![]() ![]() ![]() While SAF and hydrogen fuel cells are both viable for regional flights, some planes still need to travel further. These use hydrogen in gaseous form, but much higher energy density can be achieved with liquid hydrogen, which requires cryogenic tanks to store the hydrogen at extremely low temperatures, sometimes at -253 degrees Celsius. The only zero-emission solution for larger regional passenger aircraft is currently hydrogen fuel cell electric propulsion systems. Even so, these fuel types are generally not considered feasible in the kind of abundance required to cover current demand. Hydrogen plays a role here: While bio SAF is made from left-over oils, such as cooking fat, hydrogen feedstock can be used for synthetic SAF, which is already being blended into kerosine fuel and used by, for example, KLM in the Netherlands. Synthetic and biofuels – called Sustainable Aviation Fuel (SAF) – will theoretically be able to power regional aircraft, but here, more development is required to have aircraft running on 100% SAF, as well as to remove the remaining CO2 and toxic emissions. Due to the required energy density to get aircraft off the ground, these are only considered feasible for smaller, local aircraft. To understand where hydrogen fuel cell technology fits in, it is prudent to give a very quick and broad overview of non-fossil fuel options:īattery electric aircraft are already in use. ![]() In short, there is no single solution to aviation without fossil fuels. We caught up with Andy Reynolds, Head of ZEROe, the hydrogen program at Airbus, and experts from ZeroAvia at the Reuters Hydrogen conference in Amsterdam, as well as start-ups working on new solutions presenting at Germany’s largest aviation trade show, the ILA, in Berlin.Īlthough experts agree that hydrogen is key to all low-emission solutions beyond small, local flights, all of these options are only optimal for some sections of the industry, and all of them face big challenges before they become commercially viable – so it’s complicated. Driving ranges and refueling times for FCVs are already comparable to diesel vehicles, whereas EVs require hours to recharge and provide only a few hundred kilometers of range.įor more information on the PPI line of compressors that power FCVs, please click here.With increasing fuel prices and climate change, the aviation industry is having to look at life after fossil fuels but is facing a particularly tough challenge – passenger aircraft needs to be light and very safe, and what about longer distances? We asked aviation insiders where hydrogen fits in. Hydrogen is seen as a much more efficient choice for heavier vehicles that drive longer distances. Many in the auto industry see FCVs as complementing EVs rather than replacing them. Hydrogen fuel cells vehicles (FCVs) create no tailpipe emissions and very low noise. The only by-products are warm air and water vapor, which exits the tailpipe of the vehicle. The electricity created from a Hydrogen Fuel cell (much like a Lithium Ion Battery), is used to power a vehicle’s electric motor. Sundyne PPI Diaphragm compressors are preferred for this application, because their design ensures no leakage, and they also prevent contaminants (oil, or hydraulic fluid in the compressor) from mixing with the Hydrogen. The protons migrate through the electrolyte to the cathode. Once the electrons complete their journey, they reunite with the protons, and combine with the oxygen to produce water (and heat).įuel cells generate direct current (DC) from the electro-chemical reactions in the fuel cell. In most cases, a single fuel cell produces less than 1 Volt – so individual cells are combined into stacks consisting of hundreds of fuel cells.įuel cell performance improves as the pressure of the reactant gases increases therefore fuel cell systems require compressors to raise inlet pressure several times greater than the pressure of the ambient atmospheric pressure. Hydrogen (stored in tanks or reformers) is fed using Sundyne PPI compressors to the anode side of the fuel cell, while oxygen (from the air) is fed to the cathode side. On the anode side, a catalyst (typically platinum) splits hydrogen molecules into protons and electrons. The negatively-charged electrons go through an external circuit, where they generate electricity. Like a battery, a Hydrogen fuel cell consists of two electrodes: a negative electrode (or anode) and a positive electrode (or cathode)-sandwiched around a polymer electrolyte membrane. Hydrogen fuel cells produce electricity in a similar way that lithium-ion battery cells power electric cars – but Hydrogen fuel cells do not run down or need recharging. ![]()
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |