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Nominee 2025

Powerhouse for the climate

Powerhouse for the climate – electric long-haul trucks powered by hydrogen

Christoffer Uhr (Spokesperson)
Kai Weeber
Pierre Andrieu

(f.l.t.r.) Kai Weeber, Christoffer Uhr, Pierre Andrieu

The future of mobility is electric. There is little doubt about that. But how can we achieve fossil-free mobility as widely as possible for all types of vehicles and mobility applications? There is no single answer to this question, as mobility needs vary. Battery-powered vehicles are becoming increasingly popular for passenger cars. Their range is constantly increasing, while charging times are getting shorter and shorter. But what about heavy-duty transport over long distances? Batteries for heavy-duty vehicles are heavy and bulky, and charging times are long for waiting truck drivers. Can batteries replace diesel in this area? Or are there other ways?

Dipl.-Ing. Christoffer Uhr, Dipl.-Ing. Kai Weeber, and Dipl.-Ing. Pierre Andrieu are certain: Yes, there is another way, because they have already taken it. Consistent, focused, and successful. They have developed a fuel cell system, their Fuel Cell Power Module, which generates electricity from hydrogen and enables heavy trucks to be operated electrically and emission-free, without any restrictions on range or payload for transported goods.

To understand how the team has turned this technology into a real long-distance game changer, it helps to understand how a fuel cell works. A fuel cell can generate electricity by consuming a fuel. However, this does not involve combustion, but rather an electrochemical reaction.

In the fuel cell, the fuel oxidizes and converts its chemical energy into electrical energy. If hydrogen is used for this purpose, it oxidizes with oxygen from the air to form pure water. This allows electrical energy to be generated in a fuel cell without flames and without carbon dioxide emissions. A vehicle with a fuel cell therefore runs on electricity in the same way as a battery-powered vehicle. The only difference is that the stored energy is not in a battery, but in the hydrogen carried along.

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But if the fuel cell only replaces the battery, why develop a complex fuel cell and not use existing battery technology? On the one hand, the fuel cell system is less dependent on critical raw materials and geopolitical changes. On the other hand, this is due to the “scale-up.” A truck requires significantly more power than a passenger car. It therefore needs a much larger battery, and that makes it problematic: because a larger battery quickly becomes very heavy. Even in battery-powered passenger cars, the battery accounts for a large part of the vehicle's mass, but here the total weight is not quite as relevant. In a truck, however, weight is crucial because it determines economic efficiency, as a truck and its load may weigh a maximum of 40 tons. The heavier the vehicle itself, the less load it can carry and the less economical it is to operate. If we now weigh a fuel cell truck and a comparable battery-powered truck, we see that the truck with the fuel cell is around four tons lighter, which is a key argument in favor of fuel cells. A 40-ton fuel cell truck can therefore transport around 10 percent more payload than a battery-powered truck – which is a world of difference in the cost- and efficiency-driven freight forwarding industry. In addition, refueling a hydrogen-powered truck is much faster than charging a battery of the size to achieve the corresponding range.

So there is a lot to be said for operating a truck with hydrogen. But that's not the end of the story; this is where it begins. For the three nominees, building a hydrogen-powered drive was more than just replacing a battery with a fuel cell. The team therefore not only developed the fuel cell, but also an entire powertrain with many finely tuned components and a complex control system that can withstand all weather conditions and temperatures from the Sahara to the Canadian polar air, making it suitable for any long-distance journey in the world.

The fuel cell is at the heart of the system developed by the team. It is located where the engine would be in a conventional truck. The hydrogen for the fuel cell is taken from tanks that are pressurized to 700 bar. At the same time, air is forced into the fuel cell via several turbo compressors. The fuel cell, which consists of several hundred stacked cells, then oxidizes the hydrogen with the oxygen in the air using a platinum catalyst to form water, generating electrical energy in the process. This energy either drives the electric motor directly or is temporarily stored in a small battery. The motor is then additionally powered from this battery when load peaks occur. This ensures that the truck always has the power it needs. Since the required engine power of a truck varies greatly depending on whether it is accelerating or braking, going uphill or downhill, the fuel cell can operate as smoothly as possible. This interaction is made possible by a complex control system and is the result of years of development and precision engineering.

Together with their team and automotive partners, Christoffer Uhr, Kai Weeber, and Pierre Andrieu have developed a completely new drive system for heavy-duty trucks that is emission-free, quiet, and economical—electric with a hydrogen fuel cell. Moreover, the three nominees also considered scalable series production for their Fuel Cell Power Module and the recycling of important components and materials. Today, their fuel cell system is in series production in Stuttgart and Chongqing, China. Several thousand trucks equipped with the team's solution are already on the road worldwide.

The political prerequisite for widespread use is the provision of ideally green hydrogen. Hydrogen is not a natural resource, but can be produced, for example, by electrolysis: this involves using electricity to split water into hydrogen and oxygen. While battery-powered vehicles only move electrical energy, hydrogen operation requires several conversion steps: Electricity from renewable energies is used for electrolysis, and the hydrogen produced is converted back into electrical energy in the truck via the fuel cell and drives the electric motor. In contrast to battery-powered vehicles, there are more losses – the conversion of electrical energy to hydrogen and then back into electrical energy. This is often viewed critically when it comes to hydrogen. However, it is still an energy source of the future. The efficiency of a process is particularly important when the process causes emissions overall. In this case, it is important to reduce these emissions, i.e., to achieve greater efficiency. With green hydrogen, efficiency is not the focus, as the entire process from production to consumption takes place without the release of pollutants and emissions. When hydrogen is widely available at filling stations, as stipulated in EU legislation, it will become an equal substitute for fossil fuels and an ideal storage medium for renewable energy generated from sources such as wind and solar power.

With its innovation, the team has reimagined an area of mobility that currently depends almost entirely on the use of diesel fuel. The three nominees are thus making an important contribution to CO2-free mobility. In the mosaic of the energy transition, their innovative engineering achievement is an important addition to battery-powered drives. To stay with the image of the road: it is a multi-lane expansion on the way to an emission-free future.

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Resume

Dipl.-Ing. Christoffer Uhr

24.12.1969

Born in Jugenheim (Bergstraße district), Germany

1990 – 1995

Studies of general mechanical engineering at the Karlsruhe Institute of Technology (KIT)

1995 – 2001

Development Engineer for Inline Pumps and Common Rail Pumps, Robert Bosch GmbH, Stuttgart, Germany

2001 – 2006

Group Leader Development Common Rail Injectors, Robert Bosch GmbH, Stuttgart

2006 – 2011

Head of Development Rail and Injector, Robert Bosch AG, Linz, Austria

2011 – 2012

Product Manager, Common Rail Injectors, Robert Bosch GmbH, Stuttgart

2012 – 2020

Head of Development for Common Rail Injector, Robert Bosch GmbH, Stuttgart

2020 – today

Head of Development for Fuel Cell and Electrolysis, Robert Bosch GmbH, Stuttgart

Patents

2000 – today

5 patent applications, of which 2 are active as of July 10, 2025

Publications

2018

“Renewable Paraffinic Fuels – Pioneer for e-Fuels?!”, 2nd International Conference FEV Zero CO2 Mobility in Aachen

2018

“Common rail injectors for passenger car and commercial vehicle diesel engines“, Diesel Engines Manual

2022

“The launch of the first Bosch fuel cell system”, 43rd International Vienna Motor Symposium

2022

“Bosch’s Heavy Duty Fuel Cell System - The Powerpack for Long Haul Trucks”, 31st Aachen Colloquium Sustainable Mobility

Other Activities

2025

Lecture "Power Solutions for CO2-Neutral Energy Sources", FKFS Research Institute, Stuttgart

2024/2025

Lectures at high schools in Bruchsal on the topic of "The Hydrogen Economy"

Dipl.-Ing. (FH) Kai Weeber

19.02.1970

Born in Leonberg (Böblingen district), Germany

1987 – 1991

Information Technology Training, Siemens AG

1991 – 1993

Community service

1993 – 1997

Studies of Electrical Engineering with a focus on Control Engineering at Heilbronn University, Germany

1997 – 2000

Engineer for Vehicle Dynamics Control Systems, Robert Bosch GmbH, Schwieberdingen, Germany

2001 – 2007

Project Manager Driver Assistance Systems, Robert Bosch GmbH, Leonberg, Germany

2007 – 2011

Group Leader System Development Occupant Protection Systems, Robert Bosch GmbH, Schwieberdingen

2011 – 2014

Head of Research Group, Hydrogen Technologies, Robert Bosch GmbH, Schwieberdingen

2015 – today

Program Director, Chemical Energy Converters, Research and Advanced Engineering, Robert Bosch GmbH, Renningen, Germany/Wuxi, China/Sunnyvale, USA

Patents

2000 – today

57 patent applications, of which 22 are active as of July 10, 2025

Publications (selection)

2018

“Changes in Power Generation And Distribution And The Role of SOFC“, EFCF, Luzern

2020

“Solid Oxide Fuel Cell In a Changing Energy Landscape“, TU München

2021

“The Importance of Mobile Fuel Cells in the Context of the Energy Transition,” Future Mobility Congress, Stuttgart

2022

“Market Launch of the First Fuel Cell System from Bosch”, 43rd International Vienna Motor Symposium

2023

“Hydrogen Economy: Electrolysis & Fuel Cells for Stationary and Road Based Applications”, VDI Forum, Ulm

Other activities

 

Member of the Hydrogen Advisory Board of the State of Baden-Württemberg
Member of the Board of Trustees of the Center for Solar Energy and Hydrogen Research Baden-Württemberg
Auditor of national research institutions

Dipl.-Ing. Pierre Andrieu

17.01.1978

Born in Sainte Catherine-Les-Arras, France

1998 – 2001

Studies in General Mechanical Engineering / Production Engineering at the École d'ingénieur ENSIAME – Valenciennes university, France
Master’s degree in Business Administration and Management, Valenciennes university

2001 – 2006

Development Engineer unit injector, Robert Bosch GmbH, Rommelsbach, Germany

2011

Certification “Project Management Professional“ (PMP), Project Management Institute (PMI)

2006 – 2012

Project leader development Common Rail Injector, Robert Bosch GmbH, Stuttgart, Germany

 

2013 – 2018

Platform Project leader development Common Rail Injector, Robert Bosch GmbH, Stuttgart

2018 – 2021

Group leader development Common Rail Injector for European customer projects, Robert Bosch GmbH, Stuttgart

2021 – today

Project- / Department director for platform / customer projects Fuel Cell, Robert Bosch GmbH, Stuttgart

Patents

2010

WO2010000507A1 – Solenoid valve, fuel injector, and method for the production thereof

Honors and Awards

2022

Bosch Innovation Award for Fuel Cell Power Modul (FCPM)

Contact

Coordination and Press

Jörn Ebberg
Robert Bosch GmbH
External Communications
Postfach 10 60 50
70049 Stuttgart
Mobile: +49 (0) 172 / 57 31 347
E-Mail: Joern.Ebberg@de.bosch.com
Web: www.bosch.com

Sprecher

Christoffer Uhr
Robert Bosch GmbH
Power Solutions
Postfach 30 02 20
70442 Stuttgart
Mobile: +49 (0) 172 / 81 89 628
E-Mail: Christoffer.Uhr1@de.bosch.com
Web: www.bosch.com

A description provided by the institutes and companies regarding their nominated projects

Powerhouse for the climate – electric long-haul trucks powered by hydrogen

Climate change is the greatest global challenge of our time. Greenhouse gases such as carbon dioxide (CO2) are causing global warming. Alongside industry and buildings, road traffic is one of the main sources of CO2. At the same time, the transportation of goods and freight by road is the backbone of the global economy and continues to grow. A team of Bosch engineers comprising Christoffer Uhr, Kai Weeber, and Pierre Andrieu has developed a solution for powering trucks with hydrogen that generates no CO2 and can be used worldwide: the fuel-cell power module (FCPM).

The FCPM converts hydrogen and oxygen into electricity using proton exchange membrane (PEM) technology. This makes it easy to power a 40-ton truck with electricity. Apart from waste heat, all that remains is pure water – no pollutants, no CO2. The module is designed to fit into the space that in over 95 percent of all trucks was previously occupied by the combustion engine. This is an advantage for truck makers since they can build on existing vehicle platforms.

Freight forwarders and logistics companies also benefit, because the FCPM allows them to use the hydrogen trucks just as they would diesel-powered ones: the system offers high levels of robustness and durability for the vehicle’s entire service life, as well as short times for hydrogen refueling of around 20 minutes and long ranges of up to 1,000 kilometers. Added to this is virtually whisper-quiet operation without vibration and the certainty of being able to comply with all current and future climate regulations.

The fuel cells are the heart of the power module. At first glance, they are not very spectacular. They are only roughly the size of a standard envelope, and weigh less than 100 grams. To make them capable of propelling a heavy truck, several hundred fuel cells are combined. This combination, known as a stack, provides a total electrical output of more than 100 kilowatts. Depending on the requirements, two stacks can be installed in a fuel-cell power module, resulting in a system output of over 200 kilowatts.

For the FCPM, Bosch drew on knowledge gathered over decades of research and development work in powertrain components. The pre-development project for the current drive module started back in 2014. Bosch is leveraging its collective manufacturing expertise as well: in the long run, more than half the value added is to be created in-house, and Bosch’s special-purpose machinery unit will provide more than 50 percent of the manufacturing equipment needed. Knowledge is also being shared in areas such as assembly, testing, coating, and laser welding technology. Consisting of more than a thousand individual parts and weighing around 500 kilograms, the FCPM is the most complex system Bosch has ever developed in its almost 140-year history. Volume production launched in Stuttgart-Feuerbach in mid-2023 and a little later in Chongqing, China. When manufacturing mobile fuel-cell systems, one of the technologies used is high-speed laser welding. This process originated in injector production and makes the 1.2 kilometers of weld seams in each stack hydrogen-tight – something only Bosch can do.

Apart from the stack, the system contains many other components, including a hydrogen metering valve, a hydrogen recirculation pump, and an electric air compressor. Together, they ensure that the fuel cells are supplied with hydrogen and oxygen, so that the molecules can react there to generate electricity. That electricity powers the vehicle’s motor directly and is also stored in a backup battery. Unlike in purely battery-electric heavy trucks, the battery in a fuel-cell truck weighs much less. Overall, a heavy truck with a fuel-cell powertrain is around 4 metric tons lighter than a comparable commercial vehicle with today’s battery technology – this is good news for the truck’s available payload. Another point that shouldn’t go overlooked is that, unlike batteries, hardly any critical raw materials are used in constructing the FCPM.

The FCPM is already on the road in several thousand trucks worldwide. In Europe and North America in particular, the further ramp-up depends on the political course set for the rapid expansion of a hydrogen economy. Meanwhile, the systems in operation are feeding in data for further development. The FCPM actually has a double existence: one in reality and one as a digital twin in virtual space. Bosch uses this to collect specific information on things like temperature, pressure profile, and wear, drawing key findings that have already been incorporated into the development of the second generation.

The FCPM isn’t just an automotive component; it’s also a building block of the urgently needed hydrogen economy. As long as trade is conducted worldwide and goods and freight are transported across national borders and continents, there will be a need for a chemical energy source. From Bosch’s point of view, hydrogen is the ideal choice. It can be produced anywhere in a climate-neutral way, it can store surplus renewable energy, and it can be transported by pipeline, ship, or truck.

In addition, the FCPM can power ships or, say, provide data centers with renewable electricity. Bosch also uses the PEM technology developed for the FCPM for other solutions. One of these involves reversing the principle of the fuel cell: instead of generating electricity from water and oxygen, the company also offers technology for electrolyzers that produce hydrogen from water and renewable electricity – climate friendly, without any CO2.

About Bosch
The Bosch Group is a leading global supplier of technology and services. It employs roughly 418,000 associates worldwide (as of December 31, 2024). The company generated sales of 90.3 billion euros in 2024. Its operations are divided into four business sectors: Mobility, Industrial Technology, Consumer Goods, and Energy and Building Technology. With its business activities, the company aims to use technology to help shape universal trends such as automation, electrification, digitalization, connectivity, and an orientation to sustainability. In this context, Bosch’s broad diversification across regions and industries strengthens its innovativeness and robustness. Bosch uses its proven expertise in sensor technology, software, and services to offer customers cross-domain solutions from a single source. It also applies its expertise in connectivity and artificial intelligence in order to develop and manufacture user-friendly, sustainable products. With technology that is “Invented for life,” Bosch wants to help improve quality of life and conserve natural resources. The Bosch Group comprises Robert Bosch GmbH and its roughly 490 subsidiary and regional companies in over 60 countries. Including sales and service partners, Bosch’s global manufacturing, engineering, and sales network covers nearly every country in the world. Bosch’s innovative strength is key to the company’s further development. At 136 locations across the globe, Bosch employs some 87,000 associates in research and development.

The company was set up in Stuttgart in 1886 by Robert Bosch (1861–1942) as “Workshop for Precision Mechanics and Electrical Engineering.” The special ownership structure of Robert Bosch GmbH guarantees the entrepreneurial freedom of the Bosch Group, making it possible for the company to plan over the long term and to undertake significant upfront investments in the safeguarding of its future. Ninety-four percent of the share capital of Robert Bosch GmbH is held by Robert Bosch Stiftung GmbH, a limited liability company with a charitable purpose. The remaining shares are held by Robert Bosch GmbH and by a company owned by the Bosch family. The majority of voting rights are held by Robert Bosch Industrietreuhand KG. It is entrusted with the task of safeguarding the company’s long-term existence and in particular its financial independence – in line with the mission handed down in the will of the company’s founder, Robert Bosch.

Additional information is available online at www.bosch.com, www.bosch-press.com.

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