Power

Solutions

in the FutureHow to move forward

Julie Furber

Executive Director – Electrified Power

Public

August 13, 2018

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Understands power — p a s t , p r e s e n t a n d f u t u r e .

Cummins

100 years serving

customers

1M+ engines annually

produced

15Mengines in the

field

3

EMISSIONS ENERGY PRICES &

AVAILABILITY

GLOBALIZATION INFRASTRUCTURE

NEW TECHNOLOGIES REGULATIONS COMPETITION

Disruptive Trends

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Cummins has a nearly 100-year-long track record of delivering leading power solutions. As we look

ahead, we know our industries and markets will continue to change, and we are committed to bringing our

customers the right technology at the right time.

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Power Systems ComponentsEngine DistributionElectrified Power

Five Operating Segments

5

transtrans

BATTERY

ELECTRIC

FUEL CELL

ELECTRIC

INTERNAL

COMBUSTION ENGINEHYBRID

Power of Choice

Public

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Fuel cell benefits

• Zero carbon, zero emissions (compared to

conventional fuels)

• High energy density (compared to battery)

• Quick refueling (compared to battery)

• Improving performance & durability

• Immediate startup (PEM)

• Transient response (PEM)

• Improving TCO

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Four Keys to Adoption

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Technology Regulations Infrastructure

Readiness

Total Cost of

Ownership

88

Active exploration in PEMFC & SOFC

STATIONARY POWER – SOFC

• Higher sensitivity to operating cost

o Efficiency

o Fuel cost – natural gas preferred

• Data centers offer a large potential initial market

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ON-HIGHWAY POWER – PEM OR SOFC

• Higher sensitivity to initial investment

• Requires distributed fuel availability

• Sensitive to fuel price, but not as much as stationary power

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The lab’s initial focus will be on powering datacenters with natural gas powered fuel cells. The 20-rack environment in the lab simulates datacenter conditions to evaluate whether the fuel cells have the potential to improve efficiency, reduce emissions and cut costs.

MICROSOFT-

CUMMINS

ADVANCED

ENERGY LAB

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The project’s objective is to establish a public transport demonstration ecosystem in Costa Rica based on H2 generated from carbon-free, renewable energy and to measure its financial sustainability, business potential and its relevance to Costa Rica and the region. The first phase focused on demonstrating technical viability and the second phase will focus on demonstrating financial sustainability.

COSTA RICA H2

TRANSPORTATION

ECOSYSTEM

PROJECT

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SYSTEM

COMPONENTS

SYSTEM ASSEMBLY

& AGGREGATION

CELL

COMPONENTS

PACK

COMPONENTS

materials

integrated

powertrain

system

cellsbattery

management

structures thermal

management

battery

pack

power

electronics

controls

+ +

+

motor

generator

engines /

prime movers

gear

boxes

accessories,

cooling,

wiring

Cummins is expanding its capabilities across the

electrification value chain…

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…and seeking to build new ones across the fuel

cell value chain too

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SYSTEM

COMPONENTS

SYSTEM INTEGRATION

& AGGREGATION

MATERIALS

& MEA’s

MODULE

COMPONENTS

Integrated

powertrain

system

Fuel cell

controller

Air handling

Thermal

management

Battery

pack

+

Motor

generatorMEA’s Power

electronics

Controls

H2 O2

Fuel cell

systemMaterials Stack

On-board

storage

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Applications & duty cycle where PEMFC could win

CLASS 8 LONG HAUL APPLICATION

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Optimizing fuel cell & battery systems

Different Routes

Ba

tte

ry S

ize

(k

Wh

)

Different Routes

Hyd

rog

en

(k

g)

Detailed analysis methods to adapt fuel cell powertrain

to meet customer specific requirements

• Sizing of components and control strategy

• Example shows 85kW PEM Fuel Cell in a transit bus

application

• Variations in routes, GVW, operating miles and battery life

expectations

Value Units

Margin 28 28 %

Battery Cost 200 200 $/kWh

PEM FC + BOP Cost 50 50 $/kW

Electricity price 10 0.1 $/kWh

Diesel price 400 4 $/gal

H2 Fuel price 1000 10 $/kg

H2 tank cost 10 10 $/kWh

Incentive H2FC 0 0 $

Hours per day 100 10 hrs

Days per year 286 286 d/yr

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Large data processing to determine impact of

electrification vs. hydrogen power in HD truck

0

20

40

60

80

100

120

140

160

180

0 15 30 45 60 75 90 105 120 135 150 165 180

Co

un

t

Avg cycle power (kW)

Avg cycle power histogram: 65 klbs

0

50

100

150

200

250

25 50 75 100 125 150 175 200 225 250 275 300

Co

un

t

Batt size (kWh)

Batt size histogram: 65klbs with PEMFC

170 kW PEMFC 255 kW PEMFCElectric

Vehicle

PE

M

H2

Fuel T

ank

Fuel Cell

Vehicle

Batt

• 2011 – 2017 HD Field data used

o ~1.1 TB of data 155 Trucks ~14,000Days

o ~27,500 Missions (Missions separated by key-offs)

o Field test data aligns with 95.7% of FAF coverage

• Data clustering and down selection to 950 representative missions

• Fuel cell size will significantly impact battery size

o System is “charge sustaining” series driveline

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Parametric studies on a number of variables,

show strong payback sensitivity to cost of H2

Batt cost 200 $/kWh

Fuel cell cost 50 $/kW

Diesel price 4 $/gal

Electricity price 0.1 $/kWh

H2 price 0 $/kg

H2 tank cost 10 $/kWh

Incentive 0 $

Batt cost 200 $/kWh

Fuel cell cost 50 $/kW

Diesel price 4 $/gal

Electricity price 0.1 $/kWh

H2 price 3.5 $/kg

H2 tank cost 10 $/kWh

Incentive 0 $

Batt cost 200 $/kWh

Fuel cell cost 50 $/kW

Diesel price 4 $/gal

Electricity price 0.1 $/kWh

H2 price 5.0 $/kg

H2 tank cost 10 $/kWh

Incentive 0 $

Is this

sustainable?

• Fuel tank cost does not impact payback as significantly as fuel price

• Incentives applied to equipment capital are promising at high battery & fuel cell costs, but more impactful if applied to offset fuel costs

• Battery costs have a similar impact to payback for both FC and EV systems

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5

10

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20

25

30

35

40

45

0 10 20 30 40 50 60 70 80

Pay

bac

k (y

rs)

Aerodynamic velocity (mph)

Payback: 65klbs

EV 170 kW PEMFC 255 kW PEMFC

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80

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bac

k (y

rs)

Aerodynamic velocity (mph)

Payback: 65klbs

EV 170 kW PEMFC 255 kW PEMFC

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80

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bac

k (y

rs)

Aerodynamic velocity (mph)

Payback: 65klbs

EV 170 kW PEMFC 255 kW PEMFC

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In the long term Operational Expenses will be driven

by decreasing H2 costs with increasing diesel costs

Diesel

Electric

Hydrogen

Op

Ex (

$/yr

)

Year

Operational Expense - Class 8 LH TruckDiesel vs Hydrogen

Op

Ex (

$/yr

)

Year

Operational Expense - Class 7 Transit BusDiesel vs HydrogenOBSERVATIONS:

• Variation spread

- Fuel economy

- Miles/year

• H2 FC OpEx achieving parity with Diesel or EV will be key for adoption

• H2 at $3-$3.5/kg is a critical break point

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H2 = $13/kg

Elec = $0.11/kWh

H2 = $1.5/kg

Elec = $0.19/kWh

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CAPABILITIES

ACROSS

APPLICATIONS

ONE CENTURY

OF POWERTRAIN

FOCUS

GLOBAL

FOOTPRINT FOR

SUPPORT

SECURITY

OF

SUPPLY

ABILITY TO

ACHIEVE

SCALE

POWERTRAIN

OF

CHOICE

The Cummins Difference

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