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DOE OSTI2023

Experimental Comparison of Hydrogen Refueling with Directly Pressurized vs. Cascade Method

This paper presents a comparative analysis of two hydrogen station configurations during the refueling process: the conventional “directly pressurized refueling process” and the innovative “cascade refueling process.” The objective of the cascade process is to refuel vehicles without the need for booster compressors. The experiments were conducted at the Hydrogen Research and Fueling Facility located at California State University, Los Angeles. In the cascade refueling process, the facility buffer tanks were utilized as high-pressure storage, enabling the refueling operation. Three different scenarios were tested: one involving the cascade refueling process and two involving compressor-driven refueling processes. On average, each refueling event delivered 1.6 kg of hydrogen. Although the cascade refueling process using the high-pressure buffer tanks did not achieve the pressure target, it resulted in a notable improvement in the nozzle outlet temperature trend, reducing it by approximately 8 °C. Moreover, the overall hydrogen chiller load for the two directly pressurized refuelings was 66 Wh/kg and 62 Wh/kg, respectively, whereas the cascading process only required 55 Wh/kg. This represents a 20% and 12% reduction in energy consumption compared to the scenarios involving booster compressors during fueling. The observed refueling range of 150–350 bar showed that the cascade process consistently required 12–20% less energy for hydrogen chilling. Additionally, the nozzle outlet temperature demonstrated an approximate 8 °C improvement within this pressure range. These findings indicate that further improvements can be expected in the high-pressure region, specifically above 350 bar. This research suggests the potential for significant improvements in the high-pressure range, emphasizing the viability of the cascade refueling process as a promising alternative to the direct compression approach.

08 HYDROGEN↗

DOE OSTI2021

Refueling Infrastructure Scoping and Feasibility Assessment for Hydrogen Rail Applications

The feasibility and component cost of hydrogen rail refueling infrastructure is examined. Example reference stations can inform future studies on components and systems specifically for hydrogen rail refueling facilities. All of the 5 designs considered assumed the bulk storage of liquid hydrogen on-site, from which either gaseous or liquid hydrogen would be dispensed. The first design was estimated to refuel 10 multiple unit trains per day, each train containing 260 kg of gaseous hydrogen at 350 bar on-board. The second base design targeted the refueling of 50 passenger locomotives, each with 400 kg of gaseous hydrogen on-board at 350 bar. Variations from this basic design were made to consider the effect of two different filling times, two different hydrogen compression methods, and two different station design approaches. For each design variation, components were sized, approximate costs were estimated for major components, and physical layouts were created. For both gaseous hydrogen-dispensing base designs, the design of direct-fill using a cryopump design was the lowest cost due to the high cost of the cascade storage system and gas compressor. The last three base designs all assumed that liquid hydrogen was dispensed into tender cars for freight locomotives that required 7,500 kg of liquid hydrogen, and the three different designs assumed that 5, 50, or 200 tender cars were refueled every day. The total component costs are very different for each design, because each design has a very different dispensing capacity. The total component cost for these three designs are driven by the cost of the liquid hydrogen tank; additionally, delivering that much liquid hydrogen to the refueling facility may not be practical. Many of the designs needed the use of multiple evaporators, compressors, and cryopumps operating in parallel to meet required flow rates. In the future, the components identified here can be improved and scaled-up to better fit the needs of heavy-duty refueling facilities. This study provides basic feasibility and first-order design guidance for hydrogen refueling facilities serving emerging rail applications.

08 HYDROGEN↗

DOE OSTI2025

Modeling Continuous Online Refueling with SCALE 6.3.1 and Serpent-2 in the EIRENE Novel Molten Salt Reactor Design

The Molten Salt Reactor (MSR) is a Generation IV advanced fission reactor design in which the coolant, and in some cases the fuel itself, is in the form of liquid molten alkali-halide salts with a fluoride or chloride ionic base. In liquid-fueled MSRs, reactor refueling may be performed online, where fresh fuel salt is added to the core during operation without the need for shutdown periods. Refueling for these reactor designs is typically modeled using either a batch or continuous refueling approach, both of which can be simulated with the SCALE 6.3.1 and Serpent-2 code systems. However, the specific manner in which they are implemented can vary depending upon the desired rate of refueling, whether the refueling rate is constant or variable, and consideration of salt drainage for systems where the in-core salt volume is kept constant. In a novel MSR fuel cycle concept termed the “Sourdough” fuel cycle, fuel salt is allowed to “grow” within the core, with excess salt either being transferred to an external holding tank to maintain a constant core volume or diverted to an upper plenum within the core to allow for volume growth. In this work, continuous refueling was modeled in a thermal-spectrum, LEU-fueled, small MSR design operating with the Sourdough fuel cycle using the SCALE 6.3.1 and Serpent-2 codes. Two different continuous refueling approaches were simulated, with the performance of each being compared to determine which is most suitable for use with the Sourdough fuel cycle concept.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2023

Practical Multi-Cycle Refueling Simulation of Stable Salt Reactors Based on REBUS Depletion Calculation

A Python software tool ReloadPy has been developed to assistant in formulating online refueling strategies for a family of stable salt reactors. ReloadPy wraps over the legacy fast reactor analysis codes REBUS, DIF3D, and PERSENT. These codes are used to perform single cycle depletion analysis and calculate reactivity worth and power density. ReloadPy determines a refueling assembly position to achieve the user-specified primary objective while satisfying constraints on various performance parameters such as the maximum power density, the maximum reactivity worth of reloaded assembly, and the minimum cycle length. Various capabilities of prescribing refueling sequence or a range of candidate refueling positions and restarting a previous simulation with altered options are implemented to reduce the required user’s efforts to investigate different refueling strategies. This report presents the computational models and methods and also serves as a user guide. Long-term simulation capabilities with different refueling strategies are demonstrated by a series of sample SSR refueling calculations with two-dimensional surrogate core models.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

DOE OSTI2022

Providing Levelized Cost and Waiting Time Inputs for HDV Hydrogen Refueling Station Planning: A Case Study of U.S. I-75 Corridor

Widespread use of diesel fuels in freight transportation leads to greenhouse gas (GHG) emissions that play an important role in air pollution. The air pollution, as well as the energy crisis, drives the transition from diesel fuel to cleaner and more energy-efficient fuels such as hydrogen fuels. With such a transition, the strategic planning and optimization of supporting refueling infrastructure along the national highway for heavy-duty vehicles (HDVs) become a necessity. Cost and service level are two essential factors to be considered in hydrogen refueling station location and capacity optimization. The service level in this study is assessed by the delay (waiting time) at fueling stations as well as the fueling demand fulfilled. To this end, this study presents a methodology to provide waiting time (delay) and levelized hydrogen fuel cost inputs under different station configurations (number of dispensers and fill rates) for hydrogen refueling station planning. Determining the station configurations based on the trade-off between the two inputs is further discussed. Particularly, this study points out that the levelized cost and waiting time are affected by hourly demand patterns and estimates the two inputs under different peak hour fueling demand scenarios. The results suggest that, with the same daily demand, the cost, as well as the waiting time, increases obviously with the peak hour demand. In the case study, the cost grows at least 30% when the peak hour visit frequency of the daily total visits increases from 5% (evenly distributed pattern) to 10% (the most common pattern for existing diesel fueling stations along I-75). Accounting for this peak hour effect in hydrogen refueling station planning is recommended. Overall, the waiting time model and cost analysis provide key inputs for optimizing hydrogen refueling station location and configurations based on anticipated refueling demand patterns. The paper is the second in a series that aims to build a comprehensive modeling plan and optimize hydrogen refueling infrastructure along the Interstate 75 (I-75) corridor for HDVs.

Liu, Yuandong↗

DOE OSTI2020

Challenges in the designing, planning and deployment of hydrogen refueling infrastructure for fuel cell electric vehicles

Hydrogen can power transportation with near zero greenhouse gas emissions. With government support, early market development is now underway in several nations thanks to technological advances in fuel cell vehicles and electricity generation from renewable energy. Deploying a sustainable hydrogen refueling infrastructure faces methodological and practical challenges ranging from the creation of appropriate codes to managing the co-evolution of the refueling network and growth of the stock of hydrogen fuel cell vehicles. Furthermore, this paper presents a comprehensive review of the challenges facing the designing, planning and deployment of hydrogen refueling infrastructure progress to date and outlook for the future. The design and costs of refueling infrastructure as well as the lifecycle environmental effects of hydrogen vehicles depend on how hydrogen is produced and delivered to refueling stations. In recent years, important advances have been made in methods for planning the numbers, sizes and location of hydrogen stations. Institutional barriers are also gradually being overcome. Co-evolving the deployment of stations and the demand for fuel cell vehicles remains a crucial subject for future research.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

Efficient and Safe Hydrogen Refueling of Fuel Cell Vehicles from an Emergency Chemical Hydride Storage Source

Zero-emissions hydrogen fuel cell electrical vehicles (FCEVs) have become more popular in recent years. However, the limited availability of hydrogen fueling stations is considered a critical barrier to sustainable adoption of hydrogen FCEV. To enable the widespread deployment and commercialization of hydrogen FCEV, the availability of hydrogen refueling stations needs to improve. One of the consequences of the lack of hydrogen refueling infrastructure is that consumers can suffer from “range anxiety”, meaning consumers would get anxious of running out of fuel during long-distance trip [4]. A practical solution is to provide a compact emergency hydrogen refueler that can be used if the consumer runs out of hydrogen before reaching the nearest hydrogen refueling station. A safe, compact, and user-friendly hydrogen refueler would give consumers the flexibility they need to feel comfortable using their hydrogen FCEV when planning a long-distance trip. Offering this product would alleviate range anxiety, and it would make Hydrogen FCEV a more attractive alternative to gasoline vehicles. The emergency hydrogen refueler consists of a lithium hydride bed that reacts with liquid water to produce hydrogen gas and lithium hydroxide.

08 HYDROGEN↗

DOE OSTI2024

Investigation of precooling unit design options in hydrogen refueling station for heavy-duty fuel-cell electric vehicles

Precooling gaseous hydrogen fuel to a cold temperature before refueling a heavy-duty (HD) hydrogen fuel cell electric vehicle (HFCEV) is essential to avoid overheating the vehicle tank, as well as achieving a high state of charge (SOC). Because a large volume of hydrogen is dispensed during each fill, the need for a shorter fill time amplifies the need to precool each load for refueling a HFCEV. Thus, the design and operation of a precooling unit (PCU), as well as the associated capital and operating costs, plays a pivotal role in any plans for heavy-duty hydrogen refueling stations. Here, in this paper, we present a thermodynamic and technoeconomic analysis of a PCU in a gaseous hydrogen refueling station (HRS) for HD HFCEVs. By employing Argonne National Laboratory's hydrogen station cost optimization and performance evaluation (H2SCOPE) model, the refueling of 50 kg of hydrogen on-board type IV tank at ambient temperatures of 15–45 °C and varying fill rates is simulated. The required degree of precooling temperature to obtain either 100% or the maximum possible SOC is obtained from the simulation. Additionally, the simulation results demonstrate that the average flow rate of hydrogen is approximately 40% lower than the maximum flow rate during a typical fill; which motivates further evaluation of the instantaneous hydrogen mass flow rate profile and suggests the scope of improving precooling unit design. Accordingly, a hybrid strategy of precooling hydrogen has been proposed to address the cooling load by sizing the refrigeration unit for the average flow rate of hydrogen, while supplementing the above average peak hydrogen flow cooling load through thermal buffering. The combined technique enables the downsizing of the original PCU capacity by 25–40% and demonstrates a potential cost reduction of the PCU by approximately 30%, which translates to an installed cost reduction of ∼$125,000 per dispenser.

25 ENERGY STORAGE↗

DOE OSTI2021

Molten Salt Reactor Sourdough Refueling and Waste Management Strategy

This paper presents a new approach to the spent nuclear fuel (SNF) problem, which is uniquely enabled by a liquid fuel form, specifically as in the case of molten salt reactor (MSR) systems. Managing the SNF problem is critical for public acceptance of nuclear power as a climate change solution. An MSR can be refueled while operating by adding more fresh fuel salt, which grows the in-core fuel salt volume. This growth will eventually double the size of the original fuel salt, allowing to start another core with this excess fuel so long as the daughter reactor is of the same design and there is sufficient excess fuel. This study explores how such a “sourdough” strategy would work in MSRs and provides an initial calculation methodology to find the correct refueling rates to match the desired growth curve of power generation. Higher uranium enrichment levels of the refuel salt result in lower refueling rates and thus a longer doubling time. As a result, the refuel salt uranium enrichment can be tailored to match a postulated clean power generation capacity expansion. This approach allows postponing the spent nuclear fuel disposal issue using the sourdough method. Along with the MSR fuel’s unique properties, it suggests a new path towards managing nuclear waste until long-term solutions become economically viable.

Wheeler, Alexander M.↗

DOE OSTI2022

Liquid Hydrogen Heavy-Duty Vehicle Safety Review and Refueling Facility Design

Liquid hydrogen (LH 2 ) used as a fuel onboard a heavy-duty vehicle can result in increased storage capacity and faster refueling relative to compressed gas. However, there are concerns about hydrogen losses from boil-off, potential safety issues, gaps in codes and standards for cryogenic hydrogen fuel, and technical challenges with LH 2 systems for widespread transportation applications. A failure modes and effects analysis (FMEA), a safety codes and standards review, and a design review of the onboard liquid hydrogen system for a heavy-duty vehicle identified some of these potential safety issues and gaps in the codes and standards. The FMEA identified some medium and low risk failure points of the conceptual design, and the design review identified how carefully pressure relief needs to be considered for LH 2 systems. In addition, a conceptual design for a LH 2 refueling station was developed. Rough capital costs for the refueling station design were $\$1 million$ and the layout occupied approximately 13,000 ft 2 . These results can be used to inform future designs and analyses for LH 2 heavy-duty vehicles.

08 HYDROGEN↗

DOE OSTI2021

Cost of a potential hydrogen-refueling network for heavy-duty vehicles with long-haul application in Germany 2050

Long-distance road-freight transport emits a large share of Germany's greenhouse gas (GHG) emissions. A potential solution for reducing GHG emissions in this sector is to use green hydrogen in fuel cell electric vehicles (FC-HDV) and establish an accompanying hydrogen refueling station (HRS) network. In this paper, we apply an existing refueling network design model to a HDV-HRS network for Germany until 2050 based on German traffic data for heavy-duty trucks and estimate its costs. Comparing different fuel supply scenarios (pipeline vs. on-site), the on-site scenario results show a network consisting of 137 stations at a cost of 8.38 billion € per year in 2050 (0.40 € per vehicle km), while the centralized scenario with the same amount of stations shows a cheaper cost with 7.25 billion euros per year (0.35 € per vehicle km). Finally, the hydrogen cost (LCOH) varies from 5.59 €/kg (pipeline) to 6.47 €/kg (on-site) in 2050.

08 HYDROGEN↗

DOE OSTI2024

Stochastic Optimization to Find Optimum Beginning-of-Life Core Configuration of Stable Salt Reactor with Online Refueling

A stochastic optimization method has been developed to find an optimum equilibrium cycle core configuration of the waste-burning stable salt reactor, which is a fast-spectrum molten salt reactor with frequent online refueling. An optimum core configuration was determined with the goal of minimizing radial power peaking. Because of the vast number of potential candidate core configurations, stochastic optimization was applied based on simulated annealing and an additional acceleration method, which screened out unpromising core configurations. It has been demonstrated that the developed stochastic optimization method successfully finds the optimal core configuration regardless of the initial guess and outperforms the gradient descent approach. In addition, it has been observed that the use of a so-called out-in core configuration as the initial guess speeds up convergence of the iterative solution more than five times. Based on the searched optimum equilibrium cycle core configuration, new beginning-of-life (BOL) core configurations have been developed. In conclusion, the new BOL core configurations will be used in developing optimum refueling strategies.

Moltex static salt reactor↗

DOE OSTI2022

Sustainable hydrogen manufacturing via renewable-integrated intensified process for refueling stations

The widescale consumer adoption of hydrogen fuel cell electric vehicles (HFCEVs) is currently hindered by the high cost of small-scale hydrogen generation and the lack of extensive hydrogen refueling infrastructure. Natural gas-based hydrogen is cheaper when produced in large volumes but is also associated with high CO 2 emissions. To counter these challenges, we propose a hybrid approach where both natural gas and renewables are integrated in a synergistic manner using a dynamic process intensification technology that can be deployed on-site for meeting local demands of refueling stations. The technology is based on sorption enhanced steam methane reforming (SE-SMR) that utilizes a combination of reaction with in-situ CO 2 adsorption for enhancing process modularity, productivity and efficiency thereby outperforming conventional SMR at small scale. We develop a mixed integer linear programming (MILP)-based optimization framework for simultaneous design and scheduling of the SE-SMR process. The simultaneous optimization provides a synergistic combination whereby the renewables allow sustainable hydrogen manufacturing and the dynamic SE-SMR allows optimal use of the intermittency of the renewables. The U.S. nationwide analysis indicates that for futuristic renewable prices and a hydrogen production capacity of 2 ton/day, hydrogen can be produced at 50% less cost compared to the current cost of small-scale hydrogen generation. Finally, the city-wise analysis with varying hydrogen demand shows that even with just 5% HFCEV market penetration level, hydrogen production cost less than $3/kg can be obtained at small scales across the United States with even cheaper hydrogen for large cities.

08 HYDROGEN↗

DOE OSTI2024

Refueling Infrastructure Deployment in Low-Income and Non-Urban Communities

The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Quantitative Risk Assessment for Hydrogen-Powered Locomotive Refueling

Hydrogen powered locomotives are being explored to reduce emissions in rail applications. The risks of operations like refueling should be understood to ensure safe environments for workers and members of the public. Sensitivity analyses were conducted using HyRAM+ to identify major drivers of risk and compare effects of system parameters on individual risk. The consequences of jet fires from full-bore leaks dominated the risk, compared to explosions or smaller leaks. Pipe size, leak detection capability, and leak frequencies of system components greatly affected risk while overpressure modeling parameters and ambient conditions had little effect. The effects of personal protective equipment (PPE) materials on individual risk were quantified by reducing the individual’s exposure time or absorbed thermal dose. PPE only showed a risk reduction in low-risk cases. This study highlighted target areas for risk mitigation, including leak detection equipment and component maintenance, and indicated that the minimal effects of other parameters on risk may not justify prescriptive requirements for refueling operators.

08 HYDROGEN↗

DOE OSTI2024

Reference Station Risk Assessment for Refueling Heavy-Duty Vehicles Using HyRAM+

The deployment of heavy-duty (HD) hydrogen fuel cell vehicles that are entering the market now is driving the need for expanded HD hydrogen refueling station infrastructure to meet demand. This expansion must prioritize safety and reliability, necessitating careful consideration of the associated risks. In this study, we use a light-duty (LD) hydrogen refueling station as a comparative tool to quantify the risks for a HD station, which is essentially a scaled-up version of a LD station.

08 HYDROGEN↗

DOE OSTI2025

Hazard and Operability Analysis for Operating, Refueling, and Maintenance of Fuel Cell Electric Buses

Since hydrogen vehicles can be implemented in heavy-duty transportation applications such as buses, it is important to understand safety hazards and risks of hydrogen fuel cell electric bus (FCEB) and refueling technology. We conducted a hazard and operability analysis for FCEB operation/driving, refueling, and maintenance/inspection. We identified failure modes and consequences and defined a qualitative risk metric as the product of the likelihood of a failure and the severity of the worst-ca

08 HYDROGEN↗

DOE OSTI2021

Integrated tube-trailer and stationary ground storage system and method for enhanced pressure consolidation operations for refueling of gaseous fuels

An enhanced operating method and an integrated tube-trailers and stationary ground storage system are provided for implementing enhanced pressure consolidation operations for refueling gaseous fuels. The integrated tube-trailers and stationary ground storage system includes gaseous fuel supply tube-trailers and stationary ground storage including at least one or more stationary pressure vessels. A compressor can be supplied by both the stationary ground storage and the tube-trailers. The stationary ground storage can provide higher pressure to the compressor than the tube-trailers, enabling enhanced compressor throughput during refueling operation, and enhanced utilization of tube-trailers payload.

Elgowainy, Amgad↗