Toyota delivers cells for hydrogen train

Toyota delivers cells for hydrogen train-cells

Toyota drives the clean rail transport: As a member of the European Consortium “Fuel Cell Hybrid Power Pack for Rail Applications” (FCH2Rail), the Japanese Group now provides fuel cell modules for a hydrogen train. That’s even there is emission-free on the road, where there is no electrical overhead line.

The potential is great. Just half of all railways in Europe are electrified according to Toyota, on the other way, mainly diesel locomotives are used. The EU project launched at the beginning of the year, which besides Toyota more partners from Germany, Belgium, Spain and Portugal, wants a hybrid model. Upper lines are available, the train removes the current. Otherwise, the energy comes from the “Fuel Cell Hybrid Power Pack”.

“We want to show that such a bimodus train is a competitive and environmentally friendly alternative to the diesert train,” says Project Manager Holger Dittus from the Institute for Vehicle Concepts at the German Aerospace Center (DLR). The modular drive system can be customized. More hydrogen tanks increase the range, while the number of fuel cell and battery modules affect the drive power. As a result, a train can be designed individually – both for the passenger and for freight transport.

Within four years, a budget of 14 million euros a corresponding drive system is to be developed, tested and approved. The project is funded with ten million euros from the technology initiative “Fuel Cells and Hydrogen 2 Joint Untertaking”.

As part of the project, an electric transport train of the Spanish manufacturer CAF is rebuilt, which is provided by the Spanish state railway Renfe. One of the central components of the energy system on board are the packaged fuel cell system modules from Toyota Motor Europe (TME), while CAF supplies the batteries and power converters.

Toyota takes here on his experiences with the now in second model generation fuel cell sedan Mirai back. At the end of February, Japanese car manufacturers had also announced the commercial distribution of compact fuel cell system modules suitable for different applications – on the road and rail, but also on the water.

First function tests with the train prototype and test runs for the approval will take place on Spanish and Portuguese railways. The Spanish hydrogen research center Centro National de Hidrogeno (CNH2) was entrusted, among other things, with the construction of a hydrogen gas station for refueling the prototype. The waste heat of the fuel cells should also be used for heating and air conditioning of the train.

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5 thoughts on “Toyota delivers cells for hydrogen train”

  1. Time again the “conglomerate of H2 and public funding” … But even with trains, the battery supply makes significant progress:

    Bombardier probably tests the talent 3 in the battery version (Z.B. Oberalp)
    [Information can be z.B. Read at ClimatePorter PKT DE!]

    Its batteries are loaded

    • With the help of recovered braking energy
    • or
    • while driving on already electrified routes
    • or
    • At stops possibly. Also under »a bit« overhead line, but only “20 m” but no full route electrification is required
    As soon as the train goes to non-electrified routes, the batteries mounted on the roof supply the necessary power – currently for RD. 100 km RW available – environmentally friendly and efficient.

    The charging power per upper line should be able to be up to 1 MW. and in Rd. Allow a charge for 30 minutes. The majority of all diesel lines in -D- is less than 70 km, so would be suitable at short notice!

  2. At the railroad, hydrogen makes less sense than on the road.

    1. Compared to hydrogen tank higher battery weight is less important because the rolling resistance is particularly low on the rail
    2. With the large batteries of a battery electric tension can be better recuperated than in hydrogen hybrid drive.
  3. So, what I’m interested in determining – when it comes to hydrogen, Mark Muller is always there – and will not tire the ever-like arguments.
    Since we just want to hope that Africa will subordinate the western hydrogen to hydrogen, and does not want to keep the cheap Solarstom in the end, to become a so great industrialized country as well as Germany.
    But if you already get our industrial waste and our electronic waste, you will surely take our old diesel and pay with hydrogen.
    Time wants Tell

  4. It would not be easier and better to expand the electrification of the web? Only as a question … maybe it would be time to provide diesel locomotives with reasonable exhaust gas purification.
    And talk about gray hydrogen from environmentally friendly, I find fairly three.

  5. Almost anyone who argues against hydrogen uses the argument of the high transformation losses. The problem is that the overall consideration is ignored. To safely supply Germany with energy, at least 100 TWh memory is needed. Today already has the natural gas network 200 TWh storage capability. There are also a few hundred twh mineral oil.

    Suppose it is no longer used 2050 mineral oil and no natural gas natural gas, then hydrogen must be used in large quantities.

    I have a wish – who this comment “Down Voted”, please write how it works differently. I like to learn about it.


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