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Project No.: 502667 Project acronym: STORHY

Project title: Hydrogen Storage Systems for Automotive Application

Instrument: Integrated Project

Thematic Priority 6: Sustainable development, global change and ecosystems

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Period covered: 01/03/2005 to 28/02/2006 Start date of project: 01/03/2004 Project coordinator: Dr. Volker Strubel MAGNA STEYR Fahrzeugtechnik AG & Co KG

Date of preparation: 30/05/2006 Duration: 4,5 years Revision 3

StorHy / Contract No. 502667 Revision: 3 Second Periodic Activity Report Date: 30/05/2006

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PUBLISHABLE EXECUTIVE SUMMARY

Main Project Goals Hydrogen storage is a key enabling technology for the extensive use of H2 as an energy carrier. None of the current technologies satisfies all of the H2 storage attributes sought by manufacturers and end users. Therefore, the Integrated Project StorHy aims to develop robust, safe and efficient on-board vehicle hydrogen storage systems suitable for use in hydrogen-fuelled fuel cell or internal combustion engine vehicles. Concrete R&D work covering the whole spectrum of hydrogen storage technologies (compressed gas, cryogenic liquid and solid materials) is carried out with a focus on automotive applications (see Fig. 1). The aim is to develop economically and environmentally attractive solutions for all three storage technologies. These systems shall be producible at industrial scale and meet commercially viable goals for costs, energy density and durability. In addition, achieving sufficient hydrogen storage capacity for an adequate range is a major technology goal.

Pressure Vessel Cryogenic Storage Solid Storage

Source: Dynetek Source: StorHy SP Cryo Source: FZK

Fig. 1: Hydrogen storage technologies (compressed gas, cryogenic liquid and solids materials)

Technical Approach The overall approach of StorHy mainly involves two different types of activities (see Fig. 2). The vertical type includes the three technical subprojects (denoted SPs), SP Pressure Vessel, SP Cryogenic Storage and SP Solid Storage. These subprojects concentrate on relevant activities addressing the technological development of innovative H2 storage solutions. The horizontal SPs include the SP Users, SP Safety Aspects & Requirements (SAR) and SP Evaluation. In these subprojects, cross-cutting issues are addressed in order to link the vertical activities.


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Users: Requirements / DisseminationUsers:Users: Requirements / DisseminationRequirements / Dissemination

Safety Aspects and RequirementsSafety Safety AspectsAspects and and RequirementsRequirements

Multi-criteria EvaluationMultiMulti--criteriacriteria EvaluationEvaluation

PressurePressureVesselVessel

CryogenicCryogenicStorageStorage

SolidSolidStorageStorage

Users: Requirements / DisseminationUsers:Users: Requirements / DisseminationRequirements / Dissemination

Safety Aspects and RequirementsSafety Safety AspectsAspects and and RequirementsRequirements

Multi-criteria EvaluationMultiMulti--criteriacriteria EvaluationEvaluation

PressurePressureVesselVessel

CryogenicCryogenicStorageStorage

SolidSolidStorageStorage

Fig. 2: Structure of IP StorHy

Expected Achievements / Impact of IP StorHy The final outcome of the project is to identify the most promising storage solutions for different vehicle applications (car and bus with fuel cell or ICE). Such results should illuminate the future perspectives of hydrogen storage for transport and stationary applications and assist decision makers and stakeholders on the road to the hydrogen economy. Partnership A large scale R&D effort is necessary to develop sustainable on-board storage solutions with the strong participation of the European car industry, suppliers, research and testing organisations etc. Indeed, the consortium of this IP represents:

• European automotive industrial companies; • leading European hydrogen suppliers; • European S&T excellence (including research institutes and universities) • European standardisation and certification bodies.

The project is carried out by the StorHy partners: MAGNA STEYR Fahrzeugtechnik AG & Co KG (coordinator), IVW, IFE, DaimlerChrysler AG, CEA, Air Liquide S.A., AIR LIQUIDE Deutschland GmbH, BAM, BMW Forschung und Technik GmbH, Contraves Space AG, Forschungszentrum Karlsruhe, COMAT, Faber Industrie Spa, Wroclaw University of Technology, Weh, Ford Forschungszentrum Aachen, Volvo Technology Corporation, Dynetek Europe, University of Nottingham, MT Aerospace AG, JRC, GKSS Forschungszentrum Geesthacht, NCSRD, ADETE, Peugeot Citroen Automobiles, Austrian Aerospace, Linde AG, Oeko-Institut e.V., CNRS, CIDAUT, ET-EnergieTechnologie, INTA, NV Material and Prochain e.V.


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Intermediate Results and Achievements

SP Users SP Users represents the major European car manufacturers and contributes to StorHy by steering the different S&T approaches according to the needs and requirements of vehicle applications. Moreover, SP Users ensures effective dissemination, exploitation and training activities within the project. So far, SP Users has defined the automotive requirements and goals, the StorHy Targets 2010, which are compared with selected state-of-the-art reference systems for each storage technology. These StorHy Targets 2010 are based on the requirements elaborated in the preparation phase for the different storage systems and have been adapted to future internal and external developments. Tab. 1 shows the StorHy targets 2010.

Tab. 1: Automotive Requirements and StorHy Targets 2010

600kmDriving Range6 - 10kgHydrogen Storage Mass

1g/h per stored kg H2

Loss of usable H2(boil-off)

1H2 Ncm3/h per l internal volume

Permeation Rate6barMin. Pressure

2.0 FC, 5.5 ICEg H2/secDelivery Rate (max.)1.2kg H2/minRefuelling Rate

-40 to +85°COperating Temp.

1.54.5

kWh/lkg H2/100l

System Vol. Energy Density

2.06

kWh/kgwt%

System Gra. Energy Density

StorHy Target2010

UnitParameter

600kmDriving Range6 - 10kgHydrogen Storage Mass

1g/h per stored kg H2

Loss of usable H2(boil-off)

1H2 Ncm3/h per l internal volume

Permeation Rate6barMin. Pressure

2.0 FC, 5.5 ICEg H2/secDelivery Rate (max.)1.2kg H2/minRefuelling Rate

-40 to +85°COperating Temp.

1.54.5

kWh/lkg H2/100l

System Vol. Energy Density

2.06

kWh/kgwt%

System Gra. Energy Density

StorHy Target2010

UnitParameter

Moreover, SP Users carried out an acceptance study of vehicles with high pressure storage systems, which focused on interviews with the drivers of the Mercedes ‘F-Cell’ fleet operated in Berlin. The results of ths study show that a vast majority of drivers have no or little concern about the safety aspects of hydrogen technology in vehicles. Their acceptance even increased strongly with the amount of information they were given. Within SP Users, the StorHy training course TRAIN-IN is prepared. A one week full time training course covering the whole spectrum of hydrogen storage technologies (compressed gas, cryogenic liquid and solid materials) with a focus on automotive applications will be organized from Sept. 25-29, 2006 at the University of Applied Sciences in Ingolstadt, Germany. The participants will get insight into state-of-the-art and current research on H2 storage technologies. The course will consist of theoretical lectures as well as practical


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workshops designed to deepen participants’ experience with and exposure to hydrogen storage The training course targets students, graduates, young professionals as well as interested scientists. SP Pressure Vessel StorHy Subproject Pressure Vessel aims to develop a lightweight C-H2 vessel at a nominal pressure of 700 bar along with the necessary peripheral equipment. At 20°C, the pressure of 700 bar corresponds to a volumetric energy density greater than 1.4 kWh/l. At this pressure, a 125 litre reservoir (inner volume) can store ~5kg of H2 so that ranges of 420-500 km driving autonomy per filling can be realised with a car equipped with a typical ~70 kWe fuel cell. A second objective is to achieve gravimetric energy density larger than 2.2 kWh/kg. Since the calorific power of H2 is 33.33 kWh/kg, this corresponds to a targeted H2 storage capacity (system mass fraction) of 6 wt%. Moreover the tank has to withstand operating temperatures between –40°C and +85°C and the overall H2 permeation/leak rate of the tank should be maintained below 1 cm3/hr per tank-litre to meet the ISO TC 197 standard and the TRANS/WP29/GPRE/2004/3 regulations

The desired pressure level will require the development of liners, which combine H2 chemical compatibility and low H2 permeation: these are the goals of Work Package P1. The work performed in the first 2 years has consisted of characterizing many liner materials: polyethylene, metallic coated polyamides were tested up to 700 bar to measure permeation; various steel materials were also characterized as a function of their behaviour regarding H2 embrittlement. The associated liner manufacturing technologies were also improved; a very new process – a metallic liner produced by hydroforming of tubes – is also under development at a laboratory scale. More than 50 liner prototypes were thus manufactured and used in Work Package P2 dedicated to composite wrapping technologies.

Fig. 3: Prototypes of plastic liners Fig. 4: Finished 700 bar Type IV Pressure Vessel

In Work Package P2, two different hydrogen high pressure composite systems are investigated:

- Thermoset resin wet winding process on thermoplastic liners or metallic liners (manufactured from WP P1), with a special goal on tank manufacturing & development of a processing technology for high volume production. Design has been improved during years 1 & 2 to reach StorHy targets. Both 6 litre and 34 litre 700 bar tank prototypes have been manufactured and are currently characterized for design validation and cycling behaviour. A new fast wrapping process, called Ring Winding Head, is under development; the lay-up of the laminate has been defined


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and implemented in the path generation tool. Moreover, a new impregnation unit has been manufactured.

- A thermoplastic-based modular multi-cylinder storage system (see Fig. 5), with a special goal on continuous cylinder production, dome production and joining. The feasibility of manufacturing composite tubes with thermoplastic matrix material in combination with reinforcement fibres and a thermoplastic liner has thus been successfully demonstrated. The device for thermoforming the cylindrical section to the metallic end-caps was set up. The first tanks were manufactured and tested; the results obtained now contribute to the optimization of the process.

12

4

78

3

5

6

9

124

78

3

5

6

9

Fig. 5: Design of a thermoplastic-based modular multi-cylinder

vessel

Fig. 6: Continuous composite tube and winding manufacturing process

The qualification of 700 bar composite tanks is also part of this work package. A full test equipment has been designed, manufactured and is now available for the qualification of StorHy 700 bar tanks. The following tests can be performed:

- Cyclic test under room temperature (max. 1200 bar) - Cyclic test under low temperature - Cyclic test under higher temperature with controlled humidity - Static test including burst (max. 2800 bar) - Leak test & changes of volumes

SP Pressure also develops sensors for monitoring the structural integrity of C-H2 pressure vessels on vehicles within Work Package P3. The specific system requirements of the automotive and the cylinder manufacturers were defined. The beginning research enabled the selection of different sensor types, which were then used for measuring composite layer deformation. All sensor types were tested using small tube specimens of carbon fibre reinforced composites. As a result of these qualifications, only optical sensors were selected for further measurements of high pressure composite tanks. Equipment for sensor testing on real pressure vessels at ambient and extremes temperatures was set up during year 2. The sensor response testing on high pressure tanks can now be carried on.

To demonstrate the operational suitability of the tank system in a vehicle, it is necessary to have test runs of the filling process up to 875 bar and to optimise the gas filling procedure from the fueling station. The challenge is to achieve the maximum filling speed of the vehicle tank while avoiding overheating of the composite vessel structure due to quasi-adiabatic compression. The target is to fill a ~150 litre tank in less than 4 min. Moreover, specific high pressure components are needed. These are the goals of Work Package P4.


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Regarding the components, the prototypes for 700 bar break-away and linear valve were designed and manufactured. Testing is underway. 2 processes are studied: a cold fuelling process, in which hydrogen is pre-cooled at liquid nitrogen temperature, and a warm fuelling process, in which hydrogen is compressed at a liquid state and then vaporized at high pressure into the tank. 2 test benches are now ready and trials will be performed during year 3 on type III and type IV 700 bar instrumented tanks manufactured by StorHy tank manufacturer partners.

Fig. 7: Prototype of 700 bar coupling Fig. 8: Test bench for cold fuelling process

The recycling process of carbon fibre reinforced composite materials is evaluated in Work Package P5 in order to address environmental constraints and requirements of the car manufacturing industry according to the End-of-Life Vehicle Directive 2000/53/EC. The material breakdown for a typical hydrogen fuelled vehicle and the hydrogen vehicle fleet estimation were performed and will be used in further investigations on vehicle recyclability. The selected process for recycling is the fluidised bed process. Initial trials have been undertaken and a high quality recyclate has been produced. As the composite has to be pre-treated before entering the fluidised bed, several vessels from a StorHy manufacturer partner have already been investigated: a single shaft granulator has been used to reduce the size of the composite material to acceptably sized pieces. Another objective is to increase the proportion of material recovery from a composites recycling process from the 60%, typical of the existing fluidised bed process in which all of the polymer is recovered as energy, to 85% in the microwave pyrolysis process. This micro-wave process is under development.

Finally, the Work Package P6 studies the innovative integration of a removable hydrogen storage system, which does not require a complete refuelling station infrastructure. WP P6 aims to design and realise two complete 700 bar hydrogen storage systems based on the concept of a removable rack (called hereafter swap-rack). The mechanical structure of the first swap-rack has been designed; it can be inserted into the vehicle and also maintains and protects the H2 system when it is removed from the vehicle. All H2 components and the main structural parts are already available. Remaining structural parts for final assembly of the swap-rack shall be ready by beginning of March 06. For the second swap-rack, the WP P6 partners have defined a new Process Flow Diagramm, listed the hydrogen 700 bar components to be used and made the associated safety study. This second swap-rack will integrate high pressure 700 bar tanks designed and manufactured within StorHy WP P1 and WP P2 .

SP Cryogenic Storage

SP Cryogenic Storage develops free-form lightweight tanks manufactured from composite materials as well as adequate production technologies. Thanks to its low required working


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pressure (compared to high pressure systems), cryogenic storage of liquid hydrogen allows for new concepts with conformable geometries more adaptable to vehicle design. Moreover, the use of new composite materials entails a great potential for weight reduction - with these materials a specific energy storage mass similar to conventional fuel tanks can be achieved.

The cryogenic storage system mainly consists of an outer jacket and an inner tank. A vacuum between outer jacket and inner tank and a multi-layer insulation are used to ensure that the cryogenic temperature in the inner tank is maintained. Free-form lightweight tank materials and processes have to be developed and evaluated. The current status of the research activities is demonstrated by two test tanks – Tank 1 for the outer jacket and Tank 2 for the inner tank. The next step will be a cylindrical lightweight tank system, Tank 3, which will consist of an outer jacket, an inner tank as well as the necessary insulation, piping, supporting etc. Furthermore design concepts for the free-form outer jacket and inner tank have been developed. These experiences and research will result in the development of a virtual model for a working free-form lightweight tank system.

Fig. 9: Completely finished cylindrical Tank 1 on the transport rack

Fig. 10: Finished inner tank of cylindrical Tank 2

Tank 1 – Cylindrical outer jacket

Based on the specifications defined during the first reporting period, the first test Tank 1 was developed and manufactured. Tank 1 consists of a cylindrical outer jacket. Fig. 9 shows the completely finished cylindrical Tank 1 on the transport rack. Tank 1 consists of a CFRP lay-up around a structural liner. This structural aluminium liner is manufactured by spin forming. The evaluated and preferred manufacturing process for the CFRP application is the so-called VARI (Vacuum Assisted Resin Infusion) process. In order to manufacture the outer composite shells by means of the VARI process, it is necessary to inject the matrix resin around the (thin) structural aluminium liner. To insert the liner in this manufacturing process, a specific tooling has been developed and manufactured. The liner is applied onto the tooling.

Tank 2 – Cylindrical inner tank

The manufacturing of Tank 2, the inner tank, has been started. For manufacturing of the lightweight cylindrical dome sections, an innovative knitting technology for CFRP was investigated. Similarly to processes used in the clothing industry, this technology reduces the fibre cut in comparison to the standard pre-forming process. Knitting allows reducing the amount of fibres used and therefore helps reach critical cost criteria for mass production.


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The thermal insulation, which requires a high vacuum, is another vital element for the functionality of an L-H2 Tank system. Since the inner tank consists of polymers, applying a liner could solve the problems of outgassing and permeation. First steps have been undertaken towards using a process of galvanic coating for fibre composites.

Free-form lightweight tank concepts for inner tank

In contrast to the outer jacket, which has an operating pressure and temperature based on the surrounding conditions, the inner tank must withstand the gas pressure and the temperature of the cryogenic liquid. The main load cases are shown below:

• Inner pressure: 32 bar (burst pressure) • Temperature: +85 °C to –253 °C • Combination: -253 °C and 10,4 bar inner pressure

Despite an increased manufacturing effort, multi-chamber tank solutions have resulted as the most promising design variants. Without the intermediate walls, extremely unrealistic deformations and stresses could only be prevented by using proportionally increased wall thicknesses, which would lead to substantially increased weight. From a number of concepts, tension sheets and tension tubes were selected. Fig. 11 shows two possible free-form concepts and the cylindrical inner vessel. The second cylindrical tank is used to prove the feasibility of manufacturing as well as the functioning of these designs.

SP Solid Storage

As for the solid hydrogen storage technologies, the StorHy project focuses on lightweight complex alanates as these are considered to be among the most promising materials for solid hydrogen storage. The investigations concentrate on improving hydrogen storage density as well as hydrogenation/dehydrogenation kinetics. Furthermore, material production processes capable of supplying larger quantities of storage material for a demonstrator tank will be developed. SP Solid Storage aspires both to carefully assess the current progress in the storage of hydrogen based on solid materials and to significantly advance the state-of-the-art in appropriately selected classes of such materials. The key objectives are the realistic selection and evaluation of an appropriate class of solid materials for hydrogen storage, which satisfy performance targets specified by the automotive industry. The main focus of

Fig. 11: Design elements of the free-form tank concepts


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the material development activities has been placed on nanostructured lightweight complex alanates. The individual technical objectives are as follows:

• improving the hydrogenation/dehydrogenation kinetics of the materials • enhancing the hydrogen content of the storage material in order to meet the

requirements for automotive applications. During the 2nd Year of the project, a method was developed to synthesize magnesium as well as calcium alanate (MAH and CAH, respectively) not only through a wet chemical process, but also by simple mechanical synthesis in a planetary ball mill. Several batches of the material were produced for thermodynamic and kinetic characterisation; the pertinent tests were performed with MAH in either pure or nanocomposite form with different Ti precursors as dopants. In this respect, several batches of small Ti clusters with the composition Ti13•6THF were produced for structural characterization of doped materials and for enhancing the kinetics of nanocomposites based on MAH or SAH (sodium alanate) as hydrogen carrier. Doped alanate samples were obtained by ball milling purified NaAlH4 or Mg(AlH4)2 with various amounts of TiCl3 and Ti13·6THF in a Fritsch F6 planetary mixer/mill. Moreover, efforts were also made to synthesise new mixed hexahydride alanates (such as K2NaAlH6 and K2LiAlH6 ), which have turned out to be reversible but are too stable with high enthalpy (> 50 kJ/molH2).

hea t transfe r medium

cylindercylinder

hydrogen

Fig. 12: Structure of magnesium alanate

Fig. 13: Design of a laboratory scale tank for alanate material

All newly developed materials were systematically characterised in terms of structural, kinetic and thermodynamical properties, while life cycle testing was also performed on a sodium alanate sample. Work performed so far has shown that Mg(AlH4)2 is not reversible, and therefore it proved necessary to reorientate material development activities towards new classes of alanate compounds. To this end, in the next phase synthesis work will shift to a whole class of mixed alantes (Mg-Li, Mg-Ca, Mg-Na, Mg-K, Ca-Li, Ca-Na, Ca-K) which will be screened in a relatively short spell by means of ‘reactive milling’ to find out their suitability for hydrogen storage.

Moreover, upscaling issues are crucial for an efficient market application of the material(s) that will qualify as potential solid hydrogen storage media. They include both upscaling of material production processes as well as the design, construction and testing of appropriate operational tanks. In this respect, focus within SP Solid is placed on the:

• evaluation of the concept for upscaling of production of alanates • design and development of a laboratory scale tank (at least 0.5 kg alanate material) • design and development of a tank with 6-8 kg alanate material

During the 2nd Year of the project, the goal to set up a suitable production route for several kilograms of storage material has been achieved and sufficient material for testing of the 500g prototype tank has been produced. The tank design and layout for the 500g test tank, which will serve as a basis for measuring critical parameters for the construction of the larger scale tank, has been completed as planned in month 18 and the manufacturing of the


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parts and assembly of the tank is now in progress. In parallel, the numerical simulator that permits detailed heat and mass transfer calculations for the design of H2 storage tanks was further extended and tested. Finally, SP Solid has initiated in its work programme a series of chemical safety tests on doped aluminium powders, which include pressure release of the powders into dry air, wet air, hot liquid water and oil with and without external ignition sources in the vicinity. SP Safety Aspects and Requirements

The technical developments are accompanied by safety studies and pre-normative research within the SP SAR. The general safety level of onboard storage systems is currently validated by a deterministic system of defined test procedures described e. g in the draft paper UN WP 29 GRPE rev. 12b concerning hydrogen. These tests aim to demonstrate isolated target values only, which merely provide the information for a decision of ‘Passed’ or ‘Not passed’. Some of these target values are based on single fixed safety factors, as e.g. the burst ratio or an excessive number of cycles. This approval procedure constitutes one of the main hurdles to achieving the global goals of lightweight, cost-competitive and safe onboard hydrogen storage systems. One promising way to overcome this hurdle and raise the design flexibility is a safety concept called ‘Probabilistic Approach’ (PA), which is comparable to other already applied procedures for safety assessment of complex technical installations with significant risk potential for public safety, e.g. the risk assessment of nuclear power stations or the reliability assessment of airplanes. There is an essential difference between the new PA and assessment procedures already in use. The PA addresses future high volume production, e.g. for fuel gas storage systems, and will use statistical data resulting from destructive tests performed during the design type assessment to build up a specific probabilistic data base. In its final stage, the Probabilistic Approach will focus on evaluating the general failure probability of the whole system. This allows working without any single fixed safety factors used by the current deterministic approach while maintaining or even increasing the safety level. In the beginning, however, it will be necessary to initiate the PA by focusing on validating isolated probabilistic requirements.

Fig. 14: Distribution of failure probability in relation to number of load cycles

Fig. 14 shows the distribution of failure probability in relation to the number of load cycles up to failure for (unknown) basic populations of two different designs. The two cylinder designs


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have different properties of resistance to fatigue failure (defined as lifetime LWA and LWB at a reliability level of e. g. 99,9 % of resistance to leakage) or even different failure probabilities at required cycling numbers (LWrequired). This circumstance is not taken into account by current approval regulations. For the transport of dangerous goods and even for the onboard storage of gases, only a certain fixed number of load cycles has to be validated (red line). A Probabilistic Approach would require a higher number of test samples for each design type. Thus it would be possible to estimate the frequency distribution of the basic population and to assess safe and unsafe areas of operation, which would allow defining where additional measures are necessary and where material can be reduced (green arrow: safe, red arrow: unsafe; depending on given probability).

To build up the necessary data base for a PA, different safety assessments have to be performed. To predict the lifetime of a 700 bar pressure vessel, SP SAR assessed the boundaries regarding the working load collective and temperature collective (see Fig. 15).

Cumulative appearance of year average temperature classes

0.0001

0.001

0.01

0.1

1

10

100

-60

to -5

5

-50

to -4

5

-40

to -3

5

-30

to -2

5

-20

to -1

5

-10

to -5

0 to

5

10 to

15

20 to

25

Temp classes [ °C ]

cum

ulat

ive

frequ

ency

[ln

%]

Fig. 15: Climate data average over 30 years – cumulative frequency distribution of temperature classes for one representative ’cold’ geographical location in Europe (Jokkmokk, Sweden).

For demonstration purposes, bonfire tests (see Fig. 16) were performed for evaluating the safety level with and without safety devices (T-PRD’s). Representatives of HySafe had been invited to attend these tests. First cycling tests for demonstration purposes on 700 bar prototype cylinders are in preparation as well.


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Fig. 16: Test setup for bonfire test

The R&D activities regarding ’Crash Behaviour’ have nearly been finalised. In addition to an FE analysis, one major result achieved is the development of a survival space for cars, in which the accident energies for three different probabilities are in an acceptable range (see spider diagram in Fig. 17).

Fig. 17: Spider diagram of accident energies for three different probabilities of occurrence (according to CIDAUT and EES databases)

SP Evaluation

The three different StorHy storage technologies will be evaluated applying technical, economic, environmental and social criteria in the SP Evaluation. The work of SP Evaluation is based on an already improved methodological approach called MASIT (Multicriteria Analysis for Sustainable Industrial technologies). This methodology involves five points of view that have to be subdivided into appropriate criteria for the evaluation of the hydrogen storage technologies.

The evaluation criteria (see Tab. 2), system boundaries and final applications to be considered have been defined in WP E1 in a collective and individual approach, interacting


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with representatives from other SPs. Social criteria have been obtained from a social acceptance study performed by CEA. Safety criteria are not quantified yet and further work is needed on this issue in collaboration with SP SAR.

Tab. 2: Evaluation criteria defined in WP E1 by the StorHy partners

Technique Environment Economy Safety Social Tank system volume

(l) Resources depletion

(adimensional) Tank system cost

(€) Refueling station: H2

accidental release during storage duration

Simplicity of use

Tank system weight (kg)

Energy consumption (J)

Operation & Maintenance cost

(€)

Refueling station: H2 accidental release during

refueling operation

Feeling of security

Recyclability (%)

GHG emissions (kg eq. CO2)

Tank recycling cost (€)

Economical aspect

H2 purity loss (%)

Water emissions (l)

Comfort

Refueling time (s)

Air emissions (g eq. SO2)

Driving pleasure

H2 loss rate (g/h.kgH2)

Shape of tank or conformability (adimensional)

Waste (kg eq. domestic

waste)

H2 cost at refueling station (€/kg)

Tank: manufacturing risk

(these criteria have to be better specified)

Ecology

A first weighting of the technical, environmental and safety criteria has also been obtained by interacting with representatives of other SPs in WP E1.

In a theoretical study carried out in WP E2, the SP Evaluation methodology has been correlated with Multicriteria Decision Aiding (MCDA) theory. This choice of a deepened analysis of the conditions for applying a multicriteria analysis methodology was made in order to achieve a better transparency and higher objectivity at the time of analyzing the results of the performance tables related to the different hydrogen storage options.

Calculation of criteria

The evaluation of the different hydrogen storage technologies regarding the previously defined criteria will lead to 5 different performance tables (see Fig. 18) related to the 5 final applications previously defined in WP E1.


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Fig. 18: Example of a performance table related to a specific functional unit (e.g. ICE car, 10kg H2)

The next Fig. 19 shows how the data necessary to fill in the preformance tables shall be obtained.

Fig. 19: Data providers depending on the point of view in question.


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• The quantification of technical criteria is obtained directly from the technical Subprojects as far as possible. Extrapolations are estimated depending on the considered functional unit (especially related to the H2 storage mass).

• Within the scope of an LCA analysis, the environmental criteria are calculated taking into account all the processes of the hydrogen chains (production, liquefaction, transportation, compression steps…), from the well to the wheel, as well as the life cycle of the hydrogen tank. A specific evaluation and weighting process for the assessment of environmental criteria has been proposed. This methodology is based on an additive calculation procedure (weighted sum), which leads to a synthetic result that represents the global environmental evaluation of the technology concerned.

• Safety criteria have to be better specified in collaboration with SP SAR before they can be quantified.

• Social criteria have been obtained from a first social acceptance study performed in France, during which 200 people were interviewed. These criteria are ordinal ones.

• Economic criteria are assessed regarding the entire H2 chains and tank life cycle.

Aggregation of criteria

The next step in the work of SP Evaluation will be to assess the different hydrogen storage systems developed in StorHy. Data will be gathered to fill in the corresponding performance tables for each of the 5 final applications previously defined with SP Users. The defined aggregation methods will be applied and the obtained results will be scrutinised. Then a final evaluation of the three main storage systems developed in StorHy will be performed by completing all performance tables and carrying out a sensitivity analysis. Finally, recommendations based on the whole SP Evaluation work will be formulated.

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