1. Comparison of Four Fuel Cell Battery Hybrid Powertrains in Bus Applications
NHA Annual Hydrogen Conference 2008
Kevin Harris
Business Development & Sale Director, North America, Hydrogen Power Systems
Hydrogenics Corporation

2. Agenda Introduction to Hydrogenics Why Fuel Cells in Transit Buses
Challenges
Four Types Fuel Cell Hybrid Buses
Conclusion

3. Hydrogenics Profile Two business units OnSite Generation Power Systems
NASDAQ: HYGS TSX: HYG
Two business units
OnSite Generation
Power Systems
1,600+ hydrogen products deployed worldwide since 1948
84 patents held and 459 patents filed
Headquartered in Toronto, Canada
Head Office - Toronto, Canada

4. Our Strategic Focus
Hydrogenics offers a comprehensive suite of products through two complementary business units
OnSite Generation
Grow industrial markets
Transition products and expertise to emerging energy markets
Power Systems
Target early adopting markets with certified products
Continue to seed ‘later to emerge’ markets
We currently operate HYGS through two key business units. However, the similarities between the appliances are quite striking
By operating with a horizontal vs vertical business model, we have been able to minimize our R&D spend and take advantage of well established market channels from our OEM partners
STRATEGY

5. Blue Chip Customer Base
Over customers worldwide
Brag sheet
Our largest test equipment customers over the past several years cumulatively are the Japanese automakers

6. HyPM Power Module Family
HyPM XR Backup Power Modules
HyPM HD Mobility Power Modules
XR XR XR HD HD8 HD HD16 HD 65
Power (kW)
Voltage Range (VDC)
Max. Current (A)
Dimensions (cm) 87x50x x50x x50x32 85x36x x36x25 94x45x30 96x51x41 87x50x32
Volume (L)
Mass (kg)
Humidification Zero Zero Zero Partial Partial Partial Partial Full

7. Hydrogenics Fuel Cell Products
Example Applications
Fuel Cell Power Modules
HyPM XR (for backup power) and
HyPM HD (for mobility power)
Fuel Cell Power Packs, HyPX

8. Fuel Cell Power Module Applications

9. Why Fuel Cells in Buses? Urban air quality Climate change
Energy security
Centralized refueling
Space for fuel storage
Community involvement, public education, and marketing
Noise issues
Government controlled or influenced

10. Challenges of Fuel Cell Buses
Capital cost
Reliability and durability of the fuel cells
Refueling time
Current cost of hydrogen

11. Fuel Cell Hybrid Buses
NRCan Bus HCATT Bus
NRW Midibus FTA/CARB Bus

12. Fuel Cell Hybrid Buses Bus Project  NRCan Hybrid Bus HCATT Hybrid Bus
NRW Hybrid Midibus
FTA/CARB Hybrid Buses
Powertrain architecture
Fuel Cell Dominant Hybrid
Battery Dominant Fuel Cell Plug-in Hybrid (BDFCPH)
Fuel Cell–Battery Balanced Hybrid
Bus make
New Flyer
ElDorado
Tecnobus
Mobile Energy Solutions
Length of bus (ft) 40 30 17 35
No. of seats 34 23 8 37
Top speed (mph) 60 20
Demonstration site and start date
Winnipeg, MB August 2006
Honolulu, HI
Feb 2004
NRW, Germany
Dec 2005
Columbia, SC
Summer 2008,
Burbank, CA
Fall 2008

13. Fuel Cell Hybrid Buses Bus Project  NRCan Hybrid Bus HCATT Hybrid Bus
NRW Hybrid Midibus
FTA/CARB Hybrid Buses
Power of fuel cell system (kW)
180 20 12 32
Size of motor, continuous power rating (kW)
170
120 25
123
Amount of on-board hydrogen (kg) 45 10 6 29
Range (miles)
250
125
300 (est’d)
Type of on-board electrical energy storage
Ultracapacitor
Lead Acid Batteries
Nickel Cadmium Batteries
Lithium Titanate
Batteries rechargeable from grid power, i.e. Plug-in hybrid No
Yes

14. Levels of “Hybridity” 180 / 170 20 / 120 12 / 25 32 / 150
Hydrogen (kWhe) as a Percentage of Total kWhe cap.
Fuel Cell Power as a Percentage of Motor Power
Fuel Cell Pwr /
Motor Rated Pwr
Examples
180 / 170
100%+
97%
Plug-in hybrid
20 / 120
17%
78%
TREND: from fuel cell only to fuel cell dominant hybrid to fuel cell balanced hybrid to battery dominant fuel cell plug-in hybrid.
Examples: CUTE to Univ of Delaware, GM and Ford now doing fuel cell plug-in hybrid cars.
It should be noted that the HCATT and FTA/CARB buses are not only battery dominant, fuel cell hybrids, but are also plug-in hybrids (BDFCPH). That is, these buses, because their batteries are more significant in terms of energy capacity than the batteries (or ultracapacitors) in a fuel cell dominant hybrid system, provide justification for and have the capability of being recharged directly from grid power when parked. In fact, these buses are designed to be battery charge depleting and thus allowing for a smaller, more cost-effective fuel cell. The reason you cannot get rid of the fuel cell altogether is you cannot get the range from the batteries alone. For this reason, some refer to the fuel cell in this kind of powertrain architecture as a range extension device.
12 / 25
48%
91%
Plug-in hybrid
32 / 150
21%
79%

15. Benefits of BDFCPH Architecture
Opportunity to recharge batteries directly from grid power
Reduction of cost of development of the fuel cell power module
Reduction of the capital cost of the bus
Reduction of the fueling costs
A smaller fuel cell means less hydrogen
Steadier state load on the fuel cell

16. An Opportunity to Beat Diesel
Calculations have shown that under the right circumstances a BDFCPH bus can beat a standard diesel bus on an life cycle analysis
Parameter
Assumption
Lifetime of fuel cell stack (operating hours)
10,000
Price of fuel cell power module ($/kW)
1000
Battery life (years) 5
Price of battery ($/kWh)
300
Diesel price ($/gal)
4.25
Hydrogen price ($/kg)
4.50
Cost of Electricity ($/kWh)
0.10
Bus lifecycle (years) 12

17. Conclusions
We believe that a BDFCPH architecture makes most sense in terms of commercializing a practical, affordable, zero-emission bus
The BDFCPH architecture uses the best of both worlds
Batteries for peak power needs and recapture of braking energy
Hydrogen and fuel cells to meet range requirements

18. Find out more about us….. www.hydrogenics.com
Kevin Harris
Hydrogenics Corporation
Thank you