New Energies, new possibilities

With pure battery powered aircraft still short on endurance, hydrogen fuel cell technology is gaining traction. And in the U.K. this week, ZeroAvia flew the first commercially viable aircraft—a Piper M-class airframe—on a combination of batteries and fuel cells. The flight took place at the company’s R&D headquarters at Cranfield, northwest of London.

The flight was part of the U.K.’s HyFlyer R&D project that’s aimed at creating reduced-carbon aviation powerplants. ZeroAvia has previously flown the same M-class on pure battery power, but this week’s demonstration marked the first time hydrogen fuel cells have been added to the power mix. The flight was a short one, but ZeroAvia CEO Val Miftakhov said that by the end of the year, the company will demonstrate a 300-mile flight at about 200 knots.

With support from the U.K. government—about $3.5 million (£2.75 million)—ZeroAvia’s short-term goal is to prove the technology is suitable for short revenue flights in aircraft like the M-class, but it will eventually be suitable for a 20-seat regional airliner such as the Twin Otter, Dornier 228 or the Cessna Sky Courier, now undergoing certification in Wichita. Such fuel cell powerplants would be in the range of 800 horsepower and would be comparable to Pratt & Whitney’s ubiquitous PT6 turbine.

Aware that the hydrogen infrastructure is critical to the concept, ZeroAvia is addressing that at Cranfield with its own hydrogen production station. It uses solar energy to drive electrolytic converters to produce gaseous hydrogen for use in the cold fuel cells ZeroAvia is using. This week’s demonstration flight used some battery power, but not as a power buffer. Miftakhov said at a press conference on Friday that it is possible to fly solely on hydrogen.

Zero Avia’s goal is develop reliable and scalable hydrogen powerplants that airframers can use in place of fossil fuel engines. “We believe that there are a lot of aircraft manufacturers that know what they’re doing. What’s needed in the industry is to build powerplants that can use clean fuel. And that’s what we’re focusing on,” he said.

ZeroAvia started as a U.S. company but moved to the U.K. this year because of a more favorable investment climate and serious government interest in low-carbon energy sources.

www.avweb.com/aviation-news/first-commercial-grade-aircraft-flies-on-hydrogen-fuel-cells/#utm_source=rss&utm_medium=rss&utm_campaign=first-commercial-grade-aircraft-flies-on-hydrogen-fuel-cells

2020年9月1日 
国立研究開発法人新エネルギー・産業技術総合開発機構
理事長 石塚博昭

NEDOは、燃料電池自動車（FCV）や定置型業務・産業用などを想定した燃料電池の飛躍的な普及拡大に向けた新たな研究開発事業を開始します。

この事業では、2030年以降のFCVや定置型業務・産業用燃料電池への研究成果の実装を目指して、燃料電池の高性能・高耐久・低コスト化に向けた要素技術を開発するとともに、システム価格低減の障壁となっている水素貯蔵技術（水素タンクなど）の共通基盤技術の開発に取り組みます。また、燃料電池をさまざまな分野へ波及させるための技術開発・実証事業を実施します。

これにより、世界に先駆けて市場導入を開始した日本の燃料電池技術の競争力をさらに強化するとともに、水素社会の実現に貢献します。

図1　本事業の展開イメージ

1．概要

燃料電池は、燃料が有する化学エネルギーを直接電気エネルギーに変換する発電装置であるため、本質的に高いエネルギー効率を得ることが可能であるとともに、発電時に二酸化炭素が発生しないため、温室効果ガス排出抑制への貢献が期待されています。日本では、家庭用燃料電池エネファームを2009年に、燃料電池自動車（FCV）を2014年に世界に先駆けて市場投入しましたが、今後の自立的な普及拡大に向けてはさらなる高効率・高耐久・低コスト化が必要です。また製品を市場投入したことで多数の課題が顕在化しています。

このような背景を踏まえ、国立研究開発法人新エネルギー・産業技術総合開発機構（NEDO）は、2019年1月にトヨタ自動車株式会社や株式会社本田技術研究所、燃料電池実用化推進協議会（FCCJ）らとともにFCV課題共有フォーラムを開催し、燃料電池に関する技術課題のうち協調領域の課題の抽出・共有を図ってきました。

この度、これら産業界の共通課題を解決し、2030年以降の飛躍的な普及拡大につなげるため、NEDOは燃料電池システムに関する大規模な研究開発事業を開始します。本事業では、燃料電池システム（水素貯蔵タンクなどを含む）の高効率、高耐久、低コストを実現するためのユーザーニーズに基づく協調領域の基盤技術を開発するとともに、従来以外の用途に燃料電池を展開するための技術や大量生産のための生産プロセス・検査技術の開発を支援します。このため本年2月から実施者を公募し、今般46件の研究開発テーマを採択しました。

本事業の推進により、世界に先駆けて市場導入を開始した日本の燃料電池技術の競争力をさらに強化し、世界市場において確固たる地位を確立するとともに、水素社会の実現に貢献します。

2．事業概要

事業名：燃料電池等利用の飛躍的拡大に向けた共通課題解決型産学官連携研究開発事業実施期間：2020年度～2024年度（予定）予算：52.5億円（2020年度）研究開発項目〔1〕：共通課題解決型基盤技術開発研究開発項目〔2〕：水素利用等高度化先端技術開発研究開発項目〔3〕：燃料電池の多用途活用実現技術開発

3．各研究開発項目の概要

研究開発項目〔1〕：共通課題解決型基盤技術開発【委託】

●固体高分子形燃料電池（PEFC）

FCVなどで使用されるPEFCのさらなる高性能化、高耐久化、低コスト化に向けた研究開発に取り組むとともに、FCVの市場投入により顕在化した基盤的な共通課題の解決を目指します。具体的には、2030年以降のFCVへの実装を目指し、水素・燃料電池技術戦略ロードマップ（2019年3月12日、水素・燃料電池戦略協議会策定）で掲げるFCVの航続距離800km以上、最大出力密度6kW／L以上、耐用年数15年以上、燃料電池システムコスト0.4万円／kW未満などの目標に貢献する技術を確立するため、高活性な低白金カソード触媒やラジカル低減機能をもつアノード触媒、高イオン伝導率の電解質膜などの開発に着手します。

また、燃料電池の材料サンプルを共通的な指標で構造評価し、その結果を研究者へフィードバックする「PEFC評価解析プラットフォーム」を構築し、研究開発の効率化・加速化を図るとともに、電気化学以外の分野を専門とする研究者の新規参入を促すことで新たな発想による技術革新を図ります。

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  図2　共通課題解決型基盤技術開発のイメージ

●固体酸化物形燃料電池（SOFC）

原理的に発電効率の高いSOFCにおいて、従来の電気と熱の両方を活用するコジェネレーション型ではなく、電力のみを利用するモノジェネレーション利用が期待されています。そこで本事業では、発電効率65％超（低位発熱量）、耐久時間13万時間以上に貢献する技術の確立を目指し、プロトン伝導型SOFCや燃料電池スタックの高度評価・解析技術の開発に着手します。

研究開発項目〔2〕：水素利用等高度化先端技術開発【委託】

●燃料電池（PEFC、SOFC）

2030年以降の社会実装を見据え、従来の延長線上ではない革新的ブレークスルーのアイデアを幅広く創出するため、研究開発項目〔1〕で開発する燃料電池の性能やコスト目標を上回る燃料電池の実現に向けた革新的な要素技術を開発します。具体的には、非白金触媒や高温運転に適合した電解質膜などの先端的な材料設計指針を検討します。

●水素貯蔵技術

燃料電池の利活用には水素貯蔵システムが必要不可欠ですが、依然として高コストです。このため、水素貯蔵システムのさらなる低コスト化・強靭化に向けて、損傷蓄積・寿命評価シミュレーション技術の構築によるCFRP製水素タンクの効率的な設計手法や水素タンク用炭素繊維の低コスト化につながる技術を開発します。

研究開発項目〔3〕：燃料電池の多用途活用実現技術開発【助成】

船舶などの多様な用途で燃料電池を活用するため、燃料電池サプライヤーとユーザーの連携による実証事業を支援します。また、燃料電池システムのコスト低減を実現するために革新的な生産技術・検査技術開発を支援します。

In 2022-2023, there will be the Tesla Semi and then the Mercedes-Benz GenH2. This concept truck was made specially for long haul transportation using Daimler’s ePowetrain modular platform and offers a range of up to 621-miles on a single tank of hydrogen. The production model has a gross vehicle weight of 40 tonnes and a payload of 25 tonnes. Power comes from two liquid hydrogen tanks and a powerful, yet highly efficient, fuel cell system. Read more for a video, additional pictures and information.

The pre-production truck sports dual electric motors, each of which have peak output of 443 hp and 1,527 lb-ft of torque, but a continuous rating of 308 hp and 1,163 lb-ft, which is still plenty to haul just about anything. There’s no word yet on when the public will be able to see this vehicle, but the company did confirm that customer trials will take place in 2023.

The world depends on semis to transport goods across the globe, but they’re responsible for a lot of pollution.

Daimler wants fix this so they’ve hosted an event to unveil their electrification strategy for the trucking sector. The big news was the debut of the Mercedes GenH2 concept which is a heavy-duty fuel-cell truck made for long-distance hauling.

Designed to have capabilities similar to the Actros long-haul truck, the GenH2 concept has gross vehicle weight of 40 tons and a payload capacity of 25 tons. More importantly, it has two liquid-hydrogen tanks which each have a storage capacity of 88 lbs (40 kg).

Also Read: Tesla Semi Truck Deliveries Now Delayed Until 2021

The concept has also been equipped with a 300 kW fuel cell system and a battery which can temporarily provide an additional 400 kW of power. The battery has a capacity of 70 kWh and is designed to “provide situational power support for the fuel cell, for example during peak loads while accelerating or while driving uphill fully loaded.”

In the pre-production truck, there will be two electric motors which each have a peak output of 443 hp (330 kW / 449 PS) and 1,527 lb-ft (2,071 Nm) of torque. However, they have a lower continuous rating of 308 hp (230 kW / 312 PS) and 1,163 lb-ft (1577 Nm).

While semis aren’t particularity exciting, the key takeaway is that the GenH2 will be eco-friendly and have a range of approximately 621 miles (1,000 km) on a single tank of hydrogen. This should make it ideal for long-haul operations.

While the GenH2 is technically a concept, Mercedes confirmed it previews a production model. Customer trails are set to begin in 2023, ahead of series production which is slated for the second half of this decade.

The GenH2 might have been the keynote model, but the that wasn’t the only truck introduced today. Daimler also previewed the Mercedes eActros LongHaul which is a battery-powered long-haul truck which is “designed to cover regular journeys on plannable routes in an energy-efficient manner.”

The eActros LongHaul will have a range of approximately 311 miles (500 km) and is slated to be ready for production in 2024. Mercedes didn’t release too many details, but noted European Union regulations require truck drivers take a minimum 45 minute break after 4.5 hours of driving.  Recharging during this time will provide a “large proportion of the energy needed for the ongoing journey.”

While 2024 is still a ways off, the company the said the eActros for distribution transport – which was originally introduced in 2018 – will go into production next year. Daimler added the model will be able to “significantly exceed” the prototype’s range of approximately 124 miles (200 km).

According to Daimler’s Martin Daum, “We are consistently pursuing our vision of CO2-neutral transport with a focus on the genuinely locally CO2-neutral technologies battery power and hydrogen-based fuel cells, which have the potential to succeed in the market in the long term. This combination enables us to offer our customers the best vehicle options, depending on the application.” He went on to say battery powered trucks will be better for lower cargo weights and shorter distances, while fuel-cell models will be the “preferred option for heavier loads and longer distances.”

Following successful trials in Germany, the Coradia iLint – a hydrogen fuel cell powered train developed by French rail giant Alstom – has begun carrying passengers on Austria’s train network.

Alstom’s Coradia iLint hydrogen powered train: Image: ÖBB/Marek Knopp

The train is the first passenger train in the world to run on a hydrogen fuel cell, which generates electrical energy for propulsion. Generating zero emission and capable of a top speed of 140 km/h the vehicle will be testing by Austria’s national rail operator, Austrian ÖBB, which is considering it as a replacement for its existing diesel powered trains.

Its Austrian debut follows almost two years of testing in Lower Saxony, Germany, where it covered more than 180,000 kilometres.

According to Alstom, as well as being completely emissions free, the Coradia iLint boasts a number of innovations including clean energy conversion, flexible energy storage in batteries and intelligent management of motive power and available energy. Designed specifically for use on non-electrified lines, it enables clean, sustainable train operation while maintaining high levels of performance. Alstom has already sold 41 of the hydrogen-powered trains in Germany

https://www.theengineer.co.uk/alstom-hydrogen-powered-train-enters-service-in-austria/

Chinese car companies are planning on boosting hydrogen fuel cell vehicle sales – a niche category in the world’s largest car market. Government officials are expected to announce supportive policies as early as this month.

The largest carmaker from the People’s Republic, SAIC Motor, wants to sell over 10,000 hydrogen fuel cell models by the year 2025, as reported by Reuters.

Meanwhile, commercial vehicle-maker Beiqi Foton Motor (a BAIC unit) is aiming for 4,000 hydrogen vehicles by 2023, before raising the bar to 15,000 units by 2025.

Read Also: Toyota Teams Up With Five Chinese Automakers To Develop Fuel Cells For Commercial Vehicles

These announcements came after a finance ministry official stated that China will begin rolling out new policies to support this technology. China has a relatively small fleet of hydrogen vehicles at just over 7,000 – compared to more than 4 million fully electric and plug-in hybrid cars.

The new policies will require local city governments and companies to build up the infrastructure, setting up a more mature supply chain and business model. As for the pilot cities, they will likely include Beijing, Shanghai, as well as those in the northern Shanxi and eastern Jiangsu provinces, according to sources who declined to give their names.

At the same time, global brands such as Toyota and Hyundai have already announced plans for hydrogen fuel cell-powered vehicles in China. Furthermore, the Japanese carmaker will work alongside no fewer than five major Chinese companies in Beijing Automobile Group, FAW, Beijing SinoHytec, Dongfeng Motor and Guangzhou Automobile Group to develop fuel cells that will be used in commercial vehicles.

Hongqi H5 FCEV pictured 

https://www.carscoops.com/2020/09/chinese-carmakers-would-like-to-sell-more-hydrogen-fuel-cell-models/