Powering internal combustion engines with hydrogen: FST has the right materials and high-tech seals in its portfolio.
When the conversation turns to potential applications for hydrogen, the term “fuel cell” is usually mentioned in the same breath. By contrast, the value of hydrogen as a fuel for conventional internal combustion engines – as opposed to gasoline or diesel – is often neglected in political and technical discussions. But an “internal combustion engine powered by H2” emits no carbon dioxide. The technology is good for the climate if the hydrogen is “green,” that is, if the gas is produced climate-neutrally.
“Hydrogen combustion engines are currently a niche, and it is comparatively easy for us to fill it. We have the right expertise and a rich store of experience,” said Robin Möller, Global Segment Director Power Generation, Sales General Industry. He then puts the matter in perspective: “It ‘only’ takes some further technical development. We are not talking about a new or completely different technology. The required technical leap is smaller, and the conversion costs are lower than they would be with fuel cells, for example.”
Or to put it another way: Freudenberg Sealing Technologies (FST) is not entering new territory with hydrogen engines. It is on its home ground. Keep in mind that internal combustion engines require more seals than electric motors, and that is good for business.
Still, the work is turning out to be challenging: In H2 combustion engines, seals must tolerate demanding chemical and mechanical conditions. For example, it is essential to prevent permeation, that is, gas penetration into the sealing material. New issues are emerging with regard to compression, temperature, lubrication and corrosion. But they are all issues that are solvable for a materials specialist like FST. “We have the material expertise in-house and are already offering customers high-tech materials for use with hydrogen,” Möller said.
Keyword: Customers
Here the auto industry – where the pendulum is currently swinging toward battery-powered electric motors – is less of an interest. On one hand, Möller is focusing on makers of natural gas-powered engines for heavy-duty trucks, agricultural and construction machinery, locomotives and ships. On the other hand, hydrogen motors are well suited for stationary applications, for example, in emergency power generators for hospitals or airports. Or they come into use to complete power supply systems in areas without a grid infrastructure, for example, at remote mines. FST already supports major companies such as Cummins and Deutz in their production of hydrogen engines.
