到2050年印度氫使用量將增長10倍

據(jù)能源世界網(wǎng)6月9日新德里報道，根據(jù)能源和資源研究所(TERI)的數(shù)據(jù)顯示，印度使用氫氣的潛在規(guī)模是巨大的，到2050年可以增加3到10倍，促進該國向碳中性經(jīng)濟的轉型。

該研究所在一份題為“印度制造氫氣”的政策簡報中表示，在向碳中和經(jīng)濟過渡的過程中，氫氣可以為可再生能源和電池提供輔助作用；文章補充道，氫的早期需求市場包括卡車燃料電池、電力部門供需平衡以及工業(yè)中替代化石燃料。

印度重型運輸市場將迅速擴大，隨之而來的碳排放既是巨大的挑戰(zhàn)，也是機遇。TERI表示，目前，氫燃料電池汽車的充電時間在5到15分鐘之間，而純電動汽車則需要超過90分鐘。

TERI稱，盡管由于電池能夠在24小時內多次循環(huán)使用，故而可以提供經(jīng)濟高效的日間存儲，但它們不太可能在幾天或幾周的時間內提供具有成本效益的存儲。出于這個目的，氫氣可能是一個更合適的選擇，因為大規(guī)模開發(fā)氫氣儲存設施的資本成本較低，包括鹽穴或鋼罐。

在印度，目前的氫需求主要集中在化工和石化行業(yè)，未來的需求預計將受到運輸、工業(yè)和電力行業(yè)更多使用的推動。該政策簡報稱，氫可分為“灰色”(由化石燃料產(chǎn)生)、“藍色”(由具有碳捕獲和存儲功能的化石燃料產(chǎn)生)和“綠色”(由可再生電力產(chǎn)生)。

根據(jù)TERI說法，到目前為止，印度在獲取太陽能光伏和電池等某些清潔能源技術的制造效益方面取得的成功有限。因此，它現(xiàn)在將綠色氫視為下一個“清潔能源獎勵”，這將需要工業(yè)和政府的協(xié)調行動。

今年1月，新能源與可再生能源部（MNRE）前秘書阿南德·庫馬爾（Anand Kumar）表示：“我們正試圖建立氫能任務。氫作為能源可以使鋼鐵，航空等行業(yè)脫碳。 可以充當能源載體，并可以滿足火車和運輸部門的需求?！?/span>

他補充道，政府將不遺余力地分析形勢，并在氫能建設任務的所有適用和未來領域進行研究和開發(fā)。

郝芬 譯自 能源世界網(wǎng)

原文如下：

Energy transition: Hydrogen use in India's energy mix can grow 10 times by 2050

The potential scale of hydrogen use in India is huge and can increase in a ange between 3 times and 10 times by 2050, facilitating the transition to a carbon neutral economy, according to The Energy and Resources Institute (TERI).

"Hydrogen can provide a supplementary role to renewables and batteries, in a transition to a carbon neutral economy," the institute has said in a policy brief titled "Make Hydrogen in India" adding that the early demand markets for hydrogen include fuel cells for trucking, balancing supply and demand in the power sector, and replacing fossil fuels in industry.

India’s heavy duty transport market is set to rapidly expand and with it associated carbon emissions present both a huge challenge and an opportunity."Presently, hydrogen fuel cell vehicles can be recharged between 5 to 15 minutes as compared to the well over 90 minutes required for battery electric vehicles," TERI said.

Although batteries can provide cost-effective intraday storage because of their ability to cycle multiple times within 24 hours, they are unlikely to provide cost-effective storage on the time scale of several days or weeks. For this purpose, hydrogen may be a more suitable option due to the lower capital costs of developing hydrogen storage facilities at scale, including salt caverns or steel tanks, TERI said.

In India, current hydrogen demand is largely focused in the chemical and petrochemical sectors and the future demand is expected to be driven by greater use across transport, industry and power. Hydrogen produced can be divided into ‘grey’- produced from fossil fuels, ‘blue’- produced from fossil fuels with carbon capture and storage and ‘green’- produced from renewable electricity, the policy brief said.

According to TERI, so far India has had limited success in capturing the manufacturing benefits of certain clean energy technologies such as solar photovoltaic and batteries. Hence, it now sees green hydrogen as the next 'clean energy prize', which will require coordinated action from industry and government.

In January this year, Anand Kumar, former secretary at ministry of new and renewable energy (MNRE) had said: "We are trying to set up a hydrogen mission. Hydrogen as a source of energy can decarbonise industries like steel, aviation etc. It can act as an energy carrier and can meet the demand of trains and transportation sector."

He had added the government is leaving no stone unturned to analyse the situation and carrying out research and development in all the applicable and futuristic areas of the mission hydrogen.