Portable fuel cells for backup power during natural disasters to power critical infrastructures
The topic focuses on the development and demonstration at an operational environment of a lightweight, robust, containerised and modular zero-emission transportable of at least 50 kWe fuel cell system to power critical infrastructures in the event of a natural disaster. The system should include all balance of plant components needed for operation
The demonstration campaign should include the transportation of the fuel cell system, its installation and test at end-user site for at least 2000 hours of cumulative operation epitomising the real load profiles.
The fuel cell system should:
- be easily transported, installed and started
- sustain vibrations and low (-30°C) and high (+50°C) ambient temperature
- be able to operate with air at low ambient pressure typical for mountain regions and other extreme environmental conditions.
- be compatible with the specific requirements and norms for transport and operation under relevant harsh environment conditions .
Proposals should address the following:
- Compact and lightweight containerised contraption including the fuel cell stack and balance of plant components, which can be transported by air, road and sea;
- Storage of enough fuel to sustain its operations during the emergency state (at least two weeks);
- Easy refuelling with fast exchange of the fuel storing modules;
- Simplified plug-and-play approach to minimise the interconnection and installation time;
- Ability of operation on green hydrogen and at least one other available or easily transportable fuel;
- Fulfillment of requirements (incl. certification aspects) needed for transport;
- Modular design with stackable and lifetime prognosis and degradation interoperable 10-50 kWe single modules;
- Include State of Health analysis at least after operation;
- Relevance to the respective standards of operation and safety;
This project should continue the efforts concerning the development, certification and industrialization of fuel cells in other projects funded by such us, but not limited to, the Clean Hydrogen JU projects RoRePower and EVERYWH2ERE. The advancements in the current state of the art have to be clearly demonstrated e.g. by proving the interoperability of the modules designed, including the multifuel option, developing a quick refueling capability, as well as, design targeted for highly robust environments.
The consortium should include fuel cell system providers, partners with expertise on power engineering in distributed grids, standards and requirements needed for shipment for containerised operation-ready solutions and at least one end-user for on-site testing and demonstration performed by a tailored combination of hardware, software and virtual reality tools.
When defining the systems architecture proposals should consider that each of particular critical systems of interest is characterised with its own level of embedded uninterruptible power supplies during start-up and transitional operation phases (like switch to another fuel etc.), various energy consumption for balance of plant components, as well as, differing level of losses related to the lack of the continuity of operation.
Proposals should include the development of a strategy for the installation and operation of singular fuel cell systems in a (micro)grid utilising locally existing power supply units. The fuel cell system should be equipped with effective and highly central infrastructure independent tools for digital communication and localisation. In addition to location monitoring, the monitoring of such parameters as the amount of the fuel in the tank, the potential remaining service time (calculated real-time), and electrical parameters such as power, voltage of the system connection system, and the calculated real-time amount of supplied electricity should be considered.
This topic is expected to contribute to EU competitiveness and industrial leadership by supporting a European value chain for hydrogen and fuel cell systems and components.
Proposals should provide a preliminary draft on ‘hydrogen safety planning and management’ at the project level, which will be further updated during project implementation.
For additional elements applicable to all topics please refer to section 2.2.3.2.
Activities are expected to start at TRL 5 and achieve TRL 7 by the end of the project - see General Annex B.
At least one partner in the consortium must be a member of either Hydrogen Europe or Hydrogen Europe Research.
The maximum Clean Hydrogen JU contribution that may be requested is EUR 5.00 million – proposals requesting Clean Hydrogen JU contributions above this amount will not be evaluated.
Purchases of equipment, infrastructure or other assets used for the action must be declared as depreciation costs. However, for the following equipment, infrastructure or other assets purchased specifically for the action (or developed as part of the action tasks): fuel cell system, hydrogen storage and other components needed in the portable fuel cell system , costs may exceptionally be declared as full capitalised costs.
The conditions related to this topic are provided in the chapter 2.2.3.2 of the Clean Hydrogen JU 2024 Annual Work Plan and in the General Annexes to the Horizon Europe Work Programme 2023–2024 which apply mutatis mutandis.