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Toyota to Use its Fuel Cell Hybrid Bus at 2005 World Expo


Toyota is providing fuel cell hybrid-electric buses to shuttle visitors between the two expo sites of the 2005 Aichi World Exposition, which opens March 25.

The bus, developed with Hino (a Toyota subsidiary—earlier post) will travel 4.4 kilometers between the Nagatuke and Seto areas.

The FCHV-BUS2 fuel cell hybrids use twin fuel cell stacks combined with a version of Toyota’s THS-II hybrid drive and management systems (used in the Prius).

Toyota has had this type of bus in very limited service since 2002 on select routes in Tokyo.

Toyota-Hino FCHV-BUS2
Fuel Cell Name Toyota FC Stack
Type PEM
Output (kW) 90 x 2
Motor Type Permanent magnet
Maximum Output (kW / HP) 80 / 107 x 2
Maximum torque (Nm / lb-ft) 260 / 192  x 2
Fuel Storage High-pressure tank
Maximum pressure (psi) 5,000
Battery Type NiMH
Performance Max range (km / miles) 250 / 155
Maximum Speed (km/h / mph) 80 / 50


Bill Orth

The article makes the point that the FCHV-BUS2 uses a version of the THS-II. I thought the whole point of the THS-II was to combine the energy from an ICE and electric motor(s) well. When the vehicle is driven entirely by electric motors, what possible role can THS-II have? How can the vehicle be anything other than a series hybrid?
This also touches on the issue of plug-in hybrids. If a vehicle is going to go 20 or 40 or 60 miles on (battery) electricity alone, how can it be anything but a series hybrid? Drivers are going to want to travel at interstate speeds on the way to work. Why have mechanical complexity, weight, and cost if the electric drive is already propelling the vehicle throughout its legal driving envelope?
Thank you.


A hybrid drive system combines two sources of power and energy management to optimize the combination of the two, given the limitations defined by the specifics of a given hybrid design or the purpose of a specific vehicle. In the case of this bus, Toyota has swapped out the ICE for the fuel cell. The hybrid components here provide similar energy management functions and assistance with the FC as they do with an ICE:

  • Stop/start

  • Regenerative braking to provide additional charge for the battery

  • Acceleration assistance

You can argue that a proper FC design incorporates all the hybrid energy management functions—but the energy management functions still need to come from somplace. The fuel cell system certainly can use the extra assistance in certain situations (acceleration, for example). Toyota simply used what it had learned and had developed with hybrid systems to provide that in this case.

Just because the vehicle uses hydrogen doesn’t mean the fuel is free. :-) Efficiency and performance are still goals, and a hybrid configuration is one way to deliver.

Hybrid systems make the most sense—or contribute the most, depending upon the way you want to look at it—in a stop-and-start urban driving situation. They have their greatest difficulty in meeting their stated performance goals in high-speed highway driving. The duty cycle of an urban bus (with all its braking) make it an ideal candidate for regenerative braking, and hence for some form of hybrid design.


Dear Sirs;
Please, send me quotation for Toyota pickups and mini bus, 2005-2006 models,desels. If possible with sample pictures.
Thank you in advance.
Abdul Fattah.


Dear Sirs;
Please, send me quotation for Toyota pickups and mini bus, 2005-2006 models,desels. If possible with sample pictures.
Thank you in advance.
Abdul Fattah.


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