Gerald Killmann studied mechanical engineering at the University of Technology in Graz, Austria. There he specialized in internal combustion engines and was assistant lecturer from 1988 to 1992. In 1992, Killmann joined Toyota Motor Europe (TME) in Belgium as an engine engineer. Later on, he moved to Japan where he worked as a member of the Diesel Engine Development Division at Toyota Motor Corporation. Between 1998 and 2007, Gerald Killmann held different management positions in the field of powertrain engineering. Having worked for six months at the Toyota Motor Corporation’s Hybrid Division, he was assigned the position of General Manger Powertrain at TME in Belgium. From 2009 to 2012, Killmann held the position of Director of Powertrain. Later, until 2013, he worked as Vehicle Project Director. Currently, Gerald Killmann is Vice President R&D at Toyota Motor Europe. F O C U S 7 There will be advances; new and emerging battery technologies will take us forward, step by step. But we are cautious when it comes to providing forecasts on how the range can be improved for battery electric vehicles, which are clearly in the three-digit range (kilometers). That is why we consider the fuel cell and hydrogen as a perfect temporary energy storage system and an excellent propulsion option. Where possible, hydrogen should be produced from renewable energy sources. If this is ensured, hydrogen is an ideal temporary storage system for the electricity that cannot be used immediately at a certain point in time. ‹F.›: Isn’t hydrogen too expensive to produce? ‹G.K.›: At present, if I remember rightly, 50 million tons of hydrogen are produced and used per year. If you buy hydrogen at the fuel station today, its operating costs are practically the same as those of gasoline or diesel. If it becomes possible to expand the automotive infrastructure, and if there are plenty of vehicles on the road, we’ll be seeing the costs for hydrogen production falling rather than increasing. That’s why hydrogen has great potential. ‹F.›: In what ways can we make hybrid drives more “attractive” to end customers and “cleaner” for the environment? What do you think are the most important factors to consider? GERALD KILLMANN, VICE PRESIDENT, TOYOTA MOTOR EUROPE ‹G.K.›: The operating costs are clearly a key factor. They are of major interest when it comes to the hybrid drive. Particularly in urban environments, it has been shown that the costs to run a hybrid vehicle are below those for a diesel-powered car. That is what makes hybrid vehicles particularly attractive for cab companies. Another key aspect in favor of these emerging drive technologies – internal combustion engine hybrids
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