In WP1 the relevant use cases for hybrid bi-mode vehicles have been analysed based on actual services in Spain, Portugal, Slovakia and Germany to derive the FCHPP working parameters and requirements. Additionally, a study of the hydrogen refulling station options and the boundary conditions for the HRS installation locations have been completed during RP1 and RP2.
WP2 focused on the integration of the Fuel Cell Hybrid Powerpack (FCHPP) in the demonstrator train. An integration study of the FCHPP in the demonstrator train has been completed, ending with the Train Design Freeze of all the electro-mechanical interfaces for the Train Demonstrator. Specific results are the layout of components, mechanical and electrical drawings.
In WP 3 – FC Hybrid Powerpack Development the modular and scalable FCHPP has been defined and the components of the FCHPP have been manufactured and tested at the supplier’s facilities. One set of FCHPP components was sent to CNH2 and integrated in the stationary test bench. The second set of components was sent to CAF and integrated in the train demonstrator.
WP4 focused on testing the FCHPP in a laboratory environment. Once the test bench and test plan were developed and built, the tests with different load collectives have been performed and the FCHPP has been tested and optimised. A video showing the operation of the test bench was produced:
https://youtu.be/mC7EGb9VA7w(opens in new window).
In WP5 the physical integration of the FCHPP in the demonstrator train, the development of the Hydrogen Refuelling Station (HRS) and the demonstration of the H2 Train were performed. Train demonstration started with the first dynamic testing on the line from Huesca to Canfranc in the Pyrenees in 2023. This also marks the first H2 train in the Spanish railway network. For further testing, the train then travelled for several months on different routes, mainly in Aragon, Madrid and Galicia. The scenarios demonstrated included operation in a wide range of power and energy demand conditions and under various climatic and operational conditions. In total the prototype has traveled more than 10,000 km and demonstrated more than 800 km authonomy in H2 mode. During the train’s stay in Galicia, the train crossed the border Portugal, marking the first hydrogen train tested in Portuguese network.
WP6 analysed the proposed FCHPP solution and possible benefits in terms of operational performance and costs compared to the current diesel propulsion. Data from the demonstration and testing campaigns as well as from the refueling with the HRS has been analysed and the required KPIs from the measured and simulated train runs has been derived. A LCC comparison of the Bi-mode H2 train and diesel reference train, which includes factors such as powerpack costs, lifetime and replacements as well as energy prices for hydrogen, traction electricity, and diesel and service profile characteristics, track electrification and annual mileage has been performed. For the example of the service profile Madrid-Soria (59% track electrification), the relevant LCC of the Bi-mode H2-train can reach a break even compared to the DMU train at a hydrogen cost between 5 to 10 €/kg already today with a diesel price of 0.75 €/l.
WP7 focussed on the normative framework for the use of H2 technology in different kinds of railway applications. Starting with the analysis of regulatory gaps together with a network of stakeholders proposals for modification in the normative framework have been developped and spread in the relevant normative groups and networks.
WP8 and WP9 involved the comunication and dissemination activities, the project management and the safety management. A LinkedIn account and the project website www.fch2rail.eu were reqularly updated with the achievements of the project, several workshops have been organised and attended, and the project results have been presented in November 2024 in the FCH2RAIL final conference together with RailLive! 2024 conference in Saragossa, Spain.
