Hopium is a French car brand you probably never heard of. In fact, before October 2019, it never existed and was established in that month by Olivier Lombard, the youngest winner in the 24 hours of Le Mans (LMP2 class). Hopium is the brand of Hydrogen Motive Company which will make high-end hydrogen-fuelled vehicles (FCEVs).
Now 31 years old, Lombard starts off with 7 years of personal experience with such vehicles and has assembled a team of experts as well as business partners to develop the car of the future. While the transport sector alone is responsible for 20% of greenhouse gas emissions that are causing climate change, Hopium is positioning itself as a player in the fight against climate change.
Prototype developed in record time
The development work began in October 2020 and by June 2021, the first prototype was produced in record time. It has been known as Alpha 0 and is used to certify the reliability of the fuel cell system. After the design and architecture phases, followed by the implementation of the various components within the vehicle, the prototype went through lab and track tests. It has already reached a maximum speed of 200 km/h, the performance level which is promised for the Machina, as the production model is to be known.
Over the past 12 months, the next phase following the rolling prototype has been underway and has led to the completion of the Machina concept car which gives a preview of the design features. Conceived by automotive designer Felix Godard (previously at Porsche, Tesla and Lucid) has a sleek aerodynamic form with an imposing grille in the ascending fuselage to optimize fuel cell cooling.
Inspired by water
The lighting signature is distinctive and also serves as the emblem of Hopium. The lines replicate the stratification of hydrogen and the movement of waves on the surface of water. In fact, much of the design has been inspired by water, which is a harmless by-product of the reaction in the fuel cell to generate electricity.
The platform has the fuel cell system installed up front, generating electricity that is stored in battery packs that are optimised in size and efficiency. The hydrogen storage tanks can contain over 6 kgs of the gas which will take only 3 minutes to fill with high-pressure pumps. The performance targets for the Machina are 500 ps, 230 km/h and 1,000 kms of range.
Future of the Human/Machine relationship
Godard and his designers imagine the future of the Human/Machine relationship inside the Machina. Facing the front occupants is a pillar-to-pillar display with a ‘digital landscape’ of information. It can transform into a full or minimized layout as desired, in a wave-like motion. The haptic console offers a new sensory connection with the interface.
At the back, passengers can enjoy the comfort of a spacious interior with a view of the sky. All the materials used for the interior are of the highest quality, and made to last a long time. The materials will be sourced in Europe to reduce their environmental impact.
Orders for the first 1,000 units of the Machina have been accepted over the past year but the company has not revealed how many there are. It will make its world premiere at the 2022 Paris Motor Show this October.
In 1991, Renault displayed a concept car that was the forerunner of compact MPVs with its novel management of the interior layout to comfortably accommodate a whole family. The model was called the Scenic concept, and its format would be used in a new generation of models that also used the same name.
31 years later, the French carmaker is again using the name and as before, the new model starts a new chapter in its history. Known as the Scenic Vision, the new concept car embodies the brand’s sustainable development commitments and encapsulates them in a single vehicle. Its intelligent design and manufacture incorporate methods that the Renault Group and its brands will use to achieve carbon neutrality in Europe by 2040 and worldwide by 2050.
Previous Scenic concept introduced the compact MPV format to the world in 1991.
With the Scenic Vision, Renault is proposing ‘a car for life and for living’, with a new vision for the family car. Its exterior design, measuring 4.49 metres in length, provides a preview of an all-electric model in the C-segment that will be unveiled in 2024.
The unique design is enhanced by the choice of colours, where black and white create a singular graphic universe. Shades of black on the outside, and white on the inside, offer a contrast of light and dark that reflects the design team’s wish for this concept car to be a work of art where artistic expression takes to the fore.
Fuel cell powertrain
The Scenic Vision is proposed with a fuel cell that generates electricity for a new-generation motor. The 160 kW motor derives directly from the latest Megane E-Tech Electric’s motor and uses no rare-earth elements. This helps to reduce its carbon footprint and create a responsible and sustainable ecosystem.
The 40 kWh battery pack is recyclable and will be made in France by 2024 at the Renault ElectriCity Gigafactory. It is lighter, smaller and costs less than a battery pack for a similar electric vehicle. The 15 kW fuel cell will recharge it during long drives and thus extend its range. In 2030 and beyond, once the network of hydrogen stations is large enough, it will be possible to drive up to 800 kms, with the hydrogen tank able to be refilled in 5 minutes or less.
The all-new platform used by the Scenic Vision is currently in the prototyping phase. It is purpose-designed to fit all the components – electric motor, hydrogen engine, battery, fuel cell and hydrogen tank. The engine is at the rear, so there is enough space for the 2.5-kg hydrogen tank at the front; the fuel cell is under the floor, at the back of the platform, behind the battery.
Optimal travel times
This propulsion system’s operation is simple and efficient. The car can be driven as a conventional electric vehicle, without using the fuel cell, on daily trips. When there is a requirement to travel longer distances, a route planner calculates the power the fuel cell needs to supply to keep the battery charged for longer, so that there is no need to charge it on the way.
The point of using the fuel cell on long journeys is that it’s quicker to top up the hydrogen tank than to charge the battery. This way, there is no need to charge the battery until the car reaches its destination. When the weather is cold, the hydrogen range-extender also keeps the battery at the right temperate for optimal operation and extra range.
95% recyclable
A full 95% of this concept car’s materials – including the battery – are recyclable. This new approach to design looks beyond the vehicle and includes previously unexplored ventures and technologies. The exterior materials (steel, aluminium, carbonfibre and plastics) can all be recycled at the end of their life.
Everything inside is also designed responsibly. For example, the foams, fabrics and stitching on the light beige seats are made of the same material, produced from fully recycled and recyclable plastic.
Estimates suggest that the number of electric vehicles on Europe’s roads will increase tenfold between now and 2030, from 10 million to 100 million. The Renault Group is the first carmaker to work on the full battery lifecycle, and has developed solid expertise in increasing their durability and using them for a wider variety of purposes. Once a battery is no longer fit to power a vehicle, its energy can be reused in stationary storage solutions in homes or offices, or elsewhere (in boats, refrigeration systems, machinery or airport logistics, etc).
The steel in the vehicle’s structure is made from 95% recycled steel, while all the aluminium parts in the structure (housings, battery casing, seats) and trims (console, cockpit) are made from 100% recycled aluminium. All the carbonfibre is recycled from aviation industry scrap via a partnership with Airbus, and the hydrogen tank is made with carbonfibre produced from paper-industry waste.
Elsewhere, 70% of the interior and exterior plastics are recycled, with 100% of the textile fabrics made of recycled materials. It is also entirely leather-free, while the floor is made of 100% recycled plastics from food and industrial waste
Help for safer motoring
The Scenic Vision previews technology and systems which will provide assistance to drivers, enabling them to better avoid risky situations, and reduce stress behind the wheel. The multiple ADAS (Advanced Driver Assist Systems) and 3 on-board systems – Safety Score, Safety Coach, and Safe Guardian, are designed to provide extra safety for all, as well as a unique level of both physical and psychological comfort.
New Renault models will soon come with a ‘Safety Score’. Using data collected by sensors mounted on the vehicle, it analyses the driver’s driving style – acceleration, smoothness, inattention, speed management, and driver distractibility. It then gives personalised driving tips to each driver based on a safety score calculated at the end of each trip.
To further aid drivers, the vehicle comes fitted with an array of health monitoring systems. A heart rate sensor placed in the steering wheel and a camera serve to detect signs of driver fatigue or inattentiveness. Should a problem arise, warning signals are sent to the driver and passengers, and emergency services are alerted automatically.
The Scenic Vision has been designed with a new architecture that features an extra-large screen located where the dashboard meets the windscreen. It displays the car’s immediate environment, thanks to an array of on-board cameras located at the front of the vehicle. The system increases the driver’s field of view by 24% due to a visual widening of the windscreen and a front bonnet that ‘disappears’.
New technological solutions help rescue services at the scene of an incident. The Fireman Access and Rescue Code are two such systems already featured on production vehicles, with the former featuring a specialised access hatch to the core of the battery that means it now only takes a few minutes to extinguish a battery fire instead of up to 2 hours.
Alpine, a brand within the Renault Group, has many talented designers who regularly come out with new models. The designers have a deep understanding of the DNA and traditional characteristics of the brand that was founded in 1955. Occasionally, Alpine also looks outside the company for new ideas and collaborating with IED (Istituto Europeo di Design), the well known design school in Italy, they have been presented with a supercar concept by 28 Masters students studying Transportation Design. The student-led project came up with a hydrogen-powered, 2-seater supercar, based on a brief from the Alpine design team.
High performance, low environmental impact
Alpine challenged the students to design a ‘super berlinette’ for 2035. The supercar was to be a high-performing vehicle both in terms of performance and environmental impact. After the brief was given last year, students worked individually to come up with their own interpretation and present it to the brand.
Alpine then selected a combination of the two main ideas. Based on the two selected proposals, the young designers created the ‘A4810 Project by IED’. During the design phase, the students sought to combine vision and innovation, without losing sight of the traditional roots of the Alpine brand.
Berlinetta of the future
The A4810 Project by IED explores the experimental combination of the shape of a berlinette with a hydrogen powertrain. While the engine and fuel tanks are built like those on a typical hypercar, the subtraction process is proof of strong innovation. The design alternates between empty and full spaces, giving the vehicle a lightweight look and aerodynamic features inspired by Formula 1 models.
The A4810, which provides a glimpse into the future supercars, embraces next-generation technologies while and is also environmentally friendly. It enables Alpine to broaden its horizons to new generations of designers and drivers, and raise awareness of the innovative project presented by talented students.
The French spirit has been skillfully preserved; while avoiding the pitfalls of unnecessary formal elements, the young designers focussed on the overlapping layers and sculptural aspects of the car’s silhouette. The bi-tone colours, matte black, and carbonfibre highlights create a bold contrast with each part of the car, making them stand out according to their function – aerodynamic, mechanical, or merely formal.
Multinational team of students
The team of students from European countries as well as the USA, India, Taiwan, China, Mali and the Dominican Republic used digital tools for their design work. By incorporating hydrogen power supply, it means that they developed a full-fledged concept that is almost ready to take to the roads of a much more sustainable future – without atmosphere-damaging emissions.
Furthermore, they chose a name that conveyed the brand’s legacy. In fact, ‘4810’ is the height (in metres) of the Mont Blanc – the highest and most emblematic peak in the Alps that sits at the border between Italy and France, like a bridge connecting IED and Alpine. The brand, Alpine, is named after the very same mountains and evokes the joy of driving along their winding roads.
“Collaboration with IED and its students has been a great experience. It was a ‘filter’ for us to see the brand through the eyes of the younger generation, but it was also an opportunity to share our passion and know-how, and give them sound advice for a successful career in automotive design,” said Antony Villain, Alpine Design Director.
Fuel cells, originally developed for spacecraft, use hydrogen in a chemical reaction that can generate electricity that can then be sent to the battery pack. Hydrogen is chosen because it is readily available and renewable, and a Fuel Cell Electric Vehicle (FCEV), like a Battery Electric Vehicle (BEV), generates no emissions although water is formed. The FCEV approach would be more ‘green’ as it generates its own electricity rather than drawing it from power stations that themselves may generate emissions.
The two prototype FCEVs developed by the UKM Fuel Cell Institute (Sel Fuel) team.
The auto industry has been developing FCEVs for some years and companies like Toyota and Honda have even sold such vehicles. Now a team from the Fuel Cell Institute (Sel Fuel) at University Kebangsaan Malaysia (UKM) has also developed hydrogen FCEVs in collaboration with industry partners through the modification of electric vehicles.
Professor Ir. Dr. Siti Kartom Kamarudin and Associate Professor Dr. Mohd Shahbuddin Mastar @ Masdar from the UKM Fuel Cell Institute, who led the R&D team, developed the UKM FCH2HC, a mini version of a hybrid SUV, and the UKM-FCH2B, a buggy.
According to Siti Kartom, the UKM-FCH2B is unique as the battery has been replaced with a fuel cell system as an electrical power source to improve the buggy’s operational efficiency, as well as a 3000W stationary power generator for electrical appliances (campers will love the idea).
In order for FCEVs to be used, there will need to be hydrogen stations set up for them to refuel with hydrogen. Such station are only just being set up in limited numbers in more advanced countries.
“The UKM-FCH2HC is a hybrid vehicle that combines a fuel cell and a battery in a 0.5 ratio, with each power source capable of providing a capacity of up to 10 kW, allowing the vehicle to travel further. The fuel cell system is equipped with humidifiers and water coolers as supporting units to ensure optimal system performance at all times,” she said.
“During the chemical reaction, hydrogen and oxygen combine to produce electrical energy and harmless water vapour as a by-product, making hydrogen safe because it does not contaminate or harm the surrounding environment, unlike liquefied petroleum gas,” she explained.
How a fuel cell generates electricity from hydrogen.
Project began 15 years ago
“We began this project about 15 years ago with fundamental research to develop high-quality catalysts and membranes. Only in the last 3 years have we been able to bring together all of the fundamental components needed to develop the vehicle’s system,” she said. “As both the SUV and buggy will be used on campus, the speed is limited to 60 km/h. My team and I are looking forward to working on a second generation of the vehicles with increased capacity.”
The various elements of a FCEV.
Quick refuelling time
Mohd Shabuddin added that the quick charging time of a FCEV is a significant advantage. Fully electric vehicles require 7 to 8 hours to charge, depending on the charging station and battery capacity. FCEVs, on the other hand, offer faster refuelling times that can take less than 3 minutes depending on the pressure [of the hydrogen supply],” he said.
He added that one of the most difficult aspects of developing hydrogen cell fuel vehicles is their high cost. “We believe in the country’s direction toward greener energy will result in mass production of these vehicles, lowering the cost of production. The recent 12th Malaysian Plan includes hydrogen as one of the government’s renewable energy initiatives to develop hydrogen-powered vehicles, which I believe is a good start for the future of this technology,” he said.
Hydrogen FCEV models have been on sale to the public from Hyundai (top), Honda (middle) and Toyota (above).
The UKM Fuel Cell Institute has also been appointed as the Head of the Research Excellence Consortium Programme in the Transportation and Mobility category by the Ministry of Higher Education. The launching of the FCEVs recently symbolises the support and commitment of UKM towards Malaysia’s Low Carbon Mobility Development Plan 2021-2030 to reduce greenhouse gas up to 45% by 2030 and to be listed as a carbon-neutral country by 2050.
The next step after BEVs
FCEVs would be the next step after BEVs but even in advanced countries like America and Japan, the hydrogen fuelling network is small. The Japanese government has a plan to expand the hydrogen network as it wants to create a ‘hydrogen society’ that can be carbon-neutral. However, the costs are still high at this time and although there are FCEVs in use, the number is relatively small to justify investment in hydrogen stations for FCEVs to refuel.
Hydrogen is in the air all the time but lately, the gas that is the lightest element has been ‘in the air’, so to speak, with companies like Toyota running a hydrogen-fuelled engine in the Super Taikyu race series in Japan, Renault teasing a hydrogen-powered concept car, and Toyota and Yamaha having a project to adapt a Lexus V8 to run on the gas instead of petrol.
Now Extreme E, the all-electric off-road series, has revealed also plans to launch an off-road hydrogen Championship in 2024. To be called ‘Extreme H’, it will run alongside Extreme E, currently in its second season, and will be a world-first for motorsport. Development for the Extreme H vehicle is already underway, with goals to have a prototype launched in early 2023.
Extreme H cars will use same powertrain and chassis as those for the current Extreme E cars; however, instead of a battery pack, a hydrogen fuel cell will be used which can generate electricity.
Evolution of Extreme E
“Extreme E was designed to be a testbed for innovation and solutions for mobility. It has become increasingly clear to us that creating a hydrogen racing series is a natural evolution of our mission to showcase the possibilities of new technologies in the race to fight climate issue,” said Alejandro Agag, CEO of Extreme E.
“Together with the current Extreme E Teams, we will decide in the coming months the best way to integrate the hydrogen-powered cars into the racing weekend. Two separate categories, full transition to hydrogen or joint racing are all options on the table,” he added.
Elaborating further, Agag said: “Extreme E is an FIA International Series and our intention is to work closely again with the FIA and the Automobile Club de Monaco on the development of Extreme H. Sport is the fastest and most effective platform for driving innovation and, by using the existing Extreme E platform, we can also utilise our transport, talent and operations to ensure we are minimising footprint in the process. This effectively means we can have double the race action, with marginal additional impact.”
Fuel cell for electric power
The Extreme H car will retain the same powertrain and chassis used in Extreme E. The key differentiating factor will be that a hydrogen fuel cell will replace the battery as the principal energy source. This propulsion concept has already been commercialized with models such as the Mirai by Toyota and Insight by Honda.
Green hydrogen sources will be used to power the Extreme H fuel cells, created using a combination of solar and water. This technology is already being used behind the scenes in Extreme E, where it provides the energy source to the vehicle’s batteries.
Extreme E’s operations at each event in remote locations utilise various methods to keep its overall carbon footprint as low as possible. To power equipment and recharge the electric rallycars, the organisers provide a combination of battery and green hydrogen power sources in the paddock..
“It is fitting to launch the concept of Extreme H here in NEOM, Saudi Arabia (where the first round of the 2022 season is being held], a place with huge ambition around clean energy solutions, and the perfect example of a location which can and will become home to large-scale green hydrogen production and distribution,” Agag added.
Commenting on the new initiative, Jenson Button, Team Owner of the JBXE Extreme E team, said: “For Extreme E to be evolving into Extreme H is incredibly exciting and a brilliant step forward in such a short space of time for the series. To see racing of this calibre powered by Hydrogen cells, which will allow for even more racing with less impact, is remarkable.”
It’s not explained how or why Great Wall Motors (GWM) chose to name its technology platform L.E.M.O.N, a name which has a negative meaning when associated with cars. But since it appeared in the third generation of the Chinese company’s Haval H6 SUV in 2020, the platform has been widely publicised in positive terms.
The platform has been developed in-house by GWM and light weight (that could be what the ‘L’ stands for in L.E.M.O.N.) is one of its strong points. In addition to having an all-aluminium body to reduce vehicle weight, there is also a hot-stamped one-piece door ring solution to further cut the kilograms. More significantly, some new models used more than 75% of high-strength steel as well.
The lightweight aspect cannot be understated and to achieve it, GWM engineers made structural improvements, adjusting the material arrangement path and fully improving the torsion resistance and roof crush strength.
At the inception phase of the project, GWM took advantage of simulation topology and MDO (multidisciplinary design) to identify the most effective material arrangement path that meets performance needs like safety and rigidity. After fully improving the body structure, the L.E.M.O.N. Platform was strengthened by using different materials according to the load conditions at different places.
Instead of traditional spot welding of separate parts, the door structure is an integrated hot stamped part.
Traditional spot-welding spliced door ring is replaced by integrated hot stamping door ring, which helps remove the centralized collision stress at the joint position along the force transferring path, reduce the body intrusion in the collision, and improve the passenger safety in 25% small overlapping collision conditions.
This obviously has significant benefits in terms of safety and the L.E.M.O.N. Platform has been engineered with this as one of the objectives. GWM engineers have made sure it will be suitable for global application, in Germany where there are no speed limits as well as in the Middle East where the environment is extremely hot.
It can also achieve NCAP 5-star ratings and meet the highest rating of the Insurance Institute for Highway Safety (IIHS) in North America. The 360° panoramic image system is used to protect drivers’ safety that can provide a high-definition display without blind areas to users, helping them observe surrounding road conditions and ensure all-around driving safety.
The platform can be used with four types of powertrains – Internal Combustion Engine (ICE), Hybrid, Battery Electric and Hydrogen Fuel Cell Electric. The hybrid electric powertrain is available in both DHT and P2/P2+P4 architectures. The DHT architecture is more suitable for urban commuting because of longer endurance mileage and low energy consumption. For example, the HAVAL H6 Hybrid with this architecture has a fuel-saving rate of 48 – 50%, with a pure electric endurance mileage of 200 kms, it is claimed.
Latest Haval H6 SUV is one of the models sold globally which sits on the L.E.M.O.N. platform.
Regardless of the powertrain used, a lighter vehicle will definitely provide benefits in terms of fuel efficiency. GWM’s extensive tests show that if a car’s kerb weight is decreased by 100 kgs, the fuel consumption per 100 kilometres can decrease by 0.3 litre – 0.6 litre. Additionally, the studies also found that carbon dioxide emissions will decrease by about 5 gms per kilometre.
This has been proven with the latest Haval H6 which has had a 100-kg drop in weight compared to the previous generation. Its fuel economy has improved by 14.5%, with fuel consumption per 100 kilometres down to 6.6 litres. If a driver travels 30,000 kms a year, fuel-savings could be 180 litres.
Needless to say, a light vehicle will have better straightline performance and a weight reduction of 10% can see acceleration improving by 8%, while the braking distance can decrease by 5%.
Ora Goodcat also rides on the L.E.M.O.N. platform.
Currently, the models built on the L.E.M.O.N. Platform are latest Haval H6, Dargo, Jolion and ORA Goodcat, all of which are being sold globally.
There were electric vehicles 100 years ago; in fact, even Henry Ford’s wife, Clara, drove and electrically-powered car because it was easy to start and had no transmission. However, battery technology at that time was not advanced and poor performance made electric cars unappealing, allowing cars with internal combustion engines to grow and then dominate the planet. With poor interest in electric cars, the manufacturers stopped developing them and would not consider them again till the 21st century.
During the 100 years, many technological advances have been made and in the past 20 years especially, battery technology – an important element for electric vehicles (EVs) – has advanced greatly. The incentive to accelerate technological development has been the tightening of emission regulations, especially in the more developed nations, which has forced carmakers to start switching to emission-free powertrains. There is urgency as well due to climate change, with exhaust emissions of motor vehicles being identified as one of the causes.
The technology and manufacturing processes for the internal combustion engine (ICE) have been developed over more than 100 years so production costs have stabilized and as volumes grew, economies of scale kept pushing the costs down. EV technology is relatively young and the volume of EVs has not reached a point where economies of scale have fully kicked in. As such, the technologies – which are still evolving and advancing – are still expensive and EVs equivalent to ICE vehicles are still more expensive.
In order for EVs to be adopted by more people, the auto industry expects governments to help. Obviously, funding cannot be provided directly but the prices to buyers can be offset by subsidies. The lowering of retail prices can then attract motorists to consider them, while other elements like infrastructure and performance continue to get better.
Many countries have subsidies for EV buyers and the nature of the subsidy varies. Typically, there is a fixed sum provided based on the price although in Malaysia, from this year, the government has decided to exempt battery electric vehicles (BEVs) from duties and other taxes and even the annual roadtax will not be charged. It’s a bold move but it does not necessarily bring prices down below RM100,000 so a large segment of the population will still not find it easy to buy one. And there is no point using the argument of ‘saving the planet’ because many Malaysians today have to save themselves and their families from financial difficulties, so they certainly won’t care to pay more for their car.
China, as the world’s largest car market, has had an incentive program since 2009 when it introduced subsidies for New Energy Vehicles (NEVs), ie BEVs, plug-in hybrids (PHEVs) and fuel cell vehicles (FCEVs). The NEV program actually began in the 1980s but the incentive policy only began in 2009, with nationwide adoption from 2013. To qualify for subsidies, the vehicles must meet minimum technical and performance requirements, and the size of the subsidy is indexed to a variety of vehicle specifications and utility parameters. Every few years, the qualification criteria have been tightened, forcing manufacturers to push their technology further.
As qualification criteria for subsidies tightened during the past decade, the manufacturers had to keep improving their EV technologies.
By the end of 2020, the NEV push had resulted in 4.92 million NEVs being put on China’s roads, or 1.75% of the vehicle population. The number almost meets the 5 million target set in 2013 and having reached this level, the government now believes that acceptance has been achieved and NEVs are in the mainstream of the car market. This year NEVs are expected to account for 18% of all vehicle sales in China (13% greater than in 2019) and add another 5 million NEVs according to industry forecasts.
With this year being the final year that EVs will be subsidised, there should be increased interest and higher sales in China.
And with that target achieved, it has now decided that subsidies can be phased out completely. In fact, in April 2020, there was already an indication of this when it was announced that subsidies would be reduced by 20% in 2021. This year, the cut will be 30%, after which there will be no more subsidies provided from January 1, 2023.
The subsidies have typically applied to vehicles costing less than RMB300,000 (about RM197,130). A typical subsidy has been around RMB18,000 (about RM11,800), and in 2022, it will fall to around RMB14,400 (about RM9,500).
Tesla Model 3 was among the best-selling NEVs in China last year.
The domestic carmakers have already reached large volumes that allow them to have economies of scale. BYD, an early EV manufacturer, was already doing over 753,000 EVs in 2019, second after world leader Tesla which sold 900,000 EVs.
Hydrogen is the most abundant element in the universe and from it, electricity can be created using a technology from the space program – the fuel cell. Through a chemical reaction with oxygen, electrical energy can be produced with only water as a by-product. The fuel cell is therefore a strong candidate to power electric vehicles – except that the technology is still very expensive and hydrogen stations are very limited.
Nevertheless, companies like Toyota have developed fuel cell electric vehicles (FCEV) and its Mirai model is already in its second generation and sold in selected markets. Recently, a Mirai set a Guinness World Record for a FCEV by travelling 845 miles (1,360 kms) on a full tank of hydrogen. The journey, which was done in southern California, beats an earlier world record set in France in May this year that achieved 1,003 kms.
The official record attempt was closely monitored by Guinness World Records officials and followed the strict rules and documentation procedures. The record distance achieved was more than double the EPA-estimated mileage that Toyota uses in marketing communications for the model.
The car was driven by a professional hypermiler and a partner over a period of 2 days over a route from the Toyota Technical Centre in California where Toyota’s fuel cell development group is based. The route used normal roads which included the Pacific Coast Highway and included rush hour traffic on the San Diego freeway. The Mirai was driven until the 3 hydrogen tanks were empty.
By the end of the trip, the Mirai had consumed a total of 5.65 kgs of hydrogen and passed 12 hydrogen stations along the drive routes without having to stop for refuelling. It emitted no carbon dioxide whereas a standard internal combustion engine vehicle, over the same distance, would have emitted about 300 kgs of the gas that is said to cause global warming.
Toyota adds that the record was achieved by drivers skilled in hypermiling techniques that optimized the Mirai’s vehicle performance under specific weather and driving conditions. . Additionally, as on the car’s Predictive Efficient Drive can learn repeatedly travelled routes to optimize charging and discharging of the battery to help maximize fuel economy and driving range. They also leveraged some basic fuel-efficient driving tips that any driver can learn but the car itself was a standard 2021 model on sale to the public.
The Mirai is priced from US$49,500 (about RM207,000) which is about 20% less than the first generation that went on sale in 2014. Buyers can receive state government incentives to lower the purchase price. Hydrogen is sold by weight and in California, the price per kg is around US$16 (about RM67). To fill all 3 tanks on board, the amount needed would be 5.65 kgs which would cost about US$90 (about RM376) and can provide up to 640 kms of driving if you are not trying to set a record. The electric powertrain generates 128 kW of power which is equivalent to 174 ps with 300 Nm of torque to give a claimed 0 to 100 km/h time of 9.7 seconds.
Hydrogen is the most abundant element on earth and when used as an energy source, it does not generate carbon dioxide which is known to cause negative climate change. It thus has great potential as a zero-emission energy source for a variety of products. For this reason, a number of leading global companies are carrying out R&D to develop processes to produce hydrogen efficiently and cost-effectively as well as to make use of it widely.
The Hyundai Motor Group (HMG) is among these companies and has announced its Hydrogen Vision 2040 to popularize hydrogen by 2040 for ‘Everyone, Everything and Everywhere’. Hydrogen Wave represents the group’s plans for a new ‘wave’ of hydrogen-based products and technologies toward a hydrogen society.
“By developing advanced technologies and innovative systems – as well as encouraging close collaboration between public and private sectors across the globe – it is possible to make this sustainable vision a reality for all,” said the Chairman of the HMG, Euisun Chung, at the Hyundai Wave global forum online today.
He explained that Hyundai Motor Group’s vision is to apply hydrogen energy in all areas of life and industry such as homes, workplaces and factories. “The goal is to make hydrogen readily used for everyone, everything, and everywhere,” said Mr. Chung. “We want to offer practical solutions for the sustainable development of humanity and with these breakthroughs, we aim to help foster a worldwide Hydrogen Society by 2040.”
Electrification of commercial vehicle models
In the context of the auto industry, HMG revealed unprecedented plans that will see the electrification of all new commercial vehicle models – featuring fuel cell electric or battery electric powertrains, as well as the application of fuel cell systems – to all models by 2028. Other future product concepts featuring fuel cell technologies include Trailer Drone, a high-performance sportscar, and fuel cell-equipped vehicles for emergency relief and rescue missions.
Since the development of its first (Fuel Cell Electric Vehicle (FCEV) in 1998, HMG has been preparing for the future of hydrogen. In 2013, the Tucson FCEV (ix35 Fuel Cell) was introduced, opening the door to the mass production of FCEVs. Then, in 2018, the company launched the next-generation fuel cell SUV, the NEXO, with the world’s first heavy-duty fuel cell truck, the XCIENT Fuel Cell, being unveiled last year. After 2 decades of fuel cell technology development, HMG will expand its fuel cell technologies for wider applications of its vehicles, including additional mobility solutions and various energy utilization.
Bringing costs down
Fuel cell systems using hydrogen to generate electricity are not only being used commercially for vehicles today but also have the potential for deployment across diverse applications by 2040. To achieve this, HMG is planning to introduce a new generation fuel cell system in 2023 with a reduced price and volume while also having significantly improved durability and output.
Through ongoing R&D gains, engineering teams have been able to reduce fuel cell costs drastically over the last 20 years. By ensuring price competitiveness, the goal is to achieve a fuel cell vehicle price point comparable to a battery electric vehicle (BEV) by 2030. Economies of scale of hydrogen production can be realised by continuous technological innovation of fuel cell systems as well as close collaboration with other organizations and governments across diverse business areas.
Next-generation fuel cell systems
HMG has developed a series of new fuel cell systems including a new prototype of its third-generation fuel cell stack. This is a higher-powered, efficiently packaged successor to the NEXO system that is planned for market introduction in 2023. Currently still in development, the third-generation fuel cell stack has 2 power versions – 100 kW and 200 kW.
The 100 kW stack has reduced in size by 30%, making it easier to apply to different vehicle types and applications. The 200 kW version is intended for commercial vehicle applications and is similar in size to the current NEXO system, but the power output has doubled.
Fuel cell technology for high-performance vehicle applications is showcased with a concept hydrogen-powered plug-in hybrid sportscar named the Vision FK. With a maximum output of over 500 kW, the Vision FK concept can accelerate from 0 – 100 km/h in less than 4 seconds. Combining a fuel cell energy converter with a high-power, RWD, plug-in powertrain, the Vision FK aims to achieve over 600 kms in range. The prototype is being developed in partnership with Rimac Automobili of Croatia (which HMG invested around US$90 million in).
High durability stacks for commercial vehicles will achieve 500,000 kms of drive range. Furthermore, the price of the third-generation fuel cell stack will be dramatically reduced – with projections being more than 50% – which will be the key factor to achieving cost parity of FCEVs with BEVs by 2030.
HMG will continue to develop hydrogen mobility, expand the production system of fuel cells and establish infrastructures for a global hydrogen society. “The degree and frequency of environmental disasters is rising fast, and we now face a code red warning for humanity,” said Mr. Chung. “The Group seeks to offer powerful and pragmatic solutions for combatting climate change via the tremendous potential of hydrogen energy.”
HydroVILLE to showcase hydrogen vision
Following the Hydrogen Wave forum, HMG will be presenting its plans for hydrogen energy and a global hydrogen society at its ‘Hydrogen Village’ (HydroVILLE) exhibition in Goyang, Korea, this week. HydroVILLE’s various zones will illustrate the Group’s future hydrogen vision. The exhibition space features several fuel cell concepts for future mobility and power generation, including 18 models from Hyundai Motor Group affiliates such as Hyundai Motor, Kia, Hyundai Mobis, Hyundai Rotem, Hyundai Steel, Hyundai Wia and Hyundai Kefico.
Aiming for net zero carbon emissions by 2039, in line with the Reimagine strategy announced last month, Jaguar Land Rover’s (JLR) aim includes zero tailpipe emissions from its vehicles by 2036. This means that internal combustion engines will no longer be used. Electrical power is the most viable solution for future powertrains as they will have zero emissions, and JLR is developing various prototypes.
Fuel cells, spin-offs from the space program, are being considered by a number of manufacturers, some of whom already have commercialised fuel cell electric vehicles (FCEVs). JLR is also looking to use a hydrogen fuel cell and is developing a prototype FCEV based on the latest Land Rover Defender.
Advantages of hydrogen FCEV
FCEVs, which generate electricity from hydrogen to power an electric motor, are complimentary to battery electric vehicles (BEVs) on the journey to net zero vehicle emissions. Hydrogen-powered FCEVs provide high energy density and rapid refuelling, and minimal loss of range in low temperatures, making the technology ideal for larger, longer-range vehicles, or those operated in hot or cold environments.
Since 2018, the global number of FCEVs on the road has nearly doubled while hydrogen refuelling stations have increased by more than 20%. By 2030, forecasts predict hydrogen-powered FCEV deployment could top 10 million with 10,000 refuelling stations worldwide.
JLR’s advanced engineering project, known as Project Zeus, is partly funded by the government-backed Advanced Propulsion Centre, and will allow engineers to understand how a hydrogen powertrain can be optimised to deliver the performance and capability expected by its customers: from range to refuelling, and towing to off-road ability.
The Defender’s platform, which can accommodate combustion engines as well as hybrid powertrains, is also being used for the development of a fuel cell electric vehicle.
The project also has other partners involved such as Delta Motorsport, AVL, Marelli Automotive Systems and the UK Battery Industrialisation Centre (UKBIC) to research, develop and create the prototype FCEV with testing scheduled to begin this year. The testing, in the UK, will verify key attributes such as off-road capability and fuel consumption.
“We know hydrogen has a role to play in the future powertrain mix across the whole transport industry, and alongside battery electric vehicles, it offers another zero tailpipe emission solution for the specific capabilities and requirements of Jaguar Land Rover’s world class line-up of vehicles. The work done alongside our partners in Project Zeus will help us on our journey to become a net zero carbon business by 2039, as we prepare for the next generation of zero tailpipe emissions vehicles,” said Ralph Clague, Head of Hydrogen and Fuel Cells for Jaguar Land Rover.
A Land Rover factory in the UK.
Producton facilities are carbon neutral
JLR was the first UK automotive manufacturer to have met the internationally recognised PAS 2060 standard for carbon neutrality across its vehicle manufacturing assembly operations and product development sites. In January last year, its facilities completed a second consecutive year being certified as carbon-neutral by the Carbon Trust. Together, these sites represent 77% of JLR’S global vehicle production.
The Carbon Trust re-certification is part of the carmaker’s journey to ‘Destination Zero’, after it was originally achieved two years ahead of a commitment to operate carbon-neutral UK manufacturing by 2020.
