The history of Hyundai and hydrogen
Wednesday, 20 May 2020
Hyundai and hydrogen go back quite a while. In fact, the South Korean manufacturer began working on hydrogen fuel cell technology back in the 20th century.
A dedicated research team was established in 1998, which formed the Project Mercury collaboration between Hyundai and United Technologies Corporation (UTC). A number of vehicles were developed during the collaboration, with system improvements in powertrain performance and increasing range capabilities culminating in the final vehicle, Mercury II. This was based on the JM Tucson platform with an 80kW fuel cell system, 337km range and the ability to start from temperatures as low as -20 C.
In 2000, Hyundai also launched the Polaris project in conjunction with the Korean Government’s G7 Project. The G7 Project was an initiative to help close the technological gap that existed between Korea and other advanced countries, specifically in the field of eco-innovation.
The Polaris project saw Hyundai independently develop complete fuel cell vehicle systems, which lead to several project vehicles such as Polaris II which showcased a Hyundai fuel cell system with an output of 80kW and a range of 370km. At the same time as the Polaris II was in development, Hyundai produced its first fuel cell bus in 2005, with a 160kW fuel cell system and an operating range of 380km.
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* Hyundai serious about hydrogen in New Zealand
**
The bus would go on to star as part of the official transport fleet for the 2006 FIFA World Cup. This was the first time a Hyundai bus was certified for use on European roads, with the process taking only four months from offering the vehicle to its arrival in Germany.
Hyundai's electric vehicle development merged with its FCEV counterpart in 2007 as the Tucson FCEV, which had a combined fuel cell and battery electric drivetrain output of 100kW and a range of 370km.
Three years later came the ix35 FCEV prototype, which featured high pressure 700 bar fuel storage, which produced an NEDC certified 594km range from the 100kW fuel cell drivetrain. The ix35 reached series production in 2013.
A year later, Hyundai revealed the Intrado concept which used advanced materials such as high strength steel and carbon fibre well as new manufacturing and joining techniques. Intrado also demonstrated a next-generation hydrogen fuel-cell powertrain with a hybrid Li-ion 36kW battery and a range of over 600 km.
Hyundai’s FE Fuel Cell concept debuted at the 2017 Geneva Motor Show. Longer, lower and wider than the ix35 Fuel Cell, the FE (Future Eco) concept was shown as Hyundai’s Future Utility Vehicle (FUV) with a number of new vehicle technologies shown alongside its powertrain. These included integrated storage and charging space for an electric scooter that would come with the vehicle. The FE Fuel Cell concept featured new drivetrain technology including a fuel cell stack 20 per cent lighter than that of the ix35 Fuel Cell, yet with an increased power density of 30 per cent and a range of over 800km.
2018 was another landmark year for the Company’s fuel cell story, with the launch of Nexo, the only fuel cell SUV in the world. The design for Nexo followed on from the FE Fuel Cell concept, along with technologies such as lane following assist, highway driving assist and remote smart park assist carried over from the concept to Hyundai’s second commercially available hydrogen fuel cell vehicle.
In comparison to the ix35 Fuel Cell, Nexo offers a 25 per cent faster acceleration rate, increased torque and 40 per cent more range. Its 135kW powertrain and three reinforced carbon fibre/plastic fuel tanks allow NEXO to deliver a range of 665km.
Following on from the launch of Nexo, Hyundai New Zealand boss, Andy Sinclair, said he'd love to bring the Nexo to NZ but, as it stands, we don't have any way to refuel it. Back in 2018, he said he has contemplated a fast track - green-lighting $2 million for his operation to establish its own plant, operating by solar power and cracking hydrogen out of rain water by way of electrolysis.
As for the cost of developing a refuelling infrastructure? The fuel industry is well-placed to act, he believes.
'They seem to have a spare million or two… [an infrastructure] probably fits with their retail model far better than electricity. If I said to you, three years ago that we were going to have (EV) charging stations all around the country… well, you would probably have said 'no'.'
And, yet, that's what we now have.
Hyundai's 'homegrown' unit would be a one-stop able to create enough hydrogen to service at least several cars and, if commissioned, would likely be located at the firm's Mt Wellington headquarters. Brand headquarters in Australia, where Hyundai is factory-run, already has just such a facility.