{"id":5994,"date":"2011-06-25T17:39:10","date_gmt":"2011-06-25T15:39:10","guid":{"rendered":"http:\/\/blogs.km77.com\/teletransporte\/?p=5994"},"modified":"2021-03-31T20:10:06","modified_gmt":"2021-03-31T18:10:06","slug":"mercedes-benz-clase-b-f-cell-tecnica-y-graficos","status":"publish","type":"post","link":"https:\/\/www.km77.com\/revista\/teletransporte\/mercedes-benz-clase-b-f-cell-tecnica-y-graficos\/","title":{"rendered":"Mercedes-Benz Clase B F-CELL. T\u00e9cnica y gr\u00e1ficos."},"content":{"rendered":"

A finales de mayo conduje un Mercedes-Benz Clase B F-CELL entre Estocolmo y Oslo. Cont\u00e9 sensaciones<\/a> y peculiaridades<\/a> en estas dos entradas del blog y tambi\u00e9n puse un video en el primero de los enlaces anteriores.<\/p>\n

En aquel momento, algunos de ustedes me reclamaron m\u00e1s informaci\u00f3n del coche y realizaron preguntas, algunas de las cuales no sab\u00eda contestar. Puse un mensaje electr\u00f3nico a Mercedes en Alemania para que me respondieran algunas preguntas y prepar\u00e9 fotos.<\/p>\n

Ya tengo las respuestas y las fotos.<\/p>\n

Primero las fotos. Radiograf\u00eda del coche en perspectiva axonom\u00e9trica.<\/p>\n

\"Mercedes-Benz<\/p>\n

Y ahora s\u00ed, radiograf\u00eda en planta. En el maletero est\u00e1 situada la bater\u00eda, los dep\u00f3sitos de hidr\u00f3geno bajo los asientos posteriores y la pila de combustible bajo el asiento delantero. El motor el\u00e9ctrico va situado bajo el cap\u00f3 delantero.<\/p>\n

\"Mercedes-Benz<\/p>\n

En esta imagen se aprecia la bater\u00eda real, colocada en el maletero. Es una bater\u00eda plana, de poca capacidad y volumen.<\/p>\n

\"Mercedes-Benz<\/p>\n

Este es el boquerel que se utiliza para repostar.<\/p>\n

\"Boquerel<\/p>\n

Y tres vistas de la pila de combustible. en la imagen superior, las flechas verdes indican la zona de entrada del aire (con el ox\u00edgeno O2). La plancha superior es el polo positivo (c\u00e1todo) y la inferior es el \u00e1nodo (negativo). Las flechas azules indican la entrada de hidr\u00f3geno (H2) y las flechas naranjas de salida es la expulsi\u00f3n de vapor de agua y aire caliente.<\/p>\n

Entre el \u00e1nodo y el c\u00e1todo va situada la membrana de intercambio de protenes y el catalizador. Este es el esquema de una pila de combustible, que genera electricidad para mover el motor el\u00e9ctrico del coche.<\/p>\n

\"Mercedes-Benz<\/p>\n

Vista en detalle del montaje real.<\/p>\n

\"Mercedes-Benz<\/p>\n

En respuesta a las preguntas formuladas en este blog, nos contestan:<\/p>\n

– \u00abSe pueden aparcar 100 Mercedes-Benz F-Cell en un aparcamiento subterr\u00e1neo sin ning\u00fan riesgo porque los Mercedes-Benz Clase B F-Cell almacenan el hidr\u00f3geno a 700 bares de presi\u00f3n. En el almacenamiento del hidr\u00f3genos s\u00f3lo se producen emisiones significantes de hidr\u00f3geno en dep\u00f3sitos criog\u00e9nicos, que almacenan hidr\u00f3geno l\u00edquido a muy bajas temperaturas. Debido a los incrementos de presi\u00f3n que se producen si sube la temperatura, es necesario liberar gas para reducir la presi\u00f3n.\u00bb<\/p>\n

– \u00abHay cilindros de dos tama\u00f1os para almacenar hidr\u00f3geno. Uno de menor tama\u00f1o que los otros dos. El menor tiene un volumen interior de 19,4 litros y exterior de 31 litros. Los dos mayores, 37,3 litros de volumen interior y 62 litros de volumen exterior cada uno.\u00bb (Una suma de espacio mucho mayor que la de un dep\u00f3sito tradicional de combustible de capacidad similar (unos 35 litros), con el inconveniente a\u00f1adido de que los cilindros no son moldeables.) <\/em>El par\u00e9ntesis, en cursiva, es m\u00edo.<\/p>\n

Significant leakage is only common in cryogenic tanks storing liquid hydrogen at very low temperatures. Due to the pressure rising with increased temperature a deliberate gas release from those cryogenic tanks is needed to decrease the pressure.<\/div>\n
2.- Can you tell me the inside and the outside volume of each of the three cylinders you use for the hydrogen?<\/div>\n
Cylinder 1 (small):<\/div>\n
Internal water volume (@ 700 bar): 19,4 Liters;<\/div>\n
Outer volume: 31 Liters<\/div>\n
Cylinders 2 and 3 (large):<\/div>\n
Internal water volume (@ 700 bar): 37,3 Liters each<\/div>\n
Outer volume: 62 Liters each<\/div>\n
3.- I believe that one of the special features that distinguishes the B-Class F-Cell is the high pressure of the hydrogen in the cylinders. I guess it will be one of the key points in the future, in order to increase range of the car. Which is the next step in this field? Which is the foreseeable limit you will reach?<\/div>\n
From today’s perspective, 700 bar CHG (Compressed Hydrogen Gas) will be in the mid term (and probably also in the long term) the standard hydrogen storage technology for fuel cell passenger cars. Higher storage pressures than 700 bar are not attractive as they do not considerably increase the effective storage density but rather lead to higher material weight and cost. Alternative storage methods such as liquid hydrogen or metal hydrides have comparative disadvantages over CHG and will probably not find broad application in passenger cars.<\/div>\n
The following improvements are expected to contribute to a further increase of the vehicle range in the future: Improved fuel economy of fuel cell system and overall vehicle (improved fuel cell technology, less vehicle weight…), improved tank technology (for example, thinner walls due to optimized composite materials), allowing for more usable internal tank volume<\/div>\n
4.- I have asked in a Spanish hydrogen supplier station for cars, and they told me that the maximum pressure they where able to arrive was 350 bar. But you, wit your \u00abBuffalo\u00bb are able to reach 700 bar. \u00a0Which is the pressure limit in the German stations?<\/div>\n
The hydrogen stations recommended by Mercedes-Benz for our cars (and currently used in Germany and the US) all deliver 700bar hydrogen pressure according to the existing SAE standard for hydrogen fueling – all over the world. New stations should also comply with that standard.<\/div>\n
5.- They are selling the Hydrogen kg at 10 Euros in Spain. What’s the price in Germany? Can you inform me?<\/div>\n
The current price in Germany varies from 8 to 9 Euro \/ kg of hydrogen gas.<\/div>\n
6.- I am curious about how were you able to get the hydrogen inside China or Kazakhstan, for instance? How many kg were you able to carry in your trucks in the convoy? There were any leaks during this transportation?<\/div>\n
Hydrogen for China was produced in China and transported by truck – as well as for Kazakhstan. Depending on the trucks concept (size, pressure) in different countries up to 400kg of gas were transportable. There were no leaks since hydrogen was always transported as a pressurised gas.<\/div>\n
7.- I loved the car and I want to show that it is possible to come from Stuttgart to Madrid using only permanent refuelling stations in Germany, France and Spain. (The only problem would be France, but I will check out the points where I can make it) I would like to know if it would be possible you to lend me one of the cars you used for the world tour or any other B-Class (with the same storage capacity) if I found any solution in France.<\/div>\n
Due to our researches, there are not enough hydrogen fuelling stations with 700 bar technology in France and Spain today. And refuelling our cars at a 350 bar station is not recommended. But we hope that there will be a rising number of hydrogen infrastructure projects across Europe so that you will be able to realise your emission free journey from Stuttgart to Madrid soon.<\/div>\n

– \u00abDesde la perspectiva actual, una presi\u00f3n de 700 bar de CHG (Compressed Hydrogen Gas) ser\u00e1 a medio plazo (probablemente tambi\u00e9n a largo plazo) parte de la tecnolog\u00eda est\u00e1ndar para coches de turismo con pila de hidr\u00f3geno. Presiones m\u00e1s altas no son atractivas porque no incrementan de forma significativa la densidad de almacenamiento y sin embargo s\u00ed suponen un fuerte incremento del coste de los materiales y de su peso. Los m\u00e9todos de almacenamiento como el hidr\u00f3geno l\u00edquido e hidruros met\u00e1licos tienen desventajas (que no especifican<\/em>) con relaci\u00f3n al CHG y probablemente nunca se apliquen a coches de turismo.\u00bb<\/p>\n

\u00abPara mejorar la autonom\u00eda en el futuro, esperamos incrementar la eficiencia de las pilas de combustible, reducir el peso de todo el sistema, mejorar la tecnolog\u00eda del los tanques de dep\u00f3sito (en particular, en el espesor de las paredes, con la utilizaci\u00f3n de materiales compuestos) para mejorar el volumen interior disponible.\u00bb<\/p>\n

\u00abLa presi\u00f3n est\u00e1ndar en los centros de suministro alemanes es de 700 bar.\u00bb<\/p>\n

\u00abLas pilas de combustible que utiliza Mercedes en la actualidad son un 40% menores que las que utilizaban en el Clase A F-CELL del a\u00f1o 2004. Incluso con ese menor tama\u00f1o, desarrollan un 30% m\u00e1s de potencia y consumen un 30% menos de hidr\u00f3geno\u00bb<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n
Datos del veh\u00edculo<\/th>\n<\/tr>\n
Potencia m\u00e1xima<\/td>\n100 kW<\/td>\n<\/tr>\n
Potencia de velocidad<\/td>\n70 kW<\/td>\n<\/tr>\n
Par m\u00e1ximo<\/td>\n290 Nm<\/td>\n<\/tr>\n
Velocidad m\u00e1xima<\/td>\n170 km\/h<\/td>\n<\/tr>\n
Aceleraci\u00f3n de 0 a 100<\/td>\n11,4 s<\/td>\n<\/tr>\n
Peso<\/td>\n1809 kg<\/td>\n<\/tr>\n
Peso bruto del veh\u00edculo<\/td>\n2084 kg<\/td>\n<\/tr>\n
Capacidad de carga \u00fatil<\/td>\n275 kg<\/td>\n<\/tr>\n
Capacidad del maletero<\/td>\n\n\n<\/tbody>\n<\/table>\n

545 \u2013 1345 litros<\/td>\n<\/tr>\n

\n\n\n\n\n\n\n\n\n\n
Consumo de combustible (NEDC)<\/td>\n0,97 kg de H2\/100 km<\/td>\n<\/tr>\n
Emisiones de CO2<\/td>\n0,0 g\/km<\/td>\n<\/tr>\n
Autonom\u00eda<\/td>\n385 km<\/td>\n<\/tr>\n
Datos del sistema de propulsi\u00f3n<\/th>\n<\/tr>\n
Pila de tecnolog\u00eda<\/td>\nPEM (Proton Exchange Membrane, en espa\u00f1ol: Membrana de intercambio de protones)<\/td>\n<\/tr>\n
Capacidad del dep\u00f3sito<\/td>\n3,7 kg H2<\/td>\n<\/tr>\n
Tanque de presi\u00f3n<\/td>\n700 bar<\/td>\n<\/tr>\n
Tipo de bater\u00eda<\/td>\niones de litio con refrigeraci\u00f3n l\u00edquida<\/td>\n<\/tr>\n
Capacidad de la bater\u00eda<\/td>\n1,4 kWh<\/td>\n<\/tr>\n
Capacidad de arranque en fr\u00edo<\/td>\nhasta -25\u00baC<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

texto<\/p>\n","protected":false},"excerpt":{"rendered":"

A finales de mayo conduje un Mercedes-Benz Clase B F-CELL entre Estocolmo y Oslo. Cont\u00e9 sensaciones y peculiaridades en estas dos entradas del blog y tambi\u00e9n puse un video en el primero de los enlaces anteriores. En aquel momento, algunos de ustedes me reclamaron m\u00e1s informaci\u00f3n del coche y realizaron preguntas, algunas de las cuales […]<\/p>\n","protected":false},"author":72,"featured_media":0,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[3915],"tags":[8,7975,1470,2015,2020,2350],"class_list":["post-5994","post","type-post","status-publish","format-standard","hentry","category-teletransporte","tag-coches","tag-de-todo-un-poco","tag-hidrogeno","tag-mercedes-clase-b","tag-mercedes-f-cell","tag-pila-de-combustible"],"yoast_head":"\nMercedes-Benz Clase B F-CELL. 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