Europe no longer wants diesel trucks – but how do they drive?

Permanent topic hydrogen

Europe no longer wants diesel trucks – but how do they drive?

Europe no longer wants diesel trucks - but how do they drive?-diesel
Daimler Hydrogen truck "Genh2" from Daimler – so far only a prototype

  • Site author Wolfgang Gomoll

The European Union wants to emobility with the crowbar – and in hardly any segment it could fail as crashing as with the trucks. The obvious solution: water tub drive. But that is much more complex than that "System diesel".

If it is after many governments, one thing is clear: the diesel truck has no future. So the brummis should also transport electrically goods. Above all, the EU does not want to compromise. But a 40-ton truck would need a huge battery to complete his day tours. Then there is the shop. In order to quickly fill the gigantic energy storage of the vehicles, suitable petrol stations are necessary, lots of electricity and plenty of space are required. After all, it usually not only docks a tractor -trailer on the power trunk.

Battery truck everywhere – not really realistic

This is currently a homicide argument in an industry that deals with every cent and every minute. In any case, it turns out that electrification of truck traffic on a broad front is, at least in this decade, rather a green air castle than a realistic option .

Many experts therefore rely on hydrogen in the truck transport industry as the energy source of the future. The high energy density and the comparatively fast refueling speak for the chemical element. However, hydrogen storage is not entirely trivial. “Should the hydrogen handed over by the petrol stations to be gaseous or liquid? Standards must be defined and technologies have to be developed and it is important to avoid parallel investments in both scenarios. The decision depends on the requirements of users, truck technology, the development of the infrastructure and the procurement of hydrogen, ”explains Steffen Stumpp from the consulting company Berylls.

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Europe no longer wants diesel trucks - but how do they drive?-europe

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"Not enough electricity for battery vehicles"

For the former BMW hydrogen expert Dr. Tobias Brunner does not lead to hydrogen anyway. Especially with truck traffic. “We don’t have enough electricity for all battery vehicles. We need the combination of battery and hydrogen to decarbonize traffic. One thing alone is not enough, ”explains the Cryomotive Managing Director, who relies on“ frozen ”hydrogen as an energy source. The Berylls study sees it critically: “Cryocomprimated hydrogen has the highest energy density, but his handling is delicate. Cryocomatic hydrogen is neither gaseous nor liquid and requires new technologies for refueling and storing. Therefore, cryocomatic hydrogen will play no role in commercial truck operation in the near future."

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Europe no longer wants diesel trucks - but how do they drive?-trucks

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Basically, the hydrogen is about a compromise between the compensation of storage and the energy density. This is crucial for the range. The gaseous variant of the hydrogen, which is saved with a pressure of 350 bar, is mature, but the energy density of 24 kg/m3 is not sufficient for long -distance operation.

Europe no longer wants diesel trucks - but how do they drive?-they
BMW BMW test carrier IX5 for hydrogen drive

After all, you can’t make the tanks big. Some experts even see the 40 kg/m3, which are associated with 700 bar, as insufficient. This brings the liquid hydrogen (LH2) into play, which almost reaches the double value with an energy density of 70 kg/m3. There would still be the question of costs: Analysts assume that hydrogen in the truck transport industry only for a price that is profitable below five euros per kilogram. Tests are already running. The hydrogen truck Hyundai Xcient Hydrogen has already deteriorated more than a million kilometers during trial runs in Switzerland.

Batteries for cars, hydrogen for truck?

In the cars, the train has probably run towards the battery -electric drive, but the hydrogen celebrates a renaissance for larger vehicles. Although its production is complex. However, hydrogen could act as an energy source that is produced if the renewable current is not required. For example in wind turbines at night.

Europe no longer wants diesel trucks - but how do they drive?-wants
Hyundai/Press Inform Hyundai fuel cell truck

Toyota still sees the fuel cell as an alternative to the BEVS. For the Japanese, the hydrogen remains a pillar of the future strategy. Together with the Fukushima prefecture, the Japanese carmaker wants to test a hydrogen -based infrastructure. Also with trucks. This means that the possible uses for Toyota are far from exhausted. The fuel cell should also significantly reduce CO2 emissions on the rail. A pilot project with fuel modules for an emission -free train is currently being tested.

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Europe no longer wants diesel trucks - but how do they drive?-trucks

Site Motorcycles with hydrogen drive: expert sees only advantages

Like BMW, the Japanese car manufacturer conjures up hydrogen as a fuel for a classic combustion engine and has presented two studies with the buggy Lexus Rov and the GR YARIS H2 designed for racing, which rely on such a drive concept. And BMW? According to the development board Frank Weber, there is no way around the electric car, but the hydrogen drive has a future as a niche solution – especially for large cars. The IAA study BMW IX5 Hydrogen shows that the Munich team is still on this ball.

2000 cars in the test fleet

With this approach, Weber runs open doors at Stellantis. For the newly created large corporation, hydrogen is a drive alternative. "Whereby this technology will initially prevail in commercial vehicles," explains Opel boss Uwe Hochschurtz. The words follow deeds. Stellantis plans to produce a small fleet of up to 2000 vehicles at the Russelsheim location in the next two years, which are converted to a fuel cell from the battery -operated electric drive. Renault is similar to hydrogen and has recently presented the first of three light commercial vehicles with the prototype Master H2-Tech that the French car manufacturer will launch in a joint venture with Hyvia. The vehicle has a 33 kWh battery and a 30 kW fuel cell that is fed with hydrogen from four tanks with a total of six kilograms. With this, ranges of up to 500 kilometers should be possible, including 100 kilometers in pure battery operation.

With hydrogen through the desert

Europe no longer wants diesel trucks - but how do they drive?-diesel

Bit projects With hydrogen through the desert

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12 thoughts on “Europe no longer wants diesel trucks – but how do they drive?”

  1. It
    There are a cargo bikes, so you could transport the goods, so without well … There are a cargo bikes, so you could transport the goods, so without pollutants, well almost without! Then there would be no more severe trucks, since the drivers can no longer play on their cell phones or can cut their toenails!

  2. Which truck wants Europe?
    I understand your question in such a way that there are car manufacturers in the world who wish that the automotive industry, the world’s cars mobilize themselves in order to build a hydrogen fuel cell truck? Uh, I am not aware that such intentions exist, since the car manufacturers in the world, mainly deal with electric car construction and their workforce is fully used for this. Nobody intends to build a hydrogen fuel cell truck!

  3. Permanent topic hydrogen
    This long -term topic is like discussing the reintroduction of the steam engine in transportation. Hydrogen is too expensive and too inefficient and therefore no future -oriented technology, this proves all current studies and is the state of science, because with hydrogen technology and fuel cell, you have already failed pitifully in the past. The future of energy supply in the mobility sector lies in the technically well-advanced battery technology, also in the truck area on long distances and the brilliant, innovative Elon Musk will certainly also dominate this division with Tesla. So many "Burner joy" or "Homo burning" will also have to accept this fact at some point, because battery will mobilize, at work, sport and game…

  4. Which truck wants Europe?
    The majority of researchers, car manufacturers and politicians seem to agree: the future of road traffic is electrical. Also applies to trucks. Certainly on the short & medium-sized distance. The question is still open on the long -haul: Elon Musk, like the car, against the rest of the world. Current study I.A. from "Transport & Environment" based on 9.500 tours to Rewe branches with 12 T-trucks: accumulating trucks can make a clear contribution to reducing CO2 in traffic. With the ranges of battery trucks available today, all & regional use would be carried out in urban delivery traffic with e-trucks, i.D.R. With significant cost advantages. This is what people say from the subject. Some forists don’t seem to be interested. It does not matter anyway.

  5. H2 is soooo expensive?
    It will be z.T. So much wind power, or. Wind turbines are cleared that you could make H2 in the crowd with the electricity, that approx. 1 million. Mirai fuel cell vehicles 2 each year could drive 10000km and more every year!

  6. @Vogel – You don’t understand it
    1) If it were profitable, it would have been done for a long time. 2) Will be any "greener" H2 will certainly not be wasted in FCEV over the next 2 decades. Before that it just won’t "Surplus" give in sufficient quantities. This has arrived even with the green politicians, when does it matter to you?

  7. There has a forist…
    …Some time ago raved by an electric truck in Switzerland and how wonderfully it works. Unfortunately, the bare numbers say something else 4 battery packs 4.1 tons together. Savings from the expansion of the diesel components and installation of electric motors 0.8 tons. This made the truck 3.3 tons heavier, which of course lacks the load. Charging duration to load the battery, 4.5 hours. Wow that I call progress, significantly less load and insanely long loading times, not to mention the range!

  8. Oh well
    Bit petrol, heating oil, flight petrol, water, organic waste (fluxxx generator, bio -waste) or CO² we have enough.

  9. For now….
    The energy-thrown energy densities sorted through the area: 1kg hydrogen corresponds to approx. 3.3 liters of diesel … and 40kg/m3 (700bar) H2 energy density are about 6 times less than a diesel tank. Unfortunately, the efficiency of the diesel engine, hydrogen distiller and fuel cell with 40-45% tank-to-Wheel are almost identical in the truck in the truck. The hydrogen economy must come when we massively expand EE – it is the only technical possibility of storing large amounts of energy. An increasing proportion of EE hydrogen in the natural gas network (this also achieves the domestic heating) would make sense, but this unfortunately excludes the sensitive fuel cell in the vehicle drive. It remains exciting 🙂

  10. Hydrogen of the pipe crepe!
    I’ve just seen a very long video about hydrogen, diesel, electrical drives. To shorten it, who is ready to pay for 100km the "triple"? I don’t mean the par fanatics, but the width mass of humanity.

  11. Would you be with
    The daily crap and unrealistic demands could generate electricity, we no longer need power plant to generate electricity in Europe and would still have enough left to cover the European H2 need even if all vehicles were operated electrically.


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