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Results for “HYDROGEN FUELING STATION”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2018

Adapted tube cleaning practices to reduce particulate contamination at hydrogen fueling stations

The higher rate of component failure and downtime during initial operation in hydrogen stations is not well understood. The National Renewable Energy Laboratory (NREL) has been collecting failed components from retail and research hydrogen fueling stations in California and Colorado and analyzing them using an optical zoom and scanning electron microscope. The results show stainless steel metal particulate contamination. While it is difficult to definitively know the origin of the contaminants, a possible source of the metal particulates is improper tube cleaning practices. To understand the impact of different cleaning procedures, NREL performed an experiment to quantify the particulates introduced from newly cut tubes. The process of tube cutting, threading and beveling, which is performed most often during station fabrication, is shown to introduce metal contaminants and thus is an area that could benefit from improved cleaning practices. This paper shows how these particulates can be reduced, which could prevent station downtime and costly repair. These results are from the initial phase of a project in which NREL intends to further investigate the sources of particulate contamination in hydrogen stations.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2020

Predicting demand for hydrogen station fueling

Full function hydrogen stations are a reality; fuel cell electric vehicle drivers can pull up to commercial fueling stations and receive 3–5 kg in less than 5 min, for an approximately 300-mile range. The demand for hydrogen is increasing, driven by an increase in the fueling of public and private fuel cell vehicles. This study describes the development and value of a model that simulates stochastic future demand at a hydrogen filling station. The predictive hydrogen demand model described in this article is trained from mathematical models constructed from actual hydrogen fill count, amount, and frequency data. Future fill probabilities inform the hour-by-hour demand profile and the station state of either “available, ready to fill” or “available, filling”. For example, a prediction for a station generally dispensing 5,000 kg a week on a Friday afternoon at 4 p.m. is 16 fills, totaling 48.7 kg, with a 0.52 proportion of time spent in “available, filling” state yielding 31 min of filling time. This is a first-of-its kind, published study on predicting future hydrogen demand by the time of day (e.g., hour-by-hour intervals) and day of week. This study can be used for hydrogen station requirements and operation and maintenance strategies and to assess the impact of demand variations and scenarios. Finally, this article presents the current status of hydrogen demand, the model development methods, a set of sample results. Discussion and conclusions concentrate on the value and use of the proposed model.

08 HYDROGEN↗
DOE OSTI2026

Autonomous Hydrogen Fueling Station

This project “Autonomous Hydrogen Fueling Station” covered the autonomous refueling with both gaseous hydrogen and liquid hydrogen. The part on gaseous hydrogen focused on the development of an autonomous robotic fueling arm that would couple to a fuel cell engine for hydrogen refueling without guidance from the forklift operator and budget period. Research was also covered for the robotic fueling with a commercial vehicle. The second phase of the project created the baseline for an autonomous liquid hydrogen transfer system that would minimize boil off losses by operating at thermodynamically efficient state points. For the development of the robotic fueling arm, testing was conducted to establish a baseline measurement of the accuracy and repeatability of a human operator positioning a lift truck in front of a dispenser. The goal was to establish the range of motion required for an autonomous fueling mechanism to mate a hydrogen nozzle with a receptacle on a fuel cell system installed in a forklift. The final design comprised a selective compliance articulated robot arm (SCARA)-type mechanism with two arms for horizontal motion and a ball screw for vertical movement and color and LIDAR cameras were used for marker identification and proximity awareness to guide the robotic arm to its target receptacle. Initial tests resulted in 199 out of 200 successful attempts at autonomous coupling of the dispensing coupler and a fuel cell engine, without hydrogen. The dispenser prototype was modified to include tubing for both hydrogen fuel and air purge lines, but subsequent tests were confounded by the shoulder motor over current errors which limited the robot from getting to the fully inserted position to achieve a positive latch. Robotic hydrogen refueling was successfully demonstrated over 1.5 hours of testing, Plug completed 29 successful latches with an average number of 4 sequential latches before failure. However, a robot capable of placing the nozzle with more force is required for higher reliability. For budget period two, a small scale (10 kg / transfer) automated control system was designed that would operate valves to control pressure and flow of liquid nitrogen between a source and receiving tank with an aim to minimize boil off losses by operating at the most thermodynamically efficient state points. Control system logic flow and a P&ID were developed prior to system safety characterization via HAZOP. A control narrative and system state points were defined. Delays in approval for a change of project objective and procurement issues precluded the construction and test of the final prototype system.

08 HYDROGEN↗
DOE OSTI2018

Advanced Hydrogen Fueling Station Supply: Tube Trailers

Air Products and Chemicals, Inc. (Air Products) is reporting on the results of a DOE-funded program to develop and validate Advanced Hydrogen Fueling Station hydrogen tube trailers to support hydrogen and fuel cell market applications. The project involved the engineering design and development of a new composite over-wrapped pressure vessel to increase the pressure capability of tube trailers to deliver hydrogen to greater than 8500 psi (586 bar). The new composite over-wrapped pressure vessel tube trailer was expected to provide improved delivery technology and reduce the cost of transporting hydrogen from central hydrogen production sources. The project aimed to meet or exceed DOE’s 2020 delivery targets for tube trailer hydrogen distribution. A gated approach was taken for the project, with early project Go/No-Go decision points. Specific goals for this four-stage product development project included: Preliminary Study, Modeling, and Analysis: Complete a preliminary design analysis and cost viability of a >8500 psi (586 bar) hydrogen storage vessel with an appropriate frame and chassis configuration for a complete trailer to US DOT requirements; Develop New Tube Size for >8500 psi (586 bar) Vessel: Fabricate tubes for test units, perform testing, and submit test results for a DOT Special Permit; Design, fabricate, and test a delivery trailer unit; Deploy the delivery trailer to hydrogen stations and collect data. Work conducted under DE-EE0006524 established costs for US DOT Type III vessels at 8500 psi (586 bar), 12500 psi (862 bar), and 14000 psi (965 bar) with manufactured water volumes up to 375 liters. Trailer module designs were established for the maximum US DOT design limits and for Air Products’ design limit of a 40-foot trailer length that addresses California hydrogen fueling station ingress and egress operating constraints. Conceptual trailer designs were not capable of achieving the DOE 2020 capacity and cost targets, but they did exceed the DOE pressure target of 500 bar. Based on new trailer cost and simulated operating performance, the 8500 psi (586 bar) new trailer design is not feasible in comparison to Air Products’ DOT-approved 7500 psi (520 bar) trailer design in operation today. Also, the project was expected to incur significantly higher product development costs associated with new US DOT vessel development and approval. Alternative trailer design concepts were explored that included 700 bar compression-less mobile fueling that could be promising for early-market hydrogen infrastructure fueling station placement and development and niche military applications. Due to the economic and budget challenges identified in the feasibility phase of the program, Air Products, in agreement with the Department of Energy, decided to terminate this development program.

08 HYDROGEN↗
NASA NTRS2012

Installation of Ohio's First Electrolysis-Based Hydrogen Fueling Station

This paper describes progress made towards the installation of a hydrogen fueling station in Northeast Ohio. In collaboration with several entities in the Northeast Ohio area, the NASA Glenn Research Center is installing a hydrogen fueling station that uses electrolysis to generate hydrogen on-site. The installation of this station is scheduled for the spring of 2012 at the Greater Cleveland Regional Transit Authority s Hayden bus garage in East Cleveland. This will be the first electrolysis-based hydrogen fueling station in Ohio.

Scheidegger, Brianne T.↗
NASA NTRS2014

Ohio's First Electrolysis-Based Hydrogen Fueling Station

Presentation to the earth day coalition describing efforts with NASA GRC and Cleveland RTA on Ohio's hydrogen fueling station and bus demonstration. Project background and goals, challenges and successes, and current status.

fueling station↗
DOE OSTI2022

Modeling Freight Traffic Demand and Highway Networks for Hydrogen Fueling Station Planning: A Case Study of U.S. Interstate 75 Corridor

The use of hydrogen as an alternative transportation fuel has gained much interest in recent years. Hydrogen can be utilized in electric vehicles equipped with hydrogen powertrains (including hydrogen internal combustion engines or fuel cells). Given that most of the freight in the U.S. is transported via diesel trucks, transition to hydrogen fuel would help achieve significant environmental benefits as well as accelerate the decarbonization of the freight transportation sector. This paper presents the methodology and results of a case study on modeling freight traffic demand and highway networks based on publicly available data for the Interstate 75 freight corridor. The purpose of this study is to prepare input traffic and network data that can support the planning of a hydrogen fueling station infrastructure. In particular, the data can be used for siting and characterizing an optimized framework of hydrogen fueling stations from candidate diesel stations along the Interstate 75 corridor. The methodologies developed and presented in this paper may be readily expanded and applied to any transport corridor given the data availability. This paper is the first in a series that will build out a comprehensive model to optimize a consolidated national hydrogen refueling infrastructure eco-system targeted at commercial vehicles.

Uddin, Majbah↗
DOE OSTI2016

National FCEV and Hydrogen Fueling Station Scenarios

This presentation provides a summary of the FY16 activities and accomplishments for NREL's national fuel cell electric vehicle (FCEV) and hydrogen fueling station scenarios project. It was presented at the U.S. Department of Energy Hydrogen and Fuel Cells Program 2016 Annual Merit Review and Peer Evaluation Meeting on June 9, 2016, in Washington, D.C.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2017

Hydrogen Fueling Station Using Thermal Compression: a techno-economic analysis

The goal of this project was to demonstrate the technical and economic feasibility of using thermal compression to create the hydrogen pressure necessary to operate vehicle hydrogen fueling stations. The concept of utilizing the exergy within liquid hydrogen to build pressure rather than mechanical components such as compressors or cryogenic liquid pumps has several advantages. In theory, the compressor-less hydrogen station will have lower operating and maintenance costs because the compressors found in conventional stations require large amounts of electricity to run and are prone to mechanical breakdowns. The thermal compression station also utilizes some of the energy used to liquefy the hydrogen as work to build pressure, this is energy that in conventional stations is lost as heat to the environment.

08 HYDROGEN↗
DOE OSTI2024

Heavy-Duty Hydrogen Fueling Station Corridors

In this short technical report, we explore the range of levelized costs of dispensed hydrogen (H2) from hydrogen refueling (or fueling) stations (HRS) for H2 heavy-duty fuel cell electric vehicles (FCEVs) that are feasible in the 2030 timeframe. We explore different scenarios by varying hydrogen delivery distances, HRS sizes, HRS utilization rates, and economies of scale in the Hydrogen Delivery Scenario Analysis Model (HDSAM). Thus, we observe how the contribution to the levelized cost of each supply chain component changes.

DIRECT ENERGY CONVERSION,HYDROGEN↗
DOE OSTI2021

Analytic Framework for Optimal Sizing of Hydrogen Fueling Stations for Heavy Duty Vehicles at Ports (CRADA 512)

This CRADA presents the strategy that PNNL and Sandia National Laboratories (SNL) will take to support Seattle City Light (SCL) in properly sizing a hydrogen station for class 8 drayage trucks at the Port of Seattle (Port), as part of a coordinated plan of mixed uses for hydrogen. The proper sizing for the fueling station is unique from past experiences because it will be part of a coordinated plan for a multi-use scheme for the hydrogen, and not a stand-alone fueling station. The multiple use-streams, and their relative values, will impact all facets of station sizing and design, including fueling rates, storage technology and size, equipment selection, and safety considerations. The future deployment of this fueling station, and its proper sizing, is seen as a critical first step in the larger vision of utilizing hydrogen to address a range of issues for SCL and the Port. These include, but are not limited to, large scale fueling of medium duty (MD) and heavy duty (HD) vehicles to reduce emissions, support of adjacent light duty (LD) vehicles, support of critical port operation during extreme events (e.g. resiliency), mitigation of capital intensive electrical distribution system upgrades to support evolving port operations, a market resource that can be used by SCL to generate revenue, and support of planned future maritime operations that currently require heavy use of shipboard hydrogen. While the broader use of hydrogen by SCL and the Port is not the focus of this CRADA, how its use impacts the design of the initial vehicle fueling station, and the modular approach, are the central work. As such, this project will develop the framework and process for developing a modular station design that considers the broader range of coordinate uses of hydrogen as an energy resource.

08 HYDROGEN↗
DOE OSTI2023

Heavy-Duty Hydrogen Fueling Station Corridors

Developing zero-emissions fueling corridors requires assessment of technologies that may be utilized in the M/HDV sector. BEVs and FCEVs are leading choices of zero emissions technology and work is required to understand how infrastructure may be deployed and at what cost to facilitate M/HDV decarbonization goals.

class 6↗