Bui Van Ga, Bui Thi Minh Tu

Danang University of Science and Technology-The University of Danang

 1 Automobile vs Net Zero

2 Energy storage onboard BEV

3 Energy storage onboard FCEV

EV
4 Future EV: BEV? or FCEV?

5 Conclusions
 1.
Automobile vs
Net Zero
According to COP21 Paris
Agreement, the cutting down of
GHG emission should be in
practice now to ensure the
atmospheric temperature increase
lower than 2 C relative to 1850-
1900 period at the end of this
century (scenario RCP 4.5). This
needs the global action of all
countries in over the world.
Vietnam strongly committed to the global
action for GHG emission reduction. At COP26
Glassgow, Vietnam has announced the Net
Zero strategy of the country. According to the
strategy, the net GHG emission in Vietnam will
be 0 at 2050. To achieve this goal, the energy
balance need to be changed. The renewable
energy will replace fossil fuel in almost
activities, particularly in power production and
transport sectors.
Several countries have announced plans to phase out the use of petrol automobiles:

1. Norway: The Norwegian government has set a target to ban the sale of new petrol cars by 2025.
2. Netherlands: The Netherlands has announced plans to ban the sale of new petrol and diesel cars by 2030.
3. United Kingdom: The UK has set a target to ban the sale of new petrol and diesel cars by 2030, with hybrid
vehicles allowed until 2035.
4. France: France has set a target to ban the sale of new petrol and diesel cars by 2040.
5. Germany: Germany has set a target to ban the sale of new petrol and diesel cars by 2030.
6. India: The Indian government has set a target to have only electric vehicles on the road by 2030.
7. China: The Chinese government has set a target to have 20% of all new cars sold in the country be electric by
2025, and is working towards a goal of eventually phasing out petrol cars entirely.
8. Recently, The European Parliament has voted to approve a ban on new sales of carbon-emitting petrol and
diesel cars by 2035
9. The Singapore government sets a plan for clean energy application on all road transport sectors by 2040.
10.Vietnam will start imposing restrictions on the manufacture and import of vehicles using fossil fuel from 2040
and by 2050, all road vehicles, including public transport vehicles, should be electric or use green energy
 2.
Energy Storage
onboard BEV
 Energy density Solid-state batteries:

1200 • Solid electrolyte instead of a liquid or

Lithium Air (2020)
gel electrolyte,
 Solid-state Battery (2016)
Lithium Polymer (1999)
Prismatic • Higher energy density,
200
Lithium Phosphate (2001)
Lithium Ion (1992)
• Faster charging times,
150
Cylindrical
Wh/kg

Nickel Cadmium (1899) Aluminum Cans

100
Cylindrical
Prismatic • Safety.
Prismatic
Lead Acid (1859)
50 Nickel Metal Hydride (1990) Toyota, BMW, and QuantumScape, are
Cylindrical
Prismatic
developing solid-state batteries for EVs.


50 100 150 200 250 300 350 1000

Wh/L
Energy density
Gravimetric density (Wh/kg)
500

250

• Energy density of lithium-ion batteries has 2030

2020

improved at a rate of 11.6% yearly since 1990.

• The volumetric energy density of lead-acid battery 30 600

increases with the same ratio, but the gravimetric 0 1200

energy density is almost unchanged.

Fast recharge time (min) Volumetric density (Wh/L)

Gravimetric density (Wh/kg)

60

• It is expected that by 2030, the recharge time of

lithium-based batteries can be reduced to by 15 30
minutes and that of lead-based batteries can be 2030

reduced to by 90 minutes 2020

90 75

60 150
Fast recharge time (min) Volumetric density (Wh
 400 800 Energy density

Mật độ năng lượng Wh/kg

• Currently, the storage capacity of the
Giá accu USD/kWh

300 600
battery is about 300-350 Wh/kg.

200 400 • It is expected that in the next 10

years, the storage capacity of the
battery will be about 500-700 Wh/kg
100 200
with new generation batteries.
Năm
0 0 • The cost of a lithium-based battery
2015 2018 2021 2024 2027 2030
has decreased continuously from 380
NMC, LMO, LCO, Li-Silicon, Li-Sulfur Li-Magnesium USD/kWh in 2015 to about 70
LFP, NCA, LTO Điện phân rắn Li-không khí
Điện áp cao USD/kWh in 2030.
Energy density
 Fast charging
1. Charging rates: Fast charging typically refers to charging at rates higher than 50
kW, with some fast chargers offering rates up to 350 kW. This can allow EVs to
recharge up to 80% of their battery capacity in as little as 20-30 minutes.

2. Compatibility: Not all EVs are capable of accepting fast charging rates, and some
may have limitations on the maximum charging rate they can accept.

3. Charging infrastructure: Fast charging requires a network of charging stations that

are capable of delivering high charging rates.
4. Battery management: Fast charging can put additional stress on EV batteries,
which can lead to increased degradation and reduced lifespan if not managed
properly.
5. Cost: Fast charging may be more expensive than slow charging
Fast charging Sạc thường
Normal Charging ACAC Sạc Charging
Fast nhanh DCDC
Cấp độ 11
Level Cấp độ22
Level Cấp độ33
Level
Power (kW)
Công suất (kW) 1,4 7,2 50 120 150 350

Thời gian sạc

Charging (phút)
time (min) 2400 500 75 30 25 10

3 levels of the charging system:

• Level 1 charger with AC voltage 120V or 220V, charger capacity is usually 1.4kW with charging current of 15 to 20
A. This is a typical charger used for BEVs charging at home.
• Level 2 chargers, with AC voltage of 240V, capacity from 6-18kW, charging current from 16 to 40 A. The charger
connects to household grid electricity and it takes normally 5-8 hours to fully charge the car's 60kWh battery. This
level requires a separate electrical network for the BEVs.
• Level 3, also known as fast charging, typically goes up to 800V with a capacity of up to 400 kW. This level requires
a special electrical network and strict safety measures. A quick charge can help recharge an electric vehicle's
lithium-ion battery in about 10 minutes.
• Many attempts are trying to increase the charging speed from 1C (60 min) to 6C (10 min)
• 10-minute charge-up time threshold is very feasible in the next decade
Fast charging
Fast charging
100 • • Minimum charging temperature is
Vòng đời so với chuẩn 25C

80
 [36] normally 25C.
• [37] 
• With charger 50 kW, energy
60 conversion efficiency is 93% at
 [38]
 25C but 39% at -25C.
40
• At charging temperature 10°C,
• battery lifespan is a haft of that at
20
• •  25°C
0
-20 -15 -10 -5 0 5 10 15 20 25
Nhiệt độ (C)
Some solutions…
Cuộn thứ cấp

Điện lưới

Cuộn sơ cấp Trường điện từ

• Toàn bộ hệ thống năng lượng đặt dưới mặt đường, an toàn.

• Nguy cơ phát sinh tia lửa điện trong quá trình kết nối giữa ô tô và trạm nạp điện
không xảy ra.
• Hiệu suất sạc điện phụ thuộc nhiều vào vị trí của ô tô và khoảng cách giữa bộ phát
và accu, thường thấp hơn so với hệ thống sạc bằng dẫn điện
• Bức xạ điện từ do bộ sạc phát ra có thể ảnh hưởng đến các thiết bị điện tử của ô tô
Some solutions…

Move-and-charge technology

• Move-and-charge technology has high potentiality to fundamentally solve the

long-term problems of the BEV;
• There is no need to install so many batteries in the BEV;
• The BEV can be conveniently charged at the charging zone during driving;
• The pilot projects in Israel, Sweden and US.
Some solutions… Swapping battery:

(1) việc tháo lắp accu vào hệ

Ô tô hoán đổi accu
Accu hết điện Accu hoán đổi Accu đầy điện
thống điện của xe có nguy
cơ xảy ra phóng điện gây
mất an toàn;
(2) việc đầu tư các trạm hoán
đổi accu với đầy đủ cơ sở
hạ tầng nạp điện, lưu trữ
một số lượng accu đáng kể
để hoán đổi rất đắt tiền;
(3) xe điện phải được thiết kế
đặc biệt phù hợp với pin
hoán đổi;
(4) cần có sự hợp tác giữa các
hãng sản xuất xe điện để
Trạm hoán đổi accu ô tô chuẩn hóa accu
Cost
1000 $
50 Interior
60%
45
40
35
30 Powertrain Body
10%
25
20
15
10
5
0 Chassis Controlling
2016 2018 2020 2022 2024 2026 2028 2030 BEV ICEV
BEV Battery ICEV

Price comparison of a mid-size BEV and ICEV Cost sharing of the main vehicle’s components

• Battery packs accounted for 48% of the BEV's cost in 2016, 32% actually and is
forecasted that by 2030, the battery cost will only account for 18% of the total cost
of BEVs.
• The powertrain contributes to the majority cost of the BEV. As battery prices become
cheaper and cheaper, electric cars will become lower than those powered by internal
combustion engines of the same size in the near future
 3.
Energy Storage
onboard FCEV
Energy density
 Energy density
• Compression of hydrogen from the atmosphere
conditions up to 350 bar and 700 bar needs 9% and
12% of the final hydrogen energy stored in the vessels,
respectively

• The liquefaction/evaporation of hydrogen consumes

approximately 30% of final fuel energy in the storage
system

• The hydrogen uptake in MH storage system generates

an amount of heat equivalent to 15% of the energy
stored in hydrogen; the same amount of heat has to be
supplied during the hydrogen desorption process

• The heat generated during the absorption process can

also be stored in the phase change material (PCM) for
reusing during the desorption process
 Energy density
100

• Low-temperature classical intermetallic

hydrides have good volumetric hydrogen 10

density about 130 kg H2/m3 and low

p (bar)
desorption temperature (<100°C). However,
their gravimetric hydrogen storage capacity 1 Desorp.Temp.
• Ti0.95Zr0.05Mn1.4Cr0.35V0.25
is rather low, about 1-4 wt%.  Mg3Cd
30C [89]
300C [168]
 MgH2: FeCoNi@GS 315C [167]
• High temperature metal hydrides are
0.1
advantageous in gravimetric storage 0 2 4 6
capacity (larger than 7.6 wt%) and Hydrogen capacity wt(%)

abundancy, but they suffer in high delivery PCT curves of low-temperature MH and high-
temperature (300°C ) and low temperature MH
absorption/desorption rates.
 Energy density
• For the convenience of vehicle application, the
hydrides which have the operation
temperature in range of 290-370K and the
desorption pressure in range of 1-100 bar are
selected.
• The selected hydrides are presented in the
rectangle of the figure.
• Numerous low-temperature metals/alloys
hydrides are in the selected range, but the
storage capacity is rather low
Energy density 7

Mật độ năng lượng thể tích (kWh/L)

Hydrua kim loại
• Either physical-based or 5
material-based Hydrua của
4 những nguyên
technology, hydrogen tố nhẹ
storage systems offer a 3
much greater energy 2
density than batteries.
1
Hydrogen lỏng
• This is a great advantage 0 Accu Lithium-ion
Hydrogen nén 700 bar
of FCEV over BEV 0 2 4 6 8
Mật độ năng lượng khối lượng (kWh/kg)
Swapping
hydrogen
storage devices
BEV-FCEV V2H
Cogeneration/
Energy Storage
 Cost

• The main factor contributing to the overall cost of FCEVs is the amount of platinum needed to make the
fuel cells.
• Cheaper advanced materials have been used to replace platinum: fuel cell’s price has reduced by about
65% without affecting its performance over the past decade.
• Hydrogen electrolyzer’s price is also dropped continuously, resulting in a reduction in hydrogen fuel’s
price.
• It is expected that the cost of FCEVs will be lower than those of BEVs or ICEVs in the next decades
 4.
Future EV:
BEV or FCEV?
 Hydrogen Economy
Hydrogen is used as a primary energy carrier for a wide range of applications,
including transportation, heating and cooling, and electricity generation:

1.Environmental benefits: Hydrogen has the potential to be produced from renewable,

which can help to reduce greenhouse gas emissions and other pollutants. Hydrogen
fuel cells produce only water as a byproduct

2.Energy storage: Hydrogen can be used as a way to store energy from intermittent
renewable sources, which can help to balance the electricity grid and provide power
when demand is high.

3.Energy security: Hydrogen is abundant. It can be produced domestically, reducing

dependence on foreign oil and natural gas.
Hydrogen Economy

• Producing hydrogen through offshore renewable

energy is a sustainable energy solution.

• This is the foundation of the future hydrogen

economy.
BEV vs FCEV
BEV vs FCEV

• The GHG emission of the vehicle’s all life cycle, so-called cradle-to-grave
assessment of the FCEV is by 2.7 g/km as compared to 20 g/km of the BEV.

• Thus, the FCEV significantly reduces GHG emissions as compared to the BEV
BEV vs FCEV
1. Cost: FCEVs are currently more expensive than gasoline-powered vehicles or
battery electric vehicles (BEVs). The cost of fuel cells, hydrogen storage
tanks, and other components needs to be reduced in order to make FCEVs
more affordable.

2. Infrastructure: FCEVs require a network of hydrogen refueling stations,

which are currently limited in number and geographic distribution. Expanding
the hydrogen refueling infrastructure is necessary to support the widespread
adoption of FCEVs.

3. Fuel availability: Hydrogen production and distribution are not yet widely
available, which makes it difficult to ensure a consistent and reliable supply
of fuel. Increasing the availability of hydrogen fuel will require investment in
production and distribution infrastructure.
BEV vs FCEV
4. Safety: Hydrogen is a highly flammable gas, and there are concerns about the
safety of hydrogen refueling and storage.

5. Efficiency: FCEVs have lower energy efficiency compared to BEVs due to the
energy required to produce and transport hydrogen. Improving the efficiency
of hydrogen production and distribution will be necessary to reduce the
overall energy consumption and emissions of FCEVs.

6. Durability: Fuel cell durability is an important factor for FCEVs, as the cost and
complexity of replacing fuel cells can be high. Improving the durability of fuel
cells will be necessary to increase the lifespan of FCEVs and reduce
maintenance costs.
BEV vs FCEV
200

180
(Ti,Cr,V)H1.9 Mg(BH4)2
160

Volumetric H2 density (kg H2/m3)

AlH3
TiH2 Mg2FeH4 Al(BH4)3
140
BaReH9
LaNi5H6 Li-N-H
120 LiBH4
MgH2 NaBH4
100 FeTiH1.7 Mg2NiH4 NaAlH
4 LiAlH4
VH2
80 KBH4 Ultimate US DoE target B 2H 6
60
Liquid H2 LiNH2BH3 2020 US DoE target
40

20 Compressed H2 (700 bar)

Li-ion batteries
0
0 5 10 15 20 25
Gravimetric H2 density (wt% H2)

Energy storage capacity of lithium-ion battery and different hydrogen

storage technologies
BEV vs FCEV
BEV vs FCEV
BEV vs FCEV
Automobile Market Sharing
Fuel Cell Vehicles
2020 2030 2050

Battery Vehicles

Plug-in Hybrid (Gasoline)

Plug-in Hybrid (Diesel)

Hybrid Vehicles (Diesel)

Hybrid Vehicle (Gasoline)

NG/LPG Vehicles

Diesel Vehicles

Gasoline Vehicles

• According to the IEA, plug-in hybrids and hybrid vehicles will strongly penetrate the global
market by 2030.
• The BEVs, HFEVs and plug-in hybrid, hybrid vehicles will substitute entirely the ICEVs by 2050.
• It is clear that by the second half of this century, the ICE will no longer be the main powertrain
for vehicles.
• EV technologies are already around the world, Vietnam should establish the strategy of EV
Automobile Market Sharing

• In phase 1, the BEV, plug-in hybrid and hybrid vehicles share the market with ICEVs.
• In phase 2, FCEVs will be introduced into the market, the ICEVs will be substituted gradually by plug-in hybrid, hybrid vehicles,
and BEVs.
• In phase 3, the FCEV and BEVs share the majority of the automobile fleet, the others are different types of hybrid vehicles.
The ICEVs will entirely disappear in road transport.
• Countries with a strong shift to zero-emission cars will invest heavily in the development of electric vehicle infrastructure and
have policies to encourage consumers to use electric vehicles, which will shorten the hybrid phase. Countries that are not
ready for this transition will last longer for a hybrid phase.
 5.
Conclusion
• Whether BEVs or FCEVs dominate the future market depends on the
development of onboard energy storage.
• In theory, future batteries could have twice the capacity of current
lithium-ion batteries, but metal hydrides can store hydrogen four times
as much as compressed hydrogen at 700 bar.
• The GHG emission of the vehicle’s all life cycle of the FCEV is much
lower than that of the BEV.
• FCEV takes the advantages of the hydrogen economy
• FCEV is more advantageous for heavy and long cruising range vehicle
 Thank you
for your attention!