H2020
Europeo
ExpectedOutcome:Commercial trucks are responsible for a quarter of road transport CO2 emissions. For the decarbonisation of lighter and heavier commercial trucks in local transport batteries and pressure storage technologies for hydrogen are suitable. On the other hand, these energy storage systems are less suitable for heavy and long-distance transport due to their low volumetric energy density and the limited space constraints according to regulations in Europe.
Onboard LH2 tanks could be an enabler for zero emission mobility in heavy and long-distance road transport. In comparison to the state-of-the-art 350 bar or 700 bar storage, LH2 can enable much higher volumetric energy system density (up to double as compared to 700 bar) and simpler refuelling station design; advantages that are of utmost importance for the space, mass, time, and fuel cost constraint application. However, the actual performances of onboard LH2 tanks are not known precisely since not enough prototype development nor testing has been performed. Critical issues such as boil-off sensitivity, achievable capacity (for a given volume) and refuelling interface need to be addressed.
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ExpectedOutcome:Commercial trucks are responsible for a quarter of road transport CO2 emissions. For the decarbonisation of lighter and heavier commercial trucks in local transport batteries and pressure storage technologies for hydrogen are suitable. On the other hand, these energy storage systems are less suitable for heavy and long-distance transport due to their low volumetric energy density and the limited space constraints according to regulations in Europe.
Onboard LH2 tanks could be an enabler for zero emission mobility in heavy and long-distance road transport. In comparison to the state-of-the-art 350 bar or 700 bar storage, LH2 can enable much higher volumetric energy system density (up to double as compared to 700 bar) and simpler refuelling station design; advantages that are of utmost importance for the space, mass, time, and fuel cost constraint application. However, the actual performances of onboard LH2 tanks are not known precisely since not enough prototype development nor testing has been performed. Critical issues such as boil-off sensitivity, achievable capacity (for a given volume) and refuelling interface need to be addressed.
This topic will provide sufficient information on the critical issues related to onboard LH2 tanks for heavy-duty vehicles road application, so that a well-informed decision can be made by stakeholders on key technical bottlenecks to be solved or possible showstoppers for the technology.
Project results are expected to contribute to all of the following expected outcomes:
Onboard truck demonstration of a high-density hydrogen system by 2025;Deployment of cost-effective, long range zero emission solutions for trucks by 2030;Drastically improved understanding of onboard cryogenic hydrogen storage systems challenges;European leadership in onboard cryogenic hydrogen storage. By reducing the storage cost and enabling long-range truck transportation, this project will greatly contribute to the transport end-uses objectives as detailed in the SRIA of the Clean Hydrogen JU.
Project results are expected to contribute to all of the following objectives of the Clean Hydrogen JU SRIA:
Onboard tank Storage tank CAPEX: 320 Euros/kgH2Gravimetric Capacity: 10 wt%_H2Volumetric capacity: 40 gH2/L systemDormancy[1]: 48 hoursVenting rate[2]: <2%/day Refuelling solution Filling rate: 8 kg/minCoupling mass: < 3 kgInstallation time (before flowing LH2): 30 sRemoval time: 30 sEnergy consumption:<0.5 kWh/kgH2Station boil-off: < 2%/day
Scope:The scope of the topic is the full-scale analysis of existing concepts to store LH2 to develop and integrate an improved LH2 vessel in at least 2 road long distance heavy-duty vehicles, with over 800km range without refuelling, to evaluate the feasibility of the technology. Capacities and refuelling speeds should be in the 40-100 kg LH2 in one or more vehicle storages depending on the vehicle design and 7-10 kg/min range, respectively. Cost estimates for the storage system should be provided.
The analysis shall contain materials (including resistance to corrosion as necessary), piping and instrumentation, controls, safety designs but also refuelling procedures, interfaces, and balances of plant equipment to propose modification or creation of relevant norms. Key parameters for heavy-duty road vehicles shall be the focus of the project, including easy handling and connection at the refuelling without specialised personal, effect of dormancy and boil-off, space limitation, limited volume compared to larger storages, long lasting safety equipment.
The analysis shall be done to provide improvements and optimisation on different aspects, physical parameters of the LH2 to density, tanks composition and peripherics regarding volumetric efficiency and potential losses of hydrogen in the overall efficiency.
Proposals should focus on defining, building and understanding of a full scale LH2 tank system for heavy-duty road application and its refuelling, with at least a complete test bench fulfilling the technical readiness level. This can be completed by a refuelling solution with dispenser and/or an onboard vehicle demonstration.
Proposals should include an investigation from the end-user perspective, by simulating real-life utilisation (hydrogen extraction, driving, parking, refuelling) and making sure that the state-of-charge, the actual boil-off, and the refuelling are compatible with the expectations. Pressure in the LH2 storage tank should be compatible with the pressure at which the fuel cell typically operates, and obviously with the boil-off target. Alternatively, mitigation strategies should be proposed. The mechanical design should be compatible with all requirements typical of the trucking industry in terms of durability, exposure to harsh environments, vibrations, accelerations, safeties, and exceptional loads e.g. fire. The validation of concepts shall occur through an experimental program backed up by simulation activities, that will allow to expend the concept to wider range of constraints.
All the activities and results should consider the current European Commission Implementing Regulation EU 2021/535[3] (liquid hydrogen storage systems) and other relevant standards. The results of the project should be used to support the development of new or revised legal requirements or standards, especially extending the scope addressed by GTR13 and its type approval part the R134. The consortium should establish links with ongoing projects[4] dedicated to relevant applications such as H2HAUL and PRHYDE/project funded under Call 2018 “Topic FCH-04-2-2019: Refuelling Protocols for Medium and Heavy-Duty Vehicles”. The consortium should take into account current activities concerning LH2 storage, such as the subcooled LH2 fuelling method developed within an open working group at the Clean Energy Partnership[5].
The following activities are considered to be out of scope for this topic: liquefaction technologies, well-to-wheels costs, liquid hydrogen supply chain.
Activities are expected to start at TRL 4 and achieve TRL 6 by the end of the project.
The conditions related to this topic are provided in the chapter 2.2.3.2 of the Clean Hydrogen JU 2022 Annual Work Plan and in the General Annexes to the Horizon Europe Work Programme 2021–2022 which apply mutatis mutandis.
[1]dormancy/thermal autonomy is defined here as the time the vehicle should be parked without releasing any H2, irrespective of its tank’s capacity or pressure, and demonstrated using real life duty cycle simulations with test bench measured insulation performance
[2]venting rate is defined as the rate of H2 that is released when the system is parked at its venting pressure
[3]https://eur-lex.europa.eu/eli/reg_impl/2021/535/oj
[4]https://www.clean-hydrogen.europa.eu/projects-repository_en
[5]https://cleanenergypartnership.de/en/home-engl
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