- Study: Hardly efficiency difference between battery electrical drives and current-based fuels
- Demand for eco-electric systems only insignificantly higher than in electromobility
Germany is intended to build a globally leading hydrogen industry, in which hydrogen and hydrogen-based fuels should play a crucial role. However, this objective is seriously endangered by a current law plan of the Federal Environment Ministry (BMU), according to the German Hydrogen and Fuel Cell Association (DWV), the Mineral Oil Administration Association (MWV), the Association of Automotive Industry (VDA) and the Association of German Mechanical Engineering (VDMA ) In a joint communication.
According to the four major industrial associations, the leader design leads to the national implementation of the European Renewable Energy Directive (RED II), in which the EU defines the minimum quantities of renewable energies for the transport sector, in the wrong direction and should therefore be stopped. Against the background of a hearing on the topic of hydrogen in the German Bundestag, the four associations, the drafts of the speakers, require the consideration of all sorts of options and a recognition of the climate goals 2030, forward-looking and to be re-entered into the association hearing and resorting.
The legislative proposal does not provide the framework conditions for the market hood of a German hydrogen industry, nor do he lead to additional CO2 savings in traffic. Thus, the draft factually ignores the national hydrogen strategy in which the Federal Government specifies ambitious goals under the Red II implementation. Only with an ambitious implementation of the renewable energy directive and using synthetic fuels is a way of transport and achieving EU climate goals by 2030. And in the existing vehicle fleet with internal combustion engines can only be achieved with the use of so-called e-fuels a fast-effective CO2 reduction. According to a recent study, among other things, on behalf of the MWV, vehicles with internal combustion engine, which are driven with climate-neutral eco-electricity fuels, a similarly good energy balance balance sheet on such as battery-powered vehicles. Something later.
The associations also fear that the Ministry of the Environment with its draft hundreds of thousands of jobs also endanger as the planned construction of a hydrogen industry. In the case of a revision, in addition to the climate targets, the requirements of the involved industries as well as the sustainable development of the German economy would have to be considered in addition to the climates as well as the sustainable development of the German economy. The writing of the associations was sent to the Federal Chancellery, numerous federal and state ministries, deputies and members of the National Hydrogen Council.
“The German automotive industry wants to reach the Kiima protection goals and EU CO2 fleet goals of the EU. We are ready and want to bring the necessary decisions on the street. Even today, customers can choose from 70 E vehicles of German manufacturers. By the end of 2023 it will be more than 150, which is a rapid development and has a strong priority. At the same time we work on the market maturity for e-fuels and hydrogen. Also the modern internal combustion engine has a future. We need e-fuels and hydrogen from sustainable energy sources to achieve the climate goals even with the million cars in stock. And there will also be new, economical cars and trucks with internal combustion engine. Therefore, the research and development of climate-friendly drives with synthetic fuels and hydrogen is essential. If we want to achieve the climate goals, there is no alternative to this double strategy.”- Hildegard Muller, President VDA
Study: Hardly efficiency difference between battery electrical drives and current-based fuels
Vehicles with internal combustion engine, which are driven with climate-neutral fuels on an eco-electricity, are intended to have a similar good energy balance sheet, such as battery-powered vehicles, such as the study of the efficiency concept in the climatic debate on the road traffic “of the consulting firm Frontier Economics on behalf of the associations MWV and Uniti gauge. Basis of this revaluation is a compatible efficiency comparison.
The efficiency of direct use of green electricity in battery electrical cars generated in previous conventional analyzes in battery electrical cars of around 70 percent shrink in the holistic analysis of Frontier Economics on meager 13 to 16 percent. It is thus in a comparable magnitude with vehicles operated with internal combustion engine and renewable fuels. Their overall efficiency amounts to 10 to 13 percent depending on the scenario.
This revaluation is that in conventional analyzes the differences in the income from solar or wind facilities depending on the location are completely hidden. In other words, a solar system at an average location in Germany generate only about 40 percent of the amount of electricity per year, which produce a comparable facility in North Africa. This higher power yield per system can be used via the import of hydrogen or synthetic fuels to Germany in road traffic. For battery electrical vehicles, on the other hand, it is largely dependent on renewable electricity generation in Germany.
Previous analyzes for the efficiency comparison of electromobility and renewable fuels should also often be disregarded other important energy-economic aspects, as out of the Frontier Study:
- E cars have to be loaded even if the sun does not seem and the wind does not blush. In a 100 percent renewable electricity system, a certain proportion of the current for battery electric vehicles would therefore also have to be provided via the detour of the caching over hydrogen, which is then converted into electricity plants in gas power plants,.
- In addition, often not considered that vehicles need energy for cooling and especially for heating the interior.
Demand for eco-electric systems only insignificantly higher than in electromobility
Particularly vividly the result of the study, if one compares how many wind and solar systems need to be built to operate the energy requirement of a domestic car with average annual mileage: the operation with renewable fuels requires mathematically a solar capacity of 6 kilowatts in North Africa, one Electric car with 5.7 kilowatts Almost as much photovoltaic performance in Germany. For wind streams, 3 kilowatts in Argentina (Patagonia) or 2.3 kilowatts in Germany must be installed for a car with green fuels or 2.3 kilowatts. That is, hardly any more renewable power generation plants for the mobility variant of the vehicle with internal combustion engine would have to be built compared to the battery vehicle, but to other, profitable locations.
In addition, 100 percent green electricity is available in Germany and that the availability of areas with high green electricity potential and low population density in regions such as North Africa or South America is significantly higher than in this country, but the cost of land and acceptance hurdles are lower.
“Current currently covers a good 20 percent of the German endurance requirement. Wind and photovoltaic systems carry approx. 6 percent for demand cover. In all necessary expansion of these generation plants in Germany, it will not be possible in the long term to get out without substantial energy imports. So that these are then renewable, the course must now be set. Dependence on energy imports and the balanced technical efficiency of renewable fuels and electromobility in this study illustrate that a definition alone on the battery-electric variant in road traffic would be a great mistake at the present time.”- Prof. Christian Kuchen, Chief Managing Director MWV
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