not affect the production or R&D staff, and employees would be transferred to other projects. However, he has to talk to the Sambio critically, the fuel cell maker bought one -third of the back in 2023.
Stelon is not the first company that promises to put its weight behind fuel cells to pull its weight back. Toyota has thrown too much time, effort and money behind hydrogen, believes that fuel cells will be superior to battery electric vehicles (BEV). Sadly, as time goes on, the company has to keep the market as much as the battery, and it only advertises the third -generation fuel cell as a power unit for heavy industrial vehicles.
Hydrogen has been for some time, and has been for some time, for foam fuel companies, the car industry and even some countries, lacking their own energy reserves. Nevertheless, the promise of being able to pull (theoretically infinite) is the emission of energy -free energy -free dreams. No need to mention, it requires most of the knowledge and infrastructure used by the traditional oil and gas industry, and refueling can only be done in a commercial location.
If hydrogen had had a greater impact, it would have preserved the status of these industries in the future, its status or something like it. But although the hope was that hydrogen could be a clean, green alternative to oil and gas, its hereditary flaws have always made it a non -starter.
For example, hydrogen oil and gas is much less energized, and physically dense – it is so risky that you have to go up and beyond to seal it. It is difficult to produce large -scale clean, especially if you want to provide electricity to every car in the world, unless you use a dirty process like methane steam correction. Therefore, instead of turning away from the fuel and emissions, you will add them to the system and increase this problem.
And if you just want to use renewable energy to pull hydrogen from water, you will need extraordinary investment. In 2021, I asked Tim Lord, who was previously in charge of the UK decoration strategy, about such an industrial scale of hydrogen generation. “You will need to double the entire generation of power generation to get closer,” he said.
Before you reach other factors, such as hydrogen performance as an energy storage or the investment necessary to equip each gas station of the planet with a hydrogen tank. It is unlikely that Toyota’s Maria, allegedly the flagship hydrogen fuel cell EV, has sold only 28,000 models since its inception in 2014. In the US market, only Marie, Hyundai Nexo and the Honda CR-VEF are knocked around the FCEV, there is nothing compared to how many widows are sold. I think the time has come for us to admit that we have worked with hydrogen fuel cell EV and focus their attention somewhere.
