Technoeconomic analysis of metal-organic frameworks for bulk hydrogen transportation
Technoeconomic analysis of metal-organic frameworks for bulk hydrogen transportation
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DOI：
10.1039/d0ee02448a
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发表时间：
2021-03-01
影响因子：
32.5
通讯作者：
Breunig, Hanna M.
中科院分区：
文献类型：
--
作者：
Anastasopoulou, Aikaterini;Furukawa, Hiroyasu;Breunig, Hanna M.
许多基于吸附的技术正在成为氢气运输的候选者，但对其实际可行性知之甚少。因此，尽管缺乏可行的未来氢供应链的明确标准，但需要新的方法来对新兴的氢运输概念进行早期验证。在这项工作中，我们进行技术经济建模，以量化成本，性能和系统组件之间的关系，为早期阶段的吸附氢供应链。我们比较的结果与成本和性能的高压压缩气体和液氢卡车在相同的应用。利用现有的实验吸附数据，我们模拟了在100 bar和77或200 K下运行的装有金属有机框架（MOFs）的管拖车卡车的重量性能。我们还外推可用的实验数据，研究第三种情况下，管拖车卡车在环境温度和250巴。为这些条件开发的模型代表了可行的操作场景，其中加压或冷却成本相对于压缩或液氢卡车系统可以降低。结果表明，长距离传输的平准化成本，包括天然气终端和基于MOF的卡车车队，范围从7.3美元到29.0美元每公斤H-2。使用350巴和500巴压缩氢气卡车和液氢卡车运输的平准化费用低得多，分别为每公斤H-2 1.8美元、1.7美元和3.1美元。在短距离城市配送应用中，基于M0F的卡车车队、天然气终端和加油站具有每kg H-2在$11.8和$40.0之间的平准化成本，这也比在350巴、500巴和液态氢卡车的情况下的配送更昂贵，其具有每kg H-2 $4.7、$4.1和$3.9的平准化成本，分别确定的降低成本的关键机会是：通过开发具有更高体积输送能力的新MOF来增加管道系统的氢气容量，每个加油站的灵活允许每日输送量，增加MOF的循环稳定性和无人驾驶卡车。
Numerous adsorption-based technologies are emerging as candidates for hydrogen transportation, and yet little is known about their practical viability. As such, new approaches are needed to conduct early validation of emerging hydrogen transportation concepts despite a lack of clear criteria for viable future hydrogen supply chains. In this work, we conduct technoeconomic modeling to quantify cost, performance, and relations between system components for early-stage adsorbent-based hydrogen supply chains. We compare results with the cost and performance of high pressure compressed gas and liquid hydrogen trucks in the same applications. Using available experimental adsorption data, we simulate the gravimetric performance of tube trailer trucks packed with metal-organic frameworks (MOFs) operated at 100 bar and 77 or 200 K. We also extrapolated available experimental data to study a third scenario where tube trailer trucks are operated at ambient temperature and 250 bar. Models developed for these conditions represent feasible operation scenarios where pressurization or cooling costs can be reduced relative to compressed or liquid hydrogen truck systems. Results suggest that the levelized cost of long-distance transmission, including a gas terminal and MOF-based truck fleet, ranges from $7.3 to $29.0 per kg H-2. The levelized cost of transmission using compressed hydrogen gas trucks at 350 and 500 bar and liquid hydrogen trucks is substantially lower, at $1.8, $1.7 and $3.1 per kg H-2, respectively. In a short-distance urban distribution application, the MOF-based truck fleet, gas terminal, and refueling stations have a levelized cost between $11.8 and $40.0 per kg H-2, which is also more expensive than distribution in the case of the 350 bar, 500 bar and liquid hydrogen trucks, which have levelized costs of $4.7, $4.1 and $3.9 per kg H-2, respectively. Key opportunities identified for lowering costs are: increasing the hydrogen capacity of the tube system by developing new MOFs with higher volumetric deliverable capacities, flexible allowable daily deliveries per refueling station, increasing the cycling stability of the MOF, and driverless trucks.