Hydrogen tanks and gas handling components are installed on the back of the cab of a heavy duty truck. A hydrogen injection manifold is installed in line with the air intake, which blends hydrogen and air before entering the engine block. A dedicated, secondary controller is installed behind the dashboard which controls hydrogen flow. When the driver presses the pedal, the secondary Hydra controller reads OEM engine related parameters and processes them internally to adjust the hydrogen flow rate. It then injects the calculated hydrogen amount directly into the air intake eliminating the need to modify the engine block.

With as high as 40% diesel displacement by energy, Hydra trucks can run up to 1,000 km per day burning 40 kilos of hydrogen on average, even with the heaviest payloads and in the heart of winter. That equates to 134 litres of diesel). As this is on top of the existing diesel tanks, Hydra’s kits extend a truck’s range.

The Hydrogen Engine Control Unit (ECU) is made by Hydra and the tank rack can be customised if needed for the vehicle model. Other hardware components are off the shelf, such as tanks, injectors, wires for the harness, tubing, etc. Hydra’s hydrogen storage system uses the same hydrogen tanks that are used in consumer OEM vehicles supplied by Toyota, Hyundai, Honda, and Mercedes.

System life expectancy is dictated by compressed gas storage tank life which is 20 years. The conversion kit can be swapped from one vehicle to another within the lifespan. Typical fleets we have partnered with replace their vehicles every 5 years, requiring transferring the conversion kit to 3 vehicles over the product life.

The EU and China already count Hydrogen Internal Combustion Engines (HICE) as Zero Emission Vehicles (ZEV). Many jurisdictions have mandated ZEVs (ie: California requires heavy duty vehicles to be zero emissions by 2035). Hydra has been increasing our diesel displacement and hashave a product ready to go to market today with up to 40% reduction in GHG emissions. The internal goal of Hydra is to increase displacement to make it up to 50% in 2023 with the integration of machine learning.

Next year with the integration of machine learning, Hydra expects optimisations that get us up to 50% use of hydrogen. As inexpensive low carbon hydrogen comes online, Hydra’s conversion kit provides scalable off-take helping this supply and refuelling infrastructure get funded and off the ground, paving the way for other hydrogen technologies to come to market.

To get to the long-term zero emission goal of 100% of diesel displaced by hydrogen, engine modifications would be needed. At that point, rather than a retrofit, Hydra could partner with an OEM to offer Hydra’s solution built-in.

BMW, Ford, and Aston Martin have all done 100% HICE engines in the past, so the issue isn’t technical. The barrier has been the lack of inexpensive hydrogen supply and infrastructure.

While under lab scenarios fuel cells are more efficient than current hydrogen internal combustion engines, or Hydra’s co-combustion system there are other efficiencies that have made this solution appealing to customers. By converting existing vehicles in a fleet customers have the benefit of using the assets they already have versus buying significantly more costly equipment. Additionally the benefit of being able to switch between hydrogen and diesel allows heavy-duty trucks to continue to run while infrastructure is being built. Both of these allow Hydrogen-as-a-Service customers to run their business more efficiently.

Like any vehicle both Hydra’s hydrogen-diesel co-combustion and fuel cells require maintenance. The intensity and hours required for this maintenance are about the same, but the type and cost of maintenance are quite different.

After installation the cost of running Hydra’s system works out to $100 per kilowatt whereas fuel cells historically are ~$1000 per kilowatt. With a Hydra co-combustion kit you’re looking at the maintenance cost of a regular diesel engine (oil changes, filter changes), and the regular inspection of compressed gas storage. The maintenance on a fuel cell vehicle requires additional filters including water, air, and hydrogen filters, as any impurity that enters the fuel cell will destroy the membrane. Additionally it requires a humidifying section as dry hydrogen cannot enter the fuel cell which requires its own maintenance. Should the fuel cell be destroyed the cost to replace it is very high.

Hydra’s technology runs in a transient state, meaning the way someone drives affects how the truck performs. Whereas fuel cells generally operate in a steady state, meaning that no matter what happens to the accelerator the fuel cell maintains the same power level.

Experts in the field have told us that It is unlikely that any heavy-duty fuel cell truck currently on the road will be able to get to the 1,000,000 km mark that you can with a heavy-duty internal combustion engine. FCEV have not been on the road long enough to have data to refute this claim. Some fuel cell technologies can refurbish the stack at a lesser cost, noting that a “25,000 hour” refurbishment after 8 years could get you another 8.

The on board generation of hydrogen (sometimes referred to as HHO technology) on a vehicle is called brown’s gas. Brown’s gas by definition is a mixture of pure hydrogen and pure oxygen produced by a generator. This differs from an electrolyzer in that the hydrogen and oxygen there are always kept separate and never allowed to combine, making an electrolyzer intrinsically safe. The issues with that are the gas mixture of hydrogen with oxygen is extremely combustible, all it needs is a source of ignition and you will have an event.

With brown’s gas the mixture that is produced is done at a very low pressure, meaning that it cannot be injected after the turbocharger on an engine wherein high pressure builds up in the manifold. It must be injected before the turbocharger, which means before the intercooler. This causes a regulatory issue with Technical Safety BC as they don’t want a combustible mixture going into the engine that early. If there is a flashback or a backfire from the engine it will ignite the gas that is all the way through the intercooler and turbocharger which poses a significant danger.

In order to have a significant event there needs to be a fuel, oxygen, and ignition. Once you generate the browns gas all you need is a source of ignition and it will go off significantly. There’s no separation of hydrogen and oxygen in brown’s gas generator. They are generated at the same time inside of the bath with an electrolyte, usually caustic soda. Caustic soda is extremely aggressive and reactive, and can cause contact burns, blindness, and is deadly when ingested.

The generation of Brown’s gas requires energy from the engine to power the alternator to make electricity to power the on-board electrolyzer. In Hydra’s tech, we don’t require anything to be generated from vehicle itself, the compressed hydrogen gas is regulated into the air stream after the turbo charger.

Additionally Brown’s gas injected in very small volumes (measured in ppm), which may or may not produce any advantage to fuel consumption or engine performance. Brown’s gas doesn’t actually displace any fuel, it’s just an aid to combustion. Whereas Hydra’s hydrogen injected as a percentage point of fuel going into engine, i.e. up to 40% of diesel displaced by energy content not volume.

Hydrogen technology for large internal combustion engines enables seamless switchover between diesel and hydrogen modes without losing out on fuel efficiency, range, power, torque and payload capacity. With range specifically, this seamless change means that trucks can easily run on diesel if the hydrogen runs out. Our goal for Hydra is to keep performance on par with diesel trucks. Anecdotally drivers have noticed Hydra converted trucks holding a gear better going uphill in a higher gear, allowing them to go faster with lower RPMs. They’ve also noticed a boost of power even while climbing the steep Coquihalla Highway.

Hydra’s conversion kit adds over 700kg to the weight of the truck, mainly due to the hydrogen tanks mounted behind the cab. However, the Provinces of British Columbia and Alberta enacted a blanket weight allowance of 1000kg for heavy-duty trucks fuelled by hydrogen. Other jurisdictions are considering similar policy changes to encourage adoption of clean fuels.

With over 240,000 kms of on-road testing with professional drivers on commercial routes with full loads, Hydra’s solution showed no loss of power or torque.

Yes, our hydrogen injection system helps operators optimise truck performance, fuel efficiency and emissions reduction regardless of payload and weather. No additional equipment is required, unlike electric vehicles that need to keep the battery warm. Hydrogen remains a gas a temperatures up to -252.9 C, meaning there is no risk of freezing. If the pressure in the storage tanks increases beyond acceptable levels due to hydrogen expansion from temperature, the pressure release devices open venting excess hydrogen to maintain safe operating pressure.

There is no cost to the fleet as Hydra pays for the conversion. Our conversion costs have typically been CAD $55k per vehicle, inclusive of the installation labour.

Yes, in BC there is the CleanBC Heavy Duty Vehicle Efficiency Program administered by the BC Trucking Association that can provide a maximum of $100,000 per fleet per year. This maximum applies to the eligible company, including any affiliates. Hydra can work with you in submitting the application.

In the Prince George template that Hydra is building to show the value chain come together profitably, Hydra pays for low carbon hydrogen production, the refuelling station as well as the equipment and labour to install the conversion kits. Hydra makes a profit by selling the hydrogen to truck fleets in a 5 year exclusive agreement. This template can be replicated by Hydra’s licensees so the licensee has an off-take use for large volumes of hydrogen. Hydra then can scale faster with larger margins by leveraging off others’ production or infrastructure.

Yes, Hydra provides this in person within one shift that in the future Hydra may have over a video briefing. Drivers will receive a handbook covering the working procedures and safety

Hydra’s easy-to-install kit doesn’t require engine block modifications and Hydra provides additional insurance to cover any potential damage from our kit on the truck engine & DEF system. During Hydra’s three year pilot project in Northeastern BC there were no maintenance concerns. The converted vehicle can be returned to original condition and resold at the end of life for similar resale prices as other (unconverted) vehicles in the partner’s fleet.

Hydra provides 3rd party liability coverage through an insurance partner for any unforeseen damage caused by Hydra’s system. Hydra aims to work with OEMs to have conversion kits offered as a factory-installed option in the future, avoiding the need for 3rd party insurance.

At this point, ideal fleets are those that return-to-base in or near the following locations: Prince George, BC & Edmonton, Alberta. Hydra’s interested in expanding along Highway 16 to Prince Rupert. From there, Hydra anticipates licensees will bring further scale faster. To keep informed about when Hydra will be coming to your area via a licensee, subscribe to our newsletter.

Hydra can convert most truck makes and models. Our ideal fleets use Freightliner, Western Star, and Peterbilt on DD or PACCAR engines. We can also do Volvo, Mack, and International as well as Cummins engines but these may require several extra days to calibrate until machine learning is fully integrated.

As for any first make and model, Hydra needs to do calibration in-house to optimise the hydrogen injection map that enables converted trucks to get the same power output or better from the hydrogen-diesel blend as from diesel alone. Calibrating a new make or model creates a new set of parameters, and subsequent installations on similar makes and models need only two days to complete by any trained Hydra installer. To be a Hydra installer, you must complete our 4 day training program and follow Hydra’s install manual.

The technology is already fully proven after a multi year trial in Prince George that started in 2016. Trucks would be able to be converted as soon as hydrogen supply is available in the region.

Hydra has received Technical Safety BC approval as a recognized conversion facility and other facilities would likely need to receive the same designation. The shop would receive a certification to do conversions that needs to be renewed annually via a nominal fee. Facility requirements include appropriate hydrogen safety systems such as gas detectors and ventilation. There can be no open sparks or flames. Converted vehicles must be drained of onboard hydrogen and adopt safety lock-outs for valves. Installation partners are responsible for the costs, if incurred, of any upgrades that may be required.

All heavy-duty trucks undergo a Motor Vehicle Inspection (MVI) every six months. No changes to that with a Hydra conversion: the MVI would be done by someone at the installation shop with a red seal certified that took the required MVI course.

The height and clearance width of vehicles are regulated across North America at a maximum of 13 feet 9 inches and 10 feet 6 inches, respectively. The installation of the Hydra hydrogen kits will not affect the vehicle height nor the clearance width.

The frame width does not affect the installation of Hydra hydrogen kits.

Yes. The research from trucking associations across Canada has concluded that the driver shortage is largely due to an inability to attract millennials who often see trucking as a dated and dirty industry. Hydra can provide you with materials about the environmental benefits of our technology to include in your job postings, website or social media.

Fleet data is protected under the NDA you sign with Hydra and subsequently by a contract if you choose to enter into one with Hydra. Hydra collects data for the fleet’s benefit to increase hydrogen use.

Data can be uploaded via encrypted connection to protect it from piracy.

Hydra pays for the conversion and refuelling station in exchange for 5-year contracts with fleet customers with hydrogen at the forecasted cost of diesel. Fleet contracts have a five-year term and are auto-renewed provided Hydra meets agreed upon performance metrics. There is no increase in operational costs.

For the refuelling station to have hydrogen, there needs to be hydrogen connected to the station, which is done through a trailer that stores the hydrogen. The hydrogen refuelling can be an add-on to an existing cardlock or standalone integrated station that offers both hydrogen with diesel.

Refuelling hydrogen takes no more than the time to refuel on diesel. It takes under 10 minutes to refuel the Hydra-installed tanks and can be done while refuelling on diesel. Often, refuelling is combined with the pre-check - if so, refuelling would be within 15 minutes.

Yes, a dispenser inside is simple as it only requires a fume hood and proper ventilation. Indoor hydrogen fuelling may require Class I, Division 2 approval on lights and receptacles.

In Prince George, Hydra produces our own low carbon hydrogen as a template to show potential licensees that supply and demand can come together profitably. This hydrogen is from electrolysis using electricity from BC Hydro. Our experience suggests that hydrogen needs to be able to be produced, compressed, stored and dispensed at less than $4/kg to be profitable. In the future, licensees will produce or contract for hydrogen supply and use their licence to Hydra’s proven tech as a profitable, large scale off-take of that supply.

In Canada, heavy-duty/Class 8 vehicles account for 1.37% of all vehicles on the road but contribute 30% of all transport-related emissions. In British Columbia the trucking industry is the leading contributor to emissions from road transportation. In BC alone GHG emissions from medium heavy duty transport grew by 27% in the last decade, and is forecasted to grow another 17.3% by 2030.

Converting vehicles to run partially on hydrogen with Hydra will reduce the CO2 emissions of each vehicle by up to 40%. There is no increase to tailpipe NOx or particulate matter emissions. Additionally there’s no need to scrap an existing fleet of vehicles to purchase new “clean” ones. Hydra can convert the trucks you already have with our hydrogen-diesel co-combustion retrofit kits.

By contrast, there is increased concern about the environmental impact of batteries. In a report published in 2021 by the International Energy Agency found that achieving net-zero emissions by 2050 would require six times more of certain minerals by 2040 than are being mined today based on electric vehicle usage. The increased demand for rare metals found in batteries has led to ocean-floor mining, where nodules contain six times as much cobalt and triple the amount of nickel as there is on land.

Harvesting these nodules could put one of the world’s last pristine ecosystems at risk of irreversible damage, affect whale and tuna migration, extinguish newly discovered species, and even accelerate climate change by kicking up long-undisturbed carbon stores.

Hydra expects a reduction of up-to 40% of current diesel usage and a comparable reduction in CO2 emissions. Hydra is investing in improving its technology to increase this number in the upcoming years with the short-term goal to reach 50% by 2023.

Yes, several shippers in BC already have included a preference in their solicitation (e.g. RFPs) for carriers using greener solutions. Hydra can provide you with materials about the environmental benefits of our technology to include in your bid.

An explosion cannot occur in a tank or any contained location that contains only hydrogen. An oxidizer, such as oxygen must be present in a concentration of at least 10% pure oxygen or 41% air. Hydrogen can be explosive at concentrations of 18.3-59% and although the range is wide, it is important to remember that gasoline can present a more dangerous potential than hydrogen since the potential for explosion occurs with gasoline at much lower concentrations, 1.1- 3.3%.

Furthermore, there is very little likelihood that hydrogen will explode in open air, due to its tendency to rise quickly. This is the opposite of what we find for heavier gases such as propane or gasoline fumes, which hover near the ground, creating a greater danger for explosion.

Hydrogen has an autoignition temperature of 536 C, approximately twice that of gasoline. There is no risk of autoignition. If the system begins to leak due to thermal contraction of seals and fittings in gas lines, hydrogen gas quickly dissipates and onboard vehicle leak detection systems shut off all hydrogen storage tank valves to prevent further leakage.

Hydrogen dissipates rapidly when a tank is ruptured as it rises at 6 metres per second and even when intentionally ignited, completely vents within 90 seconds. Gasoline and Diesel pool when a tank is ruptured, creating a fire that lasts sufficiently long, and burns sufficiently hot, to fully engulf a vehicle.

The fire that destroyed the Hindenburg in 1937 gave hydrogen a misleading reputation. Hydrogen was used to keep the airship buoyant and was initially blamed for the disaster. An investigation by Addison Bain in the 1990s provided evidence that the airship’s fabric envelope was coated with reactive chemicals, similar to solid rocket fuel, and was easily ignitable by an electrical discharge. The Zeppelin Company, builder of the Hindenburg, has since confirmed that the flammable, doped outer cover is to be blamed for the fire.

The hydrogen economy uses the most common type of hydrogen: the isotope, Protium. Hydrogen Bomb technology uses a rare hydrogen isotope called Tritium. Both Tritium plus the super-intense heat from the detonation of a nuclear fission bomb are needed to induce the nuclear fusion reaction that makes a hydrogen bomb. Tritium is radioactive and does not occur naturally, but can be made with lithium or a conventional reactor. This technology bears no resemblance to the simple chemical reactions associated with the Protium hydrogen isotope in hydrogen production, storage, distribution and use in the hydrogen economy.

High carbon steels should not be subjected to hydrogen as it will cause embrittlement where the steel cracks. Heavy duty trucks do not have components with high carbon steel so this is not a concern in our application.

The hydrogen fuelling nozzles that Hydra currently use are certified under TUV, which is the European standard (comparable to the voluntary CASB 341-8 standard in the US). As TUV is the most difficult to pass, it has become recognised globally. The fuelling stations fall under ISO 17268.