At the Beijing East Olympic Games just past, a number of hydrogen fuel vehicles showed their skills, and now the development of domestic hydrogen fuel vehicles is indeed being pressed the accelerator button.
A few days ago, the national development and Reform Commission official top-level document on hydrogen energy development design was released, including hydrogen fuel vehicles, the initial goal is to achieve about 50,000 fuel cell vehicles by 2025, while deploying and building a number of hydrogen refueling stations.
This is also a clear statement on the development of hydrogen fuel vehicles after many ministries and commissions approved the "start of fuel cell vehicle demonstration application work" in the North, Shanghai and Guangzhou urban agglomerations in August last year.
The east wind of policy has begun to blow, so what opportunities will hydrogen fuel vehicles have in the market in the near future? It's too early to answer that question.
Pure electric and hybrid will undoubtedly remain the mainstream technology route of domestic new energy for a long time, but hydrogen fuel vehicles have their own unique value.
Hydrogen fuel vehicles have a greater advantage in reducing carbon emissions than pure electric vehicles, and there is no "low temperature disease" of pure electric vehicles, but the promotion and application is much more troublesome than pure electric vehicles, and the domestic hydrogen fuel vehicle, especially the hydrogen fuel passenger car market, is almost completely blank, just like the previous Beijing Winter Olympics, most of the hydrogen fuel vehicles are also mostly commercial models that use hydrogen power.
However, only as ordinary consumers, aside from hydrogen fuel commercial vehicles, we can still open our minds to talk about the entire hydrogen fuel passenger car, what products in the current global market can already be experienced, and which car companies on hydrogen fuel vehicles have taken the lead? After all, maybe they will be seen on the domestic market that day.
Toyota MIRAI
When it comes to hydrogen-fueled vehicles, Toyota can't avoid it, after all, it is an international manufacturer that once gambled on this technical route. Toyota began to develop hydrogen fuel models as early as 1992, and Toyota's first-generation MIRAI is a pioneer in roughly counting the entire hydrogen energy world, first launched in 2014, when the appearance was quite similar to the fourth-generation Toyota Prius plug-in version.
But today, Toyota MIRAI has evolved to the second generation, toyota also brought 140 second-generation MIRAI as service vehicles at the Beijing Winter Olympics, and we also reported on the "Toyota "Decisive Battle" Winter Olympics".
Toyota's second-generation MIRAI is based on the GA-L rear-drive platform under the TNGA architecture, and toyota crown with the same platform, body size 4973/1884/1468mm, wheelbase 2918mm, proper large and medium-sized luxury new energy models.
Due to the larger body design, the second-generation Toyota MIRAI has improved a lot in terms of the performance of hydrogen fuel cells and the reserve capacity of hydrogen, and the mileage has increased by 30% compared with the first generation, compared with the original JC08 650km to 850km (WTLP).
At the same time, in terms of power, the power density of the fuel cell stack has increased from the original 3.5kw/L to 5.4kw/L, the maximum output power of the fuel cell stack has reached 128 kW, and the maximum power of the drive motor is 134 kW, the peak torque is 300 Nm, and the maximum speed is 175 km/h.
The principle of hydrogen fuel cells is simply to input hydrogen into the fuel cell, and then generate electricity and then drive the motor by electrical energy.
The increase in the mileage of the second generation MIRAI is mainly due to the increase in hydrogen storage tanks from 2 to 3 in the first generation, the three hydrogen storage tanks are located between the front and rear axles under the seat, and the liquid hydrogen capacity of the whole system can be loaded from the original 4.6kg to 5.6kg, and the time to fill up hydrogen at one time is about 3 minutes.
The domestic hydrogen refueling station is priced at 50-70 yuan per kilogram of hydrogen, and it is simply calculated to fill up a hydrogen tank of the second-generation Toyota Mirai, up to 400 yuan, combined with the WTLP standard 850km endurance, the average run down, theoretically a kilometer less than 5 cents.
In addition, Toyota's second-generation MIRAI offers five models in the Japanese market, priced at 7.10-8.05 million yen (about 445,000-505,000 yuan), and if it is introduced into China, you can guess what the price will be.
Hyundai NEXO
Hyundai's layout for hydrogen fuel is also very early, starting from 1998 to develop fuel cell vehicles, in 2006 launched the first generation of self-developed stacks, and early on also launched the Tucson iX35 hydrogen fuel version.
In 2018, Hyundai took out a new generation of hydrogen fuel cell vehicle NEXO, using the fourth generation of modern fuel cell system technology, which can still start normally in the extreme environment of minus 30 ° C, which is also one of the few fuel cell vehicles in overseas markets that has been mass-produced and put on the market.
Moreover, hyundai NEXO is still almost clearly indicated that it will introduce domestic hydrogen fuel vehicles, and there is even a "Chinese version" test drive in China, but the battery life is slightly reduced compared to the overseas version, the hyundai NEXO overseas version of THEDC has a mileage of 800km, and the Chinese version of CLTC has a range of 596km.
The reason is that the maximum pressure value of domestic passenger car hydrogen storage tanks is currently limited to 350 Bar or less, while the modern NEXO overseas version of hydrogen storage tanks can reach a maximum pressure of 700 Bar. The pressure value determines the amount of hydrogen stored in the hydrogen storage tank, and it also affects the cruising range.
Hyundai NEXO China is equipped with three hydrogen storage tanks, as an SUV model, and Toyota MIRAI, the Hyundai NEXO hydrogen tanks are arranged under the rear seats of the body, with a total volume of 168 liters.
In terms of power, it is equipped with a permanent magnet synchronous motor with a maximum power of 120 kW and a peak torque of 395 N·m, with an official acceleration time of 9.2 seconds and a maximum speed of 179 km/h from 0 to 100 km/h.
In addition, the overseas price of Hyundai NEXO is about 60,000 US dollars, which is also a lot of money, but what will be the price of entering the domestic market?
SAIC Maxus
In the domestic market, there are only two hydrogen-fueled passenger cars that are officially mass-produced and on sale, all of which belong to SAIC Maxus.
One is saic motor MAXUS EUNIQ 7 (MPV) and the other is SAIC Maxus MAXUS V80 new energy (light passenger).
As the first MPV hydrogen fuel cell vehicle, SAIC Maxus EUNIQ 7 is priced at 299,800-399,800 yuan, with a total hydrogen storage capacity of 6.4kg, a comprehensive cruising range of 605km for NEDC, and a maximum power of 150kW for driving motors.
The highlight of this car is the core part of the fuel cell, which adopts the latest generation of PROME stack provided by SAIC's Jie Hydrogen Company, which is fully independently designed and developed, with a stack power of 130kW and a power density of 3.8kW/L.
However, according to the previous SAIC Hydrogen Energy Plan, its focus is mainly on commercial vehicle products such as heavy trucks, light trucks, and buses.
In fact, in addition to SAIC Maxus, there are many manufacturers in China that are developing hydrogen fuel vehicles.
For example, Changan CS75 FCV, GAC Aion LX Fuel Cell, FAW Hongqi H5-FCEV, etc., but these models have not yet been officially mass-produced, and they will have to wait to experience.
BMW iX5 Hydrogen
As early as 2003 and 2007, BMW had successively launched the Hydrogen hydrogen fuel racing car and the Hydrogen 7 concept car, but after the advent of Toyota's first-generation MIRAI, BMW chose to take a shortcut, that is, to exchange its own fuel engine technology for Toyota's hydrogen fuel technology.
It should be said that with the blessing of Toyota's hydrogen fuel technology, BMW brought iX5 Hydrogen, in fact, this is still a model that has not yet been officially mass-produced, and small-scale mass production models will be put into production in the second half of this year.
Briefly introduce the technical parameters:
The BMW iX5 Hydrogen fuel cell vehicle achieves a maximum range of 500 km in extremely low temperatures, and the hydrogen storage tank is filled in only 3-4 minutes.
In terms of styling, bmw iX5 Hydrogen and BMW X5 are almost the same, but the interior is unique, BMW iX5 Hydrogen is equipped with two 700Bar pressure hydrogen storage tanks made of carbon fiber reinforced composite materials, which can hold a total of 6kg of hydrogen.
The chemical reaction of hydrogen with oxygen provides up to 125 kilowatts (170 hp) of electrical energy for electric motors mounted on the rear axle. In addition, the high-power battery located above the motor can not only be charged by the fuel cell, but also can use the electricity generated by the braking energy recovery system, and when the full acceleration is accelerated, the battery will also inject additional power into the vehicle, and the total output of the system can reach 275kW.
Honda Clarity Fuel Cell
Hydrogen fuel vehicles are the home of the Japanese and Korean series, in addition to Toyota and Hyundai, Honda has actually launched mass production models earlier. Although it is a pity that Honda has now announced the discontinuation of the Clarity FUEL CELL hydrogen fuel cell vehicle, and the cumulative global sales of this car before the suspension of production are only about 2,000 units, but here is another introduction.
Honda proposed fuel cell vehicles as early as 1999, the FCX Clarity model launched in 2008, and Honda Clarity Fuel Cell is the second hydrogen fuel cell vehicle to be released in Japan after Toyota's Mira.
In terms of body size, Honda Clarity Fuel Cell and Toyota's first-generation MIRAI are not much different, and they are almost the same in terms of power, in terms of endurance, Honda Clarity Fuel Cel can store 5kg of high-pressure hydrogen, the cruising range under the JC08 working conditions in Japan can reach 750km, the maximum power of the drive motor is 130kW (177Ps), and the maximum torque is 300Nm.
In terms of internal structure, unlike Toyota's first-generation MIRAI, Honda Clarity Fuel Cell is a huge hydrogen tank behind the second row of seats and the position between the luggage compartment, just like the battery placement position of the early new energy oil conversion, so that it encroaches on a lot of luggage compartment space, and the practicality is more general.
In addition, honda's Clarity Fuel Cell is not cheap in Japan, which is about 400,000 yuan, and it is about the same price in the North American market.
It can be said that the primary problem facing hydrogen fuel vehicles at present is that the cost price of a single vehicle needs to be reduced, such as the Honda Clarity Fuel Cell, which is similar in space, performance and Civic, but it is almost the price of a BMW 5 Series.
Secondly, the supporting equipment needs to continue to be complete, taking Shanghai as an example, there are only 9 hydrogen refueling stations, and by 2025, Shanghai's goal is to build more than 70 hydrogen refueling stations, but the convenience is still far less than that of oil trucks or trams.
Considering the construction cost of a single hydrogen refueling station, in fact, the investment of 70 hydrogen refueling stations is not low, but how effective will it be to promote the development of hydrogen fuel vehicles?