Evaluating the feasibility of incorporating fuel-cell drive trains into existing haul trucks

Hydrogen fuel cells have emerged as a critical technology for the mining industry to meet promising carbon reduction targets in material handling. This work evaluates the practical challenges of transitioning from diesel to hydrogen by simulating the energy demands of a Komatsu 830-E haul truck across various duty cycles. Our findings reveal a significant volumetric gap: while a short-haul cycle consumes only 23.6 L of diesel, it requires more than 17,700 L of hydrogen at standard temperature and pressure. Even when compressed to 700 bars, the storage and fuel cell components exceed the available chassis space of current truck form factors. Consequently, achieving the same driving range as diesel through retrofitting is currently unfeasible, signaling that the industry’s shift to hydrogen will require a fundamental redesign of vehicle architectures by original equipment manufacturers and substantial investment in specialized onsite infrastructure. Background Decarbonization has emerged as a paramount challenge for the mining sector, which is responsible for 4 to 7 percent of global greenhouse-gas (GHG) emissions [1]. A significant portion of these emissions—ranging from 30 to 80 percent at individual sites — stems from material handling operations reliant on diesel-powered haul trucks [2]. While battery-electric vehicles and trolley-assist systems are current alternatives, they are often limited by low energy density, extended charging requirements and the carbon intensity of local electrical grids [3,4]. Hydrogen fuel cells offer a compelling solution that can provide onboard clean energy generation with zero tailpipe emissions and refueling times comparable to diesel. However, the rapid deployment of this technology likely hinges on retrofitting existing truck architectures [5]. This study addresses a critical gap in the literature by evaluating and modeling whether the real estate of current diesel-electric haul trucks can realistically accommodate the fuel-cell stacks and high-pressure hydrogen storage required to maintain existing productivity and range. Methodology To assess the feasibility of retrofitting, we developed a vehicle drivetrain and energy simulation model in MATLAB/Simulink. The model uses the Komatsu 830E-5 diesel-electric truck (see the full paper for key specifications of the truck) as a reference, utilizing field-derived drive cycle data (velocity, weight and inclination) from actual mining operations to ensure realistic power demands [6]. The simulation framework consists of three integrated subsystems: Driver submodel: This system functions as a proportional-integral (PI) controller that compares desired field velocity with simulated feedback to generate acceleration and braking commands, ensuring the virtual truck adheres to real-world duty cycles. Powertrain submodel (Fig. 1a): This subsystem models the motor, inverter and a hybrid energy management system (EMS). Following the architecture of existing fuel-cell vehicles, we utilized a fuel-cell stack as the primary power source and a 100-kWh battery for auxiliary power and regenerative braking. The EMS logic dictates that the battery handles power requests up to 200 kW and captures energy during braking, while the fuel cell meets all demands exceeding that threshold. Vehicle dynamics submodel (Fig. 1b): This component calculates the total tractive force required by subtracting resistive forces from the powertrain’s output. The model accounts for aerodynamic drag, grade resistance and rolling resistance based on the specific haul road profile. By integrating these subsystems, the model estimates instantaneous power demand and cumulative hydrogen consumption. The total hydrogen mass required to complete specific cycles was converted into volumetric requirements at storage pressures. These volumes were then compared against the existing “real estate” of the Komatsu 830E-5 to evaluate if a retrofit could achieve a comparable driving range without major structural redesign. Results and discussion Model verification confirmed that the simulated truck precisely followed field velocities for the simulated conditions (ranging from minus 15° to plus 15° grade). The simulation demonstrated a clear volumetric gap between diesel and hydrogen across the three scenarios (Table 1). Fig. 1 Overview of the (a) powertrain submodel and (b) vehicle model. Model verification confirmed the simulation precisely follows field velocities, with power draws remaining within the 1,865-kW rated capacity of the Komatsu 830-E. As shown in Fig. 2, the battery and fuel-cell power draws adhere to the hybrid logic, where the battery manages regenerative braking and auxiliary loads while the fuel cell provides primary propulsion. A critical finding is the impact on operational productivity. Our analysis shows that a hydrogen-powered truck would complete only 88 medium-haul cycles before requiring refueling, compared to 156 cycles for an equivalent diesel tank — a 44 percent reduction in range. Furthermore, while the fuel-cell engine itself is spatially efficient (8.4 × 106 cm3 versus 28.6 × 106 cm³ for diesel), the saved space is immediately consumed by 700-bar storage tanks, 1.2-MWh battery packs and thermal management systems. Managing high-pressure flammable gas near explosives also introduces significant new risk profiles, particularly when operated in proximity to mining explosives. Furthermore, the transition requires a massive investment in onsite infrastructure. Conclusion This study concludes that while hydrogen fuel cells can meet the power demands of heavy-duty haulage, real-estate constraints make simple retrofitting unfeasible. Achieving operational parity — specifically, maintaining the driving range of a 4,542-L diesel tank — requires a storage pressure of at least 700 bars, yet the spatial requirements of the full hybrid system exceed existing chassis limits. Consequently, the industry’s transition will rely on extensive vehicle redesigns by original equipment manufacturers and substantial investment in onsite hydrogen infrastructure. Ultimately, hydrogen remains a promising, though structurally intensive, pillar of the mining industry’s zero-emission future. Fig. 2 (a) Overview of the power distribution algorithm, (b) power requested from simulation,and predicted power for fuel cell and battery. Selected references Delevingne L, Glazener W, Grégoir L, Henderson K (2021) Climate risk and decarbonization: What every mining CEO needs to know. McKinsey & Co. Available at: https://www.mckinsey.com/capabilities/sustainability/our-insights/climate-risk-and-decarbonization-what-every-mining-ceo-needs-to-know#/ Muralidharan R, Kirk T, Koch Blank T (n.d.) Pulling the weight of heavy truck decarbonization: Exploring pathways to decarbonize bulk material hauling in mining. Available at: https://rmi.org/wp-content/uploads/2019/06/rmi-pulling-the-weight-of-heavy-truck-decarbonization.pdf McGinnis R (2020) CO2-to-fuels renewable gasoline and jet fuel can soon be price competitive with fossil fuels. Joule 4(3):509–511 Valenzuela M, Cruzat J (2018) Modeling and evaluation of benefits of trolley assist system for mining trucks. IEEE Trans Ind Appl p 1 Durbin DJ, Malardier-Jugroot C (2013) Review of hydrogen storage techniques for on board vehicle applications. Int J Hydrogen Energy 38(34):14595–14617 Komatsu America Corp (2019) Komatsu 830E-5 brochure pp 1–20. Available at: https://www.smsequipment.com/getmedia/c0aac900-44bb-49ca-bdbc-d1ceaf37604e/830E-5.pdf

Evaluating the feasibility of incorporating fuel-cell drive trains into existing haul trucks

Authored by: Ayorinde Akinrinlola, Kwame Awuah-Offei* and Abdullah Al Moinee

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