据外媒报道，韩国领先的电力设施与工程商斗山重工(doosan heavy industry & construction)日前与韩国昌原市、韩国工业产业院和昌原产业振兴院完成签约，将建设运营日产量为5吨的“昌原国家产业园液氢示范项目”。

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图1 签约仪式现场

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据悉，该项目是韩国目前规模最大的液氢制氢项目，计划投资25亿韩元，建设周期27个月，预计2022年下半年投产。斗山重工将在昌原工厂内建设液氢的生产设施并承担后续设施运营。

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事实上，这并非斗山重工签约的首个液氢项目，一年前斗山重工曾与昌原市政府签署的协议，2021年前建成0.5吨/天液氢工厂，以支持昌原市建设氢能循环和存储系统示范站点项目。

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规模化产业生态

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昌原经验可借鉴

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本次规模化液氢制氢项目的建设得益于昌原市近年来对氢能产业的积极开拓和培育。

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据了解，昌原市2019年与四家企业合作推进‘氢能源循环系统验证园区建立项目’，探索并研发涉及氢能全产业链的商业模式，该项目涵盖氢能源生产设施、环保绿色再处理设施、氢气充装系统和氢能源运用等。

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更早时候，为构建基于现代氢燃料电池汽车为核心的本地零部件配套产业生态，昌原市政府下属的昌原产业振兴院投入资金大力扶持多级供应商开发生产相关零部件。据了解，氢燃料电池汽车零部件远多于电动汽车，实现本地零部件配套供应对整车扩大生产规模和降低成本意义重大。

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这一氢能产业链合作伙伴生态系统目前已扩展至加氢站等领域，更多企业成为昌原市氢能计划的一部分。

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图2 昌原市氢燃料公交车在加氢

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据统计，截止2019年底，昌原市已拥有510辆氢能汽车和3个加油站。

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为扩大氢能应用规模，今年2月，昌原市宣布将为当地居民、企业和公共机构提供氢燃料电池汽车补贴。单车购买补贴达3310万韩元，补贴后氢燃料电池汽车的购买价格约为7000万韩元。

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根据当地计划，2020年昌原市将新增1100辆氢燃料电池汽车，运行加氢站增加至8个，另有3个在计划建造中。

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通过下游交通领域的应用取得突破，并实现产业链国产化、集群化和规模化发展，昌原市氢能产业培育举措已产生效果，值得借鉴。正是不断扩大的应用规模催生了规模化加氢需求，带动上中游产业协同发展，上述5吨/天液氢项目投产后，预计可满足1000辆汽车的加氢需求。

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液氢加氢站更适合

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市场化大规模运营

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2019年1月，韩国政府发布“氢能经济发展路线图”，计划到2040年氢燃料电池汽车累计产量增至620万辆，加氢站增至1200个，氢气供应量更是从2018年的13万吨/年提高到520万吨。面对大规模商业应用，液氢是必要的选择。

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表1 韩国“氢能经济发展路线图”主要目标

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液氢储氢密度高，储运成本低，储存压力低，更适合用于车载氢气存储系统、氢气输运和固定式储存系统。

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以加氢站为例，高压气氢加氢站储氢量在300-1000kg，而液氢加氢站低压下储氢量最高可达6000kg，同样储氢量时，液氢加氢站占地面积更小，建造成本更低。

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据了解，目前加氢站日均服务车辆数量远低于加油站，一方面制约氢燃料电池汽车规模化加氢需求，另一方面也造成加氢站盈利困难。采用液氢技术的加氢站可显著提升服务能力。

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表2 加氢站不同加氢能力对应的车辆服务数量

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注：假定乘用车储氢量平均为5kg，商用车储氢量平均为20kg

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江苏国富氢能技术装备有限公司联合创始人、副总经理魏蔚就指出，高压气氢加氢站适用于前期市场拓展，而液氢加氢站更适合市场化大规模运营。

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无独有偶，国内近期液氢市场也出现重磅消息。3月9日，鸿达兴业股份有限公司发布非公开发行a股股票预案，拟在内蒙乌海投建包括3万吨液氢在内的5万吨制氢项目，这将为液氢规模化应用创造条件。

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据悉，受制于液氢供应，国内目前液氢加氢站建成和在建的仅3座，多属示范性质，规模不大，尚无法发挥液氢诸多优势。而从全球来看，2019年400多座已建加氢站中有1/3以上为液氢加氢站，大多分布在美国和日本。参照国外经验，与韩国相比，我国氢液化和液氢加注设施市场发展潜力更大，液氢产业有望加快发展。能源发展网 作者： 陈大英

以上是网络信息转载，信息真实性自行斟酌。