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DELIVERABLE 6.1 MARANDA - Grantagreement no: 735717

MARANDA – Marine applicationof a new fuel cell powertrainvalidated in demanding arcticconditionsGrant agreement no: 735717DELIVERABLE 6.1 – Storagesystem layout and design

Authors: OMB: Silvia Ferrara, Kasia Kedzia

Confidentiality:Submission date:Revision:

Public4.10.2017-

MARANDA - Grant agreement no:735717 DELIVERABLE 6.1

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Report’s title

D6.1 – Storage system layout and designCustomer, contact person, address Order reference

Lionel Boillot, FCH JU Grant agreement no:735717

Project name Project number/Short name

Marine application of a new fuel cell powertrain validated indemanding arctic conditions

MARANDA

Author(s) Pages 15

OMB: Silvia Ferrara, Kasia Kedzia

Summary

The deliverable 6.1 reports the current layout and design of the H2 storage system, includingall its components.

The system features, functions and components are described, along with eventual possiblemodifications and existing alternative solutions.

The layout is preliminary and for the time being may not be considered definitive, as severalon-going discussions are taking place, regarding alternative solutions and components of thesystem. OMB has selected the main components and the suppliers of the system parts,however, other options are also taken into account. The aim of the alternative pathways is toimprove the current layout, where possible, in terms of functionality, timing and cost; taking intoconsideration the future replicability of the storage system.

Confidentiality Public

MARANDA - Grant agreement no:735717 DELIVERABLE 6.1

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DELIVERABLE 6.1 2MARANDA, H2020 FCH JU project no. 735717

Contents1. General description of the H2 storage system ................................................................. 3

1.1 P&ID of the system .................................................................................................. 31.1.1 Filling path ................................................................................................... 41.1.2 Defuelling path ............................................................................................ 41.1.3 TPRD venting path ...................................................................................... 51.1.4 PRV venting path......................................................................................... 5

1.2 P&ID of the valve ..................................................................................................... 61.2.1 Filling path ................................................................................................... 71.2.2 Defueling path ............................................................................................. 71.2.3 TPRD venting .............................................................................................. 7

2. Preliminary design of the H2 storage system ................................................................... 8

2.1 General overview .................................................................................................... 82.2 Draft of the pipelines.............................................................................................. 11

2.2.1 Filling / defuelling line ................................................................................ 112.2.2 H2 venting lines ......................................................................................... 12

3. Supplier involved and evaluations ................................................................................. 14


1. General description of the H2 storage system

The H2 storage system hosts an array of 9 composite cylinders for storing 8.5 kg ofhydrogen gas in each of them, at the nominal pressure of 350 bar(g). The total storagecapacity of the H2 storage system module is 76.5 Kg of hydrogen.Each cylinder operates at the same pressure at all times.

1.1 P&ID of the system

Here below in Figure 1, a preliminary P&ID of the H2 storage system.

Figure 1 – Preliminary P&ID of the H2 storage system

The storage system is composed of 3 parallel groups of cylinders. Each group iscomposed of a number of 3 cylinders in series.

Each cylinder (1) is equipped with a tank valve (2) and a middle TPRD (3).


The other components included in the system are:- Filling receptacle (4)- Shut-off valves: high pressure and low pressure (5)- Pressure regulator (6) with PRV- Venting ports, for TPRD’s and PRV (7)- Manual valves (8)- Pressure transducers (9)

The flow path can be described as follows:

1.1.1 Filling path

The flow path starts from the filling receptacle (HFR) and then the flow is divided in 3parallel lines. Each line enters in the first cylinder of each of the 3 groups.

Subsequently, the flow passes into the second and the third cylinder of the group,passing through the direct orifice from inlet to outlet within the tank valve. The cylindersare filled at the same time with a negligible pressure drop between the first and thelast one.

While the tanks are being filled, the flow passes through the pipe downstream the thirdcylinder of each group, until reaching the inlet of the manifold. Here the flow is stoppedby a shut-off valve (working at high pressure), which is closed if not energized.

1.1.2 Defuelling path

When the high pressure shut-off valve (or solenoid valve) is energized, the flow comingfrom the cylinders passes into the pressure regulator integrated in the manifold. Thereare two pressure transducers to measure the high pressure upstream the solenoidvalve and the low pressure downstream the pressure regulator.

After the pressure regulator, the flow is divided into two paths.

The first is towards the fuel cell direction and can be stopped by a shut-off valve(working at low pressure) and/or a manual valve. The shut-off valve is open only ifenergized; the manual valve is normally open and can be closed to stop the flow incase of necessity.

The second path is towards a manually operated defueling direction, which is thoughtto manually empty the storage system, by opening of the manual valve which isnormally closed.


1.1.3 TPRD venting path

Each tank valve is equipped with an integrated TPRD device and with a Live Portdirectly connected to the cylinder. The Live Port is used to connect each cylinder to aremote TPRD, called ”middle TPRD” (as it is placed at the mid-length of the cylinder).In effect, there is a total number of 18 TPRD’s, each one with a dedicated venting pipe.

All the venting lines coming from TPRD’s on the tank valves gather into a single largeventing port, able to vent the H2 outside the container. In case of activation of one ofthe TPRD’s, H2 will have its own path towards the final vent port. In case of thefollowing activation of another TPRD, the H2 will follow another independent path, sothere is no risk of refilling the cylinders instead of venting them.

The same principle works for the venting lines coming from the middle TPRD’s, whichgather into another single large port, venting outside of the container.

It is also possible to evaluate only one single TPRD vent port outside the container,collecting all the 18 venting lines from both the TPRD’s on the tank valves, and themiddle TPRD’s.

1.1.4 PRV venting path

The pressure regulator is equipped with an integrated PRV (pressure relief valve),which activates in case of reaching a critical pressure due to the malfunction of thepressure regulator.

The PRV has a dedicated venting line outside the container and a dedicated ventingport on it. As an alternative solution, it is possible to use the same venting port of theTPRD’s venting line.


1.2 P&ID of the tank valve

Each cylinder is equipped with the same tank valve (HTV). Its flow diagram is shownin the Figure 2 below.

Figure 2 – Flow diagram of the tank valve

The tank valve is equipped with the following devices:- Tank connection- Inlet port (1) with check valve (2)- Manual valve (3)- Excess Flow device (4) with a 50-micron filter (5)- Bleed valve (6)- TPRD (8) and TPRD vent port (9)- Live Port, to connect the middle TPRD (10)- Temperature sensor (11)- Outlet port (7)

Almost all of these devices are essential parts of the tank valve. The features whichcan be discussed (and possibly removed without compromising the functionality of thesystem) are the Live Port and the check valve present in the inlet of each tank valve.The check valve represents an additional safety in case of rupture or leakage of thepipes connecting the valves to each other, and it requires a little opening pressurefrom the gas flow, so that the pressure drop in filling the cylinders is negligeable. Thecheck valve is a device which can be easily integrated or removed from the tank valve.


The current proposal of the flow path, with reference to Figure 2, can be described asfollows:

1.2.1 Filling path

The flow starting from the inlet (with the check valve) goes into the cylinder, passingthrough the manual valve (normally open) and the excess flow device with the filter.

Meanwhile, the flow passes also through the outlet port, reaching the inlet of thefollowing tank valve to empty the following cylinder.

1.2.2 Defueling path

When the shut-off valves in the manifold are energized, the flow moves through theopposite path to reach the fuel cell direction.

1.2.3 TPRD venting

When one of the TPRD’s integrated on the tank valves is activated, the flow is ventedfrom the cylinder through the venting port in the container wall.

The Live Port on the tank valve is in direct connection with the tank, so the H2 alwaysfills the pipe which connects the Live Port with the middle TPRD. When one of themiddle TPRD’s activates, the flow is vented through the venting port on the container.

One open issue regards the presence of the Live Port on the tank valve, which in caseof rupture or breakage of the pipe connected, will vent the H2 from the cylinder withinthe container, bypassing the excess flow device (which in such case won’t activateand won’t stop the flow).

An option under discussion is removing the middle TPRD’s and applying the end plugTPRD’s instead, mounted on the opposite cylinder end. Still, such configurationpresents a disadvantage: the distance between two TPRD’s on each cylinder will bethe whole length of the cylinder itself, which might be too much to assure safety incase of fire.

The risks of both the solutions will be evaluated, and other possible solutions will beanalyzed.


2. Preliminary design of the H2 storage system

2.1 General overview

A preliminary 3D model of the H2 storage system has been designed. It reflects theP&ID in Figure 1.

Here below in Figure 3, a general overview of it.

Figure 3 – General overview of the system 3D model

There are some considerations and solutions to be discussed and/or developedregarding the components indicated in Figure 3.


A: HFR (Filling receptacle) – The filling receptacle is a standard product of OMB.The open issue regards its location in the container, as it will affect the layout of thepipelines and location of the H2 safety equipment.

The HFR can be installed on the external surface of the container’s wall. Such positionwill simplify the refilling operation, however, requires additional sealing of thecontainer, in order to protect the storage during refilling and transport to hydrogen refillstation. Alternatively, the HFR may be installed inside the storage system, so that adoor is opened every time the storage is refilled.

B: HTV (Tank valve) – The standard OMB tank valve in its current configuration (usedin the automotive and off-road applications) is equipped with a solenoid device.Solenoid devices on each tank of the storage system are considered reduntant, sothey can be removed. The thread of the tank connection may be modified accordingto the corresponding thread of cylinders which will be chosen for the system.

Provided that the OMB tank valve is used in the system, the OMB’s intention is to keepthe current forged body of the valve unchanged and modify only its mechanicalmachining, removing unnecessary processing (i.e. machining for the solenoid deviceintegration) and/or modifying the machining of the tank connection, if necessary.Subsequently, the new configuration of the tank valve be T-PED certified.

An alternative solution consists in selecting an already T-PED certified tank valve fromanother producer. However, at present moment T-PED valves including all therequired devices (excess flow, T-sensor, etc.) are not easily available on the market.

C: Manifold – This item is currently in the design phase. Its preliminary P&ID is shownbelow in Figure 4.


Figure 4 – Proposal for the P&ID of the Manifold

The essential device in the manifold is the pressure regulator, with the followingspecifications required by the Fuel Cell: outlet pressure = (9 +/- 1) bar A; nominal flow= 1.5 g/s and maximum flow = 2 g/s.OMB already produces hydrogen tank valve with integrated 1st stage pressureregulator. The existing product will be modified according to the specifications statedabove.

Another issues under discussion regarding the manifold are listed below:

1. Number of shut-off valves: Currently the design considers 2 shut-off valves, oneworking at high pressure (upstream the pressure regulator) and one working atlow pressure (downstream pressure regulator). If only one solenoid device isused for the whole system, the high pressure shut-off valve can be removedfrom the system.

2. Type and quantity of pressure transducers has to be addressed.

3. The position of the system outlets in the container walls has to be addressed,as it will affect the layout of the entire system.

4. The shut-off off valves along the de-fueling path of the H2 storage system mayneed to be equipped with the so-called “double block-and-bleed” arrangementto guarantee safety of H2 flow in case of shut-off valve failure. This requirement


comes from the marine safety regulations and is especially required in high-pressure fluid systems. The current P&I diagram illustrates the mainfunctionality of the manifold and does not include these arrangements. Theywill be added as the situation is confirmed.

D: Middle TPRD – This is a standard product of OMB. As already mentioned above,an End plug TPRD might be used instead (also a standard product of OMB).

2.2 Draft of the pipelines

Here below a short description of the pipelines in the current 3D model.

2.2.1 Filling / defuelling line

With reference to Figure 5, there is one line both for filling and defuelling (green line).

Figure 5 – Filling / defuelling line

The lines layout can be discussed and changed.

An alternative solution is to place all the 9 cylinders in series, both in filling and indefuelling.


2.2.2 H2 venting lines

Figure 6 shows the H2 venting lines: one for PRV on the pressure regulator, one foreach of the 18 TPRD’s (9 TPRD’s integrated on the tank valves and 9 middle TPRD’s).

Figure 6 – Venting lines and ports

The 9 pipes from the TPRD’s on the tank valves (orange lines) are grouped in a singlevent location in the container wall; same in case of 9 pipes from the middle TPRD’s(blue lines). Also the PRV venting pipe (pink line) has a separate vent port.

It is also possible to place a single large port on the container wall, which collects allthe venting lines. This option is under discussion.


In both cases, the location of the venting ports on the container must be decided, asit will affect the general system layout and position of the safety equipment in thecontainer.

At the moment the vent ports are simply thought as orifices in the container wall,through which all the vent pipes gathered together go outside. In such solution, anindependent flow path is maintained for each TPRD. Alternative solutions are alsotaken into consideration:

- collecting all the venting pipes into one final manifold. The outlet of themanifold would be a large pipe venting the H2 outside the container,

- collecting groups of venting pipes into intermediate manifolds beforethe final outlet; in this scenario the diameter of the venting pipes is tobe increased gradually, in order to assure the correct flow rate.


3. Suppliers involved and evaluations

In order to build the H2 storage system, OMB has started collaborations with othermanufacturers and suppliers of components.

Regarding the cylinders, OMB has preliminary selected the product of Xperion, shownin Figure 7.

Figure 7 – Drawing of the available cylinder by Xperion.

The Xperion cylinder mounting allows for specified maximal acceleration values ineach particular direction. These are given in Figure 7 as ±1g in the cylinder longitudinaldirection and ±2g in cylinder radial direction (when cylinder is mounted horizontally).For the Aranda vessel the maximal acceleration values specified (upper deck position)for its overhaul design phase were obtained as follows:- In the ship longitudinal direction (i.e. axis from back to front of hull): 3.4 m/s2 (~0.35g)- In the ship sideways direction (from “left” to “right”): 8.6 m/s2 (~0.87g)- In the ship vertical direction (from bottom to top): 6.7 m/s2 (~0.69g)

Therefore, none of the maximal specified acceleration values, regardless of cylinderinstallation orientation, exceed the cylinder acceleration tolerances.


The advantage of Xperion cylinder is its already existing T-PED approval. Thedisadvantages include a relatively high price.

Regarding the container, a German company Caru is currently evaluating the 3Dstrage model designed by OMB and will confirm the feasibility of a suitable 10 ft.container. Caru has various 10 ft container solutions already available, but no specificexperience nor deep knowledge of the marine applications and regulations.

In order to have an alternative container solution, OMB has recently started a dialoguewith the Norwegian company UAC (Umoe Advanced Composites), which seemscapable of supplying both the cylinders and the container. UAC has vast experiencein marine applications and with DNV-GL class authority. The system specificationswill be transmitted to UAC in order to establish the feasibility of the required solution(container, tanks, the connection frame and the safety equipment).

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