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Hydrogen and Fuel Cells
Published in Muhammad Asif, Handbook of Energy Transitions, 2023
Saeed-ur-Rehman, Hafiz Ahmad Ishfaq, Zubair Masaud, Muhammad Haseeb Hassan, Hafiz Ali Muhammad, Muhammad Zubair Khan
Compressed gas is the most common method of hydrogen storage. In this mode of storage, challenges are faced due to the low density of hydrogen gas. For laboratory and industrial applications, the hydrogen gas is compressed to a maximum of 20 MPa; however, the hydrogen tanks for mobile applications can store gas from 35 to 70 MPa. Compressed gas is an efficient way of storing hydrogen because the volumetric density of hydrogen can be increased by increasing the pressure of the gas. Most commonly, metallic containers are used for industrial applications with pressure from 20 to 30 MPa but these containers can contain only up to 1 wt. % of hydrogen (Type 1). For producing lightweight cylinders, part of the cylinder is replaced with fiber resin composite (Type 2). Metallic part is further reduced by using carbon fiber embedded polymer matrix with a thin metallic liner (Type 3). Complete polymer cylinders are also suggested for lightweight applications (Type 4). As there is always a risk of gas leakage when stored at such high pressures, for compressed hydrogen storage, the cylinder material must have a high tensile strength, low density, and it should not be permeable to hydrogen.
Alternative Fuel Sources
Published in Michael Frank Hordeski, Hydrogen & Fuel Cells: Advances in Transportation and Power, 2020
Metal hydrides can hold a large amount of hydrogen in a small volume. A metal hydride tank may be one third the volume of a 5,000 psi liquid hydrogen tank. Hydride tanks can take on different shapes depending on the vehicle design.
The New Fuel Mix
Published in Michael Frank Hordeski, Alternative Fuels—The Future of Hydrogen, 2020
Metal hydrides can hold a large amount of hydrogen in a small volume. A metal hydride tank may be one-third the volume of a 5,000-psi liquid hydrogen tank. Hybride tanks can take different shapes for vehicle design.
An overview of development and challenges in hydrogen powered vehicles
Published in International Journal of Green Energy, 2020
Seyed Ehsan Hosseini, Brayden Butler
The available tanks for FCVs to the public utilize compressed hydrogen carbon-fiber Type IV tanks that store about 5%wt when pressurized at a global standard of 700 bar. Bus fuel tanks are generally 350 bar composite tanks since energy density is less important in larger vehicles. Another type of compressed hydrogen tank is the composite Type III tanks (Lee et al. 2018b). The tanks are composed of an aluminum liner wrapped in epoxy resin-coated, aerospace-grade carbon fiber. The aluminum liner does not have any seams, is more tolerant to impacts than traditional gas tanks, is resistant to heat, can be filled in all weather conditions, fills as quickly as a gasoline tank, has a burst safety factor of 3.0, and has a built-in leak-before-burst fatigue failure design. Liquid hydrogen is compatible with electrolyzers and FCs, but the complexity and cost of a cryogenic liquefier make it impractical for small-scale use; therefore, storing hydrogen in liquid form at low pressures is commonly employed for bulk hydrogen storage and transport (Zhang et al. 2005). Currently, limited development has been made for onboard liquid hydrogen fuel tanks for automotive use (Salvi and Subramanian 2015). The least expensive technique for creating high-performance composite fuel tanks is filament winding (Vasiliev and Morozov 2001). Cold (sub-ambient but higher than 150 K) or cryogenic (below 150 K) storage methods are being investigated because higher fuel density can be achieved at reduced temperatures (“Physical Hydrogen Storage | Department of Energy,” n.d.). Ahluwalia et al. (Ahluwalia, Hua, and Peng 2012) claimed that the cryo-compressed storage system is the best storage method at this point because it met all the storage targets for well-to-tank efficiency, well-to-engine efficiency, emissions on a per kilogram of hydrogen basis and on a per mile basis, refueling cost, and ownership cost, but not initial cost and onboard efficiency.