STORAGE OF HYDROGEN: ALTERNATIVE PRESSURE ENCLOSURE DEVELOPMENT

Project Information

SH2APED

Grant agreement ID: 101007182

DOI

10.3030/101007182

Project closed

EC signature date 17 December 2020

Start date 1 January 2021

End date 30 September 2024

Funded under

• SOCIETAL CHALLENGES - Smart, Green And Integrated Transport

Total cost

€ 1 993 550,00

EU contribution

€ 1 993 550,00

Coordinated by

PLASTIC OMNIUM NEW ENERGIES FRANCE
France

Periodic Reporting for period 3 - SH2APED (STORAGE OF HYDROGEN: ALTERNATIVE PRESSURE ENCLOSURE DEVELOPMENT)

Reporting period: 2024-02-01 to 2024-09-30

Summary of the context and overall objectives of the project

The goal of the SH2APED project is to develop and test at TRL4 a conformable and cost-effective hydrogen 70 MPa storage system with increased efficiency and unprecedented safety performance.
The innovative storage system is composed of the assembly of 9 tubular vessels fitting into a design space of 1800x1300x140 mm used for the battery pack. Fire resistance and mechanical robustness are drastically improved while the cost is decreased by 20% compared to the state-of-the-art Type IV tanks.
This architecture allows a modular system configuration fitting into the flat space of light-duty car underbodies. All the vessel and the system elements are being manufactured using know-hows and high-throughput processes. Performance parameters and KPIs are monitoring in compliance with the current regulations, codes and standards (RCS) aiming the update of RCS by new knowledge and technological breakthroughs and simplification of certification. Economic assessment for industrial mass manufacturing is in line with the expectations of the automotive industry.
The SH2APED consortium is a strong partnership of two industrials, one federal institute and one university.
Optimum CPV - Plastic Omnium is the leader in hydrogen vessels fabrication for the automotive industry. OMB Saleri is the highly skilled on mechanical components machining. BAM is the expert on safety and reliability of high-pressure composite cylinders. Ulster University is one of key providers of hydrogen safety research globally.

Work performed from the beginning of the project to the end of the period covered by the report and main results achieved so far

The first months of the SH2APED project were dedicated to the specification of the overall system and work on component level.
As a result, the tank “microleak-no-burst” prototype design was finalized by ULTSER UNIVERISTY (Milestone1), taking into account high-density polyethylene (HDPE) and polyamide (PA) as possible materials for the liner. Numerical simulations validated the efficiency of the technology for different scenarios of fire. The design of microleak no burst tank prototypes for manufacturing at OPmobility (former PLASTIC OMNIUM) has also been validated (Milestone 4) thanks to the development and validation of a CFD model.
The liner tooling and moulding trials were realized accordingly by OPmobility (former PLASTIC OMNIUM) to supply prototypes for manufacturing the first tubular pressure elements (Milestone 2). The composite reinforcement was optimized to withstand a burst pressure exceeding 1575 bar and over 11,000 load cycles, as required by the GTR13 and R134 regulations.
Under the guidance of MISAL-OMB, the entire assembly of the storage system was defined with a focus on the valve system (Milestone 3). The design of manifold collector, another key component of the system, was finalized to allow further testing of the modular system (=assembly of 3 several vessels) and allowed the delivery of the first modular system by OPmobility (former PLASTIC OMNIUM).
BAM fulfilled the important task of actively contributing to the GTR13 working group and pave the path for the inclusion of “conformable tanks” in the next update of the R134 regulation. Furthermore, data acquisition strategies have been evaluated and vessel elements have been produced with embedded optical sensors to understand the behaviour and possible degradation under static and cyclic loading.
Based on the results of the initial design and first validations, the key performance indicators (KPIs) were monitored. First conclusion show an excellent volumetric efficiency while matching the structural requirements of the vessel elements. However, the overall system will probably be heavier than a conventional type IV tank due to the relatively high amount of metallic parts being used.
An important part of the SH2APED project is the economical assessment of the overall system compared to existing solutions for hydrogen storage. Based on a typical industrial scenario, the potential selling price of the system is anticipated. Driven by the strong increase of all materials (specifically carbon fibre), the target of 400€ per kg of hydrogen cannot be achieved. Further cost reduction activities focusing on carbon fibre, frame, active compnents and productivity are needed to improve the overall competitiveness of such a hydrogen storage system.
Furthermore, a stakeholder's workshop has been organized to share the most relevant findings of the project.

Progress beyond the state of the art and expected potential impact (including the socio-economic impact and the wider societal implications of the project so far)

For current passenger fuel cell electric vehicles (FCEVs), the hydrogen is stored in 2-3 bulky type IV tanks. The purpose of the SH2APED project is to design a competitive hydrogen storage system which is more conformable and would fit into the design space foreseen for a battery pack. The first results have shown that the SH2APED system is definitely feasible and is offering a technology which is beyond the state of the art.
On component level, tubular vessel elements have been developed and tested, meeting the structural requirements of all current and future regulations. Using the “microleak-no-burst” technology, a safe way of failure in case of fire has been validated by advanced numerical modelling.
On system level, a completely new way of assembling the vessel elements has been developed including the use of dedicated manifolds, which allow to reduce the amount of connectors and piping. At a later stage of the project, the structural integration of the system and the evaluation of additional requirements (e.g. side impact resistance) are investigated.
For the second half of the project, extensive tests are foreseen to assess the real life behaviour and validate the functionality and performance of the entire system. Obviously, the focus will be on performance and safety.
The response form the automotive industry is very encouraging. Such solutions for hydrogen storage are needed to increase the chances of a wider deployment of passenger FCEVs. In anticipation of the 2,000,000 FCEV’s by 2030, definitively more work is needed to scale up manufacturing technologies.
However, the current evolution of the material costs are a serious threat to the entire hydrogen industry. With a 50% cost increase of the carbon fibre (representing about half the value of the storage tanks), the current target of 400€ per kg of hydrogen needs to be revised.

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