Mercedes-Benz GenH2: The first customers are rolling out

Liquid hydrogen Mercedes-Benz GenH2: The first customers are rolling out

2024-07-26 From Thomas Günnel | Translated by AI 4 min Reading Time

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Daimler Truck has delivered the first "GenH2" fuel cell trucks to customers. Five companies are now testing the trucks daily in their fleets.

Five fuel cell trucks are on the road in customer operation for a year.(Image: Daimler Truck AG) — Five fuel cell trucks are on the road in customer operation for a year.
(Image: Daimler Truck AG)

Daimler Truck has handed over the first "GenH2" fuel cell trucks to customers. Five companies are now testing the hydrogen-powered tractor units for a year in daily long-distance transport. Amazon will use the truck in its logistics network in Germany, Air Products for the transport of bottled gases, Wiedmann & Winz for sea containers, Holcim for construction logistics, and Vervaeke, the logistics company of Ineos, for PVC and vinyl transport.

The five trucks are on specific routes—due to the still limited availability of appropriate filling stations. Around 1,000 kilometers of range with a tank filling of just over 80 kilograms of liquid hydrogen still allow flexibility. And: All the companies involved can literally find out whether the drive technology can withstand everyday logistics.

"We will gradually stress-test the possible range," announced Benoit Robinot-Bertrand, who is responsible for transport at Amazon in Europe. The development team at Daimler Truck is looking forward to the insights from these stress tests. They will be incorporated into the series development of the trucks, which the truck manufacturer wants to complete by the end of this decade.

Test for trucks and filling stations

At the same time, the test phase will show whether the filling stations can meet the requirements. Only two should be sufficient for testing. The first was put into operation by Daimler Truck and Linde Engineering at the beginning of February in Wörth am Rhein (Germany). There, liquid, cryogenically cooled hydrogen enters the tanks of the trucks. "Liquid hydrogen has a significantly higher volumetric energy density," explained Rainer Müller-Finkeldei, Head of Product Development at Mercedes-Benz Trucks, the decision.

This means: More hydrogen fits into the tanks per volume, the truck can drive further. Daimler Truck managed 1,047 kilometers (approx. 650 miles) with a prototype of the GenH2—in one piece and with the full 40 tons. The biggest advantage for the operators of the trucks: Refueling takes a maximum of 15 minutes—just as long as with a diesel tank. The second hydrogen filling station is currently being built in the Duisburg area.

Liquid hydrogen easier to handle

The hydrogen is stored in the truck tanks at minus 253 degrees Celsius (-423.4°F); and at a maximum pressure of 16.5 bar. It is 71 kilograms (156.53 lb) per cubic meter in this state. Gaseous hydrogen reaches 42 kg/m³ at 700 bar. For the transport of hydrogen, the liquid state is ideal compared to the alternatives.

"In the long run, liquid hydrogen is the right way—we are convinced of that," explained Rainer Müller-Finkeldei. The tanks are lighter and cost less than pressure tanks for gaseous hydrogen. The hydrogen stored in liquid form at the filling stations can be converted into gaseous form. Assuming the appropriate technology, trucks with gas pressure tanks can also refuel here.

Daum and Müller demand commitment for infrastructure

Whether gaseous or liquid hydrogen: "CO₂-neutral vehicles alone will not be sufficient to make sustainable transport a success. This also requires an appropriate charging and refuelling infrastructure, as well as cost parity with conventional vehicles," said Daimler Truck CEO Martin Daum at the project start. "Politics and energy companies are already active here, but we urgently need even more momentum, and on a Europe-wide scale!"

VDA President Hildegard Müller shared his opinion. "The manufacturers have the corresponding models in development and production, now the political framework conditions must finally be created," she said in Wörth am Rhein. "An urgent need is to build a network of hydrogen filling stations and the associated infrastructure that meets demand. There is an urgent need for action here for politicians, the Federal Network Agency and the energy industry."

Gallery

Each of the vacuum-insulated hydrogen tanks can hold 44 kilograms of hydrogen.(Image: Thomas Günnel - Vogel Communications Group)

The "fuel nozzle" is somewhat more complex than that for diesel tanks.(Image: Thomas Günnel - Vogel Communications Group)

Vervaeke, the logistics company of Ineos, transports PVC and vinyl in the tank trailer.(Image: Daimler Truck AG)

Holcim uses a silo trailer for building material logistics.(Image: Daimler Truck AG)

Gallery with 8 images

At least: The long-distance pipeline operators have recently submitted their application for the hydrogen core network to the Federal Network Agency. The core network is the basis for a nationwide hydrogen infrastructure—and is to be gradually put into operation by 2032. A total of 9,666 kilometers (6,006 miles)of pipelines are planned, 60 of which already exist and are being converted to hydrogen. The Federal Network Agency intends to approve the application within two months.

Technical data of the GenH2 hydrogen truck

The GenH2 is comparable to a diesel counterpart in terms of pulling power, range and performance. Around 25 tons of payload are possible, with a total tractor weight of 40 tons. The fuel cell system—a development of the Daimler-Volvo joint venture Cellcentric—delivers twice 150 kilowatts.

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In the series version, a combined system is conceivable. For the tests, there are two: Should one fail, the truck remains mobile. The buffer battery with a capacity of 70 kilowatt hours and temporarily up to 400 kilowatts of power, would be enough for 20km (12,4 miles) to 30 km (18.6 miles) on its own. The battery is charged during coasting by means of recuperation—with plenty of potential: "When we arrived at the top of the mountain during the altitude test, the battery was almost empty," described a developer involved in the test drives. "At the bottom of the mountain, the battery was full again."

The two electric motors deliver twice 230 kilowatts in continuous operation and twice 330 kilowatts at maximum in the pre-series version. The torque is twice 1,577 Newton meters or twice 2,071 Newton meters.

The two liquid hydrogen stainless steel tanks each hold 44 kilograms. The stainless steel tank system consists of two interlocking tubes. They are connected and vacuum insulated. How well this works is shown by the fact that the hydrogen maintains its state without active cooling and despite the low temperatures in the tanks. "Evaporating hydrogen only becomes noticeable after a week of standing," described Rainer Müller-Finkeldei. "A weekend is not a problem depending on the fill level."

No problems: This is also what Martin Daum expects. When asked about a detail of the testing that he was not familiar with, which is more likely to be located in the development team, the CEO confidently replied: "As CEO, I assume that my team solves the problems." The coming weeks and months will show whether this has been achieved.