Free resource aims to accelerate advanced materials research and development

The U.S. Department of Energy’s (DOE) Office of Energy Efficiency and Renewable Energy (EERE) has launched a comprehensive hydrogen storage materials database to collect and disseminate materials data and accelerate advanced materials research and development. The new database includes information from the DOE/IEA Hydpark databases, Hydrogen Storage Material Centers of Excellence, and the Fuel Cell Technologies Program.
The database will accelerate the development of advanced hydrogen-storage materials by consolidating the technical-knowledge base, including hundreds of material property listings and references in a single location. The listings include properties such as synthesis conditions, sorption, and release conditions and impurities formed during release reactions.
DOE is offering a webinar December 13, 11:00 a.m. EST, to demonstrate the functions of the database. Topics will include accessing and extracting data, submitting new material property data for inclusion, and performing organized searches. The real-time walkthrough of the database will provide an opportunity for user questions and feedback.

The DOE/ IEA Hydride Databases include extensive listings of alloys reported to produce hydrides, detailed engineering properties on selected hydrogen storage elements and alloys, and hydride applications. Task 12 of the IEA Hydrogen Implementing Agreement was an R&D effort to develop new solid hydrogen storage media, in particular aiming at properties that might be suitable for hydrogen fueled vehicles. Although offline for over a year, this portal is a valuable resource to the global research community. Over the last several years, DOE-funded researchers have been collaborating on advanced hydrogen storage materials with more than 40 laboratories in at least 19 countries. The database provides an opportunity to leverage activities and share results worldwide.

US DoE
www.doe.gov

Hydrogen bus lets lab visitors ride the future

DOE recently funded the leases for 12 hydrogen-powered shuttle buses to demonstrate market-ready advanced technology vehicles. NREL was the first facility to receive one of the leased buses which it uses on its Golden, Colo. campus for site tours. The shuttle buses are being placed at federal facilities across the country to demonstrate market-ready advanced technology vehicles.

“NREL’s twist to this demonstration is that we are fueling our shuttle bus with hydrogen made from wind energy at our National Wind Technology Center near Boulder,” says  Hydrogen Technologies & Systems Director Robert Remick. “So the hydrogen in our shuttle was provided by wind blowing off the Rocky Mountains last week.”

The hydrogen internal-combustion engine (H2ICE) bus in use at NREL was manufactured by Ford, one of the first automakers to develop commercially available H2ICEs. The shuttle uses a conventional gasoline-powered engine but runs on the hydrogen generated at NREL’s Wind to Hydrogen (Wind2H2) Project. It links wind turbines to electrolyzers, which pass the wind-generated electricity through water to split it into hydrogen and oxygen. The hydrogen is stored and used later to generate electricity from an internal combustion engine or a fuel cell.

The bus has a 6.8-liter supercharged Triton V-10 engine. A few design adjustments were needed to switch the basic gasoline-powered engine to one powered by hydrogen. Modifications included specially designed spark plugs, alternate materials for valve seats, and other parts that may become brittle when exposed to hydrogen.

NREL says its shuttle is up to 25% more efficient than similar gasoline-fueled vans and can run 175 to 250 miles before refueling. The lab has outfitted its hydrogen dispensing station with cascading storage tanks, which decreases the time required for refueling. This is particularly beneficial for vehicles with large onboard storage systems like the H2ICE bus, which can take up to 66 lb of hydrogen in a single fueling. Because NREL’s fueling station has a 286-lb storage capacity at 6,000 psi, filling the bus takes 20 to 30 min. Refueling would take less time at other commercial hydrogen stations.

“We are also storing more than 440 lb of hydrogen at the Wind2H2 site,” says Keith Wipke, NREL Senior Engineer and Group Manager for Hydrogen Analysis. “It lets us capture intermittent renewable energy, fuel the vehicle, and put energy back on the grid at times when there is high electricity demand.”

Fuel cells, however, are the most efficient way to use hydrogen in vehicles. Although the bus uses an internal combustion engine, it is a good step to get the technology into the market and provide an alternative to fleets while the infrastructure for hydrogen fueling stations develops.”

Such stations are springing up across the U.S., with about 60 already in operation and 20 more slated for construction. “The recession has caused a bit of a delay, but California recently awarded funding for 11 new fueling stations, and this is on top of seven new stations under construction,” says Wipke.

He expects hydrogen vehicles to claim a piece of the personal car market. DOE set a target goal for hydrogen fuel-cell passenger vehicles to hit the market in 2015 and many of the major players — GM, Daimler, Honda, Toyota, Nissan, and Hyundai-Kia —are targeting a 2015 launch for larger hydrogen fuel-cell entries. The DOE recently announced that 70 Mercedes Benz B-Class fuel cell vehicles will be deployed in California by 2012.

“Look at the auto industry after this recession. The fact that hydrogen is still strong is a huge vote of confidence for the technology,” says Wipke.

The benefits to hydrogen powered vehicles include low tailpipe emissions, increased economic competitiveness, and jobs in the U.S.

Wipke believes that although fuel cell cars may start out as a small part of the passenger vehicle market, they won’t be relegated to niche-market status. Consumers will be able to purchase fuel cell vehicles that can go up to 300 miles on a single fill-up and refuel in three to five minutes. Drivers seeking larger multi-purpose vehicles, such as trucks and SUVs, will also be able to tow trailers and recreational equipment using fuel-cell vehicles.

Fun hydrogen facts to know and tell

• Hydrogen can be made from a wide variety of domestic, renewable resources such as solar, wind, biomass, and geothermal energy.
• Enough hydrogen is produced in the U.S. every year to fuel 34 million fuel cell vehicles. Hydrogen is used primarily for commercial purposes such as cleaning up gasoline and processing certain foods.
• Hydrogen is neither more nor less hazardous than more common fuels like natural gas, propane, or gasoline.
• Compared to conventional gasoline engines, hydrogen powered engines have low criteria emissions when the hydrogen is produced from renewable resources.
• Only modest design modifications to standard combustion engines are needed, so the engine technology is familiar to mechanics and fleet personnel.
• With few cost and technical issues limiting commercialization and deployment, H2ICE vehicles can help create demand needed to support the build out of a hydrogen infrastructure.

NREL analysts noted in a 2007 report, “Potential for Hydrogen Production from Key Renewable Resources in the United States,” that about 1 billion metric tons of hydrogen could be produced annually from wind, solar, and biomass resources in the U.S. with potential to displace gasoline consumption in most U.S. states.

NREL’s research in hydrogen and fuel cells will get a boost in the coming years as a new laboratory — the Energy Systems Integration Facility (ESIF) comes online in 2012 and provides new lab space for hydrogen and fuel-cell-related research.

“We are also looking to do more research on fuel cell vehicles as manufacturers get ready to launch their next line of demonstration cars. We will be able to demonstrate the path of source renewable energy all the way through to the vehicle.”

National Renewable Energy Lab
www.nrel.gov

EU report: Hydrogen will be an auto fuel

The developer and manufacturer of hydrogen generation and fuel cell products, announced that the company is a contributor and supporter of a new study on transportation in Europe. As part of a consortium of thirty organizations, Hydrogenics Corp., along with other global automobile companies, major oil and gas, an NGO, and two government organizations released a study in Brussels in November which concludes that a combination of engines – battery, fuel cell and plug-in hybrid electric vehicles – is needed with hydrogen fuel as a critical contributor.

The study, A portfolio of power-trains for Europe: a fact-based analysis compares the economics, sustainability and performance of four different types of vehicles in helping achieve the overall 80% decarbonization goal by 2050 set by the European Union and the G8 leaders in September 2009.

“If there has ever been any doubt about the future role of hydrogen in our energy systems this report makes it clear that across any planning scenario for decarbonization, hydrogen technology is an essential part of the mix,” says Hydrogenics President and CEO Daryl Wilson. “The report supports electrolysis as a clean, practical, and cost effective pathway for hydrogen refueling.”

Highlights of the report include:

* Identifying electrolysis as a key technology in two production mixes deemed most relevant for the study. One assumes at least 30% of the supply mix for hydrogen, as well as a consideration for 100%, noting the advantage of linking electrolysis with renewable power generation ( see report pg. 37).

* The cost trajectory of power-train technologies over the next 10 years will see convergence in cost for fuel-cell, battery, and fossil fuel approaches. Fuel cell and hydrogen technology will offer greater driving autonomy and environmental benefit for larger passenger cars (see report pg. 39).

* Recommendation for a comprehensive and coordinated EU market launch study for development of fuel cell electric vehicles and hydrogen infrastructure in Europe, starting with the creation of an in-depth business case and implementation plan for a member state. A member state (such as Germany) should lead with the necessary policy and government support for new directions in transportation. (see report pg. 52).

In the last twelve months, the company has provided quotations for more than 25 hydrogen fueling stations. This is a significant increase in market interest when one considers that there are only 200 stations globally today which have been installed in the last ten years. Hydrogenics says it is selling hydrogen fueling stations throughout the world in conjunction with major gas companies and local system integrators. The link between renewable energy and electrolysis, as a means to generate hydrogen for transportation has caught the interest of major electric utilities in Europe. Electrolysis allows smart grid stabilization and offers energy storage capacity well beyond alternative solutions. Growth in automotive fuel cell applications will drive further cost reduction and lift the supply chain for non-automotive applications. In the emerging world of our energy future this report points to a critical role for hydrogen.

Access the full study:  www.zeroemissionvehicles.eu

Hydrogenics Corp.

www.hydrogenics.com

Large electrolysis units could stabalize the grid and more

Hydrogen provides a way to store excess wind power

Robert McGillivray/ Director, Renewable Energy/ Hydrogenics Corp./ Mississauga, Ontario, Canada/ hydrogenics.com

Editors note:

One problem with wind power is that when the wind blows strong, the power it generates is either used or lost. In Europe, the utility rules are such that on windy nights when demand is low, wind generated power is almost given away.
A recent article in Windpower Engineering ( Solving the use it or lose it wind-energy  problem, Feb 2010) reported on several devices and ideas for storing wind generated power. Hydrogen storage ideas, however, were not among them. To address the omission, Robert McGillivary offers ideas from his company.

Renewable energy sources of power, such as wind and solar, are rapidly being adopted worldwide. They are an attractive source of electrical power because they are sustainable, have little or no emissions, and provide a domestic energy source rather than relying on costly energy imports. The costs of these technologies have continued to drop and governments are promoting their adoption with pricing and tax incentives. Wind farms and solar parks are now visible fixtures on the landscape across Europe, the U.S., and many other countries around the world.

However, there are a few problems with renewable energy, the main one being that it cannot be controlled the same way as traditional power sources. This is having a fundamental impact on the way grids operate. With a coal or natural gas power plant, the utilities and grid operators can more easily ensure that the load and power on a grid stays in balance. The way the grid has traditionally managed power this way: As the load fluctuates up and down, signals are sent to power generators to move up and down. But by deriving more power from uncontrollable renewable energy sources, we are upsetting the ability to control and balance the grid. What is needed is a way to manage this intermittent renewable power.

One solution to this is to create more controllable loads that can be managed against the renewable sources. This need for controllable loads is the connection point to hydrogen fueling. A fueling station equipped with an electrolysis system uses electricity to generate hydrogen fuel from water, which is both zero emission and can be rapidly controlled over a broad load range. When grid operators are given control of this production, they effectively have a highly controllable load on their grid.

In this way, the fueling station provides a service to the grid operator and utilities that either results in a revenue stream, or lowers the cost of power to the fueling station, or both. The end result is a more affordable source of hydrogen fuel for vehicle fleets. In addition, this delivery concept is not limited to fueling applications, which are still emerging. It can also be used with industrial hydrogen applications traditionally served by merchant gas sources of hydrogen.

Modern electrolysis products are based on mature and proven technology that is reliable and capable of continuous 24/7 operation in the challenging industrial environments. The Hydrogenics HySTAT system, for example, is an efficient, easy to install, modular package that can provide high purity hydrogen onsite and on demand.

Renewable energy incentives

Many grid issues are a direct consequence of the incentives provided to renewable energy power plants. One of the difficulties with financing wind farms and solar parks is dealing with the intermittent power profile relative to the way grid prices power production from conventional sources. Without guarantees to the power prices, it is more difficult to attract the investments required to build these facilities.

Government incentives such as feed-in tariffs have been extremely successful addressing the energy pricing uncertainty for renewable energy projects. Potential renewable energy developers are provided a guaranteed electrical rate independent of when they produce the power. Effectively, the grid operator is mandated to pay a set rate for renewable sources of power. However, this passes on the problem of renewable power intermittency to grid operators, who are left to deal with balancing the fluctuating renewable energy power with loads. For small amounts of renewable energy, this can be done with existing assets and conventional control strategies. But as renewable energy becomes a bigger part of a particular grid, the intermittency on the power supply side becomes more unmanageable.

The shortest term control mechanism for grid stability at the disposal of grid operators is ancillary services, which are traditionally supplied only by power generators. As the amount of renewable energy sources on the grid increases, the value of ancillary services will certainly rise. This has been the experience in Germany, Denmark, and California where similar renewable energy incentives are in place.

Controllable loads

Loads can provide frequency regulation and operating reserves that meet or exceed power generators and loads will typically have high response rates and short cycle times. In areas such as California and Texas, loads often provide at least 50% of the ancillary services needed. Pricing markets have been introduced to economically drive the providers of these services.

Controllable loads are an important tool for grid operators to control the grid, balance supply with demand, and alleviate local transmission constraints. Electrolysis can be used to provide utility scale load control for grid balancing. In fact, the connections back to hydrogen are already being made. In 2009, Germany announced projects to implement hydrogen energy storage¹ and hydrogen vehicle fueling² as a means to dispatch this power.

Electrolysis

Electrolysis systems can ramp up and down quickly without adverse effects. One such system, Hydrogenics HySTAT electrolyzer, operates over a wide range of capacities from 10% to 100% of rated load for large, multi-stack systems. If the system has storage, as is the case with fueling stations, electrolysis can operate at different times from the fueling of vehicles, for example. These vehicles could be cars but more likely they would be city busses powered by fuel cells. In the industrial market, hydrogen is used for its mechanical and chemical properties in applications such as float glass, semiconductor manufacturing, optics production, metal annealing and sintering, high temperature flames and hydrogenated oils.

The company’s HySTAT electrolysis product line is modular with building blocks of 365 kW (60 m³/h hydrogen output). Multiple systems are often delivered to a single site achieving 1 to 5 MW and very large-scale system concepts could achieve 10 to 100 MW. The hydrogen generator is containerized and available with a compression, storage, and dispensing package to match the needs of the vehicle fleet.

Hydrogen can be used as a transportation fuel with over 150 fueling stations around the world supporting demonstration programs for buses, cars, and vehicles such as forklifts. A fleet of 100 municipal buses would consume about 3.8 tones of H₂/day given typical bus routes. If supplied with electrolysis, this would represent about 10 MW of continuous load.

This is not a new concept. The company has provided electrolysis equipment for over 35 fueling stations worldwide including one program European called CUTE and stations in California supporting bus and car fleets. Fueling stations and the load could be in several locations allowing load control to address transmission constraints as well as load balance and ancillary services. With the appropriate amount of hydrogen storage, there would be no impact on the station’s bus users potentially for many hours or even days.

Benefits of renewable hydrogen fueling

Use an electrolysis load for ancillary services gives a grid operator an additional tool to manage grid intermittency. A controllable load offers significant advantages over controllable power sources for ancillary services and demand response, such as a:

Zero-emission fuel. Hydrogen from electrolysis produces no incremental emissions and provides a totally clean and green connection between renewable energy sources and zero-emission transportation using hydrogen fuel.

Additional income stream. By delivering ancillary services, the electrolysis system generates an additional income stream, effectively lowering the cost of delivered hydrogen for either industrial or transportation applications.

Frees power resources. Load for ancillary services frees the power generation systems to focus on only providing power.

Better response rates. Loads also provide a better response to control-center requests. Loads can typically respond more quickly as opposed to large systems that have slower response rates.

Alleviate transmission problems. The modular nature of electrolysis loads also allows broadly distributing it across a particular grid. This provides the additional opportunity to balance load, provide ancillary services as well as address transmission constraints. For instance, if an area with five large electrolysis fueling stations has a transmission problem in a location with one of the fueling stations, that station could be temporarily turned off until the problem was resolved.

Modularity and redundancy. Modularity makes the overall system less prone to large-scale failure, decreasing a need for redundancy in overall contracted ancillary services.

Efforts to promote the adoption of renewable energy sources on grids and hydrogen vehicles for transportation need not be independent. They can be linked with hydrogen electrolysis in a way that is highly complementary. Hydrogen vehicles and fueling can provide the important controllable load that renewable power sources need for high penetration into a modern grid. Modern electrolysis has the opportunity to simultaneously change the way we generate, store, and use energy on grids and in transportation.

1 “Merkel launches building of revolutionary hybrid power plant”, Press release April 29, 2009

2 “Firms to build up German hydrogen infrastructure”, Press release Sep 10, 2009

Wind-to-H2 plant more efficiency with multilingual controls

In large facilities such as water treatment and power plants, it’s common to find many different control systems on a range of equipment. The simple programmable logic controllers frequently encountered can operate the equipment, but offer little additional capability.

Most vendors pay little attention to the benefits of data integration, so the accessibility of production data is rarely considered in design stages. Users in these situations typically end up with an unwieldy, expensive, and difficult to maintain amalgamation of automation equipment that creates nightmares for operators, maintenance, and IT personnel.

To get around the problem of controls from many manufacturers, one facility design team selected the Snap PAC System from Opto 22, Temecula, Calif., (www.opto22.com) because it is said to provide an all-purpose solution for automation and control and data acquisition, enterprise connectivity, and communication to databases.

The facility the team applied the controls to is the Sotavento Power Plant in Galicia, Spain. Gas Natural SDG, a Spanish energy company and its partners, designed it to assess the suitability of gaseous hydrogen as a storable form of energy. Equipment there electrolyzes water into hydrogen and oxygen for compressors that pressurize the hydrogen and store it onsite. Electrical power come from several wind turbines. Hydrogen is then fuel for a motor-driven generator that provides a constant power level to the national electricity network. Sotavento annually produces 38,500 MWh.

Engineers there recognized that while many hardware manufacturers lock customers into often proprietary communications protocols, Opto 22, they say, provides connectivity by open, standard protocols such as TCP/IP over Ethernet, SMTP (Simple Mail Transfer Protocol), SNMP (Simple Network Management Protocol), and FTP (File Transfer Protocol.) The products includes programmable automation controllers (PACs) that come with a mix of devices up to four serial ports for RS-232, RS-422, RS-485 serial communication, plus PPP modem connections.

Optomation Systems, the firm that selected controls for the facility, and Project Manager Fabio Alberini say the secret to successful implementation of projects like this rests in defining the protocols at the hardware purchase stage, well before writing the first line of code. “Support the end user is fundamental. If the customer understands and insists on the importance of data integration, suppliers will be obliged to include the necessary hardware interfaces and software support as part of their deliverables,” says Alberini.

He adds that there is still no better standard than Modbus for moving data between industrial devices. “It needs no special hardware or software interfaces, and it‘s royalty free and easy to implement. At the Ethernet level, Modbus/TCP is an even better alternative. Also, be aware that there are various ‘flavors’ of Modbus, but this is usually not a problem for us because the Snap PAC System supports at least six of these.