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!