National Fuel Cell Bus Program
NATIONAL FUEL CELL BUS PROGRAM June, 2010 UPDATE
• Accomplished by consortium including public and private entities • Includes final design, manufacture, testing, demonstration, and support of fuel cell bus • Provides a safe, reliable, fuel efficient battery dominant, hybridelectric, hydrogen fuel cell transit bus • Includes robust data collection • Includes US technology commercialization
Top Speed
55 mph
Battery Capacity
55 kWh @ 350 volts
Range (battery + Hydrogen)
300 miles
Range (battery only)
40 miles
Fuel Consumption
1.1 kg/hr
On-board Capacity
29 kg @ 5,000 psi
Length
35’
Curb Weight
27,000 lbs
Capacity
37 seated
Fuel Cell
Two 16 kW PEM
Drive Motor
Permanent Magnet 150 kW
Body Construction
Hybrid Composite
To demonstrate and validate
Increased fuel cell stack life
Reduced fuel cell stack (replacement) costs
Lower operating costs
Increased reliability
Increased ‘in service’ transit performance
TRANSIT URBAN BUS FACTS •Average Speed = 11 – 13 mph (top speed seldom exceeds 45 mph) •Average daily hours of operation – 15 •Bus repeats its route every hour or so •Worst case – 20 minutes highway driving AM & PM, to and from bus barn to route •From experience we knew energy consumption would be 1.5 to 2.5 kWh/mile •THEREFORE we would need < 30 kW/hour
Fuel Cells PUSH POWER rather than pull it and therefore must have a load at all times to be efficient •Fuel Cells are most efficient in the 60 – 70% energy demand range •Fuel Cells work best at an even load demand •At the beginning of program stack life was app 4000 hours so we looked to ways to extend stack life – NOW greater than 10,000 hours •Since the fuel cell we used was humidified we had to keep above freezing. That has now changed •
Based on Bus Operation Facts and Fuel Cell Facts we chose to design charge depleting , plug in, battery dominant hybrid electric Fuel Cell Bus to take advantage of inexpensive night time electricity, thus using the fuel cell as a range extender • 60% demand on 32 kW fuel cell = 25 kW/hr • Load demand varies during day therefore 2 fuel cells operating in parallel • Objective of program was to increase stack life so in parallel operation we can use fuel cell alternately as needed or jointly at a diminished level •
TerraVolt Energy Storage
System can be fully charged in less than 10 minutes
Ultra safe system design
Module
Pack
Strings
Puncture and heat resistant Sophisticated battery management system operates at the ‘cell’ level
Energy storage system expected to outlast the vehicle
Scales in size and energy capacity based on vehicle type and duty cycle needs
Batteries Installed
>80% Efficient Drive Train Without APU • Battery System = 98.5% Avg. • Traction Motor = 92.5% Peak; 85% Avg. 45% Efficient APU • DC-DC Converters = 94% Peak; 90% Avg. • Fuel Cells = 55% Peak; 50% Avg. 85% Efficient Hotel Loads • HVAC: 85% Efficient -11.8kW Peak; 9kW Avg. • Power Steering: 80% Efficient - 5kW Peak; 1kW Avg. • DC-DC Converters: 90% Efficient; 1kW Avg. Waste
>55% Efficiency at 32 kW
Customer Specifications White Book, ADA Verification FMVSS Regulations FMVSS - Brake Testing Altoona Fuel Economy Testing CMRTA Acceptance Testing Canadian Government Acceptance Testing Electro Magnetic Interference Testing BC Transit Acceptance Testing
66 kg storage capacity with daily maximum capacity 120 kg per day 7,000 psi max storage with 5000 psi dispensing Remote operation and monitoring capability Fast-fill non-communication based dispensing Passenger vehicle fueling under 5 minutes Conforms to all building and safety codes Designed for expansion to on-site generation capabilities Quiet operation – less than 65 dB at 20 feet Future flexibility possible for multiple fuels
65% Buy America Content - Post Delivery Audit
Refueling time min sec Total: 620 50 Av erage: 18 49
Odometer miles 2207.6
Fuel Station H2 Dispensed kg 342.4 9.8
Bus Tank Pressure Before After psi psi 1882.0
3721.5
# Fueling Dispensing Rate Ev ents kg/min 33 0.5
Columbia Demo limited to publicity events and bus technical validation
Route/Duty Cycle
Battery Only Projected Fuel Fuel Economy Cell Hybrid (diesel Fuel Economy equivalent)
Central Business District Arterial
21.35 mpg
11.39 mpg
17.55 mpg
9.36 mpg
Commuter
29.23 mpg
15.59 mpg
At Seated Load Weight (37 Passengers) Full Fast Charge In Around 10 Minutes
Distance Traveled 921.8 miles
Fueling Hydrogen Fuel Cell Events Dispensed Hybrid Fuel Economy 8 103.9 kg 9.05 mi/kg
Operated 2/16/10 - 3/13/10 in Victoria Shadow Service On All Routes Hydrogen fueling only - No electric charging Fueling Limited to 3,600 psi Primarily at Loaded Weight - 20 Passengers Included Hilly BC Routes, Long Deadheads
Meeting Many Goals Of Program
Efficient Operation Fuel Cells/Battery Working Well Public Response Has Been Excellent Successful Commercialization Of Technology
Need to Continue to Evaluate Reliability In Long Term Transit Service Need Additional Programs For Larger Quantities of Fuel Cell and Zero Emissions Buses
Proterra LLC 16360 Table Mountain Parkway Golden, CO 80403 (303) 562-0525 [email protected]
Disclaimers: This document and contains private, confidential, and privileged material for the sole use of the intended recipient. Any review, copying, or distribution of this document by others is strictly prohibited. This document contains certain forward-looking statements that may relate to future events or future performance and reflect management’s expectations regarding Proterra LLC’s growth, results of operations, performance, business prospects and opportunities. Such forward-looking statements reflect management’s current beliefs and are based on information currently available to management. Although the forward-looking statements are based upon what management believes to be reasonable assumptions, Proterra LLC cannot assure readers that actual results will be consistent with these forward-looking statements. Proterra LLC assumes no obligation to update or revise any forward-looking statement to reflect new events or circumstances. Actual results may differ materially from any forward-looking statement. Historical results and trends should not be taken as indicative of future operations. WƵďůŝƐŚĞĚǁŝƚŚƉĞƌŵŝƐƐŝŽŶŽĨWƌŽƚĞƌƌĂ͕>>͘
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• Accomplished by consortium including public and private entities • Includes final design, manufacture, testing, demonstration, and support of fuel cell bus • Provides a safe, reliable, fuel efficient battery dominant, hybridelectric, hydrogen fuel cell transit bus • Includes robust data collection • Includes US technology commercialization
Top Speed
55 mph
Battery Capacity
55 kWh @ 350 volts
Range (battery + Hydrogen)
300 miles
Range (battery only)
40 miles
Fuel Consumption
1.1 kg/hr
On-board Capacity
29 kg @ 5,000 psi
Length
35’
Curb Weight
27,000 lbs
Capacity
37 seated
Fuel Cell
Two 16 kW PEM
Drive Motor
Permanent Magnet 150 kW
Body Construction
Hybrid Composite
To demonstrate and validate
Increased fuel cell stack life
Reduced fuel cell stack (replacement) costs
Lower operating costs
Increased reliability
Increased ‘in service’ transit performance
TRANSIT URBAN BUS FACTS •Average Speed = 11 – 13 mph (top speed seldom exceeds 45 mph) •Average daily hours of operation – 15 •Bus repeats its route every hour or so •Worst case – 20 minutes highway driving AM & PM, to and from bus barn to route •From experience we knew energy consumption would be 1.5 to 2.5 kWh/mile •THEREFORE we would need < 30 kW/hour
Fuel Cells PUSH POWER rather than pull it and therefore must have a load at all times to be efficient •Fuel Cells are most efficient in the 60 – 70% energy demand range •Fuel Cells work best at an even load demand •At the beginning of program stack life was app 4000 hours so we looked to ways to extend stack life – NOW greater than 10,000 hours •Since the fuel cell we used was humidified we had to keep above freezing. That has now changed •
Based on Bus Operation Facts and Fuel Cell Facts we chose to design charge depleting , plug in, battery dominant hybrid electric Fuel Cell Bus to take advantage of inexpensive night time electricity, thus using the fuel cell as a range extender • 60% demand on 32 kW fuel cell = 25 kW/hr • Load demand varies during day therefore 2 fuel cells operating in parallel • Objective of program was to increase stack life so in parallel operation we can use fuel cell alternately as needed or jointly at a diminished level •
TerraVolt Energy Storage
System can be fully charged in less than 10 minutes
Ultra safe system design
Module
Pack
Strings
Puncture and heat resistant Sophisticated battery management system operates at the ‘cell’ level
Energy storage system expected to outlast the vehicle
Scales in size and energy capacity based on vehicle type and duty cycle needs
Batteries Installed
>80% Efficient Drive Train Without APU • Battery System = 98.5% Avg. • Traction Motor = 92.5% Peak; 85% Avg. 45% Efficient APU • DC-DC Converters = 94% Peak; 90% Avg. • Fuel Cells = 55% Peak; 50% Avg. 85% Efficient Hotel Loads • HVAC: 85% Efficient -11.8kW Peak; 9kW Avg. • Power Steering: 80% Efficient - 5kW Peak; 1kW Avg. • DC-DC Converters: 90% Efficient; 1kW Avg. Waste
>55% Efficiency at 32 kW
Customer Specifications White Book, ADA Verification FMVSS Regulations FMVSS - Brake Testing Altoona Fuel Economy Testing CMRTA Acceptance Testing Canadian Government Acceptance Testing Electro Magnetic Interference Testing BC Transit Acceptance Testing
66 kg storage capacity with daily maximum capacity 120 kg per day 7,000 psi max storage with 5000 psi dispensing Remote operation and monitoring capability Fast-fill non-communication based dispensing Passenger vehicle fueling under 5 minutes Conforms to all building and safety codes Designed for expansion to on-site generation capabilities Quiet operation – less than 65 dB at 20 feet Future flexibility possible for multiple fuels
65% Buy America Content - Post Delivery Audit
Refueling time min sec Total: 620 50 Av erage: 18 49
Odometer miles 2207.6
Fuel Station H2 Dispensed kg 342.4 9.8
Bus Tank Pressure Before After psi psi 1882.0
3721.5
# Fueling Dispensing Rate Ev ents kg/min 33 0.5
Columbia Demo limited to publicity events and bus technical validation
Route/Duty Cycle
Battery Only Projected Fuel Fuel Economy Cell Hybrid (diesel Fuel Economy equivalent)
Central Business District Arterial
21.35 mpg
11.39 mpg
17.55 mpg
9.36 mpg
Commuter
29.23 mpg
15.59 mpg
At Seated Load Weight (37 Passengers) Full Fast Charge In Around 10 Minutes
Distance Traveled 921.8 miles
Fueling Hydrogen Fuel Cell Events Dispensed Hybrid Fuel Economy 8 103.9 kg 9.05 mi/kg
Operated 2/16/10 - 3/13/10 in Victoria Shadow Service On All Routes Hydrogen fueling only - No electric charging Fueling Limited to 3,600 psi Primarily at Loaded Weight - 20 Passengers Included Hilly BC Routes, Long Deadheads
Meeting Many Goals Of Program
Efficient Operation Fuel Cells/Battery Working Well Public Response Has Been Excellent Successful Commercialization Of Technology
Need to Continue to Evaluate Reliability In Long Term Transit Service Need Additional Programs For Larger Quantities of Fuel Cell and Zero Emissions Buses
Proterra LLC 16360 Table Mountain Parkway Golden, CO 80403 (303) 562-0525 [email protected]
Disclaimers: This document and contains private, confidential, and privileged material for the sole use of the intended recipient. Any review, copying, or distribution of this document by others is strictly prohibited. This document contains certain forward-looking statements that may relate to future events or future performance and reflect management’s expectations regarding Proterra LLC’s growth, results of operations, performance, business prospects and opportunities. Such forward-looking statements reflect management’s current beliefs and are based on information currently available to management. Although the forward-looking statements are based upon what management believes to be reasonable assumptions, Proterra LLC cannot assure readers that actual results will be consistent with these forward-looking statements. Proterra LLC assumes no obligation to update or revise any forward-looking statement to reflect new events or circumstances. Actual results may differ materially from any forward-looking statement. Historical results and trends should not be taken as indicative of future operations. WƵďůŝƐŚĞĚǁŝƚŚƉĞƌŵŝƐƐŝŽŶŽĨWƌŽƚĞƌƌĂ͕>>͘
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