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Amgad Elgowainy, PhD

Argonne National Laboratory (ANL)Chicago, IL, USA

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IMPACT OF ONBOARD H2

STORAGE ON FUELING COST OF HYDROGEN FUEL CELL HEAVY-DUTY VEHICLES: TECHNO-ECONOMIC AND ENVIRONMENTAL ANALYSIS

Overview of Hydrogen FCEV Industry and DOE/Argonne Research

▪ >8,500 fuel cell electric vehicles (FCEVs) in the U.S. today

– Current dominant technology of onboard storage is 700-bar compressed H2 gas

– Hydrogen cost at the dispenser in California is $15-$16/kgH2

▪ > 45 hydrogen fueling stations for Fuel Cell light-duty vehicles in the U.S.

– Majority are currently supplied by gaseous tube trailers, but use of liquid hydrogen supply is growing

▪ DOE Hydrogen and Fuel Cell Technologies Office (HFTO) R&D program covers a broad portfolio including, novel methods of hydrogen storage and delivery to reduce the costs of fueling hydrogen fuel cell vehicles

▪ Argonne, the first national laboratory in the U.S., has been leading the techno-economic delivery infrastructure analysis and environmental life cycle analysis of hydrogen and fuel cells for DOE’s HFTO since 2004

2

1600 mi. of H2 pipeline; 10 Liquefaction plants in North America

Today, more than 10M metric tons of hydrogen are produced in the U.S. annually near their end use

4

$6-8/kg

$4-6/kg

~$2/kg

~$3-4/kgBulk of H2 cost is in delivery and refueling

Today, hydrogen cost at the dispenser in CA is $15-$16/kg

Hydrogen Refueling Stations (HRS) are Capital Intensive

700 bar, type IV

✓HX: Heat Exchange ✓VACD: Variable Area Control Device

✓J-T: Joule-Thomson ✓CA: California HRS

5

Greater demand for energy storage favors lower storage cost option, even with fuel cell overhead and efficiency penalty

Storage amount [kWh]

Ove

rall

co

st [$

]

Slope= $/kWh_battery

Slope= $/kWh_H2

Slope adj.

Slope adj.

Fuel Cell

Longer driving range(case for M/HDVs)

Shorter driving range(case of LDVs)

Battery

Plus:✓ Life of energy storage and fuel cell

needs to be factored in✓ Fueling/charging cost is additional

Will always exist

✓FC: Fuel Cell✓FE: Fuel Economy✓LDV: Light-Duty Vehicle✓M/HDV: Medium- and

Heavy-Duty Vehicle

6

Fuel cost contribution to levelized cost of driving (LCOD) is much higher than vehicle cost in most M/HDV applications

✓Mainly due to high daily VMT and low fuel economy of M/HDVs

✓Opposite to LCOD of LDVs where vehicle cost dominates fuel cost

Passenger Car Line Haul HDV

Gasoline ICEV H2 FCEV Diesel ICEV H2 FCEV

Fuel Economy 25 mpgg 60mi/kg (~60 mpgge) 6 mpgd 7 mi/kg (6 mpgde)

Fuel Economy Ratio 2.4 1.0

Equivalent Fuel Cost

$2/gal $4.8/kg $2/gal $1.8/kg

$3/gal $7.2/kg $3/gal $2.7/kg

$4/gal $9.6/kg $4/gal $3.6/kg

C2G of LDVs, https://greet.es.anl.gov/publication-c2g-2016-report https://truckingresearch.org/atri-research/operational-costs-of-trucking/

Average Marginal Costs in 2018 [$/mi]

Fuel Costs [$3.18/gal in 2018] $0.433

Truck/Trailer Lease or Purchase Payments $0.265

$/mi

✓VMT: Vehicle Miles Travelled ✓C2g: Cradle-to-Grave ✓FCEV: Fuel Cell Electric Vehicle

https://greet.es.anl.gov/publication-c2g-2016-report

https://truckingresearch.org/atri-research/operational-costs-of-trucking/

Motivation and objective for examining fueling cost of FC HDVs

7

● Fuel cost for M/HDVs dominates LCOD due to low fuel economy and high VMT

➢ Hydrogen cost [$/kg] needs to be much lower for fuel cell M/HDVs compared to light duty FCEVs

● Hydrogen refueling station cost for M/HDVs is significantly different from light duty FCEVs

➢ With respect to tank type, fueling pressure, fill amount, fill rate, fill strategy, precooling req., etc.

● Evaluate impacts of key market, technical, and economic parameters on refueling cost

[$/kgH2] of heavy-duty fuel cell (FC) vehicles

✓ Evaluate fuel cell bus fleet as a surrogate for other M/HDVs

$/kgH2??

Refueling configuration options with gaseous H2 supply

8*variable area control device

Refueling configuration options with LH2 delivery

9

LH2

Cryo-Pump

Evaporator

Option 1

Cryo-compressed (CcH2) or low-P LH2 tanks (Options 2,3)

Buffer

Storage

High

Pressure

H2

LH2

Low-P

350 barCcH2

Proposed*

or

Type III or IV

✓ LH2: Liquid Hydrogen ✓ cH2: compressed hydrogen ✓ LNG: Liquefied Natural Gas✓ CcH2: Cryo-compressed hydrogen ✓ Low-P: Low Pressure (<10 bar)

*Similar to LNG tanks

➢ Higher energy density compared to cH2 tanks

➢ Dormancy less of an issue with a predictable duty cycle of M/HDVs

350 or 700 bar cH2

Developed a techno-economic model for evaluating refueling cost of FC HDV fleet

10

➢ To systematically examines impact of various parameters

Heavy-Duty Refueling Station Analysis Model (HDRSAM)

https://hdsam.es.anl.gov/index.php?content=hdrsam

https://hdsam.es.anl.gov/index.php?content=hdrsam

Parameters to evaluate

11

➢ Market parameters:

− Fleet size (10, 30, 50, 100 buses)

− Hydrogen supply (20 bar gaseous, LH2 tanker, tube trailer)

− Market penetration (production volume of refueling components, i.e., low, med, high)

➢ Technical parameters:

− Tank type (III, IV, CcH2, low-pressure LH2 tanks)

− Refueling pressure (350 and 700 bar for gaseous cH2, 350 bar CcH2 and 10 bar low-pressure LH2 tanks)

− Dispensed amount per vehicle (20 kg, 35 kg)

− Fill rate (1.8, 3.6, 7.2 kg/min)

− Fill strategy (back-to-back, staggered, number of dispensers)

− SAE TIR specifies fueling process rates and limits (not a protocol)

➢ Financial parameters:

− 10% IRR

− 20-year project life

➢ Parameters in red color are defaults for parametric analysis

Compression and pumping dominate refueling cost for high-pressure tanks

12

➢ Faster fills require higher capacity equipment and result in higher cost

➢ Liquid supplied stations can handle faster fills with less cost increase compared to gaseous supply

➢ Low-P LH2 can reduce fueling cost contribution to < $1/kgH2

Fleet Size: 30 buses; Fill Amount: 35 kg @ 350 bar, back-to-back, one dispenser

HR

S c

on

trib

uti

on

[$/k

g]

Gaseous H2 supply Liquid H2 supply

350 barcH2

350 barcH2

700 bar tanks dramatically increase HRS cost, especially with gaseous H2

supply

13

Fleet Size: 30 buses; Fill Amount: 35 kg @ 3.6kg/min, back-to-back, one dispenser

HR

S c

on

trib

uti

on

[$

/kg

]


Staggered fueling reduces HRS equipment cost

14

Fleet Size: 30 buses; Fill Amount: 35 kg @ 350 bar and 3.6 kg/min, one dispenser

➢Staggered fueling is likely with commercial stations rather than fleet service stations


350 barcH2

350 barcH2

Strong HRS economies of scale with fleet size (H2 daily demand)

15

20 bar supply

HR

S c

on

trib

uti

on

[$

/kg

]

# of buses

Fill Amount: 35 kg @ 350 bar and 3.6 kg/min, back-to-back, one dispenser


350 barcH2

350 barcH2

Cost estimates of H2 supply to refueling station (near-term)

16

➢ Cost of liquid H2 delivered to refueling station (3.5-4 MT

payload), 100-500 miles transportation distance:

❖$4-6/kg_H2

➢ Cost of onsite water-electrolysis H2 production + compression:

❖$6-10/kg_H2

➢ Cost of onsite SMR H2 production + compression:

❖$3-5/kg_H2

❖Steady operation desirable

✓ Additional storage cost may be required

Note: H2 production/transportation costs are additional to HRS cost

Hydrogen production today is mainly from SMR, but other low-carbon pathways exist today

STEAM REFORMER

SHIFT REACTOR

Pressure Swing Adsorption

Ambient Air

Steam

Stack Gas (CO2)

Tail Gas

Natural Gas H2

At 72% NG to H2 energy efficiency (LHV-basis)

→ Well-to-plant gate GHG emissions = 11 kgCO2e/kgH2

Note: Gasoline (E10) WTW GHG emissions also = 11 kgCO2e/GGE

→ FCEV fuel economy is key for GHG reduction compared to baseline ICEV

17

✓SMR: Steam Methane Reforming

✓NG: Natural gas

✓LHV: Lower Heating Value

✓WTW: Well-To-Wheels

✓E10: 10% ethanol in gasoline (by vol.)

✓GGE: Gallon Gasoline Equivalent

✓ICEV: Internal Combustion Engine Vehicle

Four additional H2 liquefaction plants have been recently announced to serve the growing H2 market

Region Liquefaction Capacity (MT/day)

California 30

Louisiana 70

Indiana 30

New York 40

Alabama 30

Ontario 30

Quebec 27

Tennessee 6

Total 263

Energy penalty* and GHG emissions are critical for environmental impacts of H2 liquefaction

→ Liquefaction GHG emissions*= 0-12 kgCO2e/kgH2

(6 with US grid mix)

*12 kWhe/kgH218

Low-carbon and renewable sources are key for sustainable H2

production (light-duty FCEVs)

Assuming 26 mpg for gasoline ICEV and 55 mpgge for H2 FCEV✓ High FE ratio enables improved WTW GHG emissions of SMR H2

19

✓LTE: Low-Temp Electrolysis

✓HTE: High-Temp Electrolysis

Renewable and nuclear hydrogen enable substantial GHG emissions reductions in different M/HDV types and vocations

20

✓ Fuel economy ratio strongly impacts WTW GHG emissions of SMR-H2 relative to diesel

Less California LCFS credits for LH2 pathways unless zero-carbon electricity is used for liquefaction

source: http://www.arb.ca.gov/fuels/lcfs/dashboard/dashboard.htm 21

LCFS credits recently trading above $200/MT✓ Can reduce H2 cost by $1-$4/kgH2 @ FE ratio of 1.9

✓LCFS: Low Carbon Fuel Standard

1 kgH2 = 1 GGE

http://www.arb.ca.gov/fuels/lcfs/dashboard/dashboard.htm

Low-P Liquid H2 onboard storage is attractive for its high energy density and low-cost fast fueling, but with many challenges to overcome*

Low-Pressure Liquid H2 Tank

Item Advantages Technical Issues

Onboard Storage

❖ Higher onboard energy density compared to cH2 tanks

❖ Boiloff and dormancy can be mitigated with effective insulation and predictable daily duty cycle of M/HDVs

H2 Delivery to HRS

❖ Higher payloads and lower cost with LH2 delivery compared to tube-trailers

❖ Energy intensive❖ Need to source low-cost and low-carbon electricity for

liquefaction

HRS

❖ Potentially low-cost, high throughput HRS fueling equipment

❖ Low HRS capital investment and energy consumption

❖ Simple HRS equipment configuration and footprint

❖ Need to develop well-insulated HRS design

❖ Need R&D to develop high-throughput components (e.g., dispenser)

❖ Setback distance with LH2 need to be reduced

Overall Pathway

❖ Lower pathway cost compared to on-site gaseous H2 production

❖ Additional liquefaction capacity needs to be built (major capital investment)

22*Can learn and benefit from extensive LNG tank experience

Summary

23

➢Faster fills require higher capacity equipment and result in higher fueling cost

✓Especially with high capacity onboard gaseous storage (e.g., filling 700 bar tanks with 100 kg @10 kg/min)

➢ Lower refueling cost of HD FCEV fleet compared to refueling LDVs if appropriate onboard

storage is adopted

➢LH2 supply for the refueling of Type IV cH2, CcH2 and low-P LH2 tanks provides much lower

HRS cost compared to stations sourcing gaseous H2

✓ Additional liquefaction capacity needs to be built

✓ Low-carbon electricity is crucial for low-carbon liquid hydrogen supply

✓ High-pressure cryopumps for CcH2 need R&D to reduce their cost

✓ Developing low-pressure LH2 tanks can reduce fueling cost contribution to <$1/kg

✓ Note: cost of H2 supply is additional and vary by source, technology, distance and scale

➢Strong economies of scale can be realized with fleet size and fill amount (impacting station

demand/capacity)

✓ ~$0.5/kg_H2 station cost for 100 FC bus fleet with today’s equipment cost

Acknowledgment

The presented models and analysis have been supported by DOE’s Office of Energy Efficiency and Renewable Energy’s Hydrogen and Fuel Cell Technologies Office (HFTO). Special thanks due to Dr. Sunita Satyapal, Neha Rustagi and Jesse Adams from HFTO for their support and guidance.

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