Thesis USO DEL HIDRÓGENO VERDE EN MOTORES DE AERONAVES A320-200 CASO APLICADO A LOS AEROPUERTOS ANDRES SABELLA Y DIEGO ARACENA.
Date
2022-08-17
Authors
VARGAS URIBE, LUCIANO ALEJANDRO
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Abstract
Actualmente el mundo está inmerso en una crisis climática, donde las emisiones de CO2 son uno de los tanto factores responsables. Chile en el año 2020 es considerado el país número 46 del ranking mundial y 4to del Sudamericano con 84.955 [kt] anuales de emisiones de CO2.
En la aviación los niveles de emisiones de CO2 según información del Ministerio del Medio Ambiente, en el 2018 ascienden a 3.669 [kt] teniendo un incremento de 1.550 [kt] que representa un aumento del 46% desde el año 2010. Bajo el supuesto de continuar con el mismo ritmo y sin considerar ninguna medida de mitigación como biocombustibles, por ejemplo, se tiene que para el año 2035 los niveles de CO2 emitidos aumentarían al valor de 6.092 [kt] lo que es casi el triple de lo que se emitía en el año 2010. Esto plantea que si bien existen medidas de mitigación estas no son suficientes, ya que simplemente se está retrasando el crecimiento en vez de frenarlo. Bajo esta problemática las diferentes aplicaciones del hidrógeno, o más específico el hidrógeno verde pueden llegar a ser una solución. Esto implica grandes inversiones iniciales las cuales se pueden ver justificadas con los beneficios económicos sociales que puede generar un proyecto de este alcance.
Primero se hizo uso de la matriz de Marco Lógico para hacer una planificación general, donde luego se presenta una evaluación técnica y económica social para analizar la implementación del hidrógeno verde en motores de la aeronave A320 para los aeropuertos Andrés Sabella y Diego Aracena. Para eso se consideró un modelo de motor eléctrico y otro híbrido realizando las rutas Andrés Sabella – Chacalluta – Andrés Sabella y Diego Aracena – Chacalluta – Diego Aracena. Según los resultados obtenidos el análisis técnico demuestra que para el modelo eléctrico se requieren 4 motores con 2 celdas de combustible, 11,8 [kg] de H2 verde para la ruta Andrés Sabella – Chacalluta – Andrés Sabella y 5,1 [kg] para Diego Aracena – Chacalluta – Diego Aracena por motor. Respecto al modelo hibrido los requerimientos son 2 motores con 2 celdas de combustible y las mismas cantidades de H2 verde por motor. Por otro lado, el análisis económico indicó que para el motor eléctrico se requiere una inversión inicial de 575.009 UF, más costos de almacenamiento de 1.197 UF, transporte de 1850,6 UF y mantención de 143.750 UF que inician a partir del año 2025, donde los indicadores del VAN y TIR son -70.827 y 5% respectivamente, siendo sensibles a la variación del precio social del CO2. En cambio, para el motor hibrido se requiere una inversión inicial de 201.254 UF con costos de almacenamiento de 598 UF, transporte de 925,3 UF y mantención de 70.438 UF que inician a partir del año 2025, donde los indicadores del VAN y TIR son 58.894 y 19% respectivamente, siendo menos sensibles que el modelo eléctrico a la variación del precio social del CO2. El Payback se presentó en el año 2027.
Por lo tanto, se consideró que la implementación del hidrógeno verde en los motores de la aeronave A320-200 para las rutas Andrés Sabella – Chacalluta – Andrés Sabella y Diego Aracena – Chacalluta – Diego Aracena es una estrategia viable y rentable desde el punto de vista social con la utilización de motores híbridos, dado los valores obtenidos del VAN, TIR y sensibilidad a los precios sociales del CO2.
Currently the world is immersed in a climate crisis, where CO2 emissions are one of the many responsible factors. Chile in 2020 is considered the 46th country in the world ranking and 4th in South America with 88.955 [kt] of CO2 emissions per year. In aviation, the scenario is just as worrying, where the levels of CO2 emissions according to information from the Ministry of the Environment, in 2018 amounted to 3.669 [kt], having an increase of 1.550 [kt], which represents an increase of 46% from the year 2010. Under the assumption of continue at the same rate and without considering any mitigation measures such as biofuels, for example, by the year 2035 the levels of CO2 emitted would increase to a value of 6.092 [kt], which is almost triple what was emitted in the year 2010. This raises that although there are mitigation measures, these are not enough, because they are simply delaying growth instead of stopping it. Under this problem, the different applications of hydrogen, or more specifically green hydrogen, can become a solution. This implies large initial investments which can be justified by the economic and social benefits that a project of this scope can generate. First, the Logical Framework matrix was used to do an overall planning, where a technical and social economic evaluation is then presented to analyze the implementation of green hydrogen in the engines of the A320 aircraft for the Andrés Sabella and Diego Aracena airports. For this, an electric motor model and another hybrid model applied to the Airbus 320-200 aircraft were considered, performing the Andrés Sabella – Chacalluta and Diego Aracena – Chacalluta routes. According to the results obtained, the technical analysis shows that for the electric model, 4 engines with 3 fuel cells are required, 18 [kg] of green H2 for Andrés Sabella – Chacalluta – Andrés Sabella route and 7,2 [kg] for Diego Aracena – Chacalluta – Diego Aracena route, per engine. Regarding the hybrid model, the requirements are 2 engines with 3 fuel cells and the same amounts of green H2 per engine. On the other hand, the economic analysis indicated that an initial investment of 575.009 UF is required for the electric motor, plus storage costs of 1.197 UF, transportation of 1.850,6 UF and maintenance of 143.750 UF starting in 2025, where the NPV and IRR social indicators are -70.827 and 5% respectively, being sensitive to the variation of the social price of CO2. Instead, for the hybrid engine an initial investment of 201.254 UF is required with storage costs of 598 UF, transportation of 925,3 UF and maintenance of 70.438 UF starting in 2025, where the NPV and IRR social indicators are 58.894 and 19% respectively, being less sensitive than the electric model to the variation of the social price of CO2. The Payback was introduced in the year 2027. Therefore, it was considered that the implementation of green hydrogen in the engines of the A320 aircraft for Andrés Sabella – Chacalluta – Andrés Sabella and Diego Aracena – Chacalluta – Diego Aracena routes is a viable and profitable strategy from the social the point of view with the use of hybrid engines, given the values obtained from the NPV, social IRR and sensitivity to the social prices of CO2.
Currently the world is immersed in a climate crisis, where CO2 emissions are one of the many responsible factors. Chile in 2020 is considered the 46th country in the world ranking and 4th in South America with 88.955 [kt] of CO2 emissions per year. In aviation, the scenario is just as worrying, where the levels of CO2 emissions according to information from the Ministry of the Environment, in 2018 amounted to 3.669 [kt], having an increase of 1.550 [kt], which represents an increase of 46% from the year 2010. Under the assumption of continue at the same rate and without considering any mitigation measures such as biofuels, for example, by the year 2035 the levels of CO2 emitted would increase to a value of 6.092 [kt], which is almost triple what was emitted in the year 2010. This raises that although there are mitigation measures, these are not enough, because they are simply delaying growth instead of stopping it. Under this problem, the different applications of hydrogen, or more specifically green hydrogen, can become a solution. This implies large initial investments which can be justified by the economic and social benefits that a project of this scope can generate. First, the Logical Framework matrix was used to do an overall planning, where a technical and social economic evaluation is then presented to analyze the implementation of green hydrogen in the engines of the A320 aircraft for the Andrés Sabella and Diego Aracena airports. For this, an electric motor model and another hybrid model applied to the Airbus 320-200 aircraft were considered, performing the Andrés Sabella – Chacalluta and Diego Aracena – Chacalluta routes. According to the results obtained, the technical analysis shows that for the electric model, 4 engines with 3 fuel cells are required, 18 [kg] of green H2 for Andrés Sabella – Chacalluta – Andrés Sabella route and 7,2 [kg] for Diego Aracena – Chacalluta – Diego Aracena route, per engine. Regarding the hybrid model, the requirements are 2 engines with 3 fuel cells and the same amounts of green H2 per engine. On the other hand, the economic analysis indicated that an initial investment of 575.009 UF is required for the electric motor, plus storage costs of 1.197 UF, transportation of 1.850,6 UF and maintenance of 143.750 UF starting in 2025, where the NPV and IRR social indicators are -70.827 and 5% respectively, being sensitive to the variation of the social price of CO2. Instead, for the hybrid engine an initial investment of 201.254 UF is required with storage costs of 598 UF, transportation of 925,3 UF and maintenance of 70.438 UF starting in 2025, where the NPV and IRR social indicators are 58.894 and 19% respectively, being less sensitive than the electric model to the variation of the social price of CO2. The Payback was introduced in the year 2027. Therefore, it was considered that the implementation of green hydrogen in the engines of the A320 aircraft for Andrés Sabella – Chacalluta – Andrés Sabella and Diego Aracena – Chacalluta – Diego Aracena routes is a viable and profitable strategy from the social the point of view with the use of hybrid engines, given the values obtained from the NPV, social IRR and sensitivity to the social prices of CO2.
Description
Keywords
HIDROGENO VERDE , HIDROGENO COMO COMBUSTIBLE , AEROPUERTOS , ESTUDIO DE FACTIBILIDAD , AEROPUERTO INTERNACIONAL GENERAL DIEGO ARACENA AGUILAR, REGION DE TARAPACA , AEROPUERTO INTERNACIONAL ANDRÉS SABELLA, REGIÓN DE ANTOFAGASTA , AERONAVE A320-200 , EMISIONES DE CO2