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Now hydrogen? Opel is supposed to develop fuel cell cars
Stellantis Fuel cell tests at the Stellantis Group
Site author Stefan Grundhoff
The idea of the hydrogen drive in the car does not seem to be dead despite the ongoing battery change. Even though many manufacturers have now said goodbye to the fuel cell, Stellantis is getting in again under the Opel leadership.
For links on this page, Site receives. A commission from the dealer, Z.B. For marked. The idea with the fuel cell in Stellantis is not more new. Under the direction of the former US corporate mother General Motors, Opel has equipped around 20 years of history in hydrogen drive and finally the Zafira (Hydrogen 3) as a technology carrier with the clean technology. Now the Russelsheimers come back and this time you want to get a class about it.
Electric drive "complement"
"We are not about either or", emphasizes Dr. Lars-Peter Tiesen, responsible for fuel cell technology at Stellantis, “it is about complementing the electrical drive, where it fits the customer best. First of all, we see this in fleet operation.
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In the next two years, a small fleet of up to 2 is scheduled at the Stellatis location in Russelsheim.000 vehicles are created that are converted to a fuel cell by the battery -operated electric drive. At Opel Special Vehicles, ambulances, fire brigade and police vehicles will otherwise be converted for the official service.
Transporter with hydrogen tanks
So that the conversion becomes as simple as possible and the costs are limited, the Stellis Transporter Opel Vivaro, Peugeot Expert and Citroen Jumpy are converted to hydrogen technology. The vans themselves cannot be seen as vehicles with a fuel cell, because the technology is hidden in the engine compartment and under the seats. "The three 700-bar fuel cell tanks with a volume of 4.4 cubic meters are in the same framework in which the battery package is otherwise housed in the underbody," explains Lars Peter Tiesen, "The benefit of the loading space is not restricted."
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Stellantis opted for a so-called mid-power-Concept; means that the fuel cell is of medium size and is supported by a plug-in module with an additional battery that is installed under the driver’s bench. The hidden 10.5 kWh battery can be loaded on the socket and enables a range of around 50 kilometers.
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For longer distances there is the fuel cell, which with its 45 kilowatts ensures the drive with even driving and supplies the electric motor with its 100 kW / 136 hp under the bonnet. "We have a good customer issue," says Lars Peter Tiesen, "most of them are about the short night, because that is done after three minutes.“Overall, the triple pack of Opel Vivaro-E Hydrogen and the two sister models Peugeot Expert and Citroen Jumpy has a range of 400 kilometers at a maximum speed of 130 km/h.
400 kilometers of range
Commercial fleet science can decide whether it opts for a version with normal wheelbase or the XL version, then there is a 6.1 cubic meter instead of the loading volume of 5.3. Both versions can pull up to a ton of heavy trailers. The payload: up to 1100 kilograms. For this purpose, the new Vivaro-e hydrogen as well as the other group models can be loaded on by each side.Such a small fleet cannot be earned, but Stellantis is particularly concerned with the experience of customers and its own expertise, whether the fuel cell can be a supplement to the current electrical drives in the long term. By the way, do not buy the fuel cell transporters, but for a monthly fee of 600 euros leases. After the fuel cell technology is brought out of the technology drawers every few years, the big problems have now been cleared out. However, the high customer benefit faces stately acquisition costs and a petrol station network that does not awakened from his sleeping beauty. In the meantime, the number of German hydrogen filling stations has grown back to almost 100 after having dropped to around half in the meantime.
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Hydrogen: Nobody has made the breakthrough so far
None of the vehicles, whether BMW Hydrogen 7, Toyota Mirai, Honda Insight or Hyundai Ix35 / Nexo have had a serious market chance so far. Experts of most car manufacturers have now rejected the fuel cell, at least in the area of cars – also because the investments in the area of electric cars are so gigantic. The situation with the trucks looks different and here the area of light commercial vehicles could be an intermediate step. It remains questionable whether the pull of the fuel cell could not be driven off due to the rapidly progressive battery technology and correspondingly improving loading times. At least with the car, because the large trucks look difficult for pure electric drives with battery technology.
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16 thoughts on “Now hydrogen? Opel is supposed to develop fuel cell cars”
It’s more than striking,…
that Stellantis and Renault suddenly get back into the fuel cell area. … There are, for example, to be expected to be expected? Both should actually know that fuel cells have no chance of both a car area and in the spa-distance transport segment, because the view here is ever to be earned a bit of zero.
H2 and e-fuel
I think it makes sense for large vehicles, trucks and the long distance. I assume that there will be only small cars for private individuals with a non-flammable, standardized exchange battery that can be removed comfortably as with the e-bike or scooter and charging at the home socket. A charging infrastructure would be unnecessary. The vehicles with a range of 100-200km range and a top speed of 100kmh in the size of an AYGO or smart are easily built and are extremely economical. There will be alternatives for the long distance with H2 or e-fuel. These vehicles can only be rented privately or can be purchased with an exemption. With e-fuel or H2, trucks will also drive. Everything else is utopia.
There is one
Small electric cars with 100-200 km range & change battery that can be removed & loading at the household socket. Sounds nice. But is only something for weightlifters. The battery for a small electric car with a range of 200 km weighs approx. 320 kg, for 100 km range approx. 160 kg. Too hard to carry in the 3. Stock, even if you install a partial battery.
As long as hydrogen cannot be produced energy -efficiently, it is not yet an option. There will still be a lot of research necessary. Classic electric vehicles are generally the most sensible at the moment. Also the topic of synthetic fuels… can become something, but is currently nothing more than a test balloon. Maybe. you should talk about it again in a few years. Until then, Elektro is the measure of things.
I would be happy to give you a tip, you will become a consultant for large corporations such as Hyundai and Toyota to take these companies from "Wrong" H2 to dissuade. But maybe you can also disclose your professional qualifications that entitle you to propagate so -called wrong decisions again and again!
It must be called: 4.4 kg
Instead of 4.4 cubic meters, it would have to be 4.4 kg. The usual tanks usually have a capacity of 1.5 kg.
Fuel cell / hydrogen – the right way
"Even if many manufacturers have now said goodbye to the fuel cell" ? That was once, almost everyone is now working on the combination of fuel cell/hydrogen/electric drive. The most sensible and better solution in the long term ! Germany missed the topic again because for 16 years of lobbypolitics without specifications and control. The automotive industry has received XX years from the state of the state for developing new, clean drive and "none" Has checked what was done with the money ! who ? Ask the CDU/CSU for which the Minister of Transport has provided in the past xx years.
@ Mr. Horst Kaschmann
You can’t say that the combustion engines have not become cleaner. Today’s diesel with appropriate exhaust gas cleaning suck more dust at the front than they emit in the exhaust gas. According to the guidelines at the time, CO2 was not considered a pollutant.
E-fuel and hydrogen will come
The e-fuel hydrogen fuel cell will come because of the energy density alone. With trucks, ships and airplanes, it is no other possible. The main problem with pure hydrogen is storage and tightness (700bar H2 tanks). That is why e-fuel is easier, but the development must make process engineering more effective. But in 2035 it all solved? At least that means the author Kalmond Kess in the sequencer.
FCEV research has been funded by a lot of money for 5 decades. It has happened like nothing since the beginning. For me the technology is developed. There are not even approaches for significant improvements! Compare that with the rapid development of battery technology from the past 5 years.
Approach 1: We convert excess EE electricity in green H2 and then use it in FCEV. 75% of the energy is lost and you have to be very elaborate petrol station hardware including. Distribution logistics (10x more tankers than the diesel!) rebuild. Approach 2: We store the EE electricity in batteries and use it distributed via the existing power grid in BEVS. The BEVS themselves can take over a large part of the storage if they are motivated by price advantages (loading if EE electricity is available). Go between. Lost 10-20% of energy. What approach will win? Make your Bets! It is noteworthy that there are still supporters of the energy -consuming approach in the greatest energy crisis of the past decades.
How big do you want to build the tanks? Or do they want to cool down and spend even more energy. There are now enough trucks on the market. FC truck is not yet available in quantities, or? Incidentally, 4/5 of the truck kilometers are short distances below 200km. FC trucks only offer in a small market segment. advantages.
Why cannot one see in Germany that the very best developer in the world is not politics but the free market? The politicians should set the * framework conditions * and leave the rest to the manufacturers. "Goal: CO2 arms (or. zero) exhaust gases in traffic." The market decides how to get this goal best, that is, you and I, dear reader, not just any politician. If the buyer buys e-cars, it is so. But if he wants H2 cars, they are made in abundance. Both achieved the goal most efficiently.
Compare the sales figures. The market has clearly decided there – for the BEV!!!
Hydrogen makes sense
The battery drive has several serious disadvantages. Trucks, agriculture, railways, ships, military vehicles, aircraft as well as construction equipment and CO. are not suitable for battery drive. There is hydrogen. Since the industry is currently using hydrogen to a large extent and needs more in the future, I keep electric cars with the current battery technology for a dead end, especially since you are, z.B. In the third world – this includes entire continents such as Africa, hardly any nationwide power grid, if available, with the necessary capacity,. Even countries such as Canada, with huge distances and icy winters, cannot do anything with electric cars. So where do we want to sell our cars in the future?
You keep a door open
When the first electric cars flare up in the garages and residential buildings. Then many will ask for alternatives. Whether the solid battery is really better against the self-inflammation of the electric car still has to be shown. In the United States, the insurance demand that the domestic electric car is charged a few meters away outdoors. If there is a self -inflammation, there is hardly any damage to buildings.