The certifications validate the specific safety and compliance standards set forth by the American National Standards Institute (ANSI) and CSA Group, a worldwide standards organization based in Canada.

“With our stationary Toyota fuel cell earning ANSI/CSA FC 1 and FC 6 certifications, there’s now a significantly lower barrier to adoption [of stationary power generator applications],” said Thibaut de Barros Conti, vice president of Toyota Hydrogen Solutions. “These rigorous certifications should put customers at ease when it comes time for their businesses to make investments into more environmentally conscious power generation.”

Hydrogen fuel cells provide an alternative to traditional combustion power generation, with potentially lower environmental impact, depending on how the hydrogen is produced. They work by combining gaseous hydrogen and oxygen in an electrochemical process to produce electricity, resulting in only water vapor as exhaust.

Stationary fuel cell power generators are often allowed to operate with fewer restrictions than traditional internal combustion generators, given they create no carbon emissions at the point of use and produce fewer sound emissions. As fuel cells are often allowed to operate without interruption as long as there’s a fuel source, they can help with peak shaving – augmenting the electrical grid – or even serve as a remote power source in areas not connected to a grid, such as disaster response sites or remote facilities.

In related news, Toyota Motor Europe opens digital hub in Wrocław

Launched in early 2023, Project Cavendish is a £9.8m (US$13.2m) program supported by the Advanced Propulsion Centre UK (APC) to develop end-to-end hydrogen powertrain capability for heavy-duty applications and enable the UK’s transition to net zero transportation. As part of the project, Mahle Powertrain has upgraded its testing infrastructure in Northampton for hydrogen operation.

“This milestone demonstrates that hydrogen combustion has a place as a clean fuel in the heavy-duty market,” said Jonathan Hall, head of research and advanced engineering at Mahle Powertrain. “Achieving the target torque and low raw engine-out emissions from a hydrogen-fueled 13-liter heavy-duty engine represents a significant step forward, both for Mahle Powertrain and for the wider industry, as we move toward practical hydrogen combustion solutions for heavy-duty applications.”

Achieving target torque is just the first step, says Mahle; the bigger challenge in hydrogen combustion is controlling NOX emissions. The measured raw engine-out emissions of its converted engine are very low and the addition of a simple selective catalytic reduction (SCR) aftertreatment system will enable the tailpipe emissions to be significantly less than EU VII limits. The measured particulate emissions were negligible and readily manageable using existing particulate filter technology. The results demonstrate that hydrogen combustion engines offer a practical, fast-to-market pathway toward zero-carbon heavy-duty transportation.

Project Cavendish also aims to facilitate wider hydrogen adoption by creating opportunities for external partners to undertake hydrogen engine testing at Mahle Powertrain’s facility in Northampton. The site serves as a center of excellence for the design, development, calibration and testing of all aspects of hydrogen and renewable-fuel powertrain engineering. Mahle Powertrain has reported growing interest from new customers and expects commercialization of its hydrogen and renewable fuels infrastructure to expand significantly over the coming year.

The project brings together expertise from Mahle Powertrain, Phinia, BorgWarner, Cambustion, Hartridge and Oxford Brookes University to deliver the next generation of hydrogen combustion technology.

In related news, Volvo begins on-road testing of hydrogen ICE heavy trucks

The Future of Automotive Testing Conference

This day of high-level content will explore various topics and provide an engaging opportunity to learn from and connect with industry peers. Situated among the exhibits, it will have a relaxing atmosphere, and visitors will be able to dip in and out at their leisure. A highlight will be ATTI’s on-stage interview with Jon Quigley, who worked for Volvo for many years and now runs his own company, Value Transformation. With his broad experience and portfolio of contacts, he’s a very good person to know. He loves sharing his thoughts, too, hence his new gig as ATTI’s regular columnist.

Read Quigley’s latest column on p36 of the September issue.

Also during the conference, Venkat Adusumalli, software engineering manager at Stellantis, will reveal how Stellantis is using AI to accelerate E/E system testing and validation workflows. Click here for a pre-show interview with him.

Innovation Showcase

The free-to-attend Innovation Showcase also provides an interactive platform for learning about new technologies. Speakers will welcome questions and discussion after their presentations, making it a great way to explore ideas together. Like the conference, it will take place within the main hall, so it will be very easy to listen in while wandering through the exhibits, or to come and go throughout the day.

Technology debuts

The industry is moving quickly and it can be a challenge to keep up. Every year there is an abundance of new technologies on display. Some are incremental improvements to existing products, others are entirely new. It’s always surprising how companies find ways around bottlenecks. Often, these developments emerge from ongoing conversations between supplier and customer, ultimately benefiting multiple companies.

Read ATTI‘s comprehensive expo preview in the September issue.

Face-to-face discussions  

It sounds obvious, but the most fruitful conversations are usually the ones that happen in person – it’s how journalists find the best stories. Year after year, exhibitors and visitors report having forged unexpected collaborations at the show, in the form of technology tie-ups or service partnerships.

Detroit’s revival 

A lot of money has been plowed into Detroit in recent years, as evidenced by the stunning renovation of Michigan Central Station, which is well worth a visit. Much of the investment has been in the tech sector. Eleven years ago – when the station was still derelict – ATTI took a tour of some of the labs at GM and what was then the FCA headquarters (see The right wave length, November 2014, Seasonal highlights, September 2015, and Powerbase, March 2015). The facilities were impressive then and are even more so now, thanks to several years of investment in innovation leading to Detroit’s resurgence as an automotive powerhouse.

Visit the Automotive Testing Expo North America website to secure your FREE pass, which will give you access to the expo, the Future of Automotive Testing Conference and the Innovation Showcase

“The launch of the first-ever fuel cell production model from BMW in 2028 will add another exceptionally efficient high-performance drive system with zero emissions to our technology-open product portfolio,” said Joachim Post, a member of the board of management of BMW AG. “The choice of Steyr as the production location clearly demonstrates our commitment to a European innovation footprint. The BMW competence centers in Munich and Steyr have a key role to play in the development of pioneering fuel cell systems.”

Compact, powerful, efficient

The first generation of the fuel cell drive system was supplied entirely by the Toyota Motor Corporation (Toyota) and was fitted in the BMW 535iA back in 2014. The second generation made its debut in the current BMW iX5 Hydrogen pilot fleet. This time, BMW has developed the overall fuel cell system itself, while the individual fuel cells came from Toyota.

For the latest generation, the BMW Group and Toyota jointly developed the powertrain system for passenger vehicles, with the core fuel cell technology creating synergies for commercial and passenger vehicle applications.

The third generation has reduced the space taken up by the fuel cell system by 25% as the increase in power density has enabled a compact construction compared with the preceding generation. The system is set to be substantially more efficient than its predecessor thanks to upgraded individual parts that are based on the drive technology jointly developed with Toyota, and improved operating strategies. These advances result in increased range and output combined with lower energy consumption, which represents a significant improvement over the second generation.  The latest fuel cell can also be integrated into future vehicle architectures.

Technological expertise: Munich

BMW is making prototypes of the highly efficient fuel cell systems at the company’s competence center for hydrogen in Munich. An electrochemical reaction takes place in the fuel cell, which involves hydrogen from the tanks reacting with oxygen from the air. This reaction produces electricity that powers the electric motor and thereby supplies the vehicle with energy.

The fuel cell system comprises not only the fuel cells themselves but also all the components and systems needed for their efficient operation. These include the cooling system and hydrogen and air subsystems.

Prototype production is currently focused on development and validation of the assembly and testing processes, with particular attention paid to industrialization, quality assurance and scalability in the longer term. In parallel, the prototypes are being used to develop an operating strategy and for validation on both a system and a vehicle level. These steps aim to prepare the technology for series production.

Series production: Steyr

Production of the fuel cell systems is due to get underway in 2028 at BMW Group Plant Steyr. New test rigs and production facilities are being built, and buildings are being modified to incorporate the drive technology and refine it.

“We are proud to be producing another innovative drive technology at Plant Steyr in the future alongside the latest generation of electric motors and combustion engines,” said Klaus von Moltke, senior vice president of engine production at BMW and director of BMW Plant Steyr. “This, together with the development expertise we have available on-site, makes our plant a prime example of the BMW Group’s technology-open approach.”

Component manufacture: Landshut

Landshut is responsible for manufacturing components for the fuel cell vehicles. Construction of hardware and equipment for the series production of the BMW Energy Master will start in late May 2026. The BMW Energy Master controls the supply of power in the vehicle across a range from 400- 800V. It also acts as the interface for data from the high-voltage battery. This control unit is supplemented by various components that are specifically required for the fuel cell application. Production of the prototypes will begin in mid-2026.

In related news, Siemens Digital Industries Software recently announced that Nidec Corporation has adopted Teamcenter X software from the Siemens Xcelerator portfolio of industry software, with the goal of achieving innovative motor development and supply, and setting new industry standards, including automotive

The FullStack TS research project, which focused on heavy-duty applications, has now been completed. The EIS system was successfully integrated into the recently developed test stand for full-stack fuel cells with an output of up to 200kW by MS2 Engineering und Anlagenbau, and was put into operation at the Fraunhofer Institute for Solar Energy Systems in Freiburg, Germany.

Electrochemical impedance spectroscopy can be used to obtain valuable information about the processes taking place inside a bipolar electrochemical system. In the case of a PEM fuel cell, for example, internal cell resistance or membrane moisture content can be measured. The measuring systems have a decentralized design with compact, galvanically insulated measuring heads mounted directly on the cell stack, which provides high signal fidelity, short cable runs and increased safety.

The multi-channel EIS modules offer time-synchronous measurements on a large number of channels at comparatively low measurement costs.

“Our aim was to make high-resolution, multi-channel EIS measurements economically feasible and technically robust, even under harsh environmental conditions” said Wolfgang Neu, managing director of Smart Testsolutions. “The newly developed MCM U02AC modules achieve this through a combination of robust industrial hardware, modular design and powerful software that simplifies operation and data analysis.”

Due to its modular design and temperature resistance, the solution can also be used in other electrochemical systems such as batteries, electrolyzers and redox flow batteries with slight modifications.

In related news, Johnson Matthey (JM) recently upgraded its Gothenburg site to strengthen its heavy-duty vehicle testing capabilities. JM has expanded its H2 ICE capabilities, scaling up its ability to test with engines. Read the full story here

The facility will test the performance of catalysts within the wider engine aftertreatment and control systems.

Upgrades to the testing capabilities will include the facility’s own hydrogen supply and storage area (H2 at max. 500 bar) with ​ compressor and intermediate storage tank, control/safety system for compressor/storage, and hydrogen flow meter and analyzer. There will also be a test cell upgrade to support H2 ICE engines up to 600kW (800hp), a safety system, multiple gas sensors and new fire detection sensors, as well as the adaptation of conventional exhaust measuring instruments.

Tauseef Salma, chief technology officer at Johnson Matthey Clean Air, said, “With a rich heritage in tackling air pollution, Johnson Matthey is continuing to invest in its world-class testing facilities and maintaining our leading role in heavy-duty road transportation.

“The upgrade of our testing capabilities in Gothenburg to include H2 ICE is a real show of our backing to this technology, as we seek to unleash the potential of hydrogen mobility. Across Europe and elsewhere, we cannot rely on battery electric vehicles alone to solve our challenges. H2 ICE is already a ready-to-go technology with hydrogen solutions in road transport maturing, reliable and essential if we are to meet our decarbonization and climate goals.”

In related news, Kistler recently launched the 4012A absolute pressure sensor for hydrogen pressure measurements, designed to deliver reliable measurements to optimize hydrogen-fueled combustion engines and for pressure monitoring in fuel cells

The project will deliver solutions and a clear upgrade path to enable hydrogen combustion using current platforms and infrastructure. It involves Mahle Powertrain’s flexible testing facility in Northampton, combined with the company’s experience with alternative fuels such as hydrogen and methanol.

“Hydrogen combustion engines (H2 ICE) are well suited to heavy-duty, long-distance applications that are hard to electrify,” said Jonathan Hall, Mahle Powertrain’s head of research and advanced engineering. “Its use allows industry to take advantage of years of development and investment as a means to accelerate the transition toward net zero.”

The EU’s recently revised CO2 standards for heavy-duty vehicles require a 45% reduction in CO2 emissions by 2030, rising to 65% by 2035 and 90% by 2040. In response to this legislation, the UK government has committed £8.3bn (US$10.3bn) for Great British Energy – a new, publicly owned, clean-energy company – to invest in the hydrogen industry and up to £21.7bn (US$27bn) for large-scale infrastructure projects.

Project Cavendish draws on the experience of several partners including Phinia, BorgWarner, Cambustion, Hartridge and Mahle Powertrain to develop novel fuel-injection systems and supporting turbocharging parts that can be ready for high-volume production in time to meet legislation.

Mahle’s recently expanded Northampton facility has the capacity to hold two tube trailers on-site, with rapid switch-over between them to ensure a near-continuous supply of hydrogen. Upgraded engine dynamometers with a 900kW/4,000Nm nominal capacity can support key heavy-duty demands, while in-house-designed control systems and software ensure safety.

The blower recirculates unused hydrogen to improve hydrogen consumption and performance. The system is efficient as it draws minimum power from the fuel cell to reduce hydrogen usage.

The recirculation blower works with ZF’s fuel cell air compressor, announced in April 2023. The compressor delivers air to the fuel cell stack, facilitating the reaction between hydrogen and oxygen. Together, these products form part of ZF’s Balance of Plant (BoP) portfolio. The hydrogen recirculation blower is built to be durable throughout the lifetime of the commercial vehicle, helping to reduce the total cost of ownership.

“ZF has applied its extensive expertise in system integration and air bearing systems to develop these innovative products,” said Dr Christian Brenneke, head of innovation and development at ZF’s commercial vehicle solutions division.

The blower is compact, lightweight and optimized for efficiency, being based on the turbomachinery concept. Its high-speed electrical motor can reach up to 100,000rpm, using air-bearing technology to eliminate the need for lubrication and prevent contamination of the fuel cell stack. This ensures optimal efficiency and high mass flows. The system also includes an integrated inverter that supports 800V high-voltage systems.

ZF’s hydrogen recirculation blower is compact as it uses a patented electric media-gap motor technology – the water separator is integrated directly into the device, eliminating the need for active cooling.

Starting in 2025, Yamaha will focus on developing and verifying techniques for melting aluminum alloy with hydrogen gas. This includes comprehensive testing of the necessary facilities and equipment. By the end of 2026, Yamaha aims to complete the development of these technologies and plans to gradually implement them in its domestic and international casting factories beginning in 2027.

This initiative, says Yamaha, is part of its broader efforts to reduce Scope 1 CO2 emissions across the lifecycles of its products. Currently, the thermal energy required for melting aluminum alloys in the manufacture of cast parts for motorcycles, outboard motors and other products is provided by natural gas and other fossil fuels.

Yamaha says that electrification is not energy-efficient for the melting process due to its high heat requirements, and as a result it is exploring hydrogen energy, which it has already been studying as a means to reduce Scope 3 emissions.

The verification testing will assess the impact of hydrogen gas on quality and develop temperature control techniques using hydrogen burners. Yamaha says it is also considering the introduction of equipment for producing green hydrogen and methanation equipment through joint research with Shizuoka University to produce e-methane without external heat sources.

The company is also working on developing low-cost hydrogen gas production equipment and technologies for capturing and reusing CO2 from exhaust gases.

The facility can hold two tube-trailers on-site with rapid switch-over functionality, to ensure a near-continuous supply of hydrogen, and features upgraded engine dynamometers with a 900kW, 4,000Nm nominal capacity. These updates support the growing demand for hydrogen powertrain development and testing for both light and heavy-duty applications.

Currently, the facility is used for developing hydrogen fuel cell systems, hydrogen combustion engines and testing hydrogen-fueled vehicles.

Mahle Powertrain says it will soon begin work on developing an H2-ICE concept, aimed at converting existing heavy-duty diesel engines to hydrogen combustion. This approach will leverage existing infrastructure, to support the transition to net-zero mobility without the need for complete engine replacement.

“Off-highway, heavy-duty and marine sectors are increasingly looking to hydrogen combustion engines as a way of decarbonizing their emissions in areas where electrification isn’t suitable,” said Simon Reader, director – global engineering services, Mahle Powertrain. 

The facility’s hydrogen supply system adheres to the British Compressed Gases Association (BCGA) guidelines for storage and handling, according to the company, and each test cell is equipped with a Mahle Powertrain-designed system for monitoring and safely handling potential gas leaks.

“This expansion is in response to strong demand from our customers for this type of work. It equips our test cells with a dedicated hydrogen supply to create a facility that can perform rigorous testing on even the most heavy-duty engines and their increased weight and torque characteristics,” added Reader.