Not Only Banks And Chocolate: Hyundai H2 From Swiss Alps To Oakland

Port of Oakland

Hyundai stands as the sole OEM globally that designs, manufactures, and integrates its own fuel cells into its own range of vehicles, spanning from passenger cars to Class 8 trailer trucks. Hyundai has recently delivered ten trucks to the port of Oakland as a part of a deployment plan of up to 30 vehicles. This project is expected to be the largest fuel cell electric truck port operation in the States. The remainder of the order is currently in production at Hyundai’s Jeonju plant in South Korea, with the projected delivery by October 2023. The full operation is also around the corner when the hydrogen station is operational. Notably, the Jeonju plant manufactures all heavy-duty trucks within Hyundai’s lineup, including a separate production for the innovative XCIENT family of fuel cell trucks.

Switzerland

As substantial as the Port of Oakland project may appear, Hyundai’s most significant global deployment lies in its commercial fuel cell truck operation in Swiss Alps boasting 47 vehicles in hands of 23 commercial customers. This project has distinctive origins rooted in Switzerland’s role as a pivotal transit country, which imposes a notably high road tax due to various factors such as gross combination weight and axle count. This tax can exceed 70,000 Swiss francs annually. Of course, zero-emission vehicles are exempt, compelling operators to explore these alternative options.

Initial experiences with battery vehicles from other OEMs left customers frustrated due to challenges related to payload and range, particularly in the demanding terrain. These challenges paved the way for the adoption of hydrogen technology.

My first encounter with news of this unique project was in 2019 when Hyundai Hydrogen Mobility (HHM) was established as a joint venture between Hyundai Motor Company (holding the majority stake) and the Swiss company H2 Energy. HHM operates on a pay-per-use model, specifically charging per kilometer. This comprehensive business model covers not only the vehicle itself but also includes the warranty and propulsion energy (hydrogen). This approach presented an appealing business proposition where customers faced no upfront investment while being satisfied with the performance of trucks.

On the technical front, the Swiss project has accumulated a substantial operational distance of over 4.5 million miles, furnishing Hyundai with invaluable on-the-road data regarding power plant performance. This expertise is set to be leveraged in other projects globally, including the one in Oakland.

Hydrogen Production

When discussing hydrogen transportation, it’s crucial to consider the other side of equation— hydrogen refueling. The Swiss project stands out as an exemplary solution in this regard. HHM has forged a partnership with Hydrospider AG, a joint venture comprising H2 Energy (45%), Alpiq (45%), and Linde GmbH (10%). Hydrospider produces and delivers 100% renewable hydrogen to the project. This hydrogen is generated through electrolysis, supplied by the Gösgen hydroelectric power station situated across the River Aare. Originally constructed in 1917, the plant underwent renovation in 2000, boosting its efficiency by 12% and enabling it to generate up to 50 MW. The power is routed to a 2MW electrolyzer, yielding as much as 300 tons of hydrogen annually. This hydrogen is then distributed to 15 hydrogen stations across Switzerland, with additional stations in the planning phase. This robust infrastructure adequately supports the 47 trucks operating within the project.

“The application is real and the users are very satisfied with the vehicle. We have the refueling time that is very efficient. We have operations that are very much exactly what the needs are for the customers. We have a very successful deployment in that sense,” notes Ken Ramirez, the Executive Vice President and Head of Global Commercial Vehicle and Hydrogen Business of Hyundai Motor Company.

Vehicle Comparison

Unsurprisingly, the vehicle configurations in the two projects differ significantly: the Swiss project involves 2-axle rigid-frame trucks geared towards goods deliveries, whereas the Oakland application revolves around 3-axle tractors tasked with hauling shipping containers out of the port. Europe also has an option for 3-axle rigid trucks. However, the powerplant architecture remains consistent. These trucks incorporate two Hyundai-manufactured fuel cells (totaling 180 kW), a 72 kWh battery, and a 350 kW motor to constitute an efficient powerplant. In the Swiss project, hydrogen storage consists of 7 tanks at 350 bar, capable of holding 31 kg and providing a combined range of 250 miles. In contrast, the Oakland project employs 10 tanks at 700 bar, storing 68 kg of hydrogen and ensuring a 450-mile range before the next refueling. Martin Zeilinger, Head of Commercial Vehicle Life Cycle Management Technology, points out, “In that truck, we have 10 tanks arranged in two rows, but we could configure 15 in three rows.” While this approach would increase weight and cost slightly, “if a special operation necessitates extended range, it is technically feasible to equip the truck accordingly.”

I have previously shared a couple of articles regarding the Gaussin Dakar racing truck, which participated in the 2022 challenge. Gaussin, a French manufacturer of zero-emission logistics vehicles, aimed to showcase their design prowess. To compete head-to-head with the finest trucks in the competition, their design incorporated four Hyundai fuel cells. These fuel cells exhibited exceptional performance amidst the demanding conditions of desert racing.

Inflation Reduction Act: US Hubs Need to Rely on Proven Technology

The entire industry has been on edge, awaiting the Department of Energy’s announcement of the winners of the Hydrogen Hub funding competition coming in a couple of months. This competition aims to award 6-8 US regions a total of 8 billion dollars to facilitate the development of the hydrogen economy. Undoubtedly, many of these hubs will require a dependable supply of hydrogen trucks.

As an industrial giant, Hyundai possesses the capability to invest in hydrogen technology research and produce the majority of the components it may require. Hyundai is currently evaluating the potential of liquid hydrogen as a refueling option and is making strides in advancing a high-temperature fuel cell to enhance water and heat management. The company is also extending its offerings to various applications, including stationary, mobility, marine, aviation, and other uses for its fuel cells. It’s clear that Hyundai is positioning itself as a leader in hydrogen fuel cell technology and its application in the commercial vehicle sector.

Hyundai’s international deployments continue expanding, with another project involving 44 trucks underway in Germany. With its growing fleet and two decades of experience, Hyundai, as a full cycle manufacturer, could potentially emerge as a prominent supplier in the coming years.