Commercial Vehicle eMobility – potential electrified solutions

eFuels

Description Power-to-liquid. CO2 converted to liquid hydrocarbon fuel to give a zero carbon balance when burnt.

Environmental benefit vs. ICE

Efficiency (well to wheel)

System cost

Infrastructure costs

Refuelling

Operational capability

Advantages

Barriers

Likely applications

Minimal carbon footprint. NOx and PM unchanged.

Hybrid H2 combustion H2 fuel cell BECV

Mix of ICE and electrical power. May be combined via transmission, or via separate wheels.

Enhanced efficiency vs ICE. Proportional reduction in emissions.

Hydrogen as a fuel burnt in a combustion engine.

Hydrogen as a fuel, via a fuel cell, converting to electrical energy.

Battery driven vehicles.

Minimal carbon footprint (using green H2). Some limited NO x and PM.

Zero local emissions. Zero carbon if using green H2.

Zero local emissions. Carbon footprint depends upon regional energy mix.

~24% ~40% ~22% ~30% ~76%

No change. 5-10% increase in vehicle cost, for electrical system.

Minor increase for H2 tank.

No major change. No major change. Completely new H2 charging infrastructure required.

High cost for fuel cell system. H2 tank. High cost for large batteries.

Completely new H2 charging infrastructure required.

Fast charging network and grid upgrades required.

<15 mins <15 mins 15-30 mins 15-30 mins 3+ hours (45 mins on fast charger may be enough for 200km)

No change. Reduced space and payload for battery. H2 tank takes small additional space. H2 system takes similar room overall as ICE.

No change to current operational model.

Torque and improved efficiency.

Very high fuel cost. Moderate impact for longhaul duty cycle.

Motorsport, Aviation. Off Road, Interim 2030-2040.

Zero emissions and close to existing operation model.

Zero emissions and close to existing operation model.

Low energy efficiency. Short life of expensive fuel cell.

Long haul freight. Freight CV with consistent power demand.

Much higher weight, restricting maximum payload.

Zero emissions and Torque.

Charge time and payload weight reduction.

Busses today HCV longer-term.

Electrified systems can be enhanced with Charging while driving (CWD) / Electric Road systems (ERS). This can be used by BEVs to reduce required battery size, or topping up hybrids. Power while driving via trolley cables, induction plates, rails or side rollers. Battery-swap systems are another possible solution to operational challenges with BEVs.

Battery electric technology faces significant challenges for long-haul freight, but has already proven its worth in urban buses and has obvious potential for urban delivery trucks.

If on-road recharging technology matures and is adopted, this could support more widespread adoption on fixed routes, such as for inter-city distribution or especially mining. It is in these environments that charging-whiledriving solutions, such as overhead charge cables, could be part of the solution.

Fuel cell commercial vehicles (FCCVs) appear to offer a more promising long-term solution for electrifying longhaul CVs: more OEMs are investing in this area than any other. To succeed, FCCVs will need to overcome obstacles including the maturation of FC technologies (expected by 2030) and the establishment of suitable green hydrogen supply networks.

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