Use of Cryogenic Components of Propellants for Liquid-Propellant Rocket Engines and in Life Support Systems of Manned Space Vehicles Sergei A
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The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16. -
Hydrogen Storage for Mobility: a Review
materials Review Hydrogen Storage for Mobility: A Review Etienne Rivard * , Michel Trudeau and Karim Zaghib * Centre of Excellence in Transportation Electrification and Energy Storage, Hydro-Quebec, 1806, boul. Lionel-Boulet, Varennes J3X 1S1, Canada; [email protected] * Correspondence: [email protected] (E.R.); [email protected] (K.Z.) Received: 18 April 2019; Accepted: 11 June 2019; Published: 19 June 2019 Abstract: Numerous reviews on hydrogen storage have previously been published. However, most of these reviews deal either exclusively with storage materials or the global hydrogen economy. This paper presents a review of hydrogen storage systems that are relevant for mobility applications. The ideal storage medium should allow high volumetric and gravimetric energy densities, quick uptake and release of fuel, operation at room temperatures and atmospheric pressure, safe use, and balanced cost-effectiveness. All current hydrogen storage technologies have significant drawbacks, including complex thermal management systems, boil-off, poor efficiency, expensive catalysts, stability issues, slow response rates, high operating pressures, low energy densities, and risks of violent and uncontrolled spontaneous reactions. While not perfect, the current leading industry standard of compressed hydrogen offers a functional solution and demonstrates a storage option for mobility compared to other technologies. Keywords: hydrogen mobility; hydrogen storage; storage systems assessment; Kubas-type hydrogen storage; hydrogen economy 1. Introduction According to the Intergovernmental Panel on Climate Change (IPCC), it is almost certain that the unusually fast global warming is a direct result of human activity [1]. The resulting climate change is linked to significant environmental impacts that are connected to the disappearance of animal species [2,3], decreased agricultural yield [4–6], increasingly frequent extreme weather events [7,8], human migration [9–11], and conflicts [12–14]. -
Safety Consideration on Liquid Hydrogen
Safety Considerations on Liquid Hydrogen Karl Verfondern Helmholtz-Gemeinschaft der 5/JULICH Mitglied FORSCHUNGSZENTRUM TABLE OF CONTENTS 1. INTRODUCTION....................................................................................................................................1 2. PROPERTIES OF LIQUID HYDROGEN..........................................................................................3 2.1. Physical and Chemical Characteristics..............................................................................................3 2.1.1. Physical Properties ......................................................................................................................3 2.1.2. Chemical Properties ....................................................................................................................7 2.2. Influence of Cryogenic Hydrogen on Materials..............................................................................9 2.3. Physiological Problems in Connection with Liquid Hydrogen ....................................................10 3. PRODUCTION OF LIQUID HYDROGEN AND SLUSH HYDROGEN................................... 13 3.1. Liquid Hydrogen Production Methods ............................................................................................ 13 3.1.1. Energy Requirement .................................................................................................................. 13 3.1.2. Linde Hampson Process ............................................................................................................15 -
H2@Railsm Workshop
SANDIA REPORT SAND2019-10191 R Printed August 2019 H2@RailSM Workshop Workshop and report sponsored by the US Department of Energy Office of Energy Efficiency and Renewable Energy Fuel Cell Technologies Office, and the US Department of Transportation Federal Railroad Administration. Prepared by Mattie Hensley, Jonathan Zimmerman Prepared by Sandia National Laboratories Albuquerque, New MexiCo 87185 and Livermore, California 94550 Issued by Sandia National Laboratories, operated for the United States Department of Energy by National Technology & Engineering Solutions of Sandia, LLC. NOTICE: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government, nor any agency thereof, nor any of their employees, nor any of their contractors, subcontractors, or their employees, make any warranty, express or implied, or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represent that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government, any agency thereof, or any of their contractors or subcontractors. The views and opinions expressed herein do not necessarily state or reflect those of the United States Government, any agency thereof, or any of their contractors. Printed in the United States of America. This report has been reproduced directly from the best available copy. Available to DOE and DOE contractors from U.S. Department of Energy Office of Scientific and Technical Information P.O. -
Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale. -
Fuel Cell Power Spring 2021
No 67 Spring 2021 www.fuelcellpower.wordpress.com FUEL CELL POWER The transition from combustion to clean electrochemical energy conversion HEADLINE NEWS CONTENTS Hydrogen fuel cell buses in UK cities p.2 The world’s first hydrogen fuel cell Zeroavia’s passenger plane flight p.5 double decker buses have been Intelligent Energy’s fuel cell for UAV p.6 delivered to the City of Aberdeen. Bloom Energy hydrogen strategy p.7 Wrightbus is following this up with Hydrogen from magnesium hydride paste p.11 orders from several UK cities. ITM expanding local production of zero emission hydrogen p.12 The Scottish Government is support- Alstom hydrogen fuel cell trains p.13 ing the move to zero emission Zero carbon energy for emerging transport prior to the meeting of World markets p.16 COP26 in Glasgow later this year. Nel hydrogen infrastructure p.18 Australia’s national hydrogen strategy p.20 The United Nations states that the Ballard international programmes p.22 world is nowhere close to the level FuelCell Energy Government Award p.26 of action needed to stop dangerous Ulemco’s ZERRO ambulance p.27 climate change. 2021 is a make or Adelan fuel cells in UK programme p.28 break year to deal with the global Wilhelmsen zero emission HySHIP p.29 climate emergency. Hydrogen fuel cell yacht p.30 NEWS p.10 EVENTS p.30 HYDROGEN FUEL CELL BUSES IN UK CITIES WORLD’S FIRST in tackling air pollution in the city.” Councillor Douglas Lumsden added: “It is HYDROGEN FUEL CELL fantastic to see the world’s first hydrogen- DOUBLE DECKER BUS IN powered double decker bus arrive in ABERDEEN Aberdeen. -
Materials for Liquid Propulsion Systems
https://ntrs.nasa.gov/search.jsp?R=20160008869 2019-08-29T17:47:59+00:00Z CHAPTER 12 Materials for Liquid Propulsion Systems John A. Halchak Consultant, Los Angeles, California James L. Cannon NASA Marshall Space Flight Center, Huntsville, Alabama Corey Brown Aerojet-Rocketdyne, West Palm Beach, Florida 12.1 Introduction Earth to orbit launch vehicles are propelled by rocket engines and motors, both liquid and solid. This chapter will discuss liquid engines. The heart of a launch vehicle is its engine. The remainder of the vehicle (with the notable exceptions of the payload and guidance system) is an aero structure to support the propellant tanks which provide the fuel and oxidizer to feed the engine or engines. The basic principle behind a rocket engine is straightforward. The engine is a means to convert potential thermochemical energy of one or more propellants into exhaust jet kinetic energy. Fuel and oxidizer are burned in a combustion chamber where they create hot gases under high pressure. These hot gases are allowed to expand through a nozzle. The molecules of hot gas are first constricted by the throat of the nozzle (de-Laval nozzle) which forces them to accelerate; then as the nozzle flares outwards, they expand and further accelerate. It is the mass of the combustion gases times their velocity, reacting against the walls of the combustion chamber and nozzle, which produce thrust according to Newton’s third law: for every action there is an equal and opposite reaction. [1] Solid rocket motors are cheaper to manufacture and offer good values for their cost. -
Energy and the Hydrogen Economy
Energy and the Hydrogen Economy Ulf Bossel Fuel Cell Consultant Morgenacherstrasse 2F CH-5452 Oberrohrdorf / Switzerland +41-56-496-7292 and Baldur Eliasson ABB Switzerland Ltd. Corporate Research CH-5405 Baden-Dättwil / Switzerland Abstract Between production and use any commercial product is subject to the following processes: packaging, transportation, storage and transfer. The same is true for hydrogen in a “Hydrogen Economy”. Hydrogen has to be packaged by compression or liquefaction, it has to be transported by surface vehicles or pipelines, it has to be stored and transferred. Generated by electrolysis or chemistry, the fuel gas has to go through theses market procedures before it can be used by the customer, even if it is produced locally at filling stations. As there are no environmental or energetic advantages in producing hydrogen from natural gas or other hydrocarbons, we do not consider this option, although hydrogen can be chemically synthesized at relative low cost. In the past, hydrogen production and hydrogen use have been addressed by many, assuming that hydrogen gas is just another gaseous energy carrier and that it can be handled much like natural gas in today’s energy economy. With this study we present an analysis of the energy required to operate a pure hydrogen economy. High-grade electricity from renewable or nuclear sources is needed not only to generate hydrogen, but also for all other essential steps of a hydrogen economy. But because of the molecular structure of hydrogen, a hydrogen infrastructure is much more energy-intensive than a natural gas economy. In this study, the energy consumed by each stage is related to the energy content (higher heating value HHV) of the delivered hydrogen itself. -
Atlas V Cutaway Poster
ATLAS V Since 2002, Atlas V rockets have delivered vital national security, science and exploration, and commercial missions for customers across the globe including the U.S. Air Force, the National Reconnaissance Oice and NASA. 225 ft The spacecraft is encapsulated in either a 5-m (17.8-ft) or a 4-m (13.8-ft) diameter payload fairing (PLF). The 4-m-diameter PLF is a bisector (two-piece shell) fairing consisting of aluminum skin/stringer construction with vertical split-line longerons. The Atlas V 400 series oers three payload fairing options: the large (LPF, shown at left), the extended (EPF) and the extra extended (XPF). The 5-m PLF is a sandwich composite structure made with a vented aluminum-honeycomb core and graphite-epoxy face sheets. The bisector (two-piece shell) PLF encapsulates both the Centaur upper stage and the spacecraft, which separates using a debris-free pyrotechnic actuating 200 ft system. Payload clearance and vehicle structural stability are enhanced by the all-aluminum forward load reactor (FLR), which centers the PLF around the Centaur upper stage and shares payload shear loading. The Atlas V 500 series oers 1 three payload fairing options: the short (shown at left), medium 18 and long. 1 1 The Centaur upper stage is 3.1 m (10 ft) in diameter and 12.7 m (41.6 ft) long. Its propellant tanks are constructed of pressure-stabilized, corrosion-resistant stainless steel. Centaur is a liquid hydrogen/liquid oxygen-fueled vehicle. It uses a single RL10 engine producing 99.2 kN (22,300 lbf) of thrust. -
Phase Change: Titan’S Disappearing Lakes
Phase Change: Titan’s Disappearing Lakes Investigation Notebook NYC Edition © 2018 by The Regents of the University of California. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage or retrieval system, without permission in writing from the publisher. Teachers purchasing this Investigation Notebook as part of a kit may reproduce the book herein in sufficient quantities for classroom use only and not for resale. These materials are based upon work partially supported by the National Science Foundation under grant numbers DRL-1119584, DRL-1417939, ESI-0242733, ESI-0628272, and ESI-0822119. The Federal Government has certain rights in this material. Any opinions, findings, and conclusions or recommendations expressed in this material are those of the author(s) and do not necessarily reflect the views of the National Science Foundation. These materials are based upon work partially supported by the Institute of Education Sciences, U.S. Department of Education, through Grant R305A130610 to The Regents of the University of California. The opinions expressed are those of the authors and do not represent views of the Institute or the U.S. Department of Education. Developed by the Learning Design Group at the University of California, Berkeley’s Lawrence Hall of Science. Amplify. 55 Washington Street, Suite 800 Brooklyn, NY 11201 1-800-823-1969 www.amplify.com Phase Change: Titan’s Disappearing Lakes -
Cryogenic Technology & Rocket Engines
ISSN (O): 2393-8609 International Journal of Aerospace and Mechanical Engineering Volume 2 – No.5, August 2015 Cryogenic Technology & Rocket Engines AKHIL GARG KARTIK JAKHU KISHAN SINGH ABHINAV B.Tech – Aerospace B.Tech – Aerospace B.Tech – Aerospace MAURYA Engg. Engg. Engg. B.Tech – Aerospace PUNJAB PUNJAB PUNJAB Engg. TECHNICAL TECHNICAL TECHNICAL PUNJAB UNIVERSITY, UNIVERSITY, UNIVERSITY, TECHNICAL JALANDHAR JALANDHAR JALANDHAR UNIVERSITY, akhilgarg.313@g kartik.lphawk@g kishansngh1996 JALANDHAR mail.com mail.com @gmail.com abhinavguru123 @gmail.com ABSTRACT 3.2 What is Cryogenic Rocket Engine? This paper is all about the rocket engine involving the use of A cryogenic rocket engine is a rocket engine that cryogenic technology at a cryogenic temperature (123K). This uses a cryogenic fuel or oxidizer, that is, its fuel or basically uses the liquid oxygen and liquid hydrogen as an oxidizer (or both) is gases liquefied and stored at oxidizer and fuel, which are very clean and non-pollutant very low temperatures. Notably, these engines were fuels compared to other hydrocarbon fuels like petrol, diesel, one of the main factors of the ultimate success in gasoline, LPG, CNG, etc., sometimes, liquid nitrogen is also reaching the Moon by the Saturn V rocket. used as an fuel. During World War II, when powerful rocket engines were first considered by the German, American and Keywords Soviet engineers independently, all discovered that Rocket engine, Cryogenic technology, Cryogenic temperature, rocket engines need high mass flow rate of both Liquid hydrogen and Oxygen. oxidizer and fuel to generate a sufficient thrust. At that time oxygen and low molecular weight 1. -
Launcherone Success Opens New Space Access Gateway Guy Norris January 22, 2021
1/22/21 7:05 1/6 LauncherOne Success Opens New Space Access Gateway Guy Norris January 22, 2021 With San Nicolas Island far below, LauncherOne headed for polar orbit. Credit: Virgin Orbit Virgin Orbit had barely tweeted news of the successful Jan. 17 space debut of its LauncherOne vehicle on social media when new launch contracts began arriving in the company’s email inbox. A testament to the pent-up market demand for small-satellite launch capability, the speedy reaction to the long-awaited demonstration of the new space-access vehicle paves the way for multiple follow-on Virgin Orbit missions by year-end and a potential doubling of the rate in 2022. First successful privately developed air-launched, liquid-fueled rocket Payloads deployed for NASA’s Venture Class Launch Services program The glitch-free !ight of LauncherOne on its second demonstration test was a critical and much-welcomed milestone for the Long Beach, California-based company. Coming almost nine years a"er the air-launch concept was #rst unveiled by Virgin founder Richard Branson, and six years a"er the start of full-scale development, the !ight followed last May’s #rst demonstration mission, which ended abruptly when the rocket motor shut o$ a"er just 4 sec. 1/22/21 7:05 2/6 A"er an exhaustive analysis and modi#cations to beef up the oxidizer feed line at the heart of the #rst !ight failure, the path to the Launch Demo 2 test was then delayed until January 2021 by the COVID-19 pandemic. With the LauncherOne system now proven, design changes veri#ed and the #rst 10 small satellites placed in orbit, Virgin Orbit is already focusing on the next steps to ramp up its production and launch-cadence capabilities.