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Hydrogen flight looks ready for take-off with new advances

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Hydrogen flight looks ready for take-off with new advances


The possibility of hydrogen-powered flight means greater opportunities for fossil-free travel, and the technological advances to make this happen are moving fast. New studies from Chalmers University of Technology, in Sweden, show that almost all air travel within a 750-mile radius (1200 km) could be made with hydrogen-powered aircraft by 2045, and with a novel heat exchanger currently in development, this range could be even further.

“If everything falls into place, the commercialisation of hydrogen flight can go really fast now. As early as 2028, the first commercial hydrogen flights in Sweden could be in the air,” says Tomas Grönstedt, Professor at Chalmers University of Technology, and Director of the competence centre TechForH2* at Chalmers.

Some of these technological advances can be seen inside the Chalmers wind tunnels, where researchers test airflow conditions in cutting edge facilities. Here, more energy-efficient engines are being developed that pave the way for safe and efficient hydrogen flight for heavy-duty vehicles.

Future of short-range hydrogen aviation for Nordics

For hydrogen-powered aviation, short and medium-range flights are the closest to being realised. A recently published study from Chalmers shows that hydrogen-powered flights have the potential to meet the needs of 97 percent of all intra-Nordic flight routes and 58 percent of the Nordic passenger volume by 2045.

For this study, the researchers assumed a maximum flight distance of 750 miles and the use of an existing aircraft model adapted for hydrogen power. The study, led by doctoral student Christian Svensson in Tomas Grönstedt’s research group, also showcased a new fuel tank that could hold enough fuel, was insulated enough to hold the super-cold liquid hydrogen and at the same time was lighter than today’s fossil-based fuel tank systems.

Novel heat exchangers for better fuel consumption

Heat exchangers are a vital part of hydrogen aviation, and they are a key part of the technological advancements taking place. To keep the fuel systems light weight, the hydrogen needs to be in liquid form. This means that the hydrogen is kept supercool in the aircraft, typically around -250 degrees Celsius. By recovering heat from the hot exhausts of the jet engines, and by cooling the engines in strategic locations they become more efficient. To transfer the heat between the supercool hydrogen and the engine, novel types of heat exchangers are needed.

To meet this challenge, researchers at Chalmers have been working for several years to develop a completely new type of heat exchanger. The technology, which is now patent pending by partner GKN Aerospace, takes advantage of hydrogen’s low storage temperature to cool engine parts, and then uses waste heat from the exhaust gases to preheat the fuel several hundred degrees before it is injected into the combustion chamber.

“Every degree increase in temperature reduces fuel consumption and increases range. We were able to show that short- and medium-haul aircraft equipped with the new heat exchanger could reduce their fuel consumption by almost eight percent. Considering that an aircraft engine is a mature and well-established technology, it is a very good result from a single component,” says Carlos Xisto, Associate Professor at the Division of Fluid Mechanics at Chalmers, and one of the authors of the study.

The researchers also note that with more optimisation, this type of heat exchanger technology in a regular Airbus A320 commercial aircraft could provide an improved range of up to ten percent, or the equivalent of the Gothenburg-Berlin route (approximately 450 miles).

Sweden pledges big investments, despite challenges

The work to develop solutions for hydrogen aviation of the future is taking place on a broad front, with governments, universities and private companies working together. In Sweden, the innovation cluster, Swedish Hydrogen Development Centre (SHDC), brings together key players, including industry leaders and experts from academia. At a recent SHDC seminar, researchers from Chalmers presented their work and several commercial companies testified to major investments in hydrogen flights in the coming years. Whilst the technology is well advanced, the challenges lie rather in the large investments required, and in developing infrastructure, business models and partnerships to be able to produce, transport and store the hydrogen so that the transition to hydrogen flight is possible. A total transition is expected to require around 100 million tonnes of green hydrogen annually.

“There are industry expectations that 30-40 percent of global aviation will be powered by hydrogen by 2050. It is likely that for a number of years to come, we will need a mix of aircraft that run on electricity, less environmentally harmful e-jet fuel and hydrogen. But every aircraft that can be powered by hydrogen from renewable energy reduces carbon dioxide emissions,” says Tomas Grönstedt.

Within TechForH2, there are good conditions to take on the hydrogen challenge, and with a budget of SEK 162 million (equivalent USD 15.5 million), the competence centre can contribute to the development of a number of different research areas that link hydrogen and heavy transport.

More about TechForH2

  • TechForH2 is a competence centre for multidisciplinary hydrogen research with the overall aim of developing new technology in hydrogen propulsion for heavier vehicles as an important step in the transition to a fossil-free transport system.
  • TechForH2 is established by Chalmers University of Technology, Sweden, and is a joint venture together with Rise, Volvo, Scania, Siemens Energy, GKN Aerospace, PowerCell, Oxeon, Insplorion, Johnson Matthey and Stena.
  • With funding from Chalmers University of Technology, the Swedish Energy Agency and the centre’s partners, the centre’s total budget amounts to almost SEK 162 million over a five-year period in a first phase, with the possibility of extension for another five years.
  • The centre conducts research in a number of areas, such as the development of materials, production, heat management, fuel cells, vehicle systems, sensors, safety and a number of societal aspects of a transition to hydrogen operation of heavy transport.

More about hydrogen and hydrogen flight:

  • Hydrogen, H2, is an invisible, odorless, volatile gas that liquefies at about -250 degrees Celsius (20 Kelvin).
  • If the hydrogen is produced using renewable energy, it is free of carbon dioxide emissions. This is known as ‘green hydrogen’.
  • Hydrogen flights can be powered either electrically, using fuel cells that convert the hydrogen into electricity through catalysis, or with jet engines, where the hydrogen is burned in a gas turbine.
  • Hydrogen contains more energy per kilogramme than today’s kerosene, and also has the advantage that the residual product of combustion is mainly water vapour.
  • The gas is highly flammable if mixed with air, which is why high-efficiency sensors are necessary.
  • In industry, hydrogen is currently used in the production of, for example, fossil-free steel.



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Early dark energy could resolve cosmology’s two biggest puzzles

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A new study by MIT physicists proposes that a mysterious force known as early dark energy could solve two of the biggest puzzles in cosmology and fill in some major gaps in our understanding of how the early universe evolved.

One puzzle in question is the “Hubble tension,” which refers to a mismatch in measurements of how fast the universe is expanding. The other involves observations of numerous early, bright galaxies that existed at a time when the early universe should have been much less populated.

Now, the MIT team has found that both puzzles could be resolved if the early universe had one extra, fleeting ingredient: early dark energy. Dark energy is an unknown form of energy that physicists suspect is driving the expansion of the universe today. Early dark energy is a similar, hypothetical phenomenon that may have made only a brief appearance, influencing the expansion of the universe in its first moments before disappearing entirely.

Some physicists have suspected that early dark energy could be the key to solving the Hubble tension, as the mysterious force could accelerate the early expansion of the universe by an amount that would resolve the measurement mismatch.

The MIT researchers have now found that early dark energy could also explain the baffling number of bright galaxies that astronomers have observed in the early universe. In their new study, reported in the Monthly Notices of the Royal Astronomical Society, the team modeled the formation of galaxies in the universe’s first few hundred million years. When they incorporated a dark energy component only in that earliest sliver of time, they found the number of galaxies that arose from the primordial environment bloomed to fit astronomers’ observations.

You have these two looming open-ended puzzles,” says study co-author Rohan Naidu, a postdoc in MIT’s Kavli Institute for Astrophysics and Space Research. “We find that in fact, early dark energy is a very elegant and sparse solution to two of the most pressing problems in cosmology.”

The study’s co-authors include lead author and Kavli postdoc Xuejian (Jacob) Shen, and MIT professor of physics Mark Vogelsberger, along with Michael Boylan-Kolchin at the University of Texas at Austin, and Sandro Tacchella at the University of Cambridge.

Big city lights

Based on standard cosmological and galaxy formation models, the universe should have taken its time spinning up the first galaxies. It would have taken billions of years for primordial gas to coalesce into galaxies as large and bright as the Milky Way.

But in 2023, NASA’s James Webb Space Telescope (JWST) made a startling observation. With an ability to peer farther back in time than any observatory to date, the telescope uncovered a surprising number of bright galaxies as large as the modern Milky Way within the first 500 million years, when the universe was just 3 percent of its current age.

“The bright galaxies that JWST saw would be like seeing a clustering of lights around big cities, whereas theory predicts something like the light around more rural settings like Yellowstone National Park,” Shen says. “And we don’t expect that clustering of light so early on.”

For physicists, the observations imply that there is either something fundamentally wrong with the physics underlying the models or a missing ingredient in the early universe that scientists have not accounted for. The MIT team explored the possibility of the latter, and whether the missing ingredient might be early dark energy.

Physicists have proposed that early dark energy is a sort of antigravitational force that is turned on only at very early times. This force would counteract gravity’s inward pull and accelerate the early expansion of the universe, in a way that would resolve the mismatch in measurements. Early dark energy, therefore, is considered the most likely solution to the Hubble tension.

Galaxy skeleton

The MIT team explored whether early dark energy could also be the key to explaining the unexpected population of large, bright galaxies detected by JWST. In their new study, the physicists considered how early dark energy might affect the early structure of the universe that gave rise to the first galaxies. They focused on the formation of dark matter halos — regions of space where gravity happens to be stronger, and where matter begins to accumulate.

“We believe that dark matter halos are the invisible skeleton of the universe,” Shen explains. “Dark matter structures form first, and then galaxies form within these structures. So, we expect the number of bright galaxies should be proportional to the number of big dark matter halos.”

The team developed an empirical framework for early galaxy formation, which predicts the number, luminosity, and size of galaxies that should form in the early universe, given some measures of “cosmological parameters.” Cosmological parameters are the basic ingredients, or mathematical terms, that describe the evolution of the universe.

Physicists have determined that there are at least six main cosmological parameters, one of which is the Hubble constant — a term that describes the universe’s rate of expansion. Other parameters describe density fluctuations in the primordial soup, immediately after the Big Bang, from which dark matter halos eventually form.

The MIT team reasoned that if early dark energy affects the universe’s early expansion rate, in a way that resolves the Hubble tension, then it could affect the balance of the other cosmological parameters, in a way that might increase the number of bright galaxies that appear at early times. To test their theory, they incorporated a model of early dark energy (the same one that happens to resolve the Hubble tension) into an empirical galaxy formation framework to see how the earliest dark matter structures evolve and give rise to the first galaxies.

“What we show is, the skeletal structure of the early universe is altered in a subtle way where the amplitude of fluctuations goes up, and you get bigger halos, and brighter galaxies that are in place at earlier times, more so than in our more vanilla models,” Naidu says. “It means things were more abundant, and more clustered in the early universe.”

“A priori, I would not have expected the abundance of JWST’s early bright galaxies to have anything to do with early dark energy, but their observation that EDE pushes cosmological parameters in a direction that boosts the early-galaxy abundance is interesting,” says Marc Kamionkowski, professor of theoretical physics at Johns Hopkins University, who was not involved with the study. “I think more work will need to be done to establish a link between early galaxies and EDE, but regardless of how things turn out, it’s a clever — and hopefully ultimately fruitful — thing to try.”

We demonstrated the potential of early dark energy as a unified solution to the two major issues faced by cosmology. This might be an evidence for its existence if the observational findings of JWST get further consolidated,” Vogelsberger concludes. “In the future, we can incorporate this into large cosmological simulations to see what detailed predictions we get.”

This research was supported, in part, by NASA and the National Science Foundation.



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Plant-derived secondary organic aerosols can act as mediators of plant-plant interactions

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A new study published in Science reveals that plant-derived secondary organic aerosols (SOAs) can act as mediators of plant-plant interactions. This research was conducted through the cooperation of chemical ecologists, plant ecophysiologists and atmospheric physicists at the University of Eastern Finland.

It is well known that plants release volatile organic compounds (VOCs) into the atmosphere when damaged by herbivores. These VOCs play a crucial role in plant-plant interactions, whereby undamaged plants may detect warning signals from their damaged neighbours and prepare their defences. “Reactive plant VOCs undergo oxidative chemical reactions, resulting in the formation of secondary organic aerosols (SOAs). We wondered whether the ecological functions mediated by VOCs persist after they are oxidated to form SOAs,” said Dr. Hao Yu, formerly a PhD student at UEF, but now at the University of Bern.

The study showed that Scots pine seedlings, when damaged by large pine weevils, release VOCs that activate defences in nearby plants of the same species. Interestingly, the biological activity persisted after VOCs were oxidized to form SOAs. The results indicated that the elemental composition and quantity of SOAs likely determines their biological functions.

“A key novelty of the study is the finding that plants adopt subtly different defence strategies when receiving signals as VOCs or as SOAs, yet they exhibit similar degrees of resistance to herbivore feeding,” said Professor James Blande, head of the Environmental Ecology Research Group. This observation opens up the possibility that plants have sophisticated sensing systems that enable them to tailor their defences to information derived from different types of chemical cue.

“Considering the formation rate of SOAs from their precursor VOCs, their longer lifetime compared to VOCs, and the atmospheric air mass transport, we expect that the ecologically effective distance for interactions mediated by SOAs is longer than that for plant interactions mediated by VOCs,” said Professor Annele Virtanen, head of the Aerosol Physics Research Group. This could be interpreted as plants being able to detect cues representing close versus distant threats from herbivores.

The study is expected to open up a whole new complex research area to environmental ecologists and their collaborators, which could lead to new insights on the chemical cues structuring interactions between plants.



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Folded or cut, this lithium-sulfur battery keeps going

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Most rechargeable batteries that power portable devices, such as toys, handheld vacuums and e-bikes, use lithium-ion technology. But these batteries can have short lifetimes and may catch fire when damaged. To address stability and safety issues, researchers reporting in ACS Energy Letters have designed a lithium-sulfur (Li-S) battery that features an improved iron sulfide cathode. One prototype remains highly stable over 300 charge-discharge cycles, and another provides power even after being folded or cut.

Sulfur has been suggested as a material for lithium-ion batteries because of its low cost and potential to hold more energy than lithium-metal oxides and other materials used in traditional ion-based versions. To make Li-S batteries stable at high temperatures, researchers have previously proposed using a carbonate-based electrolyte to separate the two electrodes (an iron sulfide cathode and a lithium metal-containing anode). However, as the sulfide in the cathode dissolves into the electrolyte, it forms an impenetrable precipitate, causing the cell to quickly lose capacity. Liping Wang and colleagues wondered if they could add a layer between the cathode and electrolyte to reduce this corrosion without reducing functionality and rechargeability.

The team coated iron sulfide cathodes in different polymers and found in initial electrochemical performance tests that polyacrylic acid (PAA) performed best, retaining the electrode’s discharge capacity after 300 charge-discharge cycles. Next, the researchers incorporated a PAA-coated iron sulfide cathode into a prototype battery design, which also included a carbonate-based electrolyte, a lithium metal foil as an ion source, and a graphite-based anode. They produced and then tested both pouch cell and coin cell battery prototypes.

After more than 100 charge-discharge cycles, Wang and colleagues observed no substantial capacity decay in the pouch cell. Additional experiments showed that the pouch cell still worked after being folded and cut in half. The coin cell retained 72% of its capacity after 300 charge-discharge cycles. They next applied the polymer coating to cathodes made from other metals, creating lithium-molybdenum and lithium-vanadium batteries. These cells also had stable capacity over 300 charge-discharge cycles. Overall, the results indicate that coated cathodes could produce not only safer Li-S batteries with long lifespans, but also efficient batteries with other metal sulfides, according to Wang’s team.

The authors acknowledge funding from the National Natural Science Foundation of China; the Natural Science Foundation of Sichuan, China; and the Beijing National Laboratory for Condensed Matter Physics.



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