從最前沿的氫技術(shù)到小巧精致的城市電動車，現(xiàn)代汽車的未來技術(shù)規(guī)劃無所不包。
現(xiàn)代汽車近期在韓國舉辦的“Hyundai Way”技術(shù)展示周活動展示了公司未來的發(fā)展戰(zhàn)略，堪稱一場技術(shù)的盛宴?；顒悠陂g，現(xiàn)代汽車與豐田汽車聯(lián)合舉辦了一場以電動車為主的性能展示活動，提供了試駕小巧精致的城市電動車Inster的機會，并介紹了現(xiàn)代汽車即將推出的氫能源戰(zhàn)略。此外，現(xiàn)代汽車還發(fā)布了最新款氫能源乘用車Initium。至少從表面上看，這款越野風(fēng)跨界多用途汽車（CUV）的性能優(yōu)于目前市場上任何一款氫能汽車。
現(xiàn)代汽車采取廣泛布局的戰(zhàn)略具有其合理性。在2024年8月公布“Hyundai Way”戰(zhàn)略之際，現(xiàn)代汽車就確立了“靈活響應(yīng)市場環(huán)境并關(guān)注汽車電氣化”的數(shù)個關(guān)鍵戰(zhàn)略目標(biāo)。為此，現(xiàn)代汽車計劃于2033年前在Hyundai Way戰(zhàn)略上投入120.5萬億韓元（約合850億美元），用于達成以下目標(biāo)：通過研發(fā)“升級版下一代混合動力系統(tǒng)”，實現(xiàn)到2030年混合動力汽車數(shù)量翻倍（從7款增至14款），且全系電動車產(chǎn)品達到21款的目標(biāo)；研發(fā)經(jīng)濟型鎳錳鈷氧化物（NCM）電池；以及實現(xiàn)自動駕駛汽車代工的商業(yè)化。
下一代TMED（Transmission Mounted Electric Drive）混合動力系統(tǒng)將成為現(xiàn)代混動汽車擴張戰(zhàn)略的重心，屆時Genesis品牌的所有車型（純電動車除外）都將提供混合動力版本。現(xiàn)代汽車表示，與當(dāng)前系統(tǒng)相比，新一代動力系統(tǒng)將“顯著提升性能和燃油效率”。TMED-II混合動力系統(tǒng)會從2025年1月起正式應(yīng)用于量產(chǎn)車型。
在氫能方面，現(xiàn)代汽車于今年8月表示將把燃料電池系統(tǒng)產(chǎn)品應(yīng)用于乘用車以外的車型，具體可能包括有軌電車、火車、空中交通工具、重型設(shè)備和航海船只（參考后文關(guān)于氫技術(shù)的部分）。在最初宣布“Hyundai Way”戰(zhàn)略時，現(xiàn)代汽車還承諾推出全新增程式（EREV）車型，并稱其為“全新電動車類型”。這款車型主要瞄準(zhǔn)北美和中國市場，其單次充電續(xù)航里程超過900 km（559英里）。
盡管現(xiàn)代試圖將EREV標(biāo)榜為“全新類型”，但它與其他增程混合動力汽車（如雪佛蘭Volt）存在許多明顯的相似之處?，F(xiàn)代汽車的新款EREV將使用內(nèi)燃機為電池充電，且公司還開發(fā)了一套全新電力電子（PT/PE）系統(tǒng)，“以實現(xiàn)雙電機四輪驅(qū)動”。首款量產(chǎn)EREV將于2026年底登陸北美和中國市場，但針對美國市場的大型SUV和針對中國市場的緊湊型轎車要到2027年才會正式上市。
鑒于“Hyundai Way”戰(zhàn)略的涵蓋范圍過于廣泛，我們在近期首爾舉辦的“Hyundai Way展示周”期間僅能了解到部分內(nèi)容。下文將介紹我們了解到的信息。
盡管現(xiàn)代汽車近年來生產(chǎn)了一些備受贊譽的電動車，但公司從未停止氫燃料汽車的研發(fā)工作。自1998年起，現(xiàn)代汽車就實施了研究氫燃料汽車的Mercury和Polaris I項目，并在這些項目中自主研發(fā)出了其核心燃料電池堆棧技術(shù)。
隨著Initium概念車的亮相，現(xiàn)代汽車進一步豐富了其多元化的未來動力總成戰(zhàn)略。Initium為拉丁語，意為“第一”或“起點”，預(yù)示了現(xiàn)代汽車全新的“Art of Steel”設(shè)計語言。然而，汽車工程師則更關(guān)注發(fā)動機罩下搭載的第三代燃料電池堆棧技術(shù)。遺憾的是，現(xiàn)代汽車并未透露關(guān)于新款堆棧技術(shù)的細節(jié)，但明確表示其性能較2018款Nexo氫燃料汽車搭載的第二代堆棧技術(shù)（功率密度為3.2 kW/l的）有所提升。作為參照，2013款Tucson燃料電池的功率密度僅為2.09kW/l。此外，量產(chǎn)版Initium的燃料電池的耐久性將比Nexo高出40%。
得益于“大型氫燃料罐”和低滾動阻力輪胎的使用，Initium的續(xù)航里程將超過650km（404英里）?，F(xiàn)代汽車介紹稱，Initium的最大電機輸出功率為150 kW，且當(dāng)燃料罐蓄滿時，該燃料電池汽車可通過對外輸電（V2L）功能提供高達100kWh的輸出電力，足以為一戶普通的韓國家庭供應(yīng)10天電力。當(dāng)量產(chǎn)版Initium在2025年上半年上市時，它還將搭載針對燃料電池汽車設(shè)計的路線規(guī)劃導(dǎo)航系統(tǒng)。
雖然現(xiàn)代汽車的Initium概念車目前仍保持神秘，但其最新款純電動車已完全開放試駕，通過申請的用戶可在首爾及周邊地區(qū)試駕一天。Hyundai Inster是韓國本土內(nèi)燃機車Casper的純電動版。它保留了Casper的可愛外觀，其標(biāo)準(zhǔn)續(xù)航版配備42kWh的電池組，而長續(xù)航版則配備49kWh的電池組。在連接120kW的快充樁時，兩種配置均可在30分鐘內(nèi)從10%充至80%的電量。兩種配置的WLTP續(xù)航里程分別可達300km（186英里）和355km（221英里）。Inster配備了11kW的車載充電器，并具備外部和內(nèi)部V2L端口。短續(xù)航版和長續(xù)航版的電壓也不相同，分別為266V和310V。
Inster車身長3,825 mm（150.6英寸），寬1,610 mm（64.4英寸），高1,575mm（62英寸），軸距為2,580 mm（101.6英寸）。與內(nèi)燃機版Casper相似，Inster也采用了自2017年開始啟用的現(xiàn)代汽車超緊湊K1平臺。從駕駛座上可以明顯感受到，該平臺的精細程度遠不及現(xiàn)代汽車針對電動車設(shè)計的E-GMP平臺。然而，憑借麥弗遜前懸架和扭力梁式非獨立后懸架，Inster完全能夠在城市道路上提供愉悅的駕駛體驗。Inster最大的缺點是缺乏強勁的加速能力，標(biāo)準(zhǔn)版搭載的97 kW電機從0加速到100km/h（62英里/h）需要11.7秒，而長續(xù)航版搭載的115kW電機雖然提速稍快，但也僅能將百公里加速時間縮短至10.6秒。對于新車型而言，這是一項重大的缺憾。盡管有這樣的問題，該車型依然有其優(yōu)點。前輪驅(qū)動的設(shè)計并不讓人意外，但車輛方向盤指向靈敏、迅速。此外，該車型噪音極小，且采用了現(xiàn)代汽車更高價位電動車才會配備的5級i-Pedal可調(diào)再生制動功能。
Inster在許多方面都非常接近于緊湊型現(xiàn)代電動車，比如配備了與Ioniq 5和Ioniq 6相似的四“點”式方向盤。兩塊10.25英寸（260mm）的中央顯示屏和儀表顯示屏可以提供詳細的導(dǎo)航路線，同時顯示各種安全功能和便捷操作的信息，包括前方防撞輔助、盲點防撞輔助、駕駛員注意力警告以及具備自動跟車啟停功能的智能巡航控制。由于Inster不會在北美上市，上述功能均為面向韓國市場的車輛配備。經(jīng)過一天的試駕體驗，我們不難理解為什么該車型不會在美國上市。Inster作為一款緊湊型電動車，在與更大、更快的電動車競爭時，必然會處于劣勢?，F(xiàn)代汽車的“Hyundai Way”規(guī)劃中提出了一個極為重要的目標(biāo)，即到2030年全球電動車年銷量達到200萬輛。為了實現(xiàn)該目標(biāo)，現(xiàn)代汽車必須推出像Inster這種更緊湊、更實惠的車型。雖然這款車型無緣美國市場，但在韓國、歐洲、中東和其他亞太地區(qū)，我們還是能夠體驗到乘坐該車的樂趣。
今年秋季，現(xiàn)代汽車集團為其氫燃料電池系統(tǒng)品牌HTWO發(fā)布了全新口號——“成為氫能技術(shù)先行者（Be a First Mover in Hydrogen）”，表明了集團對氫能技術(shù)整個價值鏈上的業(yè)務(wù)和技術(shù)的重視。為了發(fā)展氫能驅(qū)動的未來經(jīng)濟，現(xiàn)代汽車集團正在致力于燃料電池堆、儲氫罐、氫燃料電池汽車以及氫氣生產(chǎn)等方面的研究。在“Hyundai Way展示周”期間，現(xiàn)代汽車表示將于今年完成一項可行性研究，內(nèi)容包括研究利用13萬噸塑料垃圾生產(chǎn)2.4萬噸氫氣的可能性。
電氣化能源解決方案技術(shù)部門高級副總裁Chang Hwan Kim表示，Initium充分展現(xiàn)了汽車制造商在氫能技術(shù)領(lǐng)域的戰(zhàn)略重心。
他在發(fā)布會上通過翻譯表示：“今天即將亮相的概念車再次表明了現(xiàn)代對向氫能轉(zhuǎn)型的堅定承諾，和構(gòu)建氫能社會的決心。換言之，這款概念車代表了我們引領(lǐng)燃料電池汽車推廣的承諾。”
現(xiàn)代汽車通過其正在進行的實際應(yīng)用項目，如NorCAL Zero項目和港口脫碳倡議，以及在全球各地運營的燃料電池卡車，積極推廣燃料電池技術(shù)。
現(xiàn)代汽車在研發(fā)氫能技術(shù)和純電動車技術(shù)的過程中有時會互相共享經(jīng)驗。例如，現(xiàn)代汽車在韓國透露其已對Ioniq 5 N使用的兩級逆變器的功率半導(dǎo)體進行了改進（但供應(yīng)商信息未公開），從而使這款電動車的續(xù)航里程提高了5%。此外，現(xiàn)代也考慮將這些半導(dǎo)體應(yīng)用于未來的燃料電池汽車中。換言之，“Hyundai Way”戰(zhàn)略未來仍有巨大的發(fā)展?jié)摿Α?/span>
Hyundai’s recent Hyundai Way tech presentation week in Korea was, like the company’s future strategy, a cornucopia of technologies. The week included an EV-focused performance event co-sponsored with Toyota, a test drive of the cute-as-all-get-out city EV called Inster and presentations of Hyundai’s upcoming hydrogen strategy. The automaker also revealed its latest H2-powered passenger car, the Initium, a rugged-esque CUV that at least looks more capable than any hydrogen cars available today.
The broad-strokes approach makes sense. When the company announced its Hyundai Way strategy in August 2024, it identified several key components that would make up its “flexible response approach to market conditions and focus on electrification.” As part of spending 120.5 trillion KRW ($85 billion US) through 2033 on the Hyundai Way, the automaker plans to offer a “full lineup” of 21 EV models by 2030, introducing an “enhanced next-generation hybrid system,” doubling its hybrid vehicle offerings from 7 to 14, develop “affordable” nickel manganese cobalt oxides (NCM) batteries and work to commercialize its autonomous driving vehicle foundry business.
A next-generation TMED (transmission-mounted electrical device) hybrid system will be the pivotal piece in Hyundai’s hybrid expansion strategy, which will see all Genesis models (other than pure EVs) getting a hybrid option. The new powertrain will offer what the automaker said would be “significantly improv[ed] performance and fuel efficiency” compared to the current system. The TMED-II hybrid will appear in production vehicles starting from January 2025.
On the hydrogen front, Hyundai said in August that it would expand its fuel cell system lineup to include vehicles besides passenger cars. This could include trams, trains, air mobility, heavy equipment, and sea vessels (more on H2 below). In its original Hyundai Way announcement, the automaker also promised that it would introduce new EREV models, which it called “a new type of EV” that will have a range of more than 900 km (559 miles) on a single charge for the North American and Chinese markets.
As new as Hyundai might make the EREV sound, some obvious similarities exist to other range-extending hybrids, like the Chevrolet Volt. Hyundai’s new EREV will use an ICE to charge the battery, and the company has developed a new power electronics (PT/PE) system “to enable four-wheel drive with the application of two motors.” The first mass production EREV will come to North America and China by the end of 2026, but sales of the large SUV (in the U.S.) and C-segment vehicles (in China) won’t start “in earnest” until 2027.
Given the breadth of the Hyundai Way, it’s not surprising that we were only exposed to some aspects of it during a recent “Hyundai Way Week” in Seoul. Here’s what we learned.
Hyundai Initium concept
Despite producing some of the most awarded EVs in recent memory, Hyundai has never abandoned hydrogen vehicles. The company has been working on H2 vehicles since 1998 with its Mercury and Polaris I projects, which included the independent development of its core fuel cell stack technology.
The automaker’s wide-ranging approach to future powertrains was furthered with the unveiling of the Initium concept. Named for the Latin word for “first” or “beginning,” the Initium previewed Hyundai’s new “Art of Steel” design language, but for automotive engineers, the more interesting aspect is the third-generation fuel cell stack under the hood. Unfortunately, Hyundai did not provide precise details about this new stack, but it did say that it would be an improvement over the second-gen stack used in the 2018 Nexo, which has a power density of 3.2 kW/l. The 2013 Tucson FCEV was at 2.09 kW/l. The production Initium’s stack durability will be increased by 40% compared to the stack used in the Nexo.
Thanks to these improvements, “large hydrogen fuel tanks” and low-rolling-resistance tires, the Initium will have a range of over 650 km (404 miles). The maximum motor output will be 150 kW, and the FCEV will offer up to 100 kWh of vehicle-to-load (V2L) off-board power with full tanks, around a ten-day supply for a typical Korean home, Hyundai said. A navigation system with an FCEV-specific route planner will also be available when the production version arrives in the first half of 2025.
Hyundai Inster First Drive
While the Initium remained a bit of a black box, Hyundai’s latest all-electric vehicle was fully available for a day’s driving in and around Seoul. The Hyundai Inster is an all-electric version of the South Korean-model Casper, an ICE model. The Inster retains the Casper's cute looks and uses either a 42-kWh pack in the Standard Range model or a 49-kWh pack in the Long Range version. Both can charge from 10 to 80% full in 30 minutes when connected to a 120-kW fast charger and will provide either 300 km (186 miles) or 355 km (221 miles) of range, respectively, on the WLTP scale. The Inster has an 11 kW on-board charger and has external and internal V2L (vehicle-to-load) ports. The voltages differ between the Short Range (266 V) and the Long Range (310 V).
The Inster is 3,825 mm (150.6 in) long, 1,610 mm (64.4 in) wide and 1,575 mm (62 in) with a 2,580-mm (101.6-in) wheelbase. Like the ICE Casper, the Inster uses Hyundai’s subcompact K1 platform, which has been around since 2017. It’s clear from the driver’s seat that it doesn’t provide the same refinement as Hyundai’s EV-specific E-GMP platform. Still, with McPherson struts in front and coupled torsion beam axle-type struts in the rear, the Inster is more than capable of providing enjoyable driving in the city. The biggest downside of the Inster is that it lacks any serious acceleration capability, with the Standard model’s 97-kW motor offering a 0-100 kmh (62 mph) time of 11.7 seconds and the Long Range model’s 115-kW unit cutting that to a still-bad 10.6 seconds in the model. This is a massive miss for a new EV, but at least the steering was direct, and the front-wheel drive EV never felt off-balance. It was also wonderfully quiet, and the 5-level i-Pedal adjustable regenerative braking found in Hyundai’s more expensive EVs worked flawlessly.
In many ways, the Inster felt like a miniaturized Hyundai EV, with a four-dot steering wheel similar to the ones found in the Ioniq 5 and 6. The two 10.25-in (260 mm) infotainment and driver displays offered detailed navigation routes and provided information on the various safety and convenience features that include forward collision-avoidance assist, blind-spot collision avoidance assist, driver attention warning and smart cruise control with Stop & Go. These are all Korea-spec details, as the Inster will not be sold in North America. After a day spent behind the wheel, this makes sense. It’s a solid EV but would certainly struggle against larger and quicker EV options. One of the most significant numbers in the Hyundai Way plan is the company’s goal to sell 2 million EVs a year globally by 2030. To do that, smaller, more affordable options like the Inster need to exist, and while we’ll miss them in the U.S., they’ll be fun EVs to spot when traveling in Korea, Europe, the Middle East and other Asia-Pacific markets.
Hyundai’s hydrogen hopes
This fall, Hyundai Motor Group debuted a new slogan for its HTWO brand, signaling interest in businesses and technologies along the entire hydrogen value chain: “Be a First Mover in Hydrogen.” To develop parts of a hydrogen-powered future economy, HMG is working on fuel stacks, tanks and vehicles, and H2 production. During Hyundai Way week, the company said it is completing a feasibility study this year on producing 24,000 tons of hydrogen from 130,000 tons of plastic waste, for example.
Chang Hwan Kim, senior vice president of electrification energy solutions tech unit, said the Initium perfectly represents the automaker’s H2 priorities.
“The concept call we will reveal today is another fruit of Hyundai's unwavering commitment towards hydrogen energy and our determination to realize a hydrogen society,” he said through an interpreter during the reveal event. “In other words, it is our pledge to lead the democratization of fuel cell EVs.”
That democratization is visible in Hyundai’s ongoing hydrogen real-world applications, such as the NorCAL Zero Project and the Port Decarbonization Initiative, and in fuel cell trucks operating in various countries worldwide.
Hyundai’s H2 and battery-electric efforts sometimes overlap. For example, without revealing its supplier, Hyundai said in Korea that it had modified the power semiconductors from the two-stage inverters used in the Ioniq 5 N to give the EV a 5% range increase. These semiconductors are now being considered for future Hyundai FCEVs as well. In other words, there’s more to go along the Hyundai Way.
現(xiàn)代汽車推出了Initium燃料電池概念車，并計劃于2025年上半年量產(chǎn)。（Sebastian Blanco）
現(xiàn)代汽車Way Week期間，在首爾現(xiàn)代汽車高陽工作室展出了之前的氫燃料電池汽車。（Sebastian Blanco）
2024款Polaris I FCEV使用的零部件。（Sebastian Blanco）
Initium的續(xù)航里程將超過650公里（404英里），使用的發(fā)動機最大輸出功率為150千瓦。（Sebastian Blanco）
現(xiàn)代Inster是一款城市電動車，不會在北美銷售，但會在世界其他大部分地區(qū)出現(xiàn)。（Sebastian Blanco）
兩個10.25英寸（260毫米）的信息中央和儀表顯示屏在Inster中提供安全和娛樂信息。（Sebastian Blanco）
其他現(xiàn)代電動車的駕駛者會認出Inster方向盤上的四點設(shè)計。（Sebastian Blanco）