08/10/2024
The shift towards clean transportation is continuing to gain momentum, with Battery Electric Vehicles (BEVs) and Fuel Cell Electric Vehicles (FCEVs) at the forefront. This blog explores whether technology and innovation surrounding the charging and refuelling infrastructure for these vehicles is keeping up.
Battery EVs:
The UK’s BEV charging network is expanding rapidly. As of August 2024, there were over 68,273 public charging points across 35,230 charging locations, representing a year-on-year increase of 41% in the number of public devices. Notably, 13,444 rapid / ultra-rapid charging devices are now available, representing a 49% growth since last year[1].
Government initiatives like the Rapid Charging Fund and the Local EV Infrastructure Fund are contributing to this growth. These programs aim to enhance high-speed charging stations and provide more charging options in areas without off-street parking.
Regarding patent filings, Tesla have had a collection of patent filings for wireless charging technology published recently. These applications focused on eliminating the need for physical connectors and as such improve the charging efficiency for BEVs:
- WO2024182409 – SHORTING SWITCH TO REDUCE GROUND LEAKAGE CURRENT IN INDUCTIVE CHARGING:
- WO2024182405A1 – TEMPERATURE SENSORS AND APPLICATIONS IN WIRELESS CHARGING
- WO2024182372A1 – PARAMETER ESTIMATION FOR WIRELESS CHARGING
- WO2024182422A2 – WIRELESS CHARGING CIRCUIT TOPOLOGY AND RELATED METHODS OF MANUFACTURING
Interestingly, Hyundai Motor and Kia Corp are the co-applicants of a recently published US patent application (US20240300357A1) which is directed to a method and system for charging EVs as they drive, i.e. wireless dynamic charging. The system uses a charging plate positioned under the vehicle which draws charge from an “electric road surface”. A known issue with wireless dynamic charging, especially in the UK, is how to keep the distance between the plate and the electric road as stable and as small as possible even when the road surface is uneven due to potholes, for example. This problem has been addressed in US’357 as the method and system includes “assessing, by the system controller, road surface unevenness along an electric road considered for recharging the electric vehicle. The method further includes adapting, by the system controller based on the assessed road surface unevenness, at least one of a driving route of the electric vehicle, a current driving trajectory of the electric vehicle, a recharging configuration of the electric vehicle, or a combination thereof”.
Although, several companies have already explored wireless charging for BEVs, we expect that major automotive companies’ involvement, such as Hyundai, Kia and Tesla, will accelerate the development and adoption of such technology. Clearly, major investment would be required to enable such wireless charging infrastructure to be built into road networks – could this be funded by way of toll roads that include a charge for the electricity usage?
Developments in charging infrastructure for BEVs is also taking place outside of wireless charging, see for example, EP19719595A1 – “Electric Vehicle Charging Station”. EP’595 discloses a BEV charging facility that is configured to be installed underground. It is centred around a pillar that can extend out of the ground when charging is necessary and can retract back into the ground when it is not. This concept helps car owners without home charging access.
It is promising to see ongoing investment in BEV charging infrastructure because this is crucial to support the growing number of BEVs on the road.
Fuel Cell EVs:
Despite their advantages, such as quicker refuelling time and greater mileage, FCEVs still trail behind BEVs. Higher costs and a perception that BEVs offer a faster path to net zero emissions may contribute to this.
However, this gap may decrease as major automotive players, such as BMW, who are preparing for production of vehicles with hydrogen drive systems by 2028[2], and Renault, who recently showcased a hydro-vehicle prototype at the IAA Transportation event in September, increase development and investment in this area[3].
If the demand for FCEVs does continue to increase, then this raises the question of whether the hydrogen refuelling infrastructure is or will be ready for this demand – as currently, hydrogen refuelling stations are scarce in comparison to charging stations for BEVs.
Patent filing trends suggest growing interest in this area[4], with Hyundai leading the patent filings relating to hydrogen refuelling stations [5]. It is expected that the number of patent filings will continue to increase in the coming years. Notable developments include mobile hydrogen stations and stations that can refuel multiple FCEVs simultaneously.
Other notable applications in this field include a pending European patent application – EP3911889A1 – in the name of NEL Hydrogen AS, for a large-scale hydrogen refuelling station with multiple compressor and dispenser modules, controlled by a central controller. The system allows for simultaneous flow of hydrogen gas through at least three different paths, enabling efficient refuelling from the supply storage to the dispenser modules.
This trend in innovation is also supported outside of patent filings. For example, there is research being led by Costain, and funded by Ofgem, that is exploring how hydrogen refuelling stations can be integrated into the UK’s existing gas network[6]. There are also government funding opportunities, such as the £7 million government funding given to Tees Valley to decarbonise deliveries in the Tees Valley, with a new hydrogen refuelling station for HGVs.
Combined charging stations:
As BEVs and FCEVs are the clear leaders in the EV market, the concept of combined charging hubs or stations for these two technologies is an interesting one.
A patent application that caught our eye was GB2617422A – “Combined hydrogen fuel cell for vehicle fuelling, electric vehicle fast charging and fuel cell back-up forecourt”. This application discloses and teaches towards a sophisticated network centred around the idea of combining the ability to charge BEVs and re-fuel FCEVs.
Hydrogen is the key fuel involved, not only being used to fuel FCEVs but also stored and used to produce electricity using a proton exchange membrane fuel cell – this can in turn be used to charge BEVs. Any spare electricity can then be used to provide back-up electricity for functions such as providing heat and lighting for homes.
The hydrogen that is stored at these forecourts can be produced using an electrolyser, which is ideally powered by at least one of wind, solar and hydroelectric. Current forecourts that make use of on-site electrolysers are often large-scale, and therefore produce far more hydrogen than is necessary. Alternatively, they can reduce output, but this results in a decreased efficiency and a higher price per unit. The system disclosed in GB’422 ensures that the hydrogen is always used for a particular function and thus electrolysers can be operated at a much higher efficiency.
It will be interesting to see whether any major automotive companies, who are involved in both BEVs and FCEVs consider exploring this area of combined stations, especially in areas where there is limited access to the grid.
Conclusion
Charging and refuelling (of hydrogen powered vehicles) seems to be a critical problem that must be solved in the coming years – particularly to allow for widespread adoption of BEVs, more widespread than current at home (on driveway) solutions allow for.
Investment in innovative charging and refuelling solutions is therefore crucial for the future of clean transportation.
Although BEVs seem to be the most popular choice currently, we anticipate both BEVs and FCEVs will play a vital role in achieving net zero emissions. Therefore, increased development and research into using hydrogen to fuel FCEVs and produce electricity for charging BEVs, to provide combined hubs or stations for EVs is to be expected.
The authors would like to thank Kristian Sarai for his research that was used in preparing this blog.
[1] https://www.zap-map.com/ev-stats/how-many-charging-points
[2] https://www.bmwgroup.com/en/innovation/drive-technologies/hydrogen.html
[3] https://www.press.renault.co.uk/releases/3181
[4] https://www.wipo.int/edocs/pubdocs/en/wipo-pub-1076-en-patent-landscape-report-hydrogen-fuel-cells-in-transportation.pdf
[5] https://www.just-auto.com/data-insights/innovators-hydrogen-hydrogen-refueling-stations-automotive/
[6] https://www.costain.com/media/press-releases/2024/costain-selected-to-conduct-pioneering-transport-study-into-use-of-hydrogen-refuelling-stations/
This content is for general information only. Its content is not a statement of the law on any subject and does not constitute advice. Please contact Reddie & Grose LLP for advice before taking any action in reliance on it.
