Energy transmission method and system

Abstract

The method of transmitting energy includes a generation step of generating hydrogen, a first transfer step of transferring hydrogen to a tank at a first location, a transport step of transporting the tank to a second location using an aircraft, a second transfer step of transferring a delivered quantity of hydrogen from the tank at the second location, and an oxidation step of oxidizing the delivered quantity to generate thermal, electrical or mechanical energy, wherein a liquefaction step of converting hydrogen to liquid hydrogen is performed before the first transfer step such that the hydrogen transferred to the tank is liquid hydrogen, a vaporization step of vaporizing the delivered quantity is performed after the second transfer step such that the delivered quantity is liquid in the second transfer step and gas in the oxidation step, and the aircraft is an airplane.

Description

[Technical Field]

[0001] The present invention relates to a method and system for transmitting energy. [Background technology]

[0002] Energy, particularly renewable sources such as solar, wind, hydroelectric, and geothermal, can be abundant far from where it is needed. Infrastructure that generates electricity from non-renewable sources may also be centralized away from population centers to allow for the capture and control of emissions and greenhouse gases. Typically, electricity from these sources is delivered by cables to population centers and distributed by a power grid. Portable batteries can be charged by this power grid, allowing for further distribution of energy.

[0003] Hydrocarbons have also been used as energy sources that can be transported using pipes and containers and oxidized to produce electrical and mechanical energy where needed. Hydrogen has been proposed as a clean alternative to hydrocarbons, as it does not produce pollutants when oxidized.

[0004] WO 2010 051088 A1 discloses a method according to the preamble of claim 1, which proposes generating electricity at or in close proximity to a primary energy source using geothermal, wind, solar, wave, tidal or hydroelectric power, using this electricity to produce hydrogen directly from water, and transporting this hydrogen from where it is produced to where it is needed using an airship that can also use the hydrogen gas to generate lift, provide propulsion energy and meet auxiliary needs. Summary of the Invention [Problem to be solved by the invention]

[0005] The airship described in WO 2010 051088 A1 uses a combination of tanks and bladders to carry hydrogen at high, low and near-ambient pressures, which requires energy consumption to pump the low and near-ambient pressure hydrogen into pipes and containers for further distribution, thereby reducing available energy.

[0006] The present invention aims to transmit energy in a manner that increases the amount of useful energy available at a location away from the energy source. [Means for solving the problem]

[0007] The method for transmitting energy according to the present invention includes: a generating step of generating hydrogen; a first transfer step of transferring the hydrogen to a tank at a first location; a transport step of transporting the tank to a second location using an aircraft; a second transfer step of transferring a quantity of hydrogen to be delivered from the tank at the second location; an oxidation step of oxidizing the quantity to be delivered to generate thermal, electrical or mechanical energy; a liquefaction step of converting hydrogen to liquid hydrogen before the first transfer step so that the hydrogen transferred to the tank is liquid hydrogen; and a vaporization step of vaporizing the quantity to be delivered after the second transfer step so that the quantity to be delivered is liquid in the second transfer step and gas in the oxidation step, wherein the aircraft is an airplane.

[0008] Because the delivered quantity is transported in liquid form from the tank at the second location, it is possible to reduce the pumping work required to consume or distribute hydrogen at the second location. The liquefaction, which allows for the reduction of pumping work, is performed before transportation, so the amount of energy made available at the second location from the delivered quantity is not reduced. In other words, the present invention utilizes energy that is abundant at the first location to provide hydrogen in a form that increases the energy available at the second location. Furthermore, because the tank is transported by airplane, the transportation step can be carried out quickly, shortening the time it takes for the hydrogen in the tank to absorb heat, thereby reducing boiling of the liquid hydrogen and minimizing the reduction in the amount of liquid hydrogen delivered.

[0009] Preferably, in the transport step, the hydrogen is vented from the tank and oxidized to provide thrust and / or auxiliary power to the aircraft.

[0010] Using hydrogen from the tanks for thrust and / or auxiliary power can simplify the energy and power systems on the aircraft, and venting can reduce pressure buildup in the tanks due to boil-off.

[0011] Preferably, the hydrogen is discharged from the tank as liquid hydrogen and vaporized prior to oxidation, and the latent heat of vaporization of the hydrogen discharged from the tank is used to cool the aircraft systems and / or the delivered volume.

[0012] During the transportation step, the latent heat of vaporization of the discharged hydrogen can be used to cool aircraft systems and / or the delivered volume, thereby improving aircraft performance and / or further reducing boil-off of liquid hydrogen and thus further avoiding reductions in the amount of delivered liquid hydrogen.

[0013] Preferably, in the transporting step, the gaseous hydrogen is vented from the tank to the atmosphere.

[0014] By venting the gaseous hydrogen to the atmosphere during the transport step, the pressure ranges experienced by the tank during the transport step, particularly during the aircraft's ascent and cruise, can be limited using a simple structure, thus reducing the weight of the aircraft and tank and increasing the efficiency of the transport step.

[0015] Preferably, the method further comprises, during the transporting step, implementing a control step to prevent the gauge pressure in the tank from dropping below a predetermined pressure, wherein the control step comprises increasing the supply of heat to the tank and / or transferring hydrogen to the tank from an auxiliary tank, an evaporation circuit or a heat exchanger.

[0016] In this way, by increasing the heat supply to the tank and / or transferring hydrogen from an auxiliary tank to the tank, the pressure range to which the tank is subjected is reduced, thus making the tank lighter and increasing the efficiency of the transport step.

[0017] The tank may have a modular construction and may be attached to the airplane after the first transfer step and removed from the airplane before the second transfer step, allowing the tank to be used for storage at a second location without the need for the airplane, or the tank may be integrated into the airplane throughout the method.

[0018] Liquid hydrogen can be transported in two or more tanks on the aircraft during the transport step, which allows the pressure in the tanks and the trim of the aircraft to be more easily managed.

[0019] Preferably, in the second transfer step, the liquid hydrogen is pumped directly from the tank to another tank on another aircraft, and the vaporization and oxidation steps are performed on the other aircraft, thereby minimizing storage and transfer steps, thereby reducing boil-off and making the maximum amount of energy available to the aircraft.

[0020] Preferably, the mass of the delivered quantity is greater than 30 percent of the empty weight of the airplane.

[0021] The energy transmission system according to the present invention comprises: means for generating and liquefying hydrogen; first transfer means configured to transfer the liquid hydrogen to a tank at a first location; the tank; an aircraft capable of transporting the tank; second transfer means configured to transfer a delivery quantity of liquid hydrogen from the tank at a second location; vaporization means configured to vaporize the delivery quantity; and oxidation means configured to oxidize the vaporized quantity to produce thermal, electrical or mechanical energy, wherein the tank is integrated with the aircraft or the tank is configured to be attachable to and detachable from the aircraft while still containing liquid hydrogen.

[0022] Preferably, the aircraft is configured to oxidize hydrogen from the tanks to provide thrust and / or auxiliary power to the aircraft.

[0023] Preferably, the aircraft is further configured to use the latent heat of vaporization of the liquid hydrogen removed from the tanks and / or a portion of the liquid hydrogen left or returned to the tanks to cool aircraft systems.

[0024] Preferably, the aircraft further comprises a control device configured to activate means for increasing the supply of heat to the tank and / or transferring hydrogen from an auxiliary tank, an evaporation circuit or a heat exchanger to the tank, and means for preventing the gauge pressure in the tank from dropping below a predetermined pressure.

[0025] These systems allow the advantages of the corresponding methods to be achieved.

[0026] Preferably, the tank is exposed to the exterior of the aircraft and includes an electric heater configured to heat an exterior surface of the tank exposed to the exterior of the aircraft, the heater making it possible to suppress ice formation on the surface of the tank. [Brief explanation of the drawings]

[0027] [Figure 1] FIG. 1 is a diagram showing the order of steps in the first and second embodiments of the present invention. [Figure 2] FIG. 2 is a schematic diagram showing components of the tank and aircraft used in the first embodiment. [Figure 3] FIG. 3 is a schematic diagram showing components of an airplane used in the second embodiment. [Figure 4a] FIG. 4a is a schematic diagram showing aircraft and tank components during stowage according to a third embodiment of the present invention. [Figure 4b] FIG. 4b is a schematic diagram showing aircraft and tank components after loading according to a third embodiment of the invention. DETAILED DESCRIPTION OF THE INVENTION

[0028] The first embodiment of the present invention is implemented as follows.

[0029] In the generation step S1, electricity is preferably generated from a renewable resource such as wind, solar, geothermal or hydroelectric power, although the source of the electricity is not particularly limited, and is used to generate hydrogen from water by electrolysis.

[0030] Alternatively, hydrogen can be extracted from fossil fuels or biomass, for example by steam methane reforming, coal gasification or biomass gasification.

[0031] The hydrogen is then liquefied using conventional processes in a liquefaction step S2.

[0032] The liquefied hydrogen is then transferred to the tank 10 at the first location. This constitutes a first transfer step S3 using a first transfer means. The liquefied hydrogen may be in a semi-molten state mixed with frozen hydrogen.

[0033] The tank 10 is double-walled and semi-vacuum insulated, has gas and liquid outlets 11, 12, a vacuum relief valve, and an electric heater 15.

[0034] The tank 10 is then transferred to an airplane 2 having a non-pressurized compartment in which the tank 10 is stowed, physically secured, and grounded. The airplane has a boil-off circuit 22 to which the gas outlet 12 of the tank 10 is attached so that gas can be vented from the tank 10 to the boil-off circuit 22 and into the atmosphere. The airplane 2 also has an auxiliary power supply 21 connected to the electric heater 15 of the tank 10.

[0035] The aircraft 2 then flies the tank 10 to another location, the flight including takeoff, climb, cruise, descent and landing.

[0036] During ascent, gauge pressure within the tank 10 increases due to boiling and the atmospheric pressure drop with altitude. To counteract this increase in gauge pressure and avoid excessive structural loads on the tank 10, gas is vented to the atmosphere from the tank 10 using a boil-off circuit 22.

[0037] During subsequent cruise at high altitude, additional gas is allowed to vent from tank 10 to boil-off circuit 22 and then to atmosphere to continually suppress gauge pressure depending on boil-off rate and cruise time.

[0038] During descent, the gauge pressure in the tank 10 decreases due to the drop in atmospheric pressure. At this time, power is supplied to the electric heater 15 to increase the heat supplied to the liquid hydrogen in the tank 10 in order to increase the boil-off rate and increase the absolute pressure in the tank 10 in order to maintain a positive gauge pressure in the tank 10 and prevent buckling and excessive structural loads.

[0039] After landing, the boil-off circuit and auxiliary power supply are disconnected from the tank 10 and the tank 10 is removed from the aircraft 2. The tank 10 is then moved to a second location where a second transfer step is performed.

[0040] In a second transfer step, a second transfer means transfers the liquid hydrogen from the tank 10 for distribution and consumption by conventional means. For example, the hydrogen may be transferred to a well-insulated stationary storage tank that can intermittently supply gaseous and liquid hydrogen on demand. For further transport of the liquid hydrogen prior to vaporization and oxidation, the liquid hydrogen may also be transferred to an insulated portable tank suitable for road or rail transport. The liquid hydrogen may also be transferred directly to an industrial process or pipeline via a vaporizer. The liquid hydrogen may also be transferred directly to a tank on a vehicle, particularly an airplane 2, where the hydrogen is then liquefied and oxidized for power generation.

[0041] After the second transfer step, the tank 10 can be transported back to the first location or another location closer to a different energy source using various means, including an airplane 2. At this time, a certain amount of hydrogen can be left in the tank 10 to prevent contamination. If liquid hydrogen is left behind, the latent heat of vaporization of the liquid hydrogen can be used to help maintain a low temperature in the tank 10 until it is refilled. Alternatively, the tank 10 can be purged with an inert gas.

[0042] In a variation of the first embodiment, the compartment of the airplane 2 in which the tank 10 is loaded is at least partially pressurized. Pressurizing the compartment reduces gauge pressure fluctuations in the tank 10 during flight, and may obviate the need for the boil-off circuit 22. Instead, the tank 10 may be designed to withstand expected gauge pressure fluctuations during flight and / or to release small amounts of gaseous hydrogen in the compartment to be dispersed by ventilation through the pressurization system.

[0043] In another variation of the first embodiment, the tank 10 is the first tank 10, and one or more additional tanks containing liquid hydrogen may be loaded into the compartment and airlifted on the airplane 2 in the transport step. In this case, the boil-off circuit 22 and auxiliary power supply have connections to each of the tanks. The one or more additional tanks may be unloaded along with the first tank 10, or may be retained and then airlifted on the airplane 2 and unloaded elsewhere. Thus, the one or more additional tanks may transport liquid hydrogen to a third location.

[0044] In the second embodiment, the production and liquefaction steps are the same as in the first embodiment. The liquefied hydrogen is then transferred to the tank 10 at a first location. This constitutes a first transfer step using a first transfer means. However, unlike the first embodiment, the tank 10 is integrated with the aircraft 2 throughout the method.

[0045] The tank 10 has a single metal wall with foam insulation attached to the exterior surface. To strengthen the metal-to-foam attachment, the exterior surface is laser textured to create a physical interlock between the foam and metal. The tank 10 has gas and liquid outlets 11, 12 and a vacuum relief valve. The tank 10 is secured inside the fuselage 20 of the aircraft 2.

[0046] The gas outlet 12 is connected to a gas circuit in the airplane 2. The gas circuit comprises a boil-off circuit 22 that allows gaseous hydrogen to be vented from the tank 10 to the atmosphere, and an auxiliary fuel supply circuit 23 that supplies gaseous hydrogen to an auxiliary power unit 21 of the airplane 2.

[0047] The auxiliary power unit 21 includes a fuel cell that oxidizes hydrogen to generate electricity for auxiliary power supply to the aircraft 2. The auxiliary power unit also includes a compressor that compresses air from the environment and a heat exchanger that cools the compressed air with gaseous hydrogen before the air and gaseous hydrogen enter the fuel cell.

[0048] The liquid outlet 11 is connected to a liquid circuit in the airplane 2. The liquid circuit includes an externally accessible connection 25 that allows liquid hydrogen to be transferred in both directions between the outside of the airplane 2 and the tank 10. The liquid circuit also includes a thrust fuel supply circuit 26 that supplies hydrogen to the combustors of the turbofan 50 that provides thrust for the airplane 2.

[0049] The thrust fuel supply circuit 26 includes a high-pressure pump that pressurizes liquid hydrogen and an evaporator that uses heat from the turbofan exhaust to vaporize the pressurized liquid hydrogen before the vaporized hydrogen enters the combustor.

[0050] The airplane 2 also has an evaporator circuit that connects the liquid circuit to the gas circuit via an evaporator 30 .

[0051] After the first transfer step, the airplane 2 flies at least part of the way in a transport step to transport the tank 10 to a second location, the flight including takeoff, climb, cruise, descent and landing.

[0052] During flight, the liquid hydrogen in tank 10 boils, increasing the volume of hydrogen. Simultaneously, gaseous hydrogen is vented from tank 10 to be consumed by the auxiliary power unit, and liquid hydrogen is vented from tank 10 to be consumed by turbofan 50. The external pressure of tank 10 also varies with altitude. To avoid excessive structural loads on tank 10, a low positive gauge pressure is maintained throughout flight. This is achieved by increasing the amount of gaseous hydrogen vented from tank 10 when the gauge pressure is high, for example by venting the gaseous hydrogen to atmosphere using boil-off circuit 22, and by increasing the boil-off rate when the gauge pressure is low, i.e., by circulating liquid hydrogen through evaporator 30 and returning vaporized hydrogen to tank 10.

[0053] After landing, the airplane 2 taxis to a second location where a second transfer step is performed. A delivery quantity of liquid hydrogen is transferred from the tank 10 and the airplane 2 via the externally accessible connection 25. The subsequent vaporization and oxidation of the hydrogen transferred from the airplane 2 is similar to the first embodiment.

[0054] Airplane 2 then flies back to the first location, or to another location closer to a different energy source, using the hydrogen left in tank 10 as fuel for the auxiliary power unit and turbofan.

[0055] In a variation of the second embodiment, the gas circuit includes an auxiliary tank capable of storing gaseous hydrogen at high pressure. The auxiliary tank can be used to store gaseous hydrogen instead of releasing it into the atmosphere via the boil-off circuit 22, to supply gaseous hydrogen to the tank 10 to reduce gauge pressure loss instead of increasing the boil-off rate, and to temporarily supply gaseous hydrogen to the auxiliary power unit 21 during periods of high fuel consumption.

[0056] In another variation of the second embodiment, tank 10 is the main tank and the liquid circuit comprises one or more smaller secondary tanks. Liquid hydrogen is pumped between the main tank and the smaller secondary tanks to keep the main tank nearly full with liquid hydrogen during the transfer step and nearly full with gaseous hydrogen during the subsequent flight, thereby reducing sloshing in the main tank. The smaller size of the secondary tanks allows them to withstand larger pressure fluctuations and therefore allows them to temporarily store gaseous hydrogen at higher pressures, like auxiliary tanks.

[0057] Instead of, or in addition to, using heat from the turbofan exhaust to vaporize the pressurized liquid hydrogen, heat from the compressed air from the turbofan compressor can be used. Cooled compressed air can be supplied to higher pressure stages of the compressor or to the combustor to increase power output. Cooled compressed air can be used to cool bearings, turbine blades, combustor linings, etc., reducing the amount of compressed air used to cool such components and therefore reducing the total compressor work.

[0058] Pressurized liquid hydrogen can also be vaporized using heat from a closed-loop helium circuit that uses electricity from auxiliary power unit 50 to pump heat from the liquid hydrogen that is circulated back to tank 10. Therefore, by circulating subcooled liquid hydrogen to tank 10, boil-off can be suppressed.

[0059] Although the embodiment has been described with a single gas circuit connected to the gas outlet 12 and a single liquid circuit connected to the liquid circuit, multiple separate gas and liquid circuits may be used.

[0060] Instead of turbofans 50, thrust for aircraft 2 can be generated from turboprops, combustion engines, or fuel cells and electric motors. In these cases, liquid hydrogen also allows for efficient pumping of the large quantities of hydrogen needed to generate thrust.

[0061] The tank 10 may be secured within an unpressurized compartment of the fuselage 20, or may be secured within a pressurized or at least partially pressurized compartment. If the compartment is pressurized or at least partially pressurized, a pressurization system may be used to control the temperature of the air between the tank 10 and the fuselage skin to inhibit ice formation, etc.

[0062] The second embodiment may be modified such that, rather than keeping the tank 10 integral with the airplane 2 throughout the method, the tank 10 is attached to the airplane 2 after the first transfer step S3 and removed from the airplane before the second transfer step S5. In this case, the gas outlet 12 is connected to the gas circuit and the liquid outlet 11 is connected to the liquid circuit after the first transfer step S3, and the gas outlet 12 is disconnected from the gas circuit and the liquid outlet 11 is disconnected from the liquid circuit before the second transfer step.

[0063] In an embodiment in which the tank 10 is attached to the airplane after the first transfer step S3 and removed from the airplane before the second transfer step S5, the tank 10 is preferably loaded into the airplane fuselage 20 along the airplane's longitudinal axis. In this case, the tank's one or more outlets 11, 12 are provided at the longitudinal end of the tank 10 facing the loading direction. When the tank 10 is moved to the attachment position within the fuselage 20, where the tank 10 is attached to the airplane, the one or more outlets 11, 12 engage with corresponding airplane-side inlets of the gas, liquid, or boil-off circuits 22 provided in the fuselage 20 and facing in the opposite direction, forming a connection. These connections can then be locked and unlocked in response to an instruction from an operator. The connections can also be automatically locked in response to movement of the tank 10 toward the attachment position, which movement is detected by sensors that detect the tank's position, the force on the connection, etc. By providing the outlet at the longitudinal end of the tank 10 facing the loading direction, the lateral dimension of the tank can be maximized, thereby increasing the utilization of the fuselage volume. Furthermore, if the tank 10 is long in the longitudinal direction of the airplane, increasing the lateral dimension can reduce the surface area of ​​the tank 10 for a given volume of hydrogen, thus making the insulation of the hydrogen more efficient. Furthermore, the automatic engagement and locking of the connection reduces the need for operator access between the tank and the airplane, further increasing the utilization of the fuselage volume.

[0064] Figures 4a and 4b show a third embodiment based on the first embodiment, adding the aforementioned longitudinal loading and connection. Figure 4(a) shows the tank 10 being loaded into the fuselage 20 of an airplane along the airplane's longitudinal axis, with the tank's gas outlet 12 located at the longitudinal end of the tank 10 facing the loading direction. The tank 10 is then moved longitudinally within the fuselage, and in Figure 4(b) the tank 10 is attached to the airplane and reaches the mounting position within the fuselage 20 where the gas outlet 12 engages with a corresponding airplane-side inlet of a boil-off circuit 22 located within the fuselage 20 and facing in the opposite direction to form a connection. This connection is then automatically locked and unlocked in response to a command from an operator. The connection can also be automatically locked in response to movement of the tank 10 toward the mounting position, which is detected by sensors that detect the tank's position, the force on the connection, etc. The boil-off circuit 22 is part of a gas circuit that also includes an auxiliary fuel supply circuit 23 that supplies gaseous hydrogen to an auxiliary power unit 21 of the aircraft 2 .

[0065] In a variant applicable to both the first and second embodiment, the tank 10 can be mounted on the outside of the aircraft 2. In this case, the boil-off circuit 22 can consist of a simple pressure relief valve open to the atmosphere, and electrical heating can be provided on the outside of the tank 10 to suppress icing.

[0066] The methods and apparatus disclosed above can be adapted by substituting helium for hydrogen and eliminating oxidation-related method steps and apparatus features. The resulting method and apparatus allows for the direct delivery of helium at high velocities, thereby reducing boil-off losses and allowing a greater proportion of helium to reach destinations remote from the energy source used for its production and liquefaction.

Claims

1. A generation step (S1) of generating hydrogen; A liquefaction step (S2) of converting the hydrogen into liquid hydrogen; a first transfer step (S3) of transferring the liquid hydrogen to a first tank (10) at a first location; a transporting step (S4) of transporting the first tank (10) to a second location; a second transfer step (S5) of transferring the delivered quantity of liquid hydrogen from the first tank (10) at the second location; a vaporization step (S6) of vaporizing the delivered amount after the second transfer step (S5); A method for transmitting energy, comprising an oxidation step (S7) of oxidizing the vaporized delivered quantity to generate thermal, electrical or mechanical energy, In the transporting step, the first tank (10) is transported using an airplane (2); the first tank (10) has a modular structure and is attached to the airplane (2) after the first transfer step (S3) and is removed from the airplane (2) before the second transfer step (S5); A method wherein a second tank containing liquid hydrogen is transported together with the first tank (10) in the transporting step.

2. 2. The method of claim 1, wherein in the transporting step (S4), hydrogen is discharged from the first tank (10) and oxidized to provide thrust and / or auxiliary power to the aircraft.

3. The hydrogen is discharged from the first tank (10) as liquid hydrogen and vaporized prior to oxidation; and 3. The method of claim 2, wherein the latent heat of vaporization of the hydrogen discharged from the first tank (10) is used to cool aircraft systems and / or the delivered quantity.

4. 4. The method of claim 3, wherein in the transporting step (S4), gaseous hydrogen is discharged from the first tank (10) to the atmosphere.

5. The method further includes a step of performing control to prevent a gauge pressure in the first tank (10) from decreasing below a predetermined pressure during the transporting step; 5. The method of claim 4, wherein the controlling comprises increasing the supply of heat to the first tank (10) and / or transferring hydrogen to the first tank (10) from an auxiliary tank, an evaporation circuit or a heat exchanger.

6. the first tank (10) is loaded into a fuselage (20) of the airplane (2), moved through the fuselage (20) along a longitudinal axis of the airplane (2) to an attachment position, and attached to the airplane (2) at the attachment position; As the first tank (10) moves to the mounting position, an outlet of the first tank (10) facing in the direction of movement engages with an aircraft inlet facing in the opposite direction to form a connection; the connection locks automatically upon command from an operator or upon the movement of the first tank (10) towards the mounting position; Hydrogen is discharged from the first tank (10) via the connection; and A method according to any one of claims 1 to 5, wherein the connection is then automatically unlocked upon instruction from the operator before removal of the first tank (10).

7. In the second transfer step (S5), the liquid hydrogen is pumped directly from the first tank (10) to another tank in another aircraft; and The method according to any one of claims 1 to 5, wherein the vaporization and oxidation steps (S6, S7) are performed on the other airplane.

8. 6. The method according to any one of claims 1 to 5, wherein the mass of the delivered quantity is more than 20 percent of the empty weight of the airplane (2), preferably more than 30 percent of the empty weight of the airplane (2).

9. means for producing and liquefying hydrogen; a first transfer means configured to transfer liquid hydrogen to a first tank (10) at a first location; the first tank (10) and the second tank; an airplane (2) capable of transporting said first tank (10); second transfer means configured to transfer the delivered quantity of liquid hydrogen from the first tank (10) at a second location; and vaporization means configured to vaporize the delivered quantity; and 1. A system for energy transmission comprising an oxidation means configured to oxidize the vaporized portion to generate thermal, electrical or mechanical energy, the first tank (10) is configured to be detachable from the aircraft (2) while still containing liquid hydrogen; The system for energy transmission, wherein the aircraft (2) is configured to transport a second tank containing liquid hydrogen together with the first tank (10).

10. 10. The system of claim 9, wherein the aircraft (2) is configured to oxidize hydrogen from the first tank (10) to provide thrust and / or auxiliary power to the aircraft.

11. 11. The system of claim 9 or 10, wherein the airplane (2) is further configured to use the latent heat of vaporization of the liquid hydrogen discharged from the first tank (10) and / or a portion of the liquid hydrogen left in or returned to the first tank (10) to cool airplane systems.

12. The airplane (2) means for increasing the supply of heat to the first tank (10) and / or transferring hydrogen to the first tank (10) from an auxiliary tank, an evaporation circuit or a heat exchanger; and a control device configured to activate means for preventing the gauge pressure in at least one tank from dropping below a predetermined pressure during flight; The system of claim 9 or 10, further comprising:

Images