Hydrogen transport soon without cold or pressure?

Hydrogen transport soon without cold or pressure?-cold

The automotive supplier Schaeffler goes a step forward in its hydrogen strategy. The aim is the development of a fuel cell operated with a liquid organic hydrogen carrier – a so-called LOHC (Liquid Organic Hydrogen Carrier). This emerges from a communication of the company-based company. For this purpose, Schaeffler has concluded a cooperation with Hydrogenious LOHC Technologies and the Helmholtz Institute Erlangen-Nuremberg for renewable energies (here).

“Hydrogen technology plays a crucial role for CO2-neutral, sustainable mobility including energy supply and is of strategically important importance to us,” says Uwe Wagner, Executive Board Research and Development at Schaeffler. With the partnership, an important contribution to the application of LOHC technology should be made. So Wagner, Schaeffler uses his decades-long know-how in the areas of material, transformation and surface technology. “The direct use of LOHC in fuel cells for power generation makes the handling of hydrogen as a gas unnecessary”, adds Hydrogenious boss Daniel Teichmann. This advantage allows a particularly favorable and secure supply of mobile and stationary energy consumers.

Hydrogen is usually stored and transported gaseous at high pressure or in liquid form in extreme minus degrees in special containers. An alternative, according to Schaeffler, provide just those liquid-organic hydrogen carriers such as benzyltoluene. Corporate information is an oily, organic substance which chemically binds the hydrogen and can be transported to normal ambient conditions. Unlike classical design, no molecular hydrogen is present in a LOHC fuel cell and in the supply chain.

The liquid carrier material can be used several times and is therefore particularly sustainable, it says. The technology enables a secure and cost-effective hydrogen infrastructure – from storage to transport to use. She is a supplement to classic applications, says Schaeffler research director Tim Hosenfeldt. The fuel cells would have to be adjusted accordingly. As it is said, Schaeffler manufactures bipolar plates – the catalysts and membranes necessary for this technology would be specially developed for this application at the Helmholtz Institute Erlangen-Nuremberg.

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6 thoughts on “Hydrogen transport soon without cold or pressure?”

  1. An interesting technical development. Hydrogen can only be transported in a large scale beyond pipelines badly. Even liquid condition is also the volumetric energy density pretty mau. In large-scale interesting I would find the development of a direct ammonia fuel cell. Then also the return transport.

    Reply
  2. @ Jakob Sperling:

    “Both technologies would first have to fight against the negative image of the power-to-X procedures.”

    Yes, clear

    • Green hydrogen grows on trees and the
    • Pysik 2.0 for avoiding the RD. Triple worse efficiency should be introduced soon ..

    [NOT!]

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  3. I did something googled.

    1 m3 dibenzyltoluene can store up to 57 kg of hydrogen, which corresponds approx. 1.9 kWh / l. Since withdrawing by dehydrogenation but 11 kWh / kg / kg of stored hydrogen are needed, the net energy density decreases by approx. One-third to 1.3 kWh / l. This roughly corresponds to a tenth of diesel.

    In use, the effective energy density can reduce again that the dehydration does not always be able to achieve a complete conversion of the reaction or must. Furthermore, with regard to the volume-related energy density, it must be considered that there are at least one tank for the hydrogenated and dehydrated form. From this follows in principle again a halving of energy density.

    (Source: Wikipedia)

    That would then be 0.65 kWh as hydrogen per liter volume as a memory, of which 2/3 (compared to FCEV to BEV) are about 0.43 kWh per liter – compared to battery packs with about 0.25 kWh per liter.

    In addition the volume of the BZ system (Z.B. Toyota BZ, stationary, 60 – 80 kW) and the total volume would be roughly with a 98 kWh battery pack (Z.B. Akasol) the same – by weight you would be close.

    For cars, the technology would probably have no benefits, remained possibly. Trucks on long distance u.a., if the prices of the overall system could keep up with those of BEV. But still ..

    The automotive and industrial supplier Schaeffler reaches another milestone in its hydrogen strategy. The company has concluded a cooperation agreement with Hydrogenious Lohc Technologies GmbH and the Helmholtz Institute Erlangen-Nuremberg for Renewable Energies (here). The common goal is the development of a hydrogen fuel cell, which is operated with a liquid organic hydrogen carrier, so-called LOHIK (Liquid Organic Hydrogen Carrier).

    (Source: Schaeffler.de)

    … the whole thing a “goal” that is in the future – how far in the future? – That’s open.

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  4. I invite my electric car with my photovoltaic plant on the roof. Almost at no cost (CA. 8 cents growing costs kWh). An H2 electric car would be a step back for me because I would then return to the dependence of the energy corporations. That should also be the main reason why so hectic is researched on H2 for eV. The idea of liquefying H2 with a carrier, there was already a few years ago. Is failed at the low energy density and the bad about all efficiency. And the Contra H2 argumeter becomes more: the already mentioned advantage that BEV can be loaded with self-generated electricity and the advantage that BEV can be used as a house night dome source makes H2 increasingly unattractive.

    Reply
  5. @ Farnsworth: [Talented in the main thread!]

    “I think it’s always remarkable how people hide the market economy. Suppose you can really produce the KWH H2 for 5 cents in any states. What will happen with this price, if 300.000 t can be produced in the year, but demand for 1.000.000 t is? You will really sell for 5 ct? Or you prefer to sell mostly biets?”

    +1

    Reply
  6. The second sentence is actually sufficient: “The goal is the development”.
    When the development is a goal, it is currently about a product where?

    Reply

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