• • • ELECTRIC VEHICLES • • •


How can automotive manufacturers create a zero-emission future?


Simone Bruckner, managing director of resistor manufacturer Cressall, explains the pros and cons of fuel cells and battery power, and what these mean for electrifying HGVs


B


y 2040, all new heavy goods vehicles (HGVs) sold in the UK must be zero-emission. Advances in green energy technology mean


this is possible, but automotive manufacturers are still in disagreement about what type of power source is best. In this article, There are two main types of electric vehicle,


categorised by their power source. Battery Electric Vehicles (BEVs) rely on a lithium-ion battery for power. Fuel Cell Electric Vehicles (FCEVs) on the other hand use a fuel cell, which combines hydrogen gas with oxygen to generate electricity.


Hydrogen power Hydrogen is the most abundant element in existence, so future supply is not an issue. Hydrogen power also has a much higher energy density than batteries, at around 35,000 watts per kilogram of hydrogen, while lithium-ion batteries only have around 200 watts per kilogram.


This increased energy density allows FCEVs to


travel distances comparable to petrol or diesel vehicles, and up to 100 miles further than BEVs. For HGVs in particular, it also means that much heavier payloads are possible, with the ability to carry an extra two tonnes or more depending on the vehicle. The main problem with hydrogen fuel remains


with its production. Similar to the way we often refer to more environmentally friendly processes as “green”, hydrogen is colour-coded based on its method of production. Most of the hydrogen produced currently is defined as “grey”. Grey hydrogen is generated using methane


from natural gas, producing about ten times more carbon dioxide than hydrogen. Recapturing the carbon dioxide produced is possible, but it’s still not a perfect solution, only being able to capture up to 80 per cent of the generated carbon.


The ideal type of hydrogen is green, produced by


separating hydrogen and oxygen molecules in water using electricity. Provided that the source of this electricity is renewable, this is the most environmentally friendly form of hydrogen. At present, the cost of production is the main barrier for this method, though it is expected to fall to a level that’s more competitive with grey hydrogen by 2035.


Refuelling and recharging Refuelling remains a hot topic for FCEVs. In terms of refuelling time, FCEVs have a huge advantage over BEVs, taking around three to five minutes to refuel. This means that lorries can get straight back onto the road with minimal downtime, without hampering delivery expectations. In contrast, BEVs can take anywhere between


30 minutes to 10 hours to recharge, depending on the voltage of the charger and the battery size. Considering the battery size required to power a HGV compared to a passenger car, it’s likely that most HGV charging times will sit on the higher end of the spectrum on a standard charger. Rapid chargers operating at a higher voltage


can be installed at HGV depots instead, giving access to much faster recharging times, though they will still not be as quick as FCEVS to refuel. It’s important to note, however, that UK legislation requires drivers to take regular breaks regardless. By law, drivers should take a 45-minute break for


every four and a half hours driving, and drive for a maximum of ten hours per day. Factoring in these numbers, the slower refuelling time of a BEV may not be as much of an issue as once thought, provided it can refuel sufficiently to reach the next point in its journey. The abundance of charging points means that a


BEV is never too far away from a top up. In contrast, there are only around 15 stations in the UK currently providing hydrogen fuel. Choosing FCEVs right now, therefore, means that careful route planning is required to ensure the lorry can safely reach a station. Encouragingly, investments are being made in


this area. Bosch has committed to set up 4,000 hydrogen fuelling points worldwide by 2030, and as the cut-off deadline looms for new petrol and diesel vehicles, it’s likely that similar schemes will follow.


34 ELECTRICAL ENGINEERING • DECEMBER 2022/JANUARY 2023 electricalengineeringmagazine.co.uk


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