Recent Challenges of Hydrogen Storage Technologies for Fuel

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Recent Challenges of Hydrogen Storage Technologies for Fuel Cell Vehicles Presented by Kareem El-Aswad

Recent Challenges of Hydrogen Storage Technologies for Fuel Cell Vehicles Presented by Kareem El-Aswad on 12/4/2012 Article & Research by D. Mori & K. Hirose

Some Background Information… �Carbon emissions from factories and vehicles have harmed the environment in

Some Background Information… �Carbon emissions from factories and vehicles have harmed the environment in recent years. �Excessive Amounts of energy consumption in gasoline (very inefficient energy output). �Mobility requirements will increase in the future; therefore energy sources must be safe and clean. �Due to these requirements, and the fact that relatively clean Hydrogen gas can be used, fuel cell technologies are an ideal solution! �However…

Two Major Problems! �Hydrogen gas (H 2) has an extremely low density; thus limiting

Two Major Problems! �Hydrogen gas (H 2) has an extremely low density; thus limiting how much can be stored in a vehicle. �Hydrogen gas only has 1/10 th the energy as gasoline; which limits how far a vehicle can travel. �Therefore, efficiency and the amount of storable hydrogen must be increased. �However, since all of the hydrogen can’t be stored, it is required to either compress hydrogen gas or to absorb it into a form of solid material.

Potential Solution �A new tank design that allows for maximum hydrogen gas efficiency must

Potential Solution �A new tank design that allows for maximum hydrogen gas efficiency must consider all the following: �Material Density �Heat Conductivity �Volumetric Change �Heat Absorption �Gravimetric Density �Hydrogen Uptake

Potential Solution �A new vehicle must consider the following: �Safety �Performance �Cost �Technical adaptation

Potential Solution �A new vehicle must consider the following: �Safety �Performance �Cost �Technical adaptation �Scalability

Methods �Three Main Proposals were tested & a hybrid was created using the following

Methods �Three Main Proposals were tested & a hybrid was created using the following as a basis: �High-Pressure Tank System �Liquid Hydrogen Tank �Hydrogen-Absorbing Alloy Tank

High-Pressure Tank System �Most common tank used for on-road testing currently. �Pressurized at 35

High-Pressure Tank System �Most common tank used for on-road testing currently. �Pressurized at 35 -70 MPa; although there is a tendency to use 70 MPa so that more hydrogen gas is carried. �Simple structure; easy to charge / discharge.

High-Pressure Tank System �Uses V 3 & V 4 types of tanks. Natural gas

High-Pressure Tank System �Uses V 3 & V 4 types of tanks. Natural gas tanks use V 1 & V 2. �GFRP = Glass Fiber Reinforced Polymer. �CFRP = Carbon Fiber Reinforced Polymer. �CFRP is required in higher pressure tanks because it’s much stronger and more resilient.

High-Pressure Tank System �Problems include: �Pressure & hydrogen volume is non-linear. Doubling pressure only

High-Pressure Tank System �Problems include: �Pressure & hydrogen volume is non-linear. Doubling pressure only increase volume by 40 -50%. �Weight of the tank is still relatively heavy. Further testing for tank durability is required to make a lighter tank. �Volume of the tank can’t be shrunken down even further due to physical properties (i. e. dramatic increase in pressure & lower vehicle range).

Liquid Hydrogen Tank �At 20 K (-253. 15 o. C), hydrogen becomes a liquid.

Liquid Hydrogen Tank �At 20 K (-253. 15 o. C), hydrogen becomes a liquid. �Capable of storing much more hydrogen due to significantly higher density than gaseous hydrogen. �Liquids are potentially easier to handle and store. �Tanks require a double wall to keep low temperatures insulated. �Vacuum Multi-Layered Insulation (MLI) is used to prevent radiation and thermal intrustion.

Hydrogen-Absorbing Alloy Tank �Can utilize smallest tank size since it can store hydrogen more

Hydrogen-Absorbing Alloy Tank �Can utilize smallest tank size since it can store hydrogen more dense than liquid hydrogen. �Absorbs up to 2. 8% hydrogen. �Reversible hydrogen charge and discharge capacities. �Several critical issues: �Low gravimetric density (% of hydrogen). �Can’t handle large amount of heat. �Inefficient hydrogen release in colder environments. �Still largely in the experimental phase. Optimal materials have not even been determined yet, although various metal alloys are primarily used.

The Hybrid Containment System �Designed to improve charge-discharge variables. � 4 x 45 L

The Hybrid Containment System �Designed to improve charge-discharge variables. � 4 x 45 L high-pressure tanks combined with high- pressure absorptive alloys (promotes high volumetric density) which absorbs 1. 9% hydrogen. �Metal hydride (Ti 1. 1 Cr. Mn) used. �Cooling system (radiator or fan)

Results � 7. 3 kg of hydrogen stored @ 35 MPa; 2. 5 x

Results � 7. 3 kg of hydrogen stored @ 35 MPa; 2. 5 x more than a typical 35 MPa tank. �Can be charged with hydrogen up to 80% in 5 min. �At -30 o. C, still capable of supplying hydrogen. �Can actually be applied to a vehicle(i. e. size and performance)

Results �High-pressure hydrogen environment allows MH to absorb hydrogen quickly. �This solves the issues

Results �High-pressure hydrogen environment allows MH to absorb hydrogen quickly. �This solves the issues with classical metal hydrides and creates a method of hydrogen storage for vehicles.

Results �Comparison of high-pressure tank, hydrogenabsorbing alloy tank and high-pressure hydrogenabsorbing alloy tank system

Results �Comparison of high-pressure tank, hydrogenabsorbing alloy tank and high-pressure hydrogenabsorbing alloy tank system as follows:

Discussion �Hybrid Containment is an effective hybrid of the simpler containment systems mentioned previously.

Discussion �Hybrid Containment is an effective hybrid of the simpler containment systems mentioned previously. �There is a noted relationship between hydrogen uptake and ΔH, energy to take out hydrogen from hydride; but no concrete theory for this relationship.

Possible Future Goals �To reach a 4% absorption rate �To open the possibilities for

Possible Future Goals �To reach a 4% absorption rate �To open the possibilities for other chemical containment methods.

Conclusion �Very thoroughly well-thought out. �Many different ideas and proposals were considered. �Reservations: �They

Conclusion �Very thoroughly well-thought out. �Many different ideas and proposals were considered. �Reservations: �They should’ve used 70 MPa, since that’s the most used for hydrogen gas fuel cells. �Using a more efficient cooling system probably could have speeded the hydrogen charge capacity even more.

References �D. Mori & K. Hirose. “Recent Challenges of Hydrogen Storage Technologies for Fuel

References �D. Mori & K. Hirose. “Recent Challenges of Hydrogen Storage Technologies for Fuel Cell Vehicles" International Journal of Hydrogen Energy. 34 (2009): Pages 4569 -4574. �“Why CFRP? ” Composites World. 30 Nov 2010. Composites Technology. 2 Dec. 2012 < http: //www. compositesworld. com/articles/whycfrp> �“GFRP – Glass Fiber Reinforced Polymer. ” Stromberg. 2 Dec. 2012 < http: //strombergarchitectural. com/materials/gfrp>