#fcevs

It is kinda funny (and somewhat ironic) that this car has been announced MONTHS after Shell announced they’d be shutting down all of their Hydrogen refueling stations, essentially crippling the infrastructure even further. Not to mention, Toyota currently being sued by Mirai owners for the lack of enough refueling stations to reliably use the car. What an L from Honda… again.

Also, a PS: It’s even funnier that Honda and Toyota have consistently pushed FCEVs as their Zero Emission Vehicle of choice, despite neither automakers being willing to invest any amount into hydrogen refueling infrastructure.

If Fuel Cell Vehicles (FCEVs) were as affordable, had the same level of refueling infrastructure, and were almost as cheap to run… I don’t think the Chemistry nerd within me could resist owning one. The fact that there’s just an “engine” in the front of your car that magically turns Hydrogen into water and that somehow powers the vehicles is literally so cool. And slap a slightly bigger battery into one and make it a Plug-in Hybrid (PHEV) for the best of both worlds? That’d literally be a dream.

Overview

The transportation sector is going through a major transition. Automakers are shifting to alternative powertrains to minimize greenhouse gas emissions and their dependency on finite fossil fuel supplies. Fuel cell electric vehicles (FCEVs) and battery electric vehicles (BEVs) FCEVs or BEVs are two of the top competitors in this race. Although both technologies provide zero-emission solutions, their applications, scalability, energy sources, and infrastructures are very different.

The question of whether to give priority to FCEVs or BEVs emerges as the globe adopts greener mobility alternatives. Better yet, are they able to cohabit to meet various needs? This blog examines their individual responsibilities, salient distinctions, technical possibilities, and Dorleco’s dedication to influencing this electric future.

Understanding the FCEVs or BEVs

They actually fulfil distinct use cases. BEVs use lithium-ion batteries to store power, but FCEVs use a chemical reaction between hydrogen and oxygen to produce electricity, with the sole by-product being water.

Each technology is positioned differently by one essential distinction:

Because of their immediate torque, great efficiency, and developing charging infrastructure, BEVs are better suited for light-duty, short-distance, and urban transportation.

On the other hand, FCEVs perform exceptionally well in heavy-duty, long-range, high-payload applications where quick refuelling and reduced vehicle weight are essential.

Key Technological Distinctions

Criteria FCEVs (Fuel Cell Electric Vehicles)BEVs (Battery Electric Vehicles)Range500–700 km on a single hydrogen fill200–500 km depending on battery size Refuelling/Charging Time5–10 minutes30 mins to 12 hours (depending on charger type)Energy Density High; lightweight system Lower; battery mass increases vehicle weight Infrastructure Sparse hydrogen stations Expanding global EV charging networks CostHigh due to hydrogen production and storage Becoming affordable with falling battery costs Environmental Impact Clean emissions, but hydrogen production can be energy-intensive Clean driving, but lithium mining impacts need consideration Best Suited For Trucks, buses, long-haul and fleet logistics Daily commuters, personal vehicles, urban mobility

Current Issues in the Market

1. Trade-off between Payload and Range

Reaching the ideal payload and range is one of the major obstacles in commercial transportation. Even while internal combustion engine vehicles (ICEVs) can usually travel more than 400 miles on a single tank, it is still difficult to replicate this performance with zero-emission vehicles.

For greater range, BEVs need larger battery packs. These batteries can weigh more than 1,000 kg, though, which has an immediate impact on vehicle payload and energy efficiency.

In contrast, FCEVs have better energy densities and lighter powertrains, which enable longer ranges without sacrificing cargo capacity. For instance, the battery of a Honda Civic weighs about the same as that of a Hummer EV. A fuel cell stack, on the other hand, uses a lot less weight while yet performing similarly.

2. Costs of Energy and Infrastructure

Infrastructure for Hydrogen: The construction of hydrogen fuelling stations is expensive and scarce. Furthermore, it is still costly and energy-intensive to produce green hydrogen (from renewable sources).

EV Charging Network: Government incentives, standardization, and a quickly growing charging infrastructure are all advantages for BEVs. Charging time and grid capacity are still challenges, though.

3. Resource and Material Limitations

Lithium Supply: The sustainability and environmental effects of mining lithium and cobalt are a worry due to the exponential growth in battery demand.

The majority of hydrogen produced now comes from fossil fuels (gray hydrogen). The process of increasing the production of green hydrogen via electrolysis driven by renewable energy sources is currently ongoing.

Application Suitability:

BEVs perform well in urban and suburban transit.

Last-mile delivery services and ride-sharing

Individual automobiles and compact business vans

In cities where well-established charging networks are in place, public transit systems are increasingly shifting toward electrification to leverage the available infrastructure and reduce emissions.

Where FCEVs Succeed

Logistics and Long-Distance Freight

Buses and heavy-duty trucks

Rail and maritime transportation

Places where localized hydrogen production is possible but grid connectivity is constrained

The future is a dual-technology strategy, where FCEVs or BEVs complement each other in many industries, as opposed to a winner-take-all situation.

Dorleco’s Dual-Focus Approach

At Dorleco, we think that technological convergence is the key to the future of mobility. Enabling reliable, secure, and scalable software solutions that support both battery and hydrogen-based cars is the main goal of our research and development.

Principal Projects:

1. Equilibrium Cell Algorithms

As part of our commitment to enhancing battery performance and reliability, we develop sophisticated balancing techniques. In turn, these methods help prolong cell life and prevent degradation in lithium-ion battery systems.

2. SOC Estimation using Kalman Filters

Accurate estimation of the State of Charge (SOC) enhances charging behaviour, range prediction, and overall vehicle performance.

3. Modeling of Heat and Control

Both batteries and fuel cells require efficient thermal control. Dynamic modelling and simulation are made possible by Dorleco’s software to avoid overheating and guarantee peak performance.

4. Architecture for Integrated Control

In order to ensure smooth communication and control, our development unifies the Fuel Cell Controller and Battery Management System (BMS) under a single CAN-based architecture.

5. Verification & Validation

Therefore, to guarantee real-world dependability, we conduct stringent testing under various scenarios, including powertrain fault conditions, SOC drift, and charge/discharge cycles.

6. Quick Prototyping

In order to accelerate innovation, we rapidly prototype electric powertrain systems by leveraging state-of-the-art methods. As a result, we facilitate iterative development and enable faster deployment to market.

The Future Adoption Road Ahead: Important Trends

Reduction in Battery Prices: Advances in battery chemistry, such as solid-state, are making BEVs more economical and efficient.

Hydrogen Investment: As a sign of a move toward FCEV viability, nations including South Korea, Japan, and Germany are making significant investments in hydrogen infrastructure.

Vehicle-to-Grid (V2G) Integration: When demand is at its highest, BEVs can serve as energy storage nodes, returning electricity to the grid.

Sustainability Pressure: Demand for FCEVs or BEVs is being driven by ESG laws that encourage business fleets to switch to zero-emission platforms.

Conclusion

Whether FCEVs or BEVs will rule the transportation landscape in the future is not the question. The most pertinent query is: How can both technologies work together to build a mobility ecology that is genuinely sustainable?

Consequently, as battery technology advances and charging infrastructure becomes increasingly established, BEVs are expected to maintain their dominance in the light-duty urban market.

Long-distance, industrial, and fleet transportation — where rapid recharging and large payloads are crucial — will see a growing role for FCEVs.

At Dorleco, our goal is not to create barriers between technologies but rather to build meaningful connections. Through our advanced software solutions, robust modelling capabilities, and intelligent control systems, we actively support the progression of both powertrain types. As a result, we empower automakers, fleets, and governments in achieving their clean mobility objectives.

Partner with Dorleco

Whether you’re developing FCEVs or BEVs, or hybrid platforms, Dorleco provides tailored solutions to support your journey from design to deployment.

📩 Contact us at: [email protected] 🌐 Explore our offerings: Vehicle Control Units (VCUs), CAN Displays, CAN Keypads, and EV Software Services.

March 26, 2024

 by dorleco

with no comment

 Autonomous Vehicle Technology

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FCEVs or BEVs

Introduction

As we already know, automakers are turning to alternative energy sources to power their vehicles due to the depletion of fossil fuel deposits and the negative environmental effects of their combustion. These energy sources must be varied and sustainable, including fuel cell electric cars (FCEVs) and battery electric vehicles (BEVs).

There is much discussion about whether BEVs should take precedence over FCEVs, even if the automobile industry has already begun to look at sustainable alternatives. This is especially true given the finite supply of lithium, a key component of lithium-ion batteries. As a result, a lot of researchers are supporting the use of fuel cells, which use a redox reaction’s chemical reaction to produce energy. However, most automakers are still cautious about using fuel cells in production vehicles since research and development are still being done on how they behave in automotive batteries.

This article aims to address these concerns about the FCEVs or BEVs debate.

The Relationship between FCEVs or BEVs

In this specific argument, a common misperception is that fuel cells and lithium-ion batteries are rival technologies. It’s critical to realize that batteries, as one of the main energy sources, are here to stay in business for a very long time. Lithium-ion and fuel cell technologies offer a range of solutions to address issues related to sustainability, pollution, and efficiency. These two substances seek to improve the answers to the electrification dilemma that the sector is now dealing with. Fuel cells are expected to complement batteries rather than replace them as the main component of the electrified solution in the future.

Difficulties in the Current Market

when discussing sustainable mobility, range is often the first factor to be questioned, particularly when discussing heavy-duty transportation. Very high-payload capacity combustion engine vehicles often have a big fuel tank, roughly 200–300 liters (50–80 gallons). This frequently enables them to travel 400 miles (depending on the payload) before needing to halt for a fuel stop. But while fuel cells and lithium-ion cells are still in their infancy, none of the technologies has yet been able to match the range requirements of heavy-duty transportation.

Furthermore, a high-capacity battery is probably going to be hefty, which raises the load and thus the energy requirement. For example, the battery in the Hummer EV is expected to weigh the same as the battery in the Honda Civic. High-energy-density batteries, sometimes known as fuel cells, are one way to break this vicious cycle.

Automotive designers will face a unique issue when it comes to heavy-duty transport because there are a lot of trade-offs when adopting Li-ion cells. The maximum permitted weights on each axle are currently capped at a lower level, which forces designers to decrease battery capacity, which reduces range.

It also reduces the amount of load a vehicle can transport on a given trip when the payload capacity is restricted, which is not exactly good logistical economics. Ultimately, automakers will always have to make a trade-off between efficiency and performance.

It is not exactly ideal logistical economics, as it also lowers the amount of load a truck can transport on a given journey when the payload capacity is limited. In the end, automakers will always have to choose between performance and efficiency.

FCEVs or BEVs

One of the reasons FCEVs presently outperform BEVs is downtime. An internal combustion engine vehicle (ICEV) requires approximately twice as much time to refill as a fuel cell electric vehicle (FCEV), which makes it a desirable option for lengthy road trips. Creating megawatt-scale charging stations would be the answer to this problem for BEVs. Because drivers can stop as often as necessary for charging, shortening the charging period also enables designers to minimize the size (and weight) of the battery.

The ability to use renewable energy solutions more widely and hasten the adoption of sustainable power sources is another significant benefit of FCEVs. Additionally, they fill in the performance and operational deficiencies in the current batteries. When it comes to driving a style that primarily involves long-distance travel, like commercial vehicles, FCEVs can generally outperform BEVs.

Moreover, fuel cell electric vehicle (FCEV) payload capacity surpasses that of a battery electric vehicle (BEV) due to the fuel cell powertrain’s substantial weight reduction, which permits engineers to enhance the energy capacity without appreciably changing the vehicle’s overall weight. The capacity of a lithium-ion battery to satisfy the powertrain’s dynamic needs is by far its greatest advantage over a fuel cell.

Fuel cells are designed for non-dynamic/static behavior, while numerous combinations for dynamic behavior may be produced at this time. It is hoped that shortly, solid-state cell solutions for mobility will be developed by researchers in the lithium-ion battery business.

So, which is superior in every situation?

The argument over whether BEVs are preferable to FCEVs or vice versa should be seen from a different angle since it comes down to whatever technology is best suited for a certain set of transportation requirements. A greater portion of the industry can be served by BEVs, but sustainable FCEV solutions can address their drawbacks.

FCEVs with lighter powertrains can have greater range since they can hold more energy without adding to their total weight. Fuel cells are an appealing option for heavy-duty and long-distance applications because of their increased payload-bearing capability and faster charging (or refilling) times.

The disadvantage of a fuel cell is that hydrogen requires a lot of energy to produce and store, and fuel cell technology is still in its infancy. This means that fuel cells are more expensive than lithium-ion batteries. Lithium-ion batteries also have far superior dynamic behavior than fuel cells. By no means are BEVs and FCEVs two sides of the same coin. Rather, it is necessary to consider them as two distinct avenues that might be pursued to address the same issue—that is, the difficulties associated with sustainable mobility.

Initiatives for BEV and FCEV at Dorleco