The Hybrid, Electric Vehicle and Fuel-Cell Report Package

NEW YORK, Oct. 2, 2013 /PRNewswire/ -- Reportlinker.com announces that a new market research report is available in its catalogue:

The Hybrid, Electric Vehicle and Fuel-Cell Report Package

http://www.reportlinker.com/p01593897/The-Hybrid-Electric-Vehicle-and-Fuel-Cell-Report-Package.html#utm_source=prnewswire&utm_medium=pr&utm_campaign=NoCategory

This package allows you to buy the Electric Light Vehicle Report, The Hybrid and Plug-in Hybrid Light Vehicle Report, and The Automotive Fuel-Cell Report at a discount.

The Electric Light Vehicle Report Although today electric vehicle (EV) technology is attracting significant attention and investment, it is certainly not a new sector but the resurgence of one that enjoyed considerable popularity during the latter years of the 19th century and the first decade or two of the 20th. Indeed, before the meteoric rise of the internal combustion engine (ICE) it was electric and steam propulsion that competed for dominance in the motorised transportation sector.

However, the ICE had distinct advantages over the other two technologies, particularly with respect to operating range and convenience: the electric vehicle's batteries frequently required time-consuming recharging and the steam vehicle could not be used before a lengthy warm-up period, and its range was limited by the quantity of water that it could carry. The abundance of cheap oil, the advent of the mass-production assembly line and the development of the self-starter then assured the ICE's advance as the dominant propulsion technology.

This report focuses primarily on vehicles that rely solely on electric propulsion, and also includes a review of 'range-extended' electric vehicles (REEV) that carry an internal combustion engine (ICE) and generator set that is capable of recharging the batteries to enable travel beyond the electric range available from batteries alone. REEVs are predominantly series hybrid vehicles on which the ICE cannot directly power the driving wheels and which feature significant battery capacity.

The Hybrid and Plug-in Hybrid Light Vehicle Report In a recent interview with IHS SupplierBusiness, Ernie DeVincent, VP Product Development for Getrag commented: "I think it is absolutely inevitable that the penetration of hybrids is going to have to increase. And this will put a great deal of pressure on the economic side of hybrids, particularly battery costs. Because nobody will meet 54 miles per gallon in the US without a substantially higher mix of hybrids than they have today. So hybridisation is going to be a major factor and this puts a lot of pressure on economics".

Hybrid vehicles, although not yet attaining very significant market share, are nevertheless a necessary and growing part of the future powertrain mix. Furthermore, hybridisation has more than just fuel efficiency to contribute in performance terms. The inclusion of hybrid components can deliver desirable customer features such as improved cabin features and HVAC, enhanced launch performance to overcome the weaknesses inherent in downsized engines, high boost turbocharging and optimised transmissions as well as limited electrically driven four-wheel drive (4WD) solutions. Therefore, despite the key aspect of fuel economy improvement, additional value can be delivered to the customer through other technologies associated with hybridisation.

This report looks at the Hybrid and Plug-in Hybrid Light Vehicle sector, which looks at the market drivers, current hybrid architectures and technologies, developing business models and challenges.

The Automotive Fuel Cell Technology Report OEMs strongly anticipate that from 2015 onwards a quite significant number of fuel cell vehicles will be commercialized with current projections aimed at a few hundred thousand units on a worldwide basis. All OEMs involved will implement road specific production and commercial strategies and, as a consequence, depending on various influencing factors, some commercialisation may occur even earlier than 2015. Indeed, commitments by OEMs to develop hydrogen fuel-cell cars have surged over the past two years. BMW, Toyota, Hyundai, Daimler, Nissan and Honda have all announced plans recently to commercialise the fuel cell drivetrain, in some cases through collaborative agreements in order to spread early technology risk and accomplish economies of scale

In order to ensure a successful market introduction of fuel cell vehicles this market introduction has to be aligned with the build-up of the necessary hydrogen infrastructure. The network should be built up from metropolitan areas via corridors into aerial wide coverage.

About this report

This new report examines the key drivers in this sector and details the main fuel cell types as well as the latest advances in technology. The report goes on to consider fuel cells in the electric powertrain and hydrogen fuel and infrastructure, in particular hydrogen production, hydrogen storage & infrastructure, new chemical approaches and integration with renewable energy.

Finally, the report looks at the development of the automotive fuel cell market with the latest developments from the major automotive manufacturers.

The Electric Light Vehicle Report INTRODUCTION Uncertainty and scenarios

Global and local consideration

Grid connectivity, batteries and business models

A brief history of electric vehicles

Electric drive as part of a range of powertrain solutions

MARKET DRIVERS

Fuel economy and CO2 emissionsThe United States The European Union JapanChina Other countries Fuel costs as a driver for grid-connected vehicles Energy securityIncentives for grid-connected vehicles The United States The European Union China Japan South Korea CanadaIndia

MARKET CHALLENGES

Recharging infrastructure

Vehicle manufacturers

Charging facilities

Recharging technology companies

Wireless charging technology

Grid capacity Management

Charging Standards

Cost Issues

Range

Recharging time

Resource supplies

Lithium

Rare earth elements

Potential vehicle technology issues

ENABLING TECHNOLOGIES

Batteries and energy storage Energy and power density Cycle life Battery costs Lithium ion battery construction Cathodes Lithium cobalt Oxide - LiCo02 Lithium Manganese Oxide Spinel - LiMn204 Lithium Iron Phosphate - LiFeP04 Lithium (NMC) - Nickel Manganese cobalt - LiNiCo Mn02 Future cathode development Anode Chemistries New anode technologies Graphene based anode technology CoS2 hollow spheres Cobalt oxide Silicon based anode technology Tin based anode technologyNano-Tin Carbon Graphene Anodes Electrolytes and additives Electrolyte materials Separators Cell packaging Safety circuitsBattery packagingManufacturing issues and quality Chemistry development Metal-Air batteries Other battery chemistries Energy storage membrane Electric motors Direct-current (DC) Motors Asynchronous alternating-current (AC) motors Synchronous AC motors Switched reluctance motors Axial-Flux Motors In-wheel motors Electric corner modulesTransmissions Antonov BorgWarner Fallbrook TechnologiesGetrag IAV Oerlikon Graziano and Vocis Wrightspeed Xtrac Zeroshift Range extenders Fuel cell range extenders Electronic components Electrically-driven ancillaries Power steeringClimate controlRegenerative braking Brakes Recharging Electric vehicle supply equipment Fast charging Battery exchange Charging station networks Inductive charging EVSE suppliers New players, relationships and collaborations Public infrastructure development Private infrastructure development Integrated solutions Integrating the charging infrastructure through IT

MARKET DYNAMICS AND FORECASTS

New markets

Vehicle Market forecasts

Appendix 1 - AVAILABLE ELECTRIC VEHICLES

Electric cars and light commercial vehicles Range-extended electric vehicles

Appendix 2 - United States incentives for grid-connected vehicles

Appendix 3 - Supplier Profiles

A123AESCAleeesAmberjacAmperexAxion PowerBlue Energy JapanBYDContinentalDeutsche AccumotiveDow KokamEIGExide TechnologiesLG ChemLithium Energy JapanSK InnovationSumitomo ElectricValence TechologyVisteonYazaki

FIGURES

Figure 1: Well-to-wheel GHG emissions for different powertrain options

Figure 2: Vehicle size and duty cycle aligned to powertrain

Figure 3: Light-duty EV stock forecast under various scenarios

Figure 4: 1900 Lohner-Porsche Rennwagen

Figure 4: GM's EV 1

Figure 6: IEA forecast for alternative powertrains

Figure 7: Well-to-wheel CO2 emissions by powertrain including source considerations

Figure 8: Comparative drivetrain costing per percentage point CO2 reduction

Figure 9: Well-to-wheel powertrain costs relative to conventional

Figure 10: The relative attractiveness of vehicle in Germany 2010

Figure 11: The relative attractiveness of vehicle in China 2010

Figure 12: Different powertrains meet different needs - 2030

Figure 13: Global enacted and proposed fuel economy standards

Figure 14: Lifecycle emissions and fuel use per mile for light gasoline and electric cars

Figure 15: Crude oil (Brent Spot monthly) 1987 to 2013

Figure 16: Comparison of average well-to-wheel CO2 emissions of ICEs with those of EVs powered by the average EU electricity mix

Figure 17: Fuel chain efficiency rates for ICE and EV vehicles

Figure 18: US petroleum product imports 2012

Figure 19: Level 2 charging units from Advanced Energy

Figure 20: SAE J1772 Connectors

Figure 21: SAE J1772 Combined Plug

Figure 22: WPT charging schematic

Figure 23: Evatran's aftermarket available charging system

Figure 24: A floor-mounted induction charge plate

Figure 25: California summer peak loading with unmanaged EV charging scenario

Figure 26: California summer peak loading with work and home EV charging scenario

Figure 27: California summer peak loading with 50% acceptance of differential pricing for EV charging scenario

Figure 28: California summer peak loading with differential pricing for EV charging scenario

Figure 29: Rapidly converging powertrain costs

Figure 30: Powertrain competitiveness in terms of fuel and battery costs

Figure 31: Rapidly converging powertrain costs

Figure 32: Range expectations exceed typical driving distances

Figure 33: Range of EVs launched lags expectations

Figure 34: Energy density improvement over time

Figure 35: European and US consumer expectations of plug-in hybrid range (miles)

Figure 36: EV driving range as a function of ambient temperature

Figure 37: 1990 US driving patterns (miles)

Figure 38: Percentage of daily journeys (km) by country

Figure 39: Charge time expectations by country

Figure 40: Global lithium deposits Lithium Carbonate equivalents)

Figure 41: Lithium demand forecast to 2025

Figure 42: Principal uses of selected rare earth oxides

Figure 43: Projected REE demand at historical growth rates

Figure 44: Inrekor lightweight EV chassis structure

Figure 45: Qualcomm's Halo Wireless EV charging in motion

Figure 46: A graphic representation of vehicle range versus auxiliary load (HVAC) usage

Figure 47: A simple comparison of electrical energy storage systems

Figure 48: The energy density of different fuels

Figure 49: Specific power (W/kg) versus specific energy (Wh/kg)

Figure 50: Cycles by chemistry (deep discharge)

Figure 51: Application cycle requirements

Figure 52: Lithium-ion battery pack cost breakdown

Figure 53: Nominal and usable costs for EV batteries

Figure 54: Patent activity in lithium-ion batteries

Figure 55: Cathode performance compromises

Figure 56: Voltage versus capacity for some electrode materials

Figure 57: Lithium-ion and nanotechnology roadmap

Figure 58: Graphite, soft carbon, hard carbon

Figure 59: Nexeon nano structured silicon anode material

Figure 60: Anode energy density for various anode technologies

Figure 61: Silicon anode dimensional changes

Figure 62: SiNANOde™ silicon graphite composite anode material

Figure 63: LTO anode material

Figure 64: Lithium-ion prismatic battery design

Figure 65: Lithium-ion battery construction

Figure 66: Zinc-Air battery systems

Figure 67: Theoretical maximum energy density for different cell chemistries

Figure 68: Redox battery technology

Figure 69: Technology roadmap for electric traction motors

Figure 70: Typical torque and power comparisons

Figure 71: A schematic of a 6/4 SRM design

Figure 72: An exploded view of a switched reluctance motor's rotor and stator

Figure 73: Axial Flux PM motors

Figure 74: Hiriko Fold pre-production model

Figure 75: Mitsubishi MIEV

Figure 76: Protean Electric's in-wheel electric drive modules

Figure 77: Michelin ActiveWheel

Figure 78: Continental eCorner

Figure 79: Ford Fiesta E-Wheel Drive development vehicle

Figure 80: Optimum EV transmission ratios for each performance criterion

Figure 81: Antonov three-speed EV transmission

Figure 82: BorgWarner 31-03 eGearDrive single-speed transmission

Figure 83: IAV DrivePacEV80

Figure 84: Oelikon Graziano-Vocis two-speed EV transmission

Figure 85: Wrightspeed GTD

Figure 86: Xtrac transmission for the Rolls-Royce 102EX

Figure 87: Chevrolet Volt

Figure 88: Fisker Karma

Figure 89: Lotus range-extender system

Figure 90: Honda FCX Clarity

Figure 91: Continental regenerative braking unit

Figure 92: Mazda regenerative braking using a supercapacitor

Figure 93: Continental spindle-actuated electromechanical brake

Figure 94: A summary of charging locations in the US

Figure 95: A summary of charging locations in the Germany

Figure 96: Different options for grid connection

Figure 97: Better Place battery exchange system

Figure 98: A Schematic of an inductive charging system

Figure 99: GE's WattStation electric vehicle charging station

Figure 101: The vehicle electrification value chain

Figure 100: Changes and opportunities in the automotive value chain

Figure 102: A better place switch station

Figure 103: A Blink charger facility linked to Cisco's Home Energy Controller

Figure 104: 2012 EV sales by country

Figure 105: 2012 EV stock by country

Figure 106: EV stock for selected countries according to EVI

Figure 107: Growth of EV charging facilities in China

Figure 108: Grid-connected vehicle production forecast to 2019 by region

Figure 109: Grid-connected production forecast to 2019 by type

Figure 110: EV and REEV production forecast to 2019 by region

Figure 111: Plugged-in vehicle market forecast – business-as-expected scenario

TABLES

Table 1: 2030 Global market shares of grid-connected vehicles by IHS scenario Table 2: Global estimates of demand for rare earth oxides 2012Table 3 Lithium-ion battery cost breakdown Table 4: Battery cost evolution from 2010 with a CAGR of 14% Table 5: Four main types of cathode technology in use today (2010) Table 6: Comparison of typical carbon anode capacities Table 7: PHEV-EV lithium-ion cell design favoured by various companies (current/ future) Table 8: Hybrid lithium-ion cell design favoured by various companies (current/ future)Table 9: Global market for EV charging stations (thousands) Table 10: Potential roles within the charging infrastructure value chain Table 11: Comparison of emerging business models

The Hybrid and Plug-in Hybrid Light Vehicle Report Introduction • Powertrain choices

• Consumer attitudes

• Development of the Plug-in Hybrid Market

• Cost and value considerations

• PHEV Environmental Performance

Market drivers

• Emissions regulationsThe United StatesThe European UnionJapanChinaOther countries• Fuel costs• Criterion emissionsThe United StatesJapanEuropeChinaOther countries

Hybrid architectures

• Parallel hybrid architecture

• Series hybrid architecture

• Degrees of hybridisation

Full Hybrid

Mild or Assist Hybrids

Plug-hybrids or dual mode

• Aftermarket conversions

Hydraulic hybrid architecture

Flywheel hybrid architecture

Air hybrid

• Vehicle integration

Hybrid technologies

• Higher voltage architecture• Batteries and energy storageEnergy and power densityCycle lifeBattery costsCost breakdown for lithium-ion batteries• Lithium ion battery constructionCathodesFuture cathode developmentAnode ChemistriesNew anode technologiesElectrolytes and additivesSeparatorsCell packagingSafety circuits• Battery packaging• Manufacturing issues and quality• Chemistry developmentMetal-Air batteriesOther battery chemistries• Super-capacitors and ultracapacitorsEnergy storage membranes• Electric motorsDirect-current (DC) MotorsAsynchronous alternating-current (AC) motorsSynchronous AC motorsSwitched reluctance motorsAxial-Flux MotorsIn-wheel motors.• Integrated starter-generators (ISG)Belt-driven alternator-starters (BAS)TransmissionsOne-mode and two-mode hybridsGetragFEVFiat PowertrainIAVJatcoZF Friedrichafen• Regenerative braking systems and brake blending• Grid connection and a recharging infrastructureVehicle manufacturersCharging facilitiesRecharging technology companiesWireless charging technology

Developing business models and challenges

• New players, relationships and collaborations

Public infrastructure development

Private infrastructure development

Integrated solutions

Integrating the charging infrastructure through IT

Market development

• Market dynamics and forecasts• Development of the plug-in hybrid marketNew business models for OEMs, grid companies and suppliers• Market forecastsNorth AmericaEuropeJapanChina

Tables

Table 1: Estimated fuel economy improvement potential and costs relative to 2005

Table 2: US emissions standards for light-duty vehicles, to five years/50,000 miles (g/mile)

Table 3: Japan emissions limits for light gasoline & LPG vehicles (g/km)

Table 4: Japan emissions limits for light diesel vehicles (g/km)

Table 5: Euro 5 emissions limits for light gasoline vehicles (g/km)

Table 6: Euro 5 emissions limits for light diesel vehicles (g/km)

Table 7 Lithium-ion battery cost breakdown

Table 8: Battery cost evolution from 2010 with a CAGR of 14%

Table 9: Four main types of cathode technology in use today (2010)

Table 10: Comparison of typical carbon anode capacities

Table 11: PHEV-EV lithium-ion cell design favoured by various companies (current/ future)

Table 12: Hybrid lithium-ion cell design favoured by various companies (current/ future)

Table 13: Potential roles within the charging infrastructure value chain

Table 14: Comparison of emerging business models

Figures

Figure 1: Roadmap for CO2 reductionFigure 2: Cost estimates of marginal fuel economy improvementFigure 3: Carbon dioxide emissions versus cost per percentage fuel reductionFigure 4: Global plug-in hybrid production forecastFigure 5: US Annual reduction in GHG production through PHEV adoption in various scenarios Figure 6: Powertrain electrification 2010 to 2020Figure 7: PHEV annual costsFigure 8: Global CO2 (g/km) progress normalised to NEDC test cycleFigure 9: Fuel economy standards to 2015 for selected countries (US mpg)Figure 10: WTI crude oil prices (US$ per barrel, monthly average 2010 dollars), 2001 – March 2012 Figure 11: US Regular Gasoline prices $/gallon, January 2011 to June 2013Figure 12 Emissions standards timetable in selected countriesFigure 13: NOx limits in the EU, Japan and the US, 1995 – 2010 (g/kWh)Figure 14: PM limits in the EU, Japan and the US, 1995 – 2010 (g/kWh)Figure 15: Hybrid electric vehicle drive configurationsFigure 16: Charge depletion to charge sustaining transition for PHEV battery packs Figure 17: An early conversion for the PHEV Prius utilising 15 additional lead-acid batteries Figure 18: Hydraulic hybrid operationFigure 19: Torotrak's Flybrid flywheel and IVT systemFigure 20: Hybrid price premium per 100,000 unitsFigure 21: Peugeot's air-hybrid architectureFigure 22: A comparison of air-hybrid architecture efficiency with other typesFigure 23: Additional functions and changes in electrical architectureFigure 24: Additional functionality requires higher voltages – 48 voltsFigure 25: A simple comparison of electrical energy storage systemsFigure 26: The energy density of different fuelsFigure 27: Specific power (W/kg) versus specific energy (Wh/kg)Figure 28: Cycles by chemistry (deep discharge)Figure 29: Application cycle requirementsFigure 30: Lithium-ion battery pack cost breakdownFigure 31: Patent activity in lithium-ion batteriesFigure 32: Battery costs to OEMs at low volumesFigure 33: Cathode performance compromisesFigure 34: Voltage versus capacity for some electrode materialsFigure 35: Lithium-ion and nanotechnology roadmapFigure 36: Graphite, soft carbon, hard carbonFigure 37: Nexeon nano structured silicon anode materialFigure 38: Anode energy density for various anode technologiesFigure 39: Silicon anode dimensional changesFigure 40: SiNANOde™ silicon graphite composite anode materialFigure 41: LTO anode materialFigure 42: Lithium-ion prismatic battery designFigure 43: Lithium-ion battery constructionFigure 44: Zinc-Air battery systemsFigure 45: Theoretical maximum energy density for different cell chemistriesFigure 46: Redox battery technologyFigure 47: Ultracapacitor used to overcome temperature sensitivity to temperature of li-ion battery packFigure 48: Ultracapacitor versus lithium-ion energy efficiencyFigure 49: Ultra-capacitor componentsFigure 50: Technology roadmap for electric traction motorsFigure 51: Typical torque and power comparisonsFigure 52: A schematic of a 6/4 SRM designFigure 53: An exploded view of a switched reluctance motor's rotor and statorFigure 54: Axial Flux PM motorsFigure 55: Mitsubishi MIEVFigure 56: Protean Electric's in-wheel electric drive modulesFigure 57: Continental's ISAD UnitFigure 58: Delphi's Belt Alternator StarterFigure 59: Toyota THS power-split transmissionFigure 60: 2-Mode transmissionFigure 61: Cutaway of a 2-Mode transmissionFigure 62: Getrag's 7DCT300 PowerShift® transmissionFigure 63: Schematic overview of GETRAG 7HDT300 torque-split hybridFigure 64: Integrated electric motor cooling optionsFigure 65: The advantages of an integrated 48-volt motor solutionFigure 66: FEV's 7H-AMTFigure 67: Fiat Powertrain compact, lightweight hybrid powertrain conceptFigure 68: Jatco's transmission for parallel hybrid vehicles featuring motor independent drive Figure 69: Fuel efficiency comparison for ATsFigure 69: By-wire brake system layout with regenerationFigure 70: TRW's second generation slip control boost brake technologyFigure 71: Mazda's supercapacitor based regenerative braking system layoutFigure 72: Continental's regenerative braking system layoutFigure 73: Comfortable regeneration requires uncoupling the pedal and quiet and highly dynamic of braking force regulationFigure 74: Bosch's iBooster unitFigure 75: Level 2 charging units from Advanced EnergyFigure 76: SAE J1772 ConnectorsFigure 77: SAE J1772 Combined PlugFigure 78: WPT charging schematicFigure 79: Evatran's aftermarket available charging systemFigure 80: Changes and opportunities in the automotive value chainFigure 81: The vehicle electrification value chainFigure 82: A Blink charger facility linked to Cisco's Home Energy ControllerFigure 83: Grid connected vehicles bring changes and opportunities in the value chain Figure 84: Global plug-in hybrid production forecast to 2020Figure 85: Global hybrid production forecast to 2020Figure 86: Global hybrid vehicle production forecast to 2020, by regionFigure 87: Global hybrid vehicle production forecast to 2020, by regionFigure 88: Hybrid sales in the US by model, 1999 - 2012Figure 89: US hybrid production forecast, 2013 - 2020Figure 90: European hybrid production forecast, 2013 - 2020Figure 91:Cumulative Toyota salesFigure 92: Japanese hybrid vehicle production forecast, 2013 - 2020Figure 93: Cinese hybrid vehicle production forecast, 2013 - 2020

The Automotive Fuel Cell Technology Report IntroductionKey drivers Energy costs and the environment

Fuel Cells and the Automotive Industry

Fuel cell technology Fuel cell types

Alkaline Fuel Cells (AFC)Direct Methanol Fuel Cells (DMFC)Molten Carbonate Fuel Cells (MCFC)Phosphoric Acid Fuel Cells (PAFC)Solid Oxide Fuel Cells (SOFC)Regenerative Fuel Cells (RFC)Metal Air Fuel Cells (MAFC)Proton Exchange Membrane Fuel Cells (PEMFC)Technology progress

Fuel cells in the electric powertrain

FCEV cost development

Hydrogen fuel and infrastructure

Hydrogen production

Hydrogen from coal

Hydrogen production through electrolysis

Hydrogen storage and infrastructure

Hydrogen storage

Hydrogen fuel tanks

Future storage technologies

Liquefied hydrogen

Metal hydrides

Chemical hydrogen storage

Hydrolysis reactions

Hydrogenation/dehydrogenation reactions

New chemical approaches

Carbon nanotube storage

Electrolysis

Integration with renewable energy

Development of the automotive fuel cell market

DaimlerFordGeneral MotorsHondaHyundai-KiaNissanToyotaVolkswagenOEM cooperative agreements

List of Figures

Figure 1: A lightweight hydrogen fuel storage tank [Source: BMW]

Figure 2: A hydrogen fuelling station in California [Source: Hydrogen Association]

Figure 3: Well-to-wheel CO2 emissions by powertrain including source considerations [Source: Eduardo Velasco Orosco, UAEM & GMM]

Figure 4: Well-to-wheel powertrain costs relative to conventional [Source: Eduardo Velasco Orosco, UAEM & GMM]

Figure 5: Technical hurdles overcome in the deployment of FCEVs [Source: EU, McKinsey]

Figure 6: Molten carbonate fuel cell schematic [Source: EERE]

Figure 7: Phosphoric acid fuel cell schematic [Source: EERE]

Figure 8: Solid oxide fuel cell schematic [Source: EERE]

Figure 9: Proton exchange membrane fuel cell schematic [Source: EERE]

Figure 10: Fuel cell stack improvements [Source: GM]

Figure 11: Platinum loadings for PEM fuel cells [Source: US DOE]

Figure 12: Schematic representation of the functionality of a fuel cell [Source: PEMAS]

Figure 13: System schematics for 2008 and 2009 fuel cell system [Source: US DOE]

Figure 14: System schematics for 2010 and 2015 fuel cell systems [Source: US DOE]

Figure 15: Net system cost versus annual production rate [Source: US DOE]

Figure 16: Coal gasification process [Source: US DOE]

Figure 17: Sulphur Iodine cycle for H2 production [Source: Hydrogen Energy]

Figure 18: Conventional electrolysis for H2 production [Source: Hydrogen Energy]

Figure 19: Commercially available solutions for on-board hydrogen storage [Source: US DOE]

Figure 20: BMW's Cryo-compressed hydrogen storage system [Source: BMW]

Figure 21: Hydrogen mass and cost comparison of compressed (700 bar) and cryo-compressed (350 bar) storage [Source: BMW]

Figure 22: a schematic of MOF-74 metal organic framework [Source: NIST]

Figure 23: Mercedes-Benz F125 fuel cell plug-in hybrid [Source: Daimler]

Figure 24: Molecular hydrogen storage in light element compounds [Source: US DOE]

Figure 25: Schematics of nanotube structures [Source: Nanotechnologies]

Figure 26: Schematic of a three-dimensional nanotube matrix [Source: RSC]

Figure 28: European national initiatives for hydrogen infrastructure [Source: NOW]

Figure 28: Publically accessible hydrogen refuelling stations – Germany [Source: NOW]

Figure 29: Planned development of hydrogen refuelling infrastructure in Germany [Source: NOW]

Figure 30: Hydrogen refuelling site Oslo using two Hydrogenics electrlysers [Source: Hydrogenics]

Figure 31: Honda's prototype solar hydrogen refuelling station in Los Angeles [Source: Honda]

Figure 27: ITM Power's HFuel transportable hydrogen refuelling station [Source: ITM Power]

Figure 28: OMV hydrogen refuelling site Stuttgart [Source: Daimler]

Figure 29: Percentage energy generation from renewable sources [Source: Geocurrents]

Figure 31: London hydrogen fuelling station used by fuel cell buses [Source: Air Products]

Figure 32: A schematic for an 'artificial leaf' [Source: Science Now]

Figure 37: FECV and BEV contributions to CO2 reductions [Source: Various]

Figure 38: Mercedes-Benz B-Class F-Cell [Source: Daimler]

Figure 39: Daimler's F125!fuel cell hybrid concept [Source: Daimler]

Figure 40: Fuel cell Chevrolet Equinox [Source: GM]

Figure 42: Honda's Clarity fuel cell car [Source: Honda]

Figure 41: Schematic of the Honda Clarity [Source: Honda]

Figure 43: The first production model of Hyundai's ix35 fuel cell vehicle [Source: Hyundai-Kia]

Figure 43: Toyota's FCV-R fuel cell concept car [Source: Toyota]

Figure 45: OEM forecast fuel cell vehicle production [Source: IHS]

Figure 46: Geographic forecast fuel cell vehicle production [Source: IHS]

List of TablesTable 1: A comparison of fuel cell technologies [Source: US DOE]Table 2: Technical targets for automotive applications [Source: US DOE]Table 3: A summary of system costs for 2010 and 2015 technologies at various manufacturing rates [Source: US DOE]Table 4: US hydrogen refuelling stations 2012 [Source: www.fuelcells.org] To order this report: The Hybrid, Electric Vehicle and Fuel-Cell Report Package http://www.reportlinker.com/p01593897/The-Hybrid-Electric-Vehicle-and-Fuel-Cell-Report-Package.html#utm_source=prnewswire&utm_medium=pr&utm_campaign=NoCategory

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