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Should do a spotlight on Topsy from Edison Motors, its their proof of concept of a Diesel hybrid setup for a Semi Truck. Where it uses a diesel generator, to charge a battery pack, when needed (as it doesn't have to run all the time). Edison is also partnering with DeBoss Garage on making conversion kits for HD Pickups. As while Hydrogen is a cool concept, they need to build out a hydrogen delivery infrastructure to actually keep vehicles fueled. Its the same problem affecting the Mirai, very few places actually exist to refill the tank.
The consumption is approx 13 kg Hydrogen for 100 Miles. At the recent price of $36/kg every 100 miles will cost a little more than $450. A normal day of a 350 miles will cost North of $1500. This is a TCO from hell.
What Is Total Cost of Ownership? Total cost of ownership (TCO) is the purchase price of an asset plus the costs of operation. Assessing the total cost of ownership means taking a bigger picture look at what the product is and what its value is over time.
Oh no Tesla fanboys, They don't understand that prices come down with time 😢 In 1889, Charles H. Duell was the Commissioner of US patent office. Stated that the patent office would eventually close, because… “Everything that can be invented has been invented.”
@@lowtech_1 H2 is fundamentally cost non-competitive. Your emotional state is not a safe substitute for reality. H2 is just stupid as a general purpose fuel unless it's captured from massive underground reservoirs, MAYBE, still expensive to compress and contain.
@@lowtech_1 how much scale is needed to bring the cost down? Hydrogen is about a $10bil per year business already. There are fundamental physical limits on how to create hydrogen and everyone in the supply chain wants their cut. It will have to be an incredible development to bring that cost down, which I can see could happen if you had significant net positive renewables generation, but then it might be better to soak that excess up will batteries that will be in many vehicles by that point.
The EV power train shows how noisy the truck cabin is anyway. They will really have to do some research in that space otherwise all you're hearing is the creaking and groaning, and that will be annoying.
I am a Class A OTR truck driver have been since 2001 this hydrogen electric powered normal cab Kenworth truck might be okay for in and out of the ports or small local deliveries but it will never cut it out on the road Long hauling reason for that is once that truck starts to pull the mountains and up in the hills you might as well cut that 450 mileage in range in half and also the weight of that truck is approximately the same weight as a tractor with a full-size bunk on it it will never cut it out on the road four Long Haul
Economies of scale and infrastructure development by the trucking and shipping companies would change that. If there were only 100,000 gasoline vehicles' on the road and only a couple hundred fill-up sites like there are for hydrogen gasoline would be ridiculously expensive.
@@markcoopers1930 with Solar and Wind and LFP batteries Electricity is the easiest to produce and store, simplest too.Hydrogen is a RUBE GOLDBERG Contraption in comparison.Hydrogen is also dangerous to store as a few incidents have occurred WORLDWIDE🔥BOOOM
Short answer: No. Longer answer: 1) Hydrogen costs at least 3x the cost of filling up a battery with electrons. That's not a technical or engineering problem, it's physics. 2) The only way to carry enough hydrogen for a trip of reasonable length for a semi is liquefied, in a bulky, expensive cryogenic tank. The fuel would have to be constantly boiling off to keep the LH2 cold enough to remain liquid. If the fuel doesn't remain liquid, the tank explodes. 3) All hydrogen fuel cell vehicles are hybrid vehicles because the fuel cells can only generate electricity so fast. a battery is required as a buffer between the fuel cells and the power-train. This may be overcome through advancements in the future, but I haven't heard anything in this area. 4) Hydrogen is insidious. It infiltrates metal, making it brittle. It leaks through seals. Even for rockets, which are one-use items, hydrogen is difficult to handle and contain. Just imagine how many issues it presents for a semi that is built to go a million miles. 5) Hydrogen fuel cells are expensive to build. It's not just manufacturing. These things contain precious metals that are required as catalyst to make the fuel cells work. This problem may be overcome with more research, but I haven't heard anything at this time. 6) Hydrogen is explosive and burns with an invisible flame. All hydrogen that escapes containment, an inevitable event (see above), is in a gas form and highly combustible. People are worried about battery fires? Just imagine what happens if hydrogen sees wider adoption. Just no.
@@ikocheratcr If it's true that CATL is testing some truly high energy density batteries and Quantumscape is close to production, H2 is dead except for maybe ocean shipping and long distance heavy lift aircraft. And let's face it, those forms of transport will be allowed to burn fossil fuels for the foreseeable future.
@@anydaynow01 Storing H2 is not for the faint of heart. I think shipping will probably end up using methanol, it is nasty, but no pressure requirements for storage. Air industry... quite probably fossil for many years to come, unless cheap synthetic can be produced, ie human civilization discovers a basically infinite, cheap and clean energy source.
This was a cool video. Hydrogen is the way of the future for trucking. Its significantly cleaner than diesel, and it doesn't have the issue of having to have a giant lithium battery and its longish recharge times.
Did you see the size of those hydrogen tanks? The entire back side of the cab for the next 4 feet is filled with tanks that hold compressed hydrogen at 10,000 PI. Do you really want that kind of explosive force sitting right behind you? Remember, it's not just the explosive force of the bottle giving way, it's the ignition of the hydrogen after that.
@@coreybrown185 So, a few things to note. 1: Hydrogen is stored as a liquid. It is not explosive as a liquid. Just like propane is not explosive as a liquid. 2: Hydrogen being a very light gas, means that if it escapes, it quickly floats up. A hydrogen fire quickly dissipates as a result. 3: Its not like gasoline or diesel which stays a liquid and pours onto the ground under the vehicle and then ignites the entire vehicle. 4: While 10,000psi does sound like a crazy amount of pressure, the tanks are incredibly durable. And as of yet, nobody as ever been hurt or killed by an exploding tank in a vehicle. And should a tank rupture, the liquid inside converts into a gas, but thats not instant.
I remember that the fuel cell isn't the problem, but the refueling is. The throughput of hydrogen fuel stations is very low because after fueling one vehicle, it takes quite a while to restore the required pressure for the next one. Or has this been solved in the meantime?
Hmmh, I found figures for retail stations in California: "... four retail stations are capable of supplying up to 350 kg of hydrogen per day a..." 350kg per day isn't really a hell of a lot ... That's equivalent to about 1 ton of diesel.
I found figures of 1600 kg H2 for stations ... supplying trains and bus depots. Never say never but this feels as if mass deployment of these fuel stations is a major obstacle. As much as I'd prefer a "traditional" style of filling up my car, it simply seems as if electric charging stations are a hell of a lot easier and cost-efficient. The other question may be whether it has to be H2 or liquid efuel like methanol. The latter may be another less efficient step, but they'd be much more practical.
Fuel cell semi trucks seem to be better than battery electric semis. The BEV semis have significantly decreased payload capacity due to the very heavy weight of all of those batteries. Recharging a BEV semi would likely take a very long time. One problem with fuel cells is that it is very difficult to produce H2 gas needed for fuel cells. Splitting water uses a large amount of energy. Some of the H2 gas produced so far was with dirty fuel sources. If fuel cell cars ever sell a lot, that will happen only after fuel cell semi trucks gain market share.
In New Zealand Hyundai Trucks have supplied two Hyundai Xcient Fuel Cell Trucks (FCEV) each towing a large trailer to NZ Post -the countries Postal service whose drivers have been driving these trucks up and down the North Island in NZ since July 2022 using Hydrogen Supplied by Fuel Stations manufactured by Haskel in Sunderland in the UK with an ongoing project to build 21 Hydrogen Fuel Stations in the North Island of NZ by 2025 , I believe your Team Revied one of the Hyundai Xcient Heavy Truck Unit at the LA Auto Show a couple of years back , so after Korea and Switzerland , New Zealand is introducing a Hydrogen powered truck program
@@psikot Range is 400km and the Xcient has a fuel capacity of 31kg of hydrogen - meaning that around $25 NZ per kg of H2 used for the fuel cell that powers its 350KW. electric motor, it will cost around $775 NZ for a fill ( it would cost around $450 NZ to get the same range. from a diesel heavy truck, assuming 40 litres per 100km - ( A hydrogen heavy truck would cost $1.2m NZ, an electric model would be $800,000 NZ and a diesel equivalent $300,000 NZ)
Putting a 200 kW diesel generator on it instead would make it very useful. The battery pack is enough for 100km electric range meaning no need for running the generator in cities, only out on the open stretches of highway. And it could charge or fill up at already existing stations.
I know when I buy a semi truck I only buy when the salesman gushes over me and makes me feel special. Also there's no indication he is a salesperson, he could very well be an engineer or development driver. This is a prototype at a development center and not a dealership afterall
I have been wayting for a Toyota Land Cruiser 150 Prado for long range heavy towing powered with a hydrogen fuel cell instead of the heavy weight of the batteries and charging time needed foe such towing, because I think this would be a cheaper and more reliable solution over time because of a lighter vehicle.
A Hydrogen EV will always be more expensive than direct charging a battery because of losses. Hydrogen just can't be cheaper, it is currently 10 times the cost per mile of battery, and more expensive to build, it won't be lighter either, the raw fuel will be lighter, but all the tanks, the battery (still needs a battery) the fuel cell ... needs electric motors - it's still an EV underneath. Because the tanks, even at 10,000 psi, are quite large, you will lose space in the vehicle to them, the Mirai is very cramped for it's exterior size and the back seats don't go down because one of the tank is in the way. Battery swapping is one way to speed up charging, it could be faster than a hydrogen fill (which is still slower than a diesel fill) but DC charging and new chemistries are bringing charging down to well below typical dwell times at a gas station anyway, and for daily driving, charging at work or home if available can be more convenient. I don't think all day every day truck towing is going to switch away from diesel anytime soon, but that is't the majority of transportation emissions, it's okay to go last, it's daily driving and car commuting that stand to gain the most from electrification.
Its funny that with every new innovation we always assume it will get better but the truth is you never know where the top of the hill is. Do you have a microwave in your house? How is that automatic vacuum doing in your house? Some things don't get better after a certain point. They climb and then level out eventually. We never know where that point is. Electric fans are so sure they will get consistently better. So do hydrogen fans.
Diesel is 13% hydrogen & 87% carbon, it’s density is 3.17515 kg per gallon. To convert kilograms of hydrogen to gallons of diesel divide kilograms by density by efficiency, i.e. 60 ÷ 3.17515 ÷ 13% = 145.36 gallons ( 461.5398 kg ) of diesel. At 13.759 kwh per gallon, that’s 2000 kwh.
I don't get why truck manufacturers aren't doing electric trucks with a propane engine range extender. The infrastructure is already built out for propane
I'll tell you why because they are not cut out or make sense when it comes to cost and also what it comes to the weight of the vehicle because the more weight the truck weighs the less cargo you can haul which then that cuts into profit for every load picked up and delivered
@@timrum7219 Cost is the big reason, but it's just upfront cost in a time where interest rates are bonkers. Comparing apples to apples in the long term NG hybrid tractors save money over the life of the vehicle, quite a bit more actually. But fleet operators are trying to cut costs right now and aren't willing to fork out for nascent tech, they aren't even really buying new diesels unless they absolutely have to.
The market just isn't there right now, a company called Hyliion actually had a great solution with preorders and everything. But there was more potential for growth in other sectors so they pivoted away from hybrid NG tractors until the industry is ready to make long term investments (or are forced to by emissions regulations, the freight industry is extremely conservative).
Where's the H2 infastructure? The reason Tesla did so well is because they built a charging network that actually functions as advertised, Toyota needs to go in with companies like Plug Power to really double down on putting in H2 filling stations that actually work and don't cost an insane amount of money to fill up with. H2 heavy transport will never take off until this happens.
If you were able to go back to specific peoe's comments, I said a few times that Toyota was building a fleet of these. They're currently building a lot of fuel companies ll stations and they were using Tesla Big Rigs to transport materials. Tesla wasn't providing them with enough trucks, so they decided to build their own. They're also building fuel cell battery hybrid cars and that will be their focus. I had insider info at the time that told me these things a year ago.
It is almost useless for average daily driver to own Hydrogen driver vehicle, as it should leak certain amounts to the outside for pressure relieve and dangerous to keep it indoors (flameable). They should be running most of the time as commercial trucks, almost as in loop - interstate trucks or delivery trucks on rotations. Should not stay idle for long, for hazard reasons.
Synthetic fuels should be the priority and then Hybrids, BEVs and Fuel-Cells. The rush push towards BEVs even using Greenwashing, it's to lower Oil imports.
Wonder who bankrolls all this development work on FC drivetrains in the USA. US product sales? Or does Toyota WW corporate? A lot of prototype-level devices shown, but not a lot of what really looks like ‘close to product’. The Toyota engineer plainly said that the OEM was responsible for using T’s ‘tandem FC unit’ in their development program. Then later, using an off the shelf inverter, unspecified batteries and SC’s in their product development. - pretty early development. Hope they make these more robust than a lot of the ‘production’ BEV school busses now having reliability issues in the field in school fleets.
I think hydrogen works great for long haul or other high power long range applications. I think for the average person battery electric is the way to go.
It's disappointing that they don't take it to a closed track somewhere to let press drive. Although we wouldn't necessarily learn any more from that, it would sure make a more appealing video.
For short haul setups like they were describing (driving around the port and within city limits) it's a tad low, but still plenty. Long haul setups it's not close. Pressurized Hydrogen can't be stored long term anyway it will need to vent over time, so excess capacity in the vehicle isn't something you want to throw in unnecessarily
It's okay for last mile deliveries around a city especially in winter, but for true cross continent semis, they would need a lot more, especially if AI copilots become a thing. Someone was saying with full self driving allowing a human driver to rest on long stretches of freeway they would need ranges of 1500 km or more!
So a fuel cell truck costs about double the cost of diesel and the hydrogen costs is about 4 times that od diesel. So there is no business case for it unless diesel is banned.
It is physically impossible for hydrogen to be cheaper per mile than just charging a battery, it uses 3 times more electricity to make hydrogen to go the same distance, the hydrogen Mirai in California is $36 per gallon equivalent (kg of H2) and costs 10 times what a battery electric costs to drive. No sane business will ever go for this unless being paid to do so - with our money - by some mislead government incentives. Hydrogen for transportation is the textbook definition of a boondoggle.
Well I'm glad they're putting hydrogen in trucks at least, this is probably one of the only use cases for hydrogen that could work considering the extremely high prices for hydrogen fuel and storage issues (not that it's a great idea until they solve that pricing problem). Passenger hydrogen vehicles though are a total waste of time.
Yeah hydrogen that old chestnut I’m old enough to remember green algae. Pretty sure they’ll be promoting jellyfish power if they can figure out a way to commodify it. It’s all pretty pathetic
Hydrogen was the future but it is pretty much dead now . Toyota had their fuel cell tech ready and just sat on their ass waiting for the government or a third party to build the hydrogen infrastructure. If like Tesla, Toyota had built out its own hydrogen infrastructure I believe we would have seen most car manufacturers selling hydrogen vehicles by now. I still believe it is a better option then todays EV because of range but if toyota is really on the verge of a SSD battery release then it will solve the EV charge / range issue and there is no need for hydrogen.
The Mira have been unreliable for unfortunate owners, and the stations can only supply 50 vehicles daily for a 1.5 billion dollar cost. This is why no one with a calculator would consider supporting the hydrogen model. Nothing about hydrogen is efficient or simple.
How can it have better range when you can't even go all over California where there are a few stations, Shell pulled out of the program there too..HYDROGEN US as dead as a doornail even as Toyota keeps pounding that nail!🤣
@@AuralioCabal-nl8gi It can scale economically blend with other elements. Plenty of applications, besides the Automotive sector, such as Nautical, Aeronautical, Metallurgy, Heating, and plenty of other sectors.
H2 is a stepping stone for rigs like this. Gotta be careful how much ya spend devving stepping stone tech. I'd also argue calling them hybrids is splitting hairs. Such fuel cell vehicles simply need to have those batteries. Being such a necessity, eh, just call them fuel cell.
I guess for applications where you're getting drivers to hand-off loads AND rigs (since a BEV can already max someone out for the day on one charge), and therefore need rapid refueling, then this makes sense. I used to say "for higher energy density needs it could make sense" but BEV trucks have proven they're already good enough to have a driver max their hours out so that argument is kinda dead. Problem is hydrogen is still costly to produce (and/or environmentally damaging), then entirely new infra is needed to distribute it, and once you use it in a fuel cell (or even worse, combustion), it's less efficient than directly powering motors from a battery. Refuel time seems like the only real advantage right now and i just dont see it being necessary that often given that long haul is regulated and people don't drive 14 hours a day
The latest generation of CATL cells going into cars are now charging in 10 minutes in the wild. (Google it if you don't want to take my word for it.) According to Toyota's statement in this video, they're HOPING that with a new "high flow" inlet they can get this hydrogen truck to fill up in 10 minutes. Considering that there's a severe freezing issue with hydrogen transfer, it stands to reason that they're struggling to make it work Prepare for your mind to be blown because we could be looking at a situation where pure battery electric trucks charge up quicker than hydrogen trucks can fill.
Tesla is now starting to deliver and pilot test it's BE Semi and has 70 units on the road, with very happy owners like Pepsi and Brower Group. How many Hydrogen Semis does Toyota have in the wild?
The Tesla Semi sales, been fueled by tax breaks for big corporations. Without them, not a surprise they would sell just a few. Electric trucks make economical sense for the Delivery sector.
@@RogerM88 Tesla is starting to build up the Giga Nevada Semi production factory, that will be a big facility and 4680 Battery cells are starting to scale with 1000 CYBRTRKs that uses these cells , Tesla Semi uses 4680 cells
@@AuralioCabal-nl8gi The 4680 been an Energy density disappointment. And with issues over demand, not a surprise they skip production focus to the Model Y and 3.
@@AuralioCabal-nl8gi Think about this, if the Semi was economical to operate in large fleets, Tesla will be the first to replace their Diesel trucks, even using them as testing units.
@@RogerM88 You fail to answer " How many Toyota HYDROGEN Semis are on the road?" WHAT ARE Toyota s plans for the future in Cars and Semi if they are serious whether BEVs or Hydrogen , please explain.IMHO Toyota is 10 years late to the BEV partyhaving squandered precious time on FOOLCELLS and HYDROGEN as a fuel, they are still pushing Hydrogen for ICE as we speak, imagine that, Hydrogen that hardest fuel to make and store for ICE! ...insane at all levels of thought.
Not TFL's fault, but that driver seat squeaking was horrible. Kind of made it hard to care about what they were talking about. Oh well. Good video otherwise 👍
hydrogen is extremely expensive in your cost per mile to operate. more than gas/diesel and way more then electricity. also, hydrogen is not a clean fuel.
Even in Japan, you see more EVs than hydrogen cars. You can go for weeks and not see a mirai there. While you can easily fine EVs. And Japan already has a low ev adoption rate. With the Japanese govt support, hydrogen is still not viable. Toyota had record profits. Imagine if they stopped throwing money at hydrogen and built some viable EVs instead.
I’ve driven one of those… broke down a lot… not to mention fueling hydrogen is a hit or miss and expensive… a lot of the time the station near my yard was down… when the truck was working as it supposed to it was fine. Range was limited but I could get around 250-300 miles out of the fuel cells…
No. Hydrogen is not going to happen. Trucking is all about moving cargo from point A to point B at the lowest cost. Hydrogen solutions cost way more than diesel. Pure battery electric cost significantly less than diesel. This gap between hydrogen and BEV is not going to improve because hydrogen trucks are simply BEV trucks with an exotic dual fuel generator bolted on. Any efficiency gains you make in the hydrogen truck will similarly benefit the pure electric one. The only way to fully bridge the gap is for government to subsidize hydrogen to such a degree that it would bankrupt even the American economy.
Hydrogen Semi are a dud. Truckers care about one thing and one thing ONLY. Cost. It will NEVER happen. Economics are just not there and WILL NEVER be there. Not talking about the tech - hydrogen is just 5x more expensive to produce than gas or diesel. At the same time electricity is 1/5 the cost. Tesla and others already have Semi in production that do over 400 mile real world range and this will just improve in the next 5-10 years. Once megachargers for semis are available on interstates, availability will be there and SIMPLE ECONOMICS will just shift EVERYTHING to EV Semis. It has nothing to do with the environment. It's pure cost. No truck driver/company will be able to drive diesel and compete with EV trucks. It's all about the money. Hydrogen is just a political/lobbying play by Toyota and oil companies because they want to delay EVs. That's it. Toyota knows it will never happen. Waste of money, time and resources. What a shame that Toyota can just can't embrace the change. Embaracing for them.
I'll stick with hydrogen remaining the ruler of my water at 2 to 1 and no chance of being useful in transportation economics, ever. The CEOs at Toyota and Kenworth need to curb their mind altering drug use.
If Big Energy would embrace Hydrogen and provide fueling centers in all their locations Hydrogen would be the answer to all transportation vehicles. Toyota also is has engineered an ICE engine to run on Hydrogen which is extremely clean. In addition Toyota is developing a hydrogen producing module which would convert water to hydrogen on demand for both fuel cell and ICE. Go Toyota!
Combusting hydrogen in a regular nitrogen atmosphere creates NOX pollution... a key component of smog and a potent greenhouse gas many time more powerful than CO2. That's why fuel cells are a thing. FYI, Shell just shut down all their hydrogen stations in California...
@@Bryan46162 I believe they had technology to prevent the NOX. Again test engine not implemented. The other fuel Toyota is working on is an ICE engine burning Ammonia.
Toyota is getting desperate. They can’t keep up with reliability and can’t make a decent EV so they keep pushing this hydrogen stuff. No one wants to go from one gas station to another, from one engine to another.. we want seamless drive and full battery in the morning. We want the performance. EVs are the future. I’d never buy a hydrogen car
Until hydrogen can illustrate a path to where it works economically it should stay in testing. There is no point in building out hydrogen infrastructure at this time.
The problem with the hydrogen fuel cell technology for passenger vehicles is the delivery infrastructure. IMO, for commercial vehicles, this obstacle is more solvable.
Because a Tesla semi with 3 or 4 year old battery tech can run up to 500 miles on a charge and this hydrogen truck can run 350 or 400? Or is it because they want to use natural gas to make hydrogen and keep truckers paying the same people who they now buy diesel from?
@@danharold3087 You as a Tesla fanboy should know, no independent test is yet to be done on the Tesla Semi. Or even the total number of trucks produced.
@@RogerM88 The Pepsi Tesla semi's took part in the "Run on less" about a year ago. It was open to all types of vehicles. The focus was on how the vehicles performed in real life. What sort of independent testing are you looking for. EPA does not test it tells automakers how to conduct the testing. Yup we don't know how many there are or if any more will be produced prior to opening the semi factory. We are seeing more allocated to customers for testing but they may have come from Tesla's fleet of test trucks. Until the dedicated factory is finished we will not see many of them. But then what good are BE trucks w/o chargers. Tesla applied for a program that would have let it build an electric truck corridor from Fremont CA to Austin TX. Goverment allocated the money for hydrogen fueling. Tesla said it will still build it at some level.
@@danharold3087 If the Tesla Semi was so economical advantageous to operate in big fleets, Tesla would be the first to replace their Diesel Semi trucks, even using them as testing subjects, which they aren't.
The part where the hydrogen story falls apart is the conversion losses. ICE engine = 20-30% efficient, FCEV = 50-60% efficient, BEV = 90+% efficient. The amount of electricity input required for hydrogen is massively more than charging batteries. It will only ever be viable for cases where batteries are just not suitable, and the question is whether the industry adapts to use the most efficient mode, or if an entire support system will be built out to cater to the habits of industry.
The demonstration was a joke they didn't even have a trailer they want to show you a truck that runs on hydrogen and electric why don't they put 46,000 lb behind it
I still dont5 get it .? Where are you going to get the hydrogen to power the fuel cells? If it's fossil fuel base then why bother? If it's Solar than stick with batteries and over head power rails.... I just don't get It
Japan, and other Eastern Asian countries produce green hydrogen via renewable hydrolysis locally, as well as important it from Australia. They don't have natural gasoline resources within their borders so it becomes much more price comparable to imported gasoline. Just utilizing EVs all the time doesn't work practically from an energy draw standpoint: for propulsion purposes hydrogen can be stored and transferred to a vehicle significantly quicker and easier than electricity. It's the same reasoning why most energy storage facilities for cities take the form of hydroelectric sites rather than giant batteries. When demand doesn't exceed capacity, even though it's less efficient, electricity is more reliable and cheaper in the long term from a maintenance perspective to convert and store kinetically than chemically as straight electrons.
There's a small battery in the truck, but it's mostly just overflow storage for the fuel cell. The fuel cell performs in the same manner as a gas tank and a motor as the main producer of drive energy, not the battery. It's the same reason why range extender EV's have such tiny batteries: at that point the extra weight and cost of a larger battery is counter productive.
The battery is there to accumulate electricity while driving so that when the truck encounters a hill or passes another truck it has the power to do so. The battery is also there to store for reuse the regenerative braking energy. I expect it also powers the 12V fans and pumps needed to cool the fuel cell and provide hydraulics.
