Research and Application of Hydrogen Fuel Cells to Replace Diesel in Open-Pit Mining Equipment to Reduce Environmental Pollution

Compiled by Cao Thi Thuy Oanh, R&D Team
August 31, 2026

 

Introduction

Vietnam's coal mining industry, particularly in the Quang Ninh region, is facing a severe environmental challenge due to substantial emissions from transport and mining equipment using diesel engines. According to the Vietnam National Coal and Mineral Industries Group (TKV), the volume of waste rock and soil in Quang Ninh alone reaches 150 million m³ annually. To transport this volume, TKV operates numerous heavy-duty trucks, with payloads ranging from 58 to 100 tons, and has

recently tested 130-ton electrically driven trucks.

 

 

The internal combustion engines on this equipment emit large quantities of toxic gases such as CO, NOx, CO₂, SO₂, and soot, contributing to the greenhouse effect and environmental pollution. In 2023, fuel consumption in Quang Ninh exceeded 1.19 million m³, of which the coal sector accounted for 65% (0.7735 million m³). With an average diesel density of 0.85 kg/m³ and an emission factor of 0.3055 tons of emissions per ton of fuel, the total emissions from mining and loading equipment in Quang Ninh are estimated at approximately 0.2 million tons of toxic gases annually. This figure underscores the urgent need for cleaner energy alternatives.

 

In this context, hydrogen fuel cells are emerging as a promising solution. This technology generates electricity through the chemical reaction between hydrogen and oxygen, producing only water as a byproduct, thus emitting no pollutants. This paper by authors Nguyen Dang Tan (Thuyloi University) and Ta Ngoc Hai (Vietnam Mining Science and Technology Association) studies, calculates, and evaluates the feasibility of applying hydrogen fuel cells to open-pit mining and transport equipment, comparing economic and technical efficiency between the two energy sources.

 

Data and Methodology

Internal Combustion Engine Emissions and Fuel Consumption

Mining truck engines, whether gasoline or diesel, emit hazardous substances including CO, NOx, HC, CO₂, and ultrafine carbon particles (from diesel), which can penetrate deep into the lungs. Emission levels are directly related to fuel consumption. Table 1 shows the emissions from burning 1 ton of fuel:

 

Table 1. Emissions from burning 1 ton of fuel (unit: tons)

Combustion Product	Gasoline Engine	Diesel Engine
CO	0.6	0.2
HC	0.1	0.03
NOx	0.04	0.04
SO₂	0.002	0.02
Soot	0.00058	0.0155
Total	0.74258	0.3055

To evaluate fuel efficiency, the study uses two key indicators:

• Fuel Consumption per Distance (FC): Measured in l/100 km, depending on load and operating conditions.

• Brake-Specific Fuel Consumption (BSFC): Measured in g/kWh, a technical characteristic evaluating engine fuel efficiency, calculated as:

BSFC=mfP×3600BSFC=Pmf​​×3600

 

Where mfmf​ (g/s) is the fuel mass flow rate, and P (kW) is engine power output.

Experimental results from Table 2 show that the BSFC for trucks and tractors ranges from 202-238 g/kWh, serving as the basis for calculations for mining trucks.

 

Table 2. Fuel consumption rates for trucks and tractors

Equipment	Distance-based FC (l/100 km)	Power-based BSFC (g/kWh)
Conventional tractor	32.6 - 34.3	223 - 236
New generation tractor	29.9 - 31.6	202 - 210
Truck	21.1 - 31.1	225 - 238

 

Working Principle of a Hydrogen Fuel Cell Vehicle

A fuel cell is an electrochemical device that converts the chemical energy of a fuel into electricity. Its basic components include:

• Anode: Hydrogen fuel is introduced; a catalyst splits hydrogen into protons (H⁺) and electrons (e⁻).

• Electrolyte: Allows protons to pass through to the cathode but blocks electrons.

• Cathode: Oxygen from the air combines with protons and electrons (traveling via an external circuit) to form water (H₂O).

 

Overall reaction: 2H₂ + O₂ → 2H₂O + Electricity + Heat

Individual fuel cells produce about 0.7V, so they are connected in series to form a "stack" to achieve the required voltage. The energy conversion efficiency of a fuel cell is typically 40-60%, reaching up to 85% if waste heat is recovered.

 

Structure of a fuel cell vehicle (Figure 2):

The structure of a hydrogen fuel cell truck is similar to a battery electric vehicle but combines two onboard energy sources:

1. Fuel Cell System: Hydrogen from tanks (at 350-700 bar) is fed into the fuel cell, combining with oxygen to generate electricity.

2. Battery Storage System (Lithium-ion): Electricity from the fuel cell can be used directly by the electric motor or stored in the battery. During regenerative braking, the electric motor acts as a generator, recharging the battery.

 

The control system manages power distribution between the fuel cell and battery to optimize efficiency. Hydrogen tanks on passenger cars are typically at 700 bar (density 42 kg/m³). For heavy-duty trucks, storing hydrogen as compressed gas or liquid (-253°C) presents challenges in terms of volume, weight, and cost.

 

Research and Development of Hydrogen Fuel Cell Mining Trucks

Existing hydrogen fuel cell passenger vehicles:

Notable models developed and commercialized include the Honda FCX Clarity (2008), Hyundai ix35 FCEV (2013), Toyota Mirai (2014), Mercedes GLC F-Cell (2019), and Hyundai Nexo (2018). However, by 2026, only a few models like the new Toyota Mirai, Hyundai Nexo, and Honda Clarity Fuel Cell (California market) remain widely available.

 

Hydrogen fuel cell mining trucks:

The mining industry is witnessing significant advances in hydrogen fuel cell applications:

• Kuhn Schweiz Project (Germany): The company converted a 111-ton Komatsu mining truck into an electric vehicle using a 600 kWh battery pack (the largest ever installed on a vehicle at the time), replacing the diesel engine with a 590 kW electric motor and utilizing regenerative braking for recharging during downhill travel.

• Sany (China): Developed hybrid electric trucks with payloads of 136-220 tons, using 1400-2090 kW electric motors paired with 78.5-128 kWh batteries.

• GM and Komatsu Collaboration (2023): General Motors and Komatsu are co-developing HYDROTEC hydrogen fuel cell power modules for the Komatsu 930E mining truck (320-ton payload). The powertrain is expected to exceed 2 MW and will be tested at Komatsu's Arizona Proving Grounds in the mid-2020s. This is a key step for Komatsu towards its 50% emissions reduction target by 2030 and carbon neutrality by 2050.

• World's largest hydrogen haul truck (Engie - Tractebel): In 2023, Tractebel (Engie) announced the successful development of the world's first hydrogen-powered haul truck, marking an important milestone.

 

A cost comparison between diesel and hydrogen fuel cell buses by Lewis County Transit (US) shows: although the purchase cost of a hydrogen bus is higher ($1.2 million vs. $0.8 million), its annual operating and maintenance cost is lower ($225,000 vs. $300,000). Over 12 years, the total cost for the hydrogen bus ($3.9 million) is lower than for the diesel bus ($4.4 million). The initial investment ratio is 1.5 times higher, while the operating cost ratio is 0.75 times lower. This serves as a basis for evaluating mining trucks.

 

Calculation of Hydrogen Consumption and Fuel Cost Comparison for Mining Trucks

Formulas for calculating hydrogen consumption

Based on the electrochemical reaction: 2H₂ + O₂ → 2H₂O, formulas for hydrogen and oxygen consumption rates are derived from electrical power PePe​ and average cell voltage VcVc​ (typically 0.65V):

• Oxygen consumption rate:

 

Oxygen=8.29×10−8×PeVc(kg/s)Oxygen=Vc​8.29×10−8×Pe​​(kg/s)

• Hydrogen consumption rate:

 

Hydrogen=1.05×10−8×PeVc(kg/s)Hydrogen=1.05×10−8×Vc​Pe​​(kg/s)

 

Calculation results for mining trucks in Quang Ninh

The study applied these formulas to five typical mining trucks used in Quang Ninh (Tables 5 and 6). The results indicate:

• Hydrogen consumption at maximum engine power over an 8-hour shift ranges from 172.6 kg (HD 325-7) to 408.9 kg (HD 785-7).

• The required hydrogen tank capacity for an 8-hour shift is significantly larger than the diesel fuel tank, ranging from 7.7 to 8.6 times larger. This necessitates placing multiple hydrogen tanks on the vehicle.

 

Table 5. Diesel fuel consumption for typical large-capacity trucks in Vietnam

Model	Payload (tons)	Engine Power (kW)	Fuel Tank Capacity (liters)	Diesel Needed per Shift (liters/8h)*
Cat 773E	55.5	501	700	953.90
Cat 777D	93.6	749	1,137	1,426.10
HD 325-7R	34.5	371	500	706.38
HD 465-7R	55	533	780	1,014.83
HD 785-7	91	879	1,308	1,673.62

(BSFC = 238 g/kWh)*

 

Table 6. Corresponding hydrogen fuel consumption for each truck type

Model	Air Consumption (kg/h)	Hydrogen Consumption (kg/h)	Hydrogen per Shift (kg)	H2 Tank Volume (liters)	Ratio vs. Diesel Tank
CAT 773E	993.37	29.14	233.08	5,827.02	8.3 times
CAT 777D	1,485.09	43.56	348.48	8,711.45	7.7 times
HD 325-7R	735.61	21.58	172.60	4,315.02	8.6 times
HD 465-7R	1,056.82	31.00	247.97	6,199.20	7.9 times
HD 785-7	1,742.85	51.12	408.94	10,223.45	7.8 times

 

Fuel Cost Comparison

Currently, green hydrogen production costs about $5/kg, projected to drop to $2/kg by 2030 and $1/kg by 2040 (equivalent to current gasoline prices). The study developed a cost comparison chart for the five truck models over 2024-2040 (Figure 5). The key conclusions are:

• In the long term, as hydrogen prices fall, hydrogen fuel costs will become competitive and could be lower than diesel.

• Hydrogen fuel cell trucks would significantly reduce toxic emissions (CO, NOx, HC, CO₂, soot), benefiting the environment and public health.

 

Conclusion and Recommendations

Conclusion:

1. Emissions from open-pit mining transport and equipment in Vietnam are substantial, severely impacting the environment.

2. Using hydrogen fuel cells as an alternative to diesel engines is technically feasible, as demonstrated by calculations of hydrogen consumption and tank capacities.

3. Although the initial investment for fuel cell vehicles is higher (about 1.5 times), operating and maintenance costs are lower (about 0.75 times). In the long run, as hydrogen costs decrease, fuel cell vehicles will become more economically advantageous than diesel vehicles.

4. Hydrogen fuel cell powertrains can be integrated into existing equipment (trucks, excavators, bulldozers) without compromising operational performance.

 

Recommendations:

1. Further in-depth research, economic-technical assessments, and pilot projects for hydrogen fuel cell applications in open-pit mining are necessary for Vietnam.

2. The government and TKV should implement supportive policies to encourage technology trials and develop a roadmap for green hydrogen production and supply infrastructure (from renewables) in the near future.

3. International cooperation in fuel cell and hydrogen production technology transfer is essential to accelerate the clean energy transition in the mining industry, contributing to Vietnam's Net Zero 2050 commitment.

 

Original Research deck:

https://mij.hoimovietnam.vn/images/paper/2025/2504/bai5.pdf