Pumping of Liquid Hydrogen

Caine, G. H.; Schäfer, Lutz; Burgeson, D. A.

doi:10.1007/978-1-4757-0540-9_21

Cited by 5 publications

(2 citation statements)

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“…While not yet proven in operation, pumping of saturated liquids can also be accomplished with a Zero-NPSH pump [53,78,79]. The advantageous elimination of a pressuriza-tion system follows [80].…”

Section: Cryogenic Pump System and Design Parametersmentioning

confidence: 99%

Refueling of LH2 Aircraft—Assessment of Turnaround Procedures and Aircraft Design Implication

et al. 2022

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Green liquid hydrogen (LH2) could play an essential role as a zero-carbon aircraft fuel to reach long-term sustainable aviation. Excluding challenges such as electrolysis, transportation and use of renewable energy in setting up hydrogen (H2) fuel infrastructure, this paper investigates the interface between refueling systems and aircraft, and the impacts on fuel distribution at the airport. Furthermore, it provides an overview of key technology design decisions for LH2 refueling procedures and their effects on the turnaround times as well as on aircraft design. Based on a comparison to Jet A-1 refueling, new LH2 refueling procedures are described and evaluated. Process steps under consideration are connecting/disconnecting, purging, chill-down, and refueling. The actual refueling flow of LH2 is limited to a simplified Reynolds term of v·d=2.35 m2/s. A mass flow rate of 20 kg/s is reached with an inner hose diameter of 152.4 mm. The previous and subsequent processes (without refueling) require 9 min with purging and 6 min without purging. For the assessment of impacts on LH2 aircraft operation, process changes on the level of ground support equipment are compared to current procedures with Jet A-1. The technical challenges at the airport for refueling trucks as well as pipeline systems and dispensers are presented. In addition to the technological solutions, explosion protection as applicable safety regulations are analyzed, and the overall refueling process is validated. The thermodynamic properties of LH2 as a real, compressible fluid are considered to derive implications for airport-side infrastructure. The advantages and disadvantages of a subcooled liquid are evaluated, and cost impacts are elaborated. Behind the airport storage tank, LH2 must be cooled to at least 19K to prevent two-phase phenomena and a mass flow reduction during distribution. Implications on LH2 aircraft design are investigated by understanding the thermodynamic properties, including calculation methods for the aircraft tank volume, and problems such as cavitation and two-phase flows. In conclusion, the work presented shows that LH2 refueling procedure is feasible, compliant with the applicable explosion protection standards and hence does not impact the turnaround procedure. A turnaround time comparison shows that refueling with LH2 in most cases takes less time than with Jet A-1. The turnaround at the airport can be performed by a fuel truck or a pipeline dispenser system without generating direct losses, i.e., venting to the atmosphere.

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Section: Cryogenic Pump System and Design Parametersmentioning

confidence: 99%

Refueling of LH2 Aircraft—Assessment of Turnaround Procedures and Aircraft Design Implication

et al. 2022

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“…Hydrogen in gaseous, liquid, or slush form can be transported by pipeline or mobile tanks. Considerable experience has been gained in the space program on the transfer and storage of liquid hydrogen [42,73,74,91,112,[134][135][136][137][138][139]. This experience shows that hydrogen in large quantities can be handled safely with no serious materials problems.…”

Section: Materials Requirements For Hydrogen Transfer and Storagementioning

confidence: 99%

Selected topics on hydrogen fuel

Parrish¹,

Voth²,

Hust³

et al. 1975

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The feasibility of using hydrogen as a fuel will be determined by the availability and cost of hydrogen.This chapter considers techniques and costs of producing gaseous hydrogen along with costs of producing liquid, slush and solid hydrogen. It also examines the potential by-products that could lower the overall cost of using hydrogen.Fossil fuels and water are the two sources of hydrogen. Today most industrial hydrogen is derived from hydrocarbons (mainly natural gas) and costs 10 to 15c/kg to produce. When natural gas costs more than approximately 80c/MBTU, coal becomes a competitive source Vith production costs of 20 to 25c/kg. MBTU = BTU x 10 throughout this chapter.As the fossil fuels are depleted, water will become the principal source of hydrogen.The two most promising means of producing hydrogen from water are electrolysis and thermochemical decomposition. Although electrolysis is an existing technology, it is not cost competitive with other existing processes unless electrical power costs less than 5 mills/ kW-h-exceptions occur in those cases where ultra-high purity and/or small quantities of hydrogen are required. Thermochemical decomposition uses a combination of heat and chemicals to decompose water; the process requires several intermediate steps involving chemical reactions and separations.1.3 COST TO MAKE LIQUID, SLUSH, AND SOLID HYDROGEN FROM GASEOUS HYDROGEN Producing liquid, slush, and solid hydrogen from gaseous hydrogen requires capital investment, energy expense, and operating expense for the liquefier and/or refrigerator.An estimate of these costs can be obtained using information from a survey and correlation of current refrigerator/liquef ier capital costs and energy requirements by Strobridge [15].Liquefaction costs presented herein include the cost of gas purification; however, we are unable to supply a breakdown of purifying costs, as these are proprietary industrial data.

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