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Sm Aceves - One of the best experts on this subject based on the ideXlab platform.
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the Storage performance of automotive cryo Compressed Hydrogen vessels
International Journal of Hydrogen Energy, 2019Co-Authors: Guillaume Petitpas, Francisco Espinosaloza, Julio Morenoblanco, Francisco Elizaldeblancas, Joel Martinezfrias, Sm AcevesAbstract:Abstract Cryo-Compressed Hydrogen Storage promises to deliver the highest system Storage density leading to practical vehicles with range comparable to today's gasoline vehicles and fundamental cost and safety advantages. However, cryogenic vessels are complex systems, continuously drifting in thermodynamic space depending on use patterns, insulation performance, vessel characteristics, liquid Hydrogen pump performance, and para-H2 to ortho-H2 conversion. In this paper, cryogenic vessel fill density results from a previous publication are extended to calculate system Storage performance, including volumetric (gH2/L), gravimetric (H2 weight fraction), and vent losses over a broad range of conditions. The results confirm previous experiments and models indicating that cryogenic pressure vessels have maximum system density of all available Storage technologies while avoiding vent losses in all but the most extreme situations. Design pressures in the range 250–350 bar seem most advantageous due to high system density and low weight and cost, although determining an optimum pressure demands a complete economic and functional analysis. Future insulation, vessel, and liquid Hydrogen pump improvements are finally analyzed that, while not experimentally demonstrated to date, show promise of being feasible in the future as their level of technical maturity increases, leading to maximum H2 Storage performance for cryo-Compressed Storage. If proven feasible and incorporated into future cryogenic vessels, these improvements will enable 50 + gH2/L system density at 10+% H2 weight fraction.
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the fill density of automotive cryo Compressed Hydrogen vessels
International Journal of Hydrogen Energy, 2019Co-Authors: Guillaume Petitpas, Francisco Espinosaloza, Julio Morenoblanco, Francisco Elizaldeblancas, Joel Martinezfrias, Sm AcevesAbstract:Abstract Cryo-Compressed Hydrogen Storage promises to deliver highest system Storage density leading to fundamental cost and safety advantages. However, cryogenic vessels are complex systems, continuously drifting in thermodynamic space depending on use patterns, insulation performance, vessel characteristics, liquid Hydrogen pump performance, and para-H2 to ortho-H2 conversion. This paper shows a comprehensive evaluation of all factors affecting cryogenic vessel fill density, in an effort to evaluate system performance vs. operational parameters over a broad range of conditions. The results confirm previous experiments and models indicating that cryogenic vessels have maximum fill density of all available Storage technologies, and fill density is most sensitive to daily driving distance and insulation performance. It is finally predicted that para-H2 to ortho-H2 conversion will affect most automobiles, increasing fill density by up to 5.3%. In a future world dominated by cryogenic H2 fueled vehicles, para-H2 to ortho-H2 conversion inside the vessel will be the closest contact an average person will have with quantum mechanics outside of consumer electronics.
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high density automotive Hydrogen Storage with cryogenic capable pressure vessels
International Journal of Hydrogen Energy, 2010Co-Authors: Sm Aceves, Francisco Espinosaloza, Elias Ledesmaorozco, Timothy O Ross, Andrew H Weisberg, Tobias Brunner, Oliver KircherAbstract:Abstract LLNL is developing cryogenic capable pressure vessels with thermal endurance 5–10 times greater than conventional liquid Hydrogen (LH 2 ) tanks that can eliminate evaporative losses in routine usage of (L)H 2 automobiles. In a joint effort BMW is working on a proof of concept for a first automotive cryo-Compressed Hydrogen Storage system that can fulfill automotive requirements on system performance, life cycle, safety and cost. Cryogenic pressure vessels can be fueled with ambient temperature Compressed gaseous Hydrogen (CGH 2 ), LH 2 or cryogenic Hydrogen at elevated supercritical pressure (cryo-Compressed Hydrogen, CcH 2 ). When filled with LH 2 or CcH 2 , these vessels contain 2–3 times more fuel than conventional ambient temperature Compressed H 2 vessels. LLNL has demonstrated fueling with LH 2 onboard two vehicles. The generation 2 vessel, installed onboard an H 2 -powered Toyota Prius and fueled with LH 2 demonstrated the longest unrefueled driving distance and the longest cryogenic H 2 hold time without evaporative losses. A third generation vessel will be installed, reducing weight and volume by minimizing insulation thickness while still providing acceptable thermal endurance. Based on its long experience with cryogenic Hydrogen Storage, BMW has developed its cryo-Compressed Hydrogen Storage concept, which is now undergoing a thorough system and component validation to prove compliance with automotive requirements before it can be demonstrated in a BMW test vehicle.
Julio Morenoblanco - One of the best experts on this subject based on the ideXlab platform.
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the Storage performance of automotive cryo Compressed Hydrogen vessels
International Journal of Hydrogen Energy, 2019Co-Authors: Guillaume Petitpas, Francisco Espinosaloza, Julio Morenoblanco, Francisco Elizaldeblancas, Joel Martinezfrias, Sm AcevesAbstract:Abstract Cryo-Compressed Hydrogen Storage promises to deliver the highest system Storage density leading to practical vehicles with range comparable to today's gasoline vehicles and fundamental cost and safety advantages. However, cryogenic vessels are complex systems, continuously drifting in thermodynamic space depending on use patterns, insulation performance, vessel characteristics, liquid Hydrogen pump performance, and para-H2 to ortho-H2 conversion. In this paper, cryogenic vessel fill density results from a previous publication are extended to calculate system Storage performance, including volumetric (gH2/L), gravimetric (H2 weight fraction), and vent losses over a broad range of conditions. The results confirm previous experiments and models indicating that cryogenic pressure vessels have maximum system density of all available Storage technologies while avoiding vent losses in all but the most extreme situations. Design pressures in the range 250–350 bar seem most advantageous due to high system density and low weight and cost, although determining an optimum pressure demands a complete economic and functional analysis. Future insulation, vessel, and liquid Hydrogen pump improvements are finally analyzed that, while not experimentally demonstrated to date, show promise of being feasible in the future as their level of technical maturity increases, leading to maximum H2 Storage performance for cryo-Compressed Storage. If proven feasible and incorporated into future cryogenic vessels, these improvements will enable 50 + gH2/L system density at 10+% H2 weight fraction.
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the fill density of automotive cryo Compressed Hydrogen vessels
International Journal of Hydrogen Energy, 2019Co-Authors: Guillaume Petitpas, Francisco Espinosaloza, Julio Morenoblanco, Francisco Elizaldeblancas, Joel Martinezfrias, Sm AcevesAbstract:Abstract Cryo-Compressed Hydrogen Storage promises to deliver highest system Storage density leading to fundamental cost and safety advantages. However, cryogenic vessels are complex systems, continuously drifting in thermodynamic space depending on use patterns, insulation performance, vessel characteristics, liquid Hydrogen pump performance, and para-H2 to ortho-H2 conversion. This paper shows a comprehensive evaluation of all factors affecting cryogenic vessel fill density, in an effort to evaluate system performance vs. operational parameters over a broad range of conditions. The results confirm previous experiments and models indicating that cryogenic vessels have maximum fill density of all available Storage technologies, and fill density is most sensitive to daily driving distance and insulation performance. It is finally predicted that para-H2 to ortho-H2 conversion will affect most automobiles, increasing fill density by up to 5.3%. In a future world dominated by cryogenic H2 fueled vehicles, para-H2 to ortho-H2 conversion inside the vessel will be the closest contact an average person will have with quantum mechanics outside of consumer electronics.
T Q Hua - One of the best experts on this subject based on the ideXlab platform.
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supercritical cryo Compressed Hydrogen Storage for fuel cell electric buses
International Journal of Hydrogen Energy, 2018Co-Authors: R K Ahluwalia, J K Peng, H S Roh, Cassidy Houchins, T Q Hua, D JamesAbstract:Abstract Liquid Hydrogen (LH2) truck delivery and Storage at dispensing sites is likely to play an important role in an emerging H2 infrastructure. We analyzed the performance of single phase, supercritical, on-board cryo-Compressed Hydrogen Storage (CcH2) with commercially-available LH2 pump enabled single-flow refueling for application to fuel cell electric buses (FCEB). We conducted finite-element stress analyses of Type 3 CcH2 tanks using ABAQUS for carbon fiber requirement and Fe-Safe for fatigue life. The results from these analyses indicate that, from the standpoint of weight, volume and cost, 2-mm 316 stainless steel liner is preferred to aluminium 6061 alloy in meeting the required 15,000 charge-discharge cycles for 350–700 bar Storage pressures. Compared to the Type 3, 350 bar, ambient-temperature H2 Storage systems in current demonstration FCEBs, 500-bar CcH2 Storage system is projected to achieve 91% improvement in gravimetric capacity, 175% improvement in volumetric capacity, 46% reduction in carbon fiber composite mass, and 21% lower system cost, while exceeding >7 day loss-free dormancy with initially 85%-full H2 tank.
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performance assessment of 700 bar Compressed Hydrogen Storage for light duty fuel cell vehicles
International Journal of Hydrogen Energy, 2017Co-Authors: T Q Hua, Heeseok Roh, R K AhluwaliaAbstract:Abstract Type 4 700-bar Compressed Hydrogen Storage tanks were modeled using ABAQUS. The finite element model was first calibrated against data for 35-L subscale test tanks to obtain the composite translation efficiency, and then applied to full sized tanks. Two variations of the baseline T700/epoxy composite were considered in which the epoxy was replaced with a low cost vinyl ester resin and low cost resin with an alternate sizing. The results showed that the reduction in composite weight was attributed primarily to the lower density of the resin and higher fiber volume fraction in the composite due to increased squeeze-out with the lower viscosity vinyl ester resin. The system gravimetric and volumetric capacities for the onboard Storage system that holds 5.6 kg H 2 are 4.2 wt% (1.40 kWh/kg) and 24.4 g-H 2 /L (0.81 kWh/L), respectively. The system capacities increase and carbon fiber requirement decreases if the in-tank amount of unrecoverable Hydrogen is reduced by lowering the tank “empty” pressure. Models of an alternate tank design showed potential 4–7% saving in composite usage for tanks with a length-to-diameter (L/D) ratio of 2.8–3.0 but no saving for L/D of 1.7. A boss with smaller opening and longer flange does not appear to reduce the amount of helical windings.
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cryo Compressed Hydrogen Storage
Compendium of Hydrogen Energy#R##N#Volume 2:hydrogen Storage Transportation and Infrastructure, 2016Co-Authors: R K Ahluwalia, J K Peng, T Q HuaAbstract:Abstract This chapter discusses the concept of storing cryo-Compressed Hydrogen in insulated type-3 carbon fiber wound pressure vessels that can withstand cryogenic temperatures and moderate pressures up to 250–350 atm. An integrated thermodynamics, heat transfer, and isomer conversion kinetics model is developed to evaluate the dynamics of refueling, discharge, dormancy, and Storage capacity of cryo-Compressed vessels. The analysis covers refueling with pumped liquid or Compressed H2, and includes H2 Storage as a single-phase supercritical cryo-Compressed gas or two-phase liquid–gas mixture. A representative H2 production, liquefaction, delivery, and Storage scenario is evaluated to determine the overall well-to-tank efficiency.
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technical assessment of Compressed Hydrogen Storage tank systems for automotive applications
International Journal of Hydrogen Energy, 2010Co-Authors: T Q Hua, J K Peng, Matt Kromer, Stephen Lasher, Kurtis Mckenney, Karen Law, R K Ahluwalia, Jayanti SinhaAbstract:Abstract The performance and cost of Compressed Hydrogen Storage tank systems has been assessed and compared to the U.S. Department of Energy (DOE) 2010, 2015, and ultimate targets for automotive applications. The on-board performance and high-volume manufacturing cost were determined for Compressed Hydrogen tanks with design pressures of 350 bar (∼5000 psi) and 700 bar (∼10,000 psi) capable of storing 5.6 kg of usable Hydrogen. The off-board performance and cost of delivering Compressed Hydrogen was determined for Hydrogen produced by central steam methane reforming (SMR). The main conclusions of the assessment are that the 350-bar Compressed Storage system has the potential to meet the 2010 and 2015 targets for system gravimetric capacity but will not likely meet any of the system targets for volumetric capacity or cost, given our base case assumptions. The 700-bar Compressed Storage system has the potential to meet only the 2010 target for system gravimetric capacity and is not likely to meet any of the system targets for volumetric capacity or cost, despite the fact that its volumetric capacity is much higher than that of the 350-bar system. Both the 350-bar and 700-bar systems come close to meeting the Well-to-Tank (WTT) efficiency target, but fall short by about 5%.
R K Ahluwalia - One of the best experts on this subject based on the ideXlab platform.
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supercritical cryo Compressed Hydrogen Storage for fuel cell electric buses
International Journal of Hydrogen Energy, 2018Co-Authors: R K Ahluwalia, J K Peng, H S Roh, Cassidy Houchins, T Q Hua, D JamesAbstract:Abstract Liquid Hydrogen (LH2) truck delivery and Storage at dispensing sites is likely to play an important role in an emerging H2 infrastructure. We analyzed the performance of single phase, supercritical, on-board cryo-Compressed Hydrogen Storage (CcH2) with commercially-available LH2 pump enabled single-flow refueling for application to fuel cell electric buses (FCEB). We conducted finite-element stress analyses of Type 3 CcH2 tanks using ABAQUS for carbon fiber requirement and Fe-Safe for fatigue life. The results from these analyses indicate that, from the standpoint of weight, volume and cost, 2-mm 316 stainless steel liner is preferred to aluminium 6061 alloy in meeting the required 15,000 charge-discharge cycles for 350–700 bar Storage pressures. Compared to the Type 3, 350 bar, ambient-temperature H2 Storage systems in current demonstration FCEBs, 500-bar CcH2 Storage system is projected to achieve 91% improvement in gravimetric capacity, 175% improvement in volumetric capacity, 46% reduction in carbon fiber composite mass, and 21% lower system cost, while exceeding >7 day loss-free dormancy with initially 85%-full H2 tank.
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performance assessment of 700 bar Compressed Hydrogen Storage for light duty fuel cell vehicles
International Journal of Hydrogen Energy, 2017Co-Authors: T Q Hua, Heeseok Roh, R K AhluwaliaAbstract:Abstract Type 4 700-bar Compressed Hydrogen Storage tanks were modeled using ABAQUS. The finite element model was first calibrated against data for 35-L subscale test tanks to obtain the composite translation efficiency, and then applied to full sized tanks. Two variations of the baseline T700/epoxy composite were considered in which the epoxy was replaced with a low cost vinyl ester resin and low cost resin with an alternate sizing. The results showed that the reduction in composite weight was attributed primarily to the lower density of the resin and higher fiber volume fraction in the composite due to increased squeeze-out with the lower viscosity vinyl ester resin. The system gravimetric and volumetric capacities for the onboard Storage system that holds 5.6 kg H 2 are 4.2 wt% (1.40 kWh/kg) and 24.4 g-H 2 /L (0.81 kWh/L), respectively. The system capacities increase and carbon fiber requirement decreases if the in-tank amount of unrecoverable Hydrogen is reduced by lowering the tank “empty” pressure. Models of an alternate tank design showed potential 4–7% saving in composite usage for tanks with a length-to-diameter (L/D) ratio of 2.8–3.0 but no saving for L/D of 1.7. A boss with smaller opening and longer flange does not appear to reduce the amount of helical windings.
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cryo Compressed Hydrogen Storage
Compendium of Hydrogen Energy#R##N#Volume 2:hydrogen Storage Transportation and Infrastructure, 2016Co-Authors: R K Ahluwalia, J K Peng, T Q HuaAbstract:Abstract This chapter discusses the concept of storing cryo-Compressed Hydrogen in insulated type-3 carbon fiber wound pressure vessels that can withstand cryogenic temperatures and moderate pressures up to 250–350 atm. An integrated thermodynamics, heat transfer, and isomer conversion kinetics model is developed to evaluate the dynamics of refueling, discharge, dormancy, and Storage capacity of cryo-Compressed vessels. The analysis covers refueling with pumped liquid or Compressed H2, and includes H2 Storage as a single-phase supercritical cryo-Compressed gas or two-phase liquid–gas mixture. A representative H2 production, liquefaction, delivery, and Storage scenario is evaluated to determine the overall well-to-tank efficiency.
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technical assessment of Compressed Hydrogen Storage tank systems for automotive applications
International Journal of Hydrogen Energy, 2010Co-Authors: T Q Hua, J K Peng, Matt Kromer, Stephen Lasher, Kurtis Mckenney, Karen Law, R K Ahluwalia, Jayanti SinhaAbstract:Abstract The performance and cost of Compressed Hydrogen Storage tank systems has been assessed and compared to the U.S. Department of Energy (DOE) 2010, 2015, and ultimate targets for automotive applications. The on-board performance and high-volume manufacturing cost were determined for Compressed Hydrogen tanks with design pressures of 350 bar (∼5000 psi) and 700 bar (∼10,000 psi) capable of storing 5.6 kg of usable Hydrogen. The off-board performance and cost of delivering Compressed Hydrogen was determined for Hydrogen produced by central steam methane reforming (SMR). The main conclusions of the assessment are that the 350-bar Compressed Storage system has the potential to meet the 2010 and 2015 targets for system gravimetric capacity but will not likely meet any of the system targets for volumetric capacity or cost, given our base case assumptions. The 700-bar Compressed Storage system has the potential to meet only the 2010 target for system gravimetric capacity and is not likely to meet any of the system targets for volumetric capacity or cost, despite the fact that its volumetric capacity is much higher than that of the 350-bar system. Both the 350-bar and 700-bar systems come close to meeting the Well-to-Tank (WTT) efficiency target, but fall short by about 5%.
Ahmed M Elberry - One of the best experts on this subject based on the ideXlab platform.
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large scale Compressed Hydrogen Storage as part of renewable electricity Storage systems
International Journal of Hydrogen Energy, 2021Co-Authors: Ahmed M Elberry, Jagruti Thakur, Annukka Santasaloaarnio, Martti LarmiAbstract:Abstract Storing energy in the form of Hydrogen is a promising green alternative. Thus, there is a high interest to analyze the status quo of the different Storage options. This paper focuses on the large-scale Compressed Hydrogen Storage options with respect to three categories: Storage vessels, geological Storage, and other underground Storage alternatives. In this study, we investigated a wide variety of Compressed Hydrogen Storage technologies, discussing in fair detail their theory of operation, potential, and challenges. The analysis confirms that a techno-economic chain analysis is required to evaluate the viability of one Storage option over another for a case by case. Some of the discussed technologies are immature; however, this does not rule out these technologies; rather, it portrays the research opportunities in the field and the foreseen potential of these technologies. Furthermore, we see that Hydrogen would have a significant role in balancing intermittent renewable electricity production.