Industry-Wide Light Duty Hydrogen Vehicle Fueling Protocol up to 70MPa: Created by Math Modeling and Confirmed by System Testing

Transcription

1 Industry-Wide Light Duty Hydrogen Vehicle Fueling Protocol up to 70MPa: Created by Math Modeling and Confirmed by System Testing Jesse Schneider, Ian Sutherland-GM, Mike Veenstra- Ford, Mark McDougall- Powertech Lab, Andrea Lubawy- Toyota, Steve Mathison Honda, Steffen Maus- Daimler, Frederic Barth- Air Liquide, Bob Boyd- Linde, Julie Cairns-CSA

2 Outline Overview & Importance for common protocol SAE TIR J2601 Theory and Modeling Testing Implementation 2

3 Importance of a Hydrogen Fueling Vehicle Protocol Do you know how your vehicle is being filled with hydrogen? Hydrogen fueling is critical to the success of a hydrogen economy. Customers expect a safe, short, and complete hydrogen fill Characteristics of hydrogen and limits of storage systems emphasize need for managing the safety of the fill. Need to maximize the capacity (state of charge) percentage of the fill. Hydrogen fueling is not yet standardized. Historically, protocols established through individual agreements between OEMs and station providers, isolated partnerships. As the industry progresses from hydrogen vehicle demonstrations to commercialization, an industry fueling protocol is needed for universal usage 3

4 Importance of a Hydrogen Fueling Vehicle Protocol The Challenge of Compressed Hydrogen Fueling Hydrogen fueling protocol must manage the heat of compression. Storage tanks have a maximum temperature rating of 85 C Pressurized gas entering the tank increases and temperature. Hydrogen tank construction (i.e. wall thickness and material) reduces heat transfer which can influence the temperature increase in the tank. Hydrogen fueling protocol must manage unknowns. Non-communication fill: Known pressure ambient temperature Unknown storage tank temperature Station must estimate the temperature change that occurs during fueling. Many tank unknowns: starting temperature, capacity, type, number of tanks, etc. In some cases, the station estimates can be conservative resulting in a reduced state of charge fill. 4

5 Hydrogen Fueling Protocol Approach Technical Goals for Compressed Hydrogen Fueling Maintain the safety limits of storage system. Maximum Gas Temperature: 85 C Maximum Pressure: 87.5 MPa (70 MPa NWP) and 43.8 MPa (35 MPa NWP) Achieve target desired customer attributes. Fueling Time: 3 minutes Ramp Rate (Type A Station) Typical State of Charge Range : 90% to 100% (density based on NWP at 15 C) Options for Compressed Hydrogen Fueling Protocol Vehicle to station interface strategies Communication: vehicle provides tank parameters through an electrical interface Non-communication: vehicle provides tank pressure only Station key control factors Pre-cooling of hydrogen: station conditions H2 temperature prior to dispensing Hydrogen delivery rate: station provides fill rate per mass or pressure vs. time Fill termination: station determines end pressure and/or density that meets goals 5

6 SAE J2601 TIR Status and Future Standardization Goals

7 SAE TIR J2601 V.1 Technical Information Report (TIR): Light Duty Vehicle H 2 Fueling Provides guidance for hydrogen fueling within reasonable time without exceeding temperature and pressure limits Provides pressure targets to achieve a reasonable state of charge (SOC) under diverse ambient temperature(s) Fueling protocol created from fueling actual OEM tanks under extreme conditions V.2: Residential & Bus Fueling (July Start Date) 7

8 SAE J2601 & CSA 4.3 SAE J2601 Vehicle Limits & Targets - Non-Communication Tables - Communications CSA 4.3 Dispenser Confirmation - Testing Device - Test Procedure 8

9 J2601 Overview Definition of Fueling Station Types Common Procedures for Hydrogen Fueling Non-Communication Fueling Tables Communication Fueling Guidance CSA 4.3 Performance Tests to Verify Dispenser Performance with J2601 Fueling Protocols 9

10 Fueling Station Types J2601 defines fueling station type by capability to dispense hydrogen fuel at a specific nozzle pre-cooled temperature : Type A - Station has -40 C pre-cooling Type B - Station has -20 C pre-cooling Type C - Station has 0 C pre-cooling Type D - Station has no pre-cooling 10

11 J2601 Fueling Procedure Summary Start Fueling Station Type No Communication Signal? Yes Fueling Station Type Ambient Temperature Vehicle Data Vehicle Measurements HSS Initial Pressure P 0 HSS Capacity Vehicle Data Validity Check Vehicle Measurements HSS Initial Pressure P 0 HSS Capacity Lookup Tables - A, B, C, or D Average Pressure Ramp Rate (APRR) Fueling Target Pressure P target HSS P 0 HSS Capacity Fail Pass Lookup Tables - A, B, C, or D (guideline) Average Pressure Ramp Rate (APRR) While Vehicle Data Received Fuel While P station < P target - P station End if data lost or not plausible Fuel While Passes Validity Check and: Vehicle command Abort P vehicle < 125% NWP T vehicle < 85 C P station < 125% NWP - P station P station < 110% P target - P station SOC station < 100% - SOC station Gray box station only Blue box - vehicle interaction 11 End

12 Gaseous Hydrogen Fueling: Theory and Modeling

13 Fueling Fundamentals An optimal fueling protocol will fuel all hydrogen storage systems quickly to a high state of charge (SOC) never violate the storage system operating limits of 85 C internal tank temperature (don t overheat) or 100% SOC (don t overfill) 13

14 Parameter Example Hot Soak / Cold Soak 14

15 Protocol Development Key Parameters Fueling Parameter Vehicle storage system characteristics Vehicle tank internal temperature Vehicle storage system volume Vehicle tank / storage system pressure Station ambient temperature Station fuel delivery temperature Fueling rate Fueling final pressure Non-communication station does not know station does not know station measures station measures station measures station characteristic station control station control Communication station does not know vehicle tells station vehicle tells station vehicle tells station station measures station characteristic station control station control Two fueling cases: 1) non-communication and 2) communication Protocol is based on known parameter values and possible ranges of unknown parameter values Protocol specifies fueling rate and final fill pressure as a function of known parameter values 15 15

16 Non-Communication Case Protocol Development Step 1 Fueling Rate Fast fueling is desired, but 85 C tank internal te mperature limit must not be violated under any fueling conditions Assign boundary values to all unknown parameters such that hot case fueling occurs. (e.g. hot ambient soak, start from empty, large single tank, composite liner, etc.) Run math model to find the fastest fueling rate that will not overheat tank Step 2 Target Pressure A full fill is desired, but 100% SOC must not be violated in any fueling conditions Assign boundary values to all unknown parameters such that cold case fueling occurs. (e.g. cold ambient soak, defueling effect, small tank(s), metal liner, etc.) Cold case results in highest possible SOC for a given final fueling pressure Apply fueling rate from Step 1 Run math model to find highest target pressure that will not overfill storage system Step 3 SOC Assessment Range of SOCs expected in real-world application of fueling protocol is xx-100% 16

17 Look-up Table Development - Example temp Step ❶ Hot case vehicle Type IV large tank - park and hot soak, then fuel from empty Start fueling?? MPa/min P = 2MPa fuel temp -35C End fueling Worst-case SOC P target (??% SOC) Step ❸ Hot case vehicle defines average pressure ramp rate Hot soak = 20 C P target (100% SOC) +20 C -10 C Ambient temp (station) = 0 C Cold soak = -10 C Cold case vehicle Type III small tank cold soak followed by rapid defuel, then fuel from P initial Step ❷ P = 2MPa fuel temp -40C Cold case vehicle defines target pressure time 17

18 Non-communication Case Modeling Results A series of look-up tables that specify fueling rate and target pressure as a function of ambient temperature, initial tank pressure and storage system volume Look-up table values describe the capabilities and limitations of the fueling process. For example Fueling times of 3-5 minutes or less under most conditions when fuel pre-cooled to -40 C Fueling times of an hour or longer under some conditions when station does not have pre-cooling capability Expected SOCs in the % range 18

19 Communication Case Modeling Results A series of look-up tables that provide a recommended initial fueling rate as a function of initial tank temperature, initial tank pressure, and storage system volume In general, faster fueling is possible in communication case where tank internal temperature is known to station Fueling time of 3 minutes or less under most conditions when fuel pre-cooled to -40 C Fueling times of 3-20 minutes under most conditions when fuel pre-cooled to -20 C Under Moderate ambient temperatures, pre-cooling not always needed with communications. 19

20 Fueling Data Driven Standard Hydrogen Fueling Data Sets: Exploration of Range of Fueling 70MPa Multi-Client Fast Fill Study Used to generate models Confirmation of Look up Tables SAE J2601 Confirmation SOW Use to confirm model outputs

21 Range of Fueling Conditions 70MPa Multi-Client Study Purpose: determine 70 MPa fueling targets meant to be utilized by Codes and Standards development organizations for the purpose of future guidelines and standards Determine the 70 MPa fueling parameters for each OEM fuel system for modeling and station algorithm development Funding Participants Include: Air Liquide, BP, Nippon Oil, Sandia, US DOE, Shell, Iwatani Vehicle OEM Participants Include: Daimler, Chrysler, Ford, GM, Nissan, Toyota Status: Completed 21

22 Range of Fueling Conditions 70MPa Multi-Client Study Observations: Level of required pre-cooling is dependent on tank type Required pre-cooling is a linear function with initial tank temperature

23 Confirmation of Look-Up Tables SAE J2601 Confirmation SOW Purpose: experimentally confirm the 35 and 70 MPa fueling targets included in the SAE J2601 look-up tables experimentally confirm the tests to be included in CSA HGV4.3 Fueling Station Safety Parameter Evaluation Scope of Work examines three distinct areas of interest: 1. Over-density fueling Testing with cold-soak and cooling from driving on Type 3 tanks 2. Over-temperature fueling Testing with hot-soak conditions on Type 4 tanks 3. Target SoC fueling Testing with normal conditions on all tanks to confirm noncommunication SoC Status: Scope of Work submitted to DOE and NREL 23

24 Confirmation of Look-Up Tables SAE J2601 Confirmation SOW Look-up table confirmation. Preliminary tests to be performed by Powertech Lab to obtain base-level data. Test 1 Over-Density: 70MPa, Type3, 1.4kg tank, ambient of 40C, initial pressure 20MPa, - 40PC, <6kg case Resulting SoC was 99.8% () Test 2 Over-Density: 35MPa, Type3, 1.0kg tank, ambient of 40C, initial pressure 10MPa, - 20PC Resulting SoC was 95.3% (*) Test 3 Target SoC: 70MPa, Type3, 1.4kg tank, ambient of 30C, initial pressure 15 MPa, - 40PC, <6kg Resulting SoC was 91.7% (Minimum - 89%) Test 4 Target SoC: 70MPa, Type3, 1.4kg tank, ambient of 40C, initial pressure 15MPa, - 40PC, >6kg case Resulting SoC was 92.0% (Minimum 91%)

25 Implementation of J

26 Demonstration Implementation Light Duty Vehicles Implementation in stations (by mid-2010) Required by CA Air Resources Board latest co-funding solicitation Utilized by OEMs, CaFCP, etc. Field OEMs data from 2601 stations to be brought to SAE Team (until mid- 2011) Additional validation of performance, adjustments if necessary Standardization J2601 planned to be standardized by end 2011 J2601 Communication AND Non-Communication Use Specified Look-Up Table OR Demonstrate Equivalent Performance or Better Use Specified Look-Up Table 26

27 Implementation Testing of Hydrogen Stations : CSA 4.3 (by end 2009) Test procedures to confirm dispenser performance within limits and targets specified in J2601 Hydrogen Dispenser Test Apparatus (HDTA) will be a mobile device with equipped with instrumented representative tanks to evaluate performance of dispenser Tank Type Type III Type IV Tank Type Type III Type IV Type IV 35 MPa 70 MPa Tank Size 1 kg 3 kg Tank Size 1.4 kg 4.7 kg 9.8 kg 27

28 SAE TIR J2601 V.1 Document Status currently undergoing final testing document target release July, 2009 Goal: Utilize TIR in the field as the dispenser specification for stations to support ZEV fleets in US, ASIA, Europe, etc. similar to J2719 SAE J2601 V.2 include Residential & Bus Fueling initiation July 14, 2009 at SAE Headquarters in Troy,MI CSA 4.3 document target release December,

29 Questions? J2601 Contact:

30 Backup Slides 30

31 2601 Overview

32 Process Flow For Non-Communications Fueling Ambient temperature as measured by station (outside in the shade) Station cooling capability rating (-40C, -20C, ) Target fuel delivery temperature and tolerance Fueling protocol lookup tables Station pre-conditioning Vehicle fueling Pressure ramp rate (fill time) f(ambient temp, tank press, tank capacity ) Target end pressure f( ambient temp, tank press, tank capacity ) Vehicle tank pressure and capacity as measured by station 32

33 SAE J2601 Confirmation Tests Target SoC Test

34 SAE J2601 Confirmation Tests Target SoC Test

35 SAE J2601 Confirmation Tests Over-Density Test

36 SAE J2601 Confirmation Tests Over-Density Test

37 70 MPa Fueling Specification for Hydrogen Stations prior to release of SAE J2601 (now superseded) 37