Heavy-Duty Hybrid Electric Fuel Cell Trucks

November 18, 2015

Goods Movement Problem Statement

Heavy-Duty Vehicle Electrification Challenges • High performance requirements • Long-term reliability under harsh operating conditions • Affordability for fleet operators

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Challenges we must meet to achieve global emissions reductions

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Main Drive Motor(s)

Automated Manual Transmission

Electrically-Driven Accessories EV Control System

Battery Energy Storage Inverter-Charger Unit (ICU)

TransPower’s advanced “ElecTruck™” solution

Game-Changing, Proprietary Technologies

Motive Drive Subsystem

Power Control and Accessory Subsystem

• Cost-effective, high power density electric motors • Automated manual transmission

• Flexible, models-based controls • Onboard inverter-charger units • Efficient electric accessories

• Low cost, high energy batteries

Energy Storage Subsystem

Integrated electric drive • Robust, modular pack design

systems for heavy-duty vehicles

• Advanced battery management

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Fuel Cell needed for ZE for long range

Class 8 On-Road Trucks

Yard Tractors

School Buses

Cargo Handling Equipment

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Business Case for E-Trucks: Energy Savings

Energy Cost Per Mile – Class 8 On-Road Truck $1.49

Energy Cost Per Mile – Class 8 Off-Road Yard Tractor 72,000 lb. total weight, port yard tractor duty cycle

72,000 lb. total weight, near-dock duty cycle $1.12

$0.99

$0.44

$0.31

$0.23 Conventional Diesel Truck

Competing Electric Truck

TransPower Electric Truck

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Conventional Diesel Tractor

Competing TransPower Hybrid Tractor Electric Tractor

Source: UC Riverside/CE-CERT Dynamometer Lab.

$378,000 in energy savings over 300,000 miles

$121,500 in energy savings over 150,000 miles

• • • •

Fuel cell buses operating in London – similar weight, when fully loaded, Transport for London have been operating these 4 years, 8 buses, Same fuel cell power – 60kW – as contemplated for truck, U-Cap energy storage, about 1kWh available (compared to 120kWh for planned Class 8 tractor).

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Electric Drayage Truck with Range Extension • Our current EV drayage truck and its use – – – – – –

80,000lb GCVW based on Navistar Prostar 300kW peak motor power 172 kWh usable battery energy (80%DOD) 2.6kWh/mile demonstrated drive cycle demand 7% bridge grades on standard route EV range of 80-100 miles

• Proposed truck with range-extending APU – Drop battery energy storage to 120kWh (80%DOD) – Add gaseous storage, CNG engine or FC – Increase range to 135-200 miles 8

• Electric drayage truck range is currently limited by affordable ESS capacity to 80-100 miles • A serial hybrid APU can displace weight, volume and cost of ESS sufficient to buy its way onto our truck AND provide meaningful added range • Meaningful total range in this application would be on the order of 135 miles plus reserve – the distance from Bakersfield to Long Beach 9

30 GGE Storage

Generator APU

Photo of CNG hybrid prototype including catenary battery charging (white above technician). CNG storage in black atop, engine in black behind blue charge port.

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Long Range ZEV Parameters: • Energy requirements: – – – –

for 150 miles, need 390kWh usable 120kWh usable from 400Ah battery, 17kg usable hydrogen, if used at 50% efficiency Grapevine climb – ascent from 1360’ in Santa Clarita to 4160’ just beyond Gorman. Demands 84kWh for full load elevation gain.

• Power: – With full load, drawing as much as 220kW from battery (1.5C), 60kW from FCAPU, in warm weather continuous duty may be limited by motor heating. 11

• • •

Promised funding a year ago, contracted in September, 2015, programmed to carry into 2018 Expected use is to extend reach of ZEV vehicles beyond the Long Beach area – to Ontario, Riverside, Orange county. Serial hybrid combines TransPower’s proven electric powertrain with a fuel cell APU

• Our plan is to build and install FC APUs on two trucks –These are fully integrated truck systems, test and demonstration through drayage service. • APU emissions/fuel economy will be measured. • Present status – Long lead parts being specified, ordered.

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• • •

Simulated system efficiency to verify vehicle range using the HD FTP drive cycle Sized system fuel requirements, estimated ESS performance impacts of this design, and explored limited load following rules Operation at freeway speed possible for limited periods.

Cycle/ Condition

Avg. Speed (MPH)

Trip Range (miles)

Operating Economy (kWh/mi)

Time to goal (hrs)

APU output (kW)

DC energy req'd (kWh)

Battery Capacity (kWh)

APU energy req'd (kWh)

H2 req'd (Kg)

truck deliveries

33

135

2.7

4.1

60

365

120

245

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Drayage

10

75

2.7

7.50

15

203

120

83

5.5

Drayage 2 shifts

10

150

2.7

15.00

20

405

120

285

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* would require refueling

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Controls Development Topics

• FC is most efficient at 20-30% power, battery can handle peak demand and absorb charge when power demand is low. • Voltage droop during a bridge pull can be in part offset by APU throttle-up during climb – partial load-following • Route learning and self-optimization are interesting new potentials if progress permits

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Thanks for your Listening Questions?

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