It is not only electrified vehicles that play a role in achieving the climate targets in the transport sector. Certain requirements such as an increased range or faster charging cycles cannot (yet) be achieved with the current state of the art using batteries as direct electrification. A technical solution must also be found for vehicles that cannot use a battery for reasons of space or weight. The aviation industry in particular faces enormous challenges in this regard. E-fuels can provide a remedy in applications of this kind. This becomes clear when looking at the EU's climate policy targets:
E-fuels fall under the category of synthetic fuels (syn-fuels). The characterising feature of e-fuels is that molecular base materials are processed with electricity from renewable energies to create energy carriers with a high energy density. Green hydrogen, for example, can be used to produce greenhouse gas-neutral e-methanol. This involves converting green hydrogen together with CO2 from the air (as a carbon source) into methanol - now called e-methanol - using appropriate catalysts, high pressures and temperatures. Examples of other e-fuels and their production processes include
The advantage of e-fuels is that they can be applied to the current fossil-based energy system and its technologies. This means that GHG-intensive sectors can potentially be defossilised where direct electrification is not (yet) possible or practicable. However, the high energy input for production is a disadvantage. Compared to direct electrification and even hydrogen, e-fuels are much less efficient. Particularly in the early phase of the energy transition, the slow expansion of renewable energy output can lead to supply conflicts due to the inadequate provision of renewable electricity. Utilising green electricity by converting it into hydrogen and then into e-fuels leads to high energy losses and is a hindrance in the context of the fastest possible energy transition.
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