Fuel Cell Midi-bus Proposal

Hydrogenics GmbHAm Wiesenbusch 2

45966 Gladbeck, Germany

2006-09

Benefits of Electric Buses

Elimination of bus-generated:� Soot� Particulate matter� Oxides of Sulphur� Oxides of Nitrogen� Oxides of Carbon

Translates to1 :� No blackening of architecture� No particulate matter-caused deaths due to breathing � No particulate matter-caused deaths due to breathing

disorders� No adverse effect on plant and animal heath � No acid rain� No smog� No effect on climate change due to operation

Plus significantly lower noise compared to combustion engines

1 – (bus-source). Assuming clean source of electricity: total elimination

Limitations of Electric Buses

� Limited driving range (autonomy) between battery charging or battery exchanging

• average 50 to 80 km, but need >150 km

� High weight of batteries, reducing energy efficiency, performance or maximum weight of passengers

� High volume requirement of batteries onboard the vehicle reducing design freedoms or space for passengers

� Gradual sluggishness of operation as battery charge level reduces

� Less than ideal “Wall to Wheel” efficiency (69%) e.g. due to charger efficiencycharger efficiency

� Long recharge time of batteries

� Limited cycle life of batteries

In the case of buses that exchange batteries instead of recharging the buses while parked:

� Multiple battery charging stations, multiple sets of spare batteries (costs)

� Large space (real estate) requirement for charging stations, at a premium in city core (costs)

� High labor effort and cost in the case of exchanging batteries for recharging to meet the day’s duty cycle

Why Fuel Cells for Fleet Transport

Diesel or Natural Gas

Engine

Battery Electric

Hydrogen Fuel Cell

Zero local Emissions

X √ √

Range √ X √

Recharge/Refuel time

√ X √

Renewable capable

X √ √

Enhanced efficiency

X (unless hybrid)

√ √

Why Buses for FC introduction

Buses have been one of the earliest demonstration “vehicles” for fuel cells

Why:� Captive fleet justifies refueling infrastructure

� Wide available space for H2 storage and FC system integration

� Stop-and-go/full-day duty cycle useful for FC performance validationvalidation

� Large surface area for educational information

� Wide public exposure to experience the technology and build acceptance

Rationale: small vs. large vehicles

Concept:� Start modest

scale� Keep it simple� Iterate � Scale up

Lower costs� FC size (kW) proportional to cost� Lower capital investment, lower financial

risk� Lower H2 consumption, lower operation costs � Larger fleet sizes of smaller vehicles more

possible affordable• Can prove MTBF and fleet issues faster

Other Advantages:� Low Technical Risk� Low Technical Risk

• Low power fuel cells already exist and are widely proven

� Fast progress• More readily available components, large

components tend to need customization• Learning is comparable with small systems

as with large � Large FC systems are currently usually

multiple stacks anyway

Midi Bus Project Success Story� Financed by NRW/EC (43%) and HYDROGENICS (57%)

� November 2004 - Project award announced, project commenced

� January 2005 TÜV Approval work commenced

� February 2005 - Bus manufacturing commenced

� July 7, 2005 - Major TÜV tests completed

� July 8, 2005 - Maiden test drive under H2FC power

� July 13, 2005 - Demonstration to NRW sponsors� July 13, 2005 - Demonstration to NRW sponsors

� August 31, 2005 – First public demonstration at H2-Expo 2005 Hamburg

� November 18, 2005 – TÜV Approval granted, official vehicle registration and license number plate issued

� November 21, 2005 – First service in public transit at the EHEC 2005 Zaragoza, Spain

Chosen Bus Platform

Modest Scale: “Midi-Bus”� Introduce fuel cell to a bus which is already

standard electric

� Minimize modifications to the base bus design

Selected the “Gulliver” a.k.a. “Oreos 22” (in France)manufactured by TECNOBUS s.p.a., Italy� Urban transit bus� Urban transit bus

� 5.3 m in length

� 6000 kg gross vehicle weight

� Low speed classification (maximum 33 km/h), associated 25 kW maximum electric motor power

� 22 passengers

Impressions of the Gulliver

Inner city / pedestrian zone View inside, loaded

Gulliver/Oreos 22 has 80% of market in electric bus sales in France

Public opinion ratings in Portugal: 28% “Good”, 69% “Very Good” (4.5/5)

Example European Inner City

≤ 30 km/h Zones

Only yellow and white streets are ≥ 30 km/h � packed with traffic signals plus bus stops!

Rationale for Low Speed Vehicles

Low peak power requirements

Urban core speed limits normally ≤ 30 km/h

Where not limited to 30 km/h urban core has high density of:� Traffic volume

� Stop signs / stop lights!

� In the case of buses: bus stops!� In the case of buses: bus stops!

Midi Bus Applications

� Historical and environmentally sensitive town centers (narrow or curved roadways, pedestrian zones)

� “Hyper-center” routes with service including along pedestrian zones

� Feeder lines or “Complementary urban transport”, or “Proximity”service for already established transit routes

� Industrial, Academic or Hospital � Industrial, Academic or Hospital Campuses

� Nature parks, Health resorts

� Airports (crew shuttles, small jet passenger shuttles)

� Fairgrounds transit, Event VIP shuttles

� Residential neighborhoods

Common Application

“Stop on Demand” (“Blue Line”)� Loop, 3-6 km

� No defined schedule, frequency every 6-12 minutes, average 10 minutes

� Average waiting time: 5 minutes

� Stops � Blue Line (just wave!)

� Tariff � free for demonstration, or Tariff free for demonstration, or with valid pass card or pre-purchased ticket

Fuel Cell Hybrid Midi Bus - Overview

Technical Data

Length 5,30 m

Width 2,10 m

Type Low floor

Seats 8

Standing 14Standing 14

Max speed 33 km/h

Autonomy 200 km

Drive PEM Fuel Cell

Fuel Hydrogen(99.99 %)

Gas storage Compressed gas (200 bar)

Energy storage NiCd Batteries

DC/DC-Converter

HyPM10

Radiator

Location of Main Components

H2-Storage

Location of Main Components 2

Cooling System

Electronics (DC/DC)

H2 Tanks

Power Module

Planning Execution

Execution

System architecture and energy flow

FUEL CELL SYSTEMAUXILIARIES

air systemwater management

DC / DCCONVERTER

Stack37V - 57V

Air

45%

DC / DC CONVERTER

72V / 12V

VEHICLE AUXILIARIES 12V

D.C. MOTOR TRANSMISSION

36%

WHEELS

ENERGY FLOWS FROM STACK TO WHEELS

CONVERTER37V - 57V / 72V

37V - 57V12kW

100%

H2

TRACTION BATTERY PACK 72V

D.C. MOTOR TRANSMISSION

Tank Compartment

Fuel Cell System

Rated continuous power 10 kW

Peak Power 13 kW (software limited to 11 kW in Midi bus)

Max. system efficiency (LHV basis, excluding radiator fan)

53 %

Gas supply pressure 400 to 710 kPa, gauge

Stack operating pressure ≤ 20 kPa, gauge

Peak H2 Consumption ≤ 140 Nl/min

Stack operating temperature 65 °C

Coolant De-ionized water

Mass 95 kg, dry

FC-Hybrid System – More Details

Mass 95 kg, dry

Hydrogen Storage

Pressure 200 bar

Hydrogen quantity 5.8 kg (2 composite tanks of 2.9 kg each)

Autonomy (standard drive cycle) ca. 200 km

Battery pack

Voltage 72 V

Capacity 125 Ah

Autonomy (standard drive cycle) ca. 1 h without fuel cell

Existing DC Drive Motor

Peak Power demand 25 kW

Regenerative breaking capability implemented

FC Hybrid Midi bus benefits

Compared to battery-only systems:� Lighter weight, better performance and increased payload (750 kg saved)� Wider driving range without recharging 10 h / 200 km (vs 6 h / 80 km)� Fast re-filling time (don’t need service person to change batteries)� Single refueler vs multiple recharging stations� Overall significant savings in labour costs

Compared to fossil-fuel combustion systems:� Zero emissions

• No smog• No need for emissions permits

� High efficiency (FC 50% vs ICE ~25%)� Quiet operation � Quiet operation

Economic:� FC system relatively low cost compared to

the bus cost� Low relative operating costs per bus

Market:� Midi bus fits unique gaps in transit routes� Higher number of small FC buses can be afforded at same price as large

FC buses, therefore • higher visibility for demonstration• more learning experience with fleet issues

Presence at Exhibitions

2005-09: Hydrogen Expo, Hamburg, Germany

2006-06: World Hydrogen Energy

2005-11: European Hydrogen Energy Conference, Zaragoza, Spain

2006-04: Hannover Fair 2006, Hannover, Germany

2006-06: World Hydrogen Energy Conference, Lyon, France

Results to dateTesting results validate the simulations

Tripled the range of the battery-only bus version� Enables entire typical day operation without re-fueling

First fuel cell vehicle where the cost of the fuel cell system is less than the cost of the base vehicle

TÜV Approval within 1 year of project launch

Based on BOGESTRA bus line 396, frequent stops, (without 396, frequent stops, (without passengers)� Average H2 consumption:

2.28 kg/100 km

� Range: 207 km

Hannover 2006� Average H2 consumption:

2.49 kg/100 km

Next for NRW Midi-bus Project

Still remaining for completion:� Extended testing program� Additional real transit route deployment validation

• Single units and small fleets• Winter operation (extended) –already good

experience in winter conditions (including snow)

Mid-term:� EC Lighthouse Project: HYCHAIN Minitrans� Transit route deployment� Transit route deployment

• Small Fleets• Operation• Maintenance• MTBF database • Approvals in additional countries• Continued cost reduction

H2 Source + Dispenser + Transit Bus = Complete Solution

+ + = Complete Solution

Advantage of Hydrogenics’ Portfolio

+

The H2 source (generated onsite or delivered) is selected according to the most feasible choice of the locally available alternatives

+ = Solution

Thank You!