Mobility
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The following are answers to the questions from the participants of the webinar – Carmaker Electro-mobility LeaderBoard Q1’2020.
Q. Could you elaborate more on inductive charging?
A. Wireless charging (Inductive coupling) – Inductive charging uses an electromagnetic field to transfer energy between two objects through electromagnetic induction. This is usually done with a charging station. Energy is sent through an inductive coupling to an electrical device, which can then use that energy to charge batteries or run the device.
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Q. Have you not included Porsche in VW?
A. VW represents the brand, not the VW Group. Porsche, Audi, and other brands of the VW Group will be available in the next version of our Carmaker Electro-Mobility Leaderboard coming in June 2020. Even though the data will be exclusively available to the members of our membership program, we will engage in a series of communications that you can track.
Q. Do your findings also reflect the positioning for Vans?
A. No. We have not considered commercial vehicle data in this version of our Carmaker Electro-Mobility Leaderboard.
Q. Why Renault is not included in this analysis?
A. Renault, together with JLR, Audi, and a number of other brands will be available in the next version of our Carmaker Electro-Mobility Leaderboard coming in June 2020. Even though the data will be exclusively available to the members of our membership program, we will engage in a series of communications that you can track.
Q. What would be the safety, hydrogen filling, and cost-effectiveness of fuel cells? does it have really a future?
A. Yes, fuel cells are one of the sustainable options for future mobility. FC makes the most sense for Heavy Duty and Medium Duty vehicles where batteries are not yet a good alternative for diesel.
A fully electric long-haul truck would have significant restrictions due to the battery pack size and weight necessary for this application.A passenger car is expected to last 150,000-200,000 miles (240,000-320,000 km) whereas a Class 8 truck is expected to travel 1,000,000 miles (1,600,000 km) over its lifetime. The truck’s extensive travel is primarily highway use as opposed to local driving for automobiles.
Hydrogen offers much higher specific energy than batteries. The lighter weight contributes to solving the range and payload issues inherent with a 100% battery-powered propulsion. They are a zero-emission electric vehicle since they emit only water vapor. The hydrogen trucks cover a range between 500 and 1,200 miles (805 and 1,930 km), depending upon the load that a battery can’t provide. Plus refueling times are virtually the same as with diesel.
Hydrogen can be physically stored as either a gas or a liquid. Storage as a gas typically requires high-pressure tanks (5000–10,000 psi tank pressure). It cannot be stored as easily as traditional fossil fuels. Storage and transport is a major issue due to hydrogen’s low density. Applicable codes and standards for hydrogen storage systems and interface technologies, which will facilitate implementation/commercialization and ensure safety and public acceptance, have not been established. This is one of the limitations of the technology. Lack of hydrogen refueling infrastructure is another limitation.
But, we can expect that in the future there will be more number of refueling stations and advanced safety standards for Hydrogen infrastructure since more governments are pushing for the technology.
Q. I did not notice the situation of Renault Groupe on Slide 20. In fact, it is the European market leader. Is it related to their weakness for battery supply?
A. Renault, together with JLR, Audi, and a number of other brands will be available in the next version of our Carmaker Electro-Mobility Leaderboard coming in June 2020. Even though the data will be exclusively available to the members of our membership program, we will engage in a series of communications that you can track.
Q. Why is HMC missing?
A. Honda, together with JLR, Audi, and a number of other brands will be available in the next version of our Carmaker Electro-Mobility Leaderboard coming in June 2020. Even though the data will be exclusively available to the members of our membership program, we will engage in a series of communications that you can track.
Q. Is this meant only for carmakers? Meaning passenger car makers?
A. That is correct, the Carmaker Electro-Mobility Leaderboard refers to passenger cars only.
Q. What is the future of hydrogen fuel cells in the current political scenario?
A. Hydrogen fuel cells have an important role in future mobility but today, the penetration of FC passenger cars in Europe and China is negligible. This is mainly because with today’s economics fuel cells are not a cost-effective option for passenger cars.
Since countries are implementing zero-emission regulations across the world, the need for fuel cells is inevitable. Governments are promoting the adoption of hydrogen and fuel cells by providing incentives and subsidies. Even though fuel cells are not a cost-effective option for passenger cars, it is a perfect choice for heavy-duty and medium-duty vehicles.
Hydrogen offers much higher specific energy than batteries. The lighter weight contributes to solving the range and payload issues inherent with a 100% battery-powered propulsion. They are a zero-emission electric vehicle since they emit only water vapor. The hydrogen trucks cover a range between 500 and 1,200 miles (805 and 1,930 km), depending upon the load that a battery can’t provide. Plus refueling times are virtually the same as with diesel.
While the future price is uncertain, NREL estimates that hydrogen fuel prices may fall to the $10 to $8 per kg range in the 2020 to 2025 period. A kilogram of hydrogen has about the same energy content as a gallon of gasoline. FCEVs are about twice as efficient as gasoline-powered vehicles: an FCEV travels about twice as far as a conventional vehicle is given the same amount of fuel energy. At $3.50 per gallon gasoline, a conventional vehicle costs about $0.13 per mile to operate, while an FCEV using $8 per kg hydrogen fuel would cost about $0.12 per mile.
There are several barriers such as the development of hydrogen refueling stations, safety standards, cost of fuel cells, etc, for the wide adoption of hydrogen and fuel cell deployment. It is expected that in the future, these limitations will overcome.
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