Compressed Hydrogen Cylinder Research And Testing In .
DOT HS 811 150June 2009FINAL REPORTCompressed HydrogenCylinder Research and TestingIn Accordance With FMVSS 304This document is available to the public from the National Technical Information Service, Springfield, Virginia 22161
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TECHNICAL REPORT DOCUMENTATION PAGE1.Report No.4.Title and Subtitle2.DOT HS 811 150Government Accession No.Compressed Hydrogen Cylinder Research and T esting in A ccordance With FMV SS3043.Recipient's Catalog No.5.Report Date6.Performing Organization CodeJune 2009NHTSA/NVS-3217.Author(s)8.Performing Organization Report No.9.Performing Organization Name and Address10.Work Unit No. (TRAIS)12.15.16.Nathan Weyandt – Southwest Research InstituteSouthwest Research Institute6220 Culebra RdSan Antonio, TX 7823811.Sponsoring Agency Name and Address13.National Highway Traffic Safety Administration1200 New Jersey Avenue SE.Washington, DC 2059014.SwRI 01.12575.01.001Contract or Grant No.DTNH22-06-P-00189Type of Report and Period CoveredFinal 07/19/06-08/08/08Sponsoring Agency CodeSupplementary NotesAbstractThe Fire Technology Department of Southwest Research Institute (SwRI) performed a series of t ests on compressed hydrogen cylinders in accordance with the Federal Motor Vehicle Safety Standard (FMV SS) 304, Compressed natural gasfuel container integrity. The main objectives concerned evaluation of the standard’s validity for hydrogen cylinder testingand re commendations for i mprovements. Testin g als o reference d th e Internati onal O rganization for Standar dization’sDraft International Standard (ISO/DIS) 15869, Gaseous Hydrogen and Hydrogen Blends – Land Vehicle Fuel Tanks.All six cylinders subjected to the bonfire test successfully released their contents less than 3 minutes after exposure hadbegun. Th is implies that the cylinder designs are reasonably safe from a fire safe ty standpoint. However, it is the author’s opinion that the bonfire test outlined in the current test procedure is not sufficient to assess a cy linder’s ability towithstand a fire exposure. The test evaluates only whether the test setup can engulf a pressure relief device in flame. It isrecommended th at a n ew form al test m ethod be developed that better ad dresses indicated safety issues. Be tter tes tingmethods may show a need for a level of fire-resistant thermal insulation material.The 10,000-psig Type 4 cylinder appeared to suffer p hysical damage when tested according to the standard cycling procedure. It is not known whether this resu lt is a statist ical anomaly, or whether this would be typical of this cy linder design. In either case, a 10,000-psig hydrogen cylinder failing in actual service could have devastating results.Overall results of the burst pressure tests suggest that the cycling tests did not c ause a significant negative impact on thestrength of t he cy linders. Each of t he th ree cy linder desig ns stil l m et the minimum burst pressure requ irements ofFMVSS 304 and NGV 2 (2.25 tim es service pressure) following exposure to the pressure cycling tests. Further more, the10,000-psig Type 4 cylinder that appeared to suffer physical damage during pressure cycling tests failed at a higher pressure than the new cylinder. H owever, the new 10,000-psig Type 4 cylinder did not meet the re quirements of ISO/DIS15869, which outlines a slightly higher requirement of 2.35 times service pressure.Both cylinders that had been exposed to a 4-min fire exposure did fail at a lower pressure than their pressure-cycled counterparts. The Type 3 (aluminum lined) cylinder burst at approximately 70 psig less than the cycled cylinder, and the Type4 (plastic-lined) cylinder had degraded such that it could no longer be pressurized in excess of 5500 psig with water. Thisresult suggests that there is a much larger safety margin for metallic-lined cylinders as compared to plastic-lined cylindersunder fire exposure conditions. For this reason, SwRI recommends a level of t hermal insulation be s pecified for use tohelp protect Type 4 cylinders. A revised test standard should include validation of this requirement.Due to the generation of holes in the penetration tests, cylinders could not be pursuantly subjected to a hydrostatic bursttest in order to determine the safety margin with this method. A recommendation for determining a sufficient safety margin for this test in the future is to increase the caliber of the penetrating bullet until a burst failure occurs.17.19.Key WordsHydrogen, c ompressed, c ylinder, b onfire, p enetration,pressure cycling, hydrostatic burst, FMVSS 304, NGV 2,ISO 15869Security Classif. (of this report)Unclassified20.Security Classif. (of this page)Unclassifiedi18.21.Distribution StatementThis report is free of charge from the NHTSA Web site atwww.nhtsa.dot.govNo. of Pages4622.Price
ABSTRACTThe Southwest Research Institute (SwRI) Fire Technology Department performed a series of tests oncompressed hydrogen cylinders in accordance with the Federal Motor Vehicle Safety Standard (FMVSS) 304,Compressed natural gas fue l container integrity. The main objectives concerned evaluation of the standard’svalidity for hydrogen cylinder testing and recommendations for improvements. Testing also referenced theInternational Organization for Sta ndardization’s Draft International Standard (ISO/DIS) 15869, Gaseous Hydrogen and Hydrogen Blends – Land Vehicle Fuel Tanks.The following table briefly identifies each cylinder, the tests performed, and the results.Overall Test Results Matrix.CylinderTest PerformedResults5,000-psigType 310% Service PressureBonfirePressure Relief Device (PRD) Activation at 141 s5,000-psigType 325% Service PressureBonfirePRD Activation at 87 s5,000-psigType 3100% Service PressureBonfirePRD Activation at 68 s5,000-psigType 425% Service PressureBonfirePRD Activation at 121 s5,000-psigType 4100% Service PressureBonfirePRD Activation at 131 s10,000-psigType 425% Service PressureBonfirePRD Activation at 164 s5,000-psigType 3Pressure Cycling TestPursuant Hydrostatic Burst TestCycling Test Successful – No Noted Cylinder DamageHydrostatic Burst Pressure – 19,970 psig5,000-psigType 4Pressure Cycling TestPursuant Hydrostatic Burst TestCycling Test Successful – No Noted Cylinder DamageHydrostatic Burst Pressure – 13,010 psig10,000-psigType 4Pressure Cycling TestPursuant Hydrostatic Burst TestCycling Test Halted Due to Damage ObservedHydrostatic Burst Pressure –24,620 psig10,000-psigType 4Virgin Cylinder Burst TestHydrostatic Burst Pressure – 23,150 psig.Meets FMVSS 304 (22,500); Fails ISO 15869 (23,500)5,000-psigType 3Simulated Bonfire ExposurePursuant Hydrostatic Burst TestHydrostatic Burst Pressure – 19,000 Via BurstApproximate 5% Decrease in Strength10,000-psigType 4Simulated Bonfire ExposurePursuant Hydrostatic Burst TestHydrostatic Burst Pressure – 5,500 Via LeakageApproximate 76% Decrease in Strength5,000-psigType 3100% Service Pressure0.308-Caliber PenetrationPenetration Through Front Only.Cylinder Did Not Burst.5,000-psigType 4100% Service Pressure0.308-Caliber PenetrationPenetration Through Front and Out of Dome.Cylinder Did Not Burst.10,000-psigType 4100% Service Pressure0.308-Caliber PenetrationPenetration Through Front Only.Cylinder Did Not Burst.ii
TABLE OF CONTENTSPAGE1.0INTRODUCTION . 12.0TEST SPECIMEN . 23.0TEST PROCEDURES . 33.1Bonfire Tests . 33.2Pressure Cycling Tests . 43.3Hydrostatic Burst Test . 43.4Penetration Test . 54.0FACILITY. 65.0INSTRUMENTATION . 66.0DOCUMENTATION . 67.0RESULTS . 68.07.1Bonfire Tests . 67.2Pressure Cycling Tests . 77.3Burst Pressure Tests . 97.4Penetration Tests . 10CONCLUSIONS. 11APPENDIX A – BONFIRE TESTS – GRAPHICAL DATAAPPENDIX B – PRESSURE CYCLING TESTS – GRAPHICAL DATAAPPENDIX C – PHOTOGRAPHIC DOCUMENTATIONiii
LIST OF FIGURESPAGEFigure 1.Exploded View of Test Bench Assembly. . 3Figure 2.Thermocouple Layout. 4Figure 3.Penetration Test General Setup (Prior to Securing Cylinder to Test Stand). 5Figure 4.Condition of 10,000-psig Type 4 Cylinder Following Initial 13,000 Cycles. . 8Figure 5.Cylinders Following Burst Pressure Tests. . 9Figure 6.High-Speed Video Frames of 5,000-psig Type 3 Cylinder Penetration Test. 10Figure 7.High-Speed Video Frames of 5,000-psig Type 4 Cylinder Penetration Test. 10Figure 8.High-Speed Video Frames of 10,000-psig Type 4 Cylinder Penetration Test. 11LIST OF TABLESPAGETable 1.Cylinder Designs. 2Table 2.Bonfire Test Data. 7Table 3.Pressure Cycling Test Data. 8Table 4.Burst Pressure Test Results. 9iv
1.0INTRODUCTIONIn the current decade, a large number of factors have contributed to the increased demand for al-ternative fuels and renewable energy sources research. Hydrogen has been identified as a major candidatefor many applications that may range from generating mechanical energy through hydrogen combustionto using hydrogen as an energy carrier in fuel cell applications. Regardless of the manner in which it isused, storage of a significant quantity of hydrogen will be necessary. Compressed hydrogen storage inhigh-pressure cylinders is an attractive means, because it generally involves well-understood and simpletechnologies.Continuous pressure on cost and weight reduction force commercial high-pressure cylindermanufacturers to meet design and safety specifications by very narrow margins. Furthermore, the presence of these manufacturers on the committees involved in the development and modification of safetystandards for the equipment that they produce raises questions about the validity and intent of the standards.Because hydrogen-fueled vehicles are not in the mainstream, there is insufficient statistical fielddata to provide an accurate assessment of their overall safety. The public knowledge of hydrogen fuelsafety is often limited to a poor analysis of the Hindenburg explosion, claiming that hydrogen was not asignificant factor, or Internet videos involving severely skewed test methods to push the hydrogen agenda.Two standards in development to evaluate the safety of high-pressure hydrogen cylinders includeCSA America Inc.’s HGV2, Basic Requirements for Hydrogen Gas Vehicle (HGV) Fuel Containers, andInternational Organization for Standardization’s Draft International Standard (ISO/DIS) 15869, GaseousHydrogen and Hydrogen Blends – Land Vehicle Fuel Tanks. These two standards, both in draft form,include several prototype tests where it is proposed that new hydrogen cylinder designs be tested. Testmethods include drop tests, burst pressure tests, pressure cycling tests, bonfire tests, and penetration tests.The majority of the tests outlined in these standards are based on tests developed for compressed naturalgas cylinders: CSA America Inc.’s NGV2, Basic Requirements for Compressed Natural Gas Vehicle(NGV) Fuel Containers, ISO 11439, Gas Cylinders – High Pressure Cylinders for the On-Board Storageof Natural Gas as a Fuel for Automotive Vehicles, and FMVSS 304, Compressed natural gas fuel container integrity.SAE J2579, Technical Information Report for Fuel Systems in Fuel Cell and Other HydrogenVehicles (published January 2008), was in the very early stages of development at the initiation of thisproject. The document outlines design and performance-based requirements for production of hydrogenstorage and handling systems, including test protocols (for use in type approval orself-certification) to qualify designs. SAE J2579 was not referenced in this program. The document iscurrently being revised.With the intention of taking a proactive approach towards assessing and improving the safety ofhigh-pressure hydrogen cylinders, the National Highway Traffic Safety Administration and Southwest1
Research Institute undertook a limited research program. The main objectives of this program were asfollows:1. Review existing standards and practices for hydrogen fuel container testing and selectspecific tests that would assess a variety of hazards.2. Acquire a range of commercially available hydrogen cylinder designs that would represent the variety of current technologies available.3. Perform selected tests on the sample of hydrogen cylinder designs.4. Assess the validity of current standards and practices and identify weaknesses in thestandards with respect to their ability to sufficiently evaluate safety.5. Provide recommendations to NHTSA for acceptance of a currently available standard ordevelopment of a new safety standard for compressed hydrogen cylinder safety.2.0TEST SPECIMENAs the program was initiated, several manufacturers of compressed hydrogen cylinders were con-tacted and inquired as to their willingness to participate in the program. The goals of the program wereclearly stated, and it was emphasized that the program was intended to improve the safety of compressedhydrogen cylinders. Unfortunately, some manufacturers declined to participate and refused to sell cylinders for use in this program.However, SwRI was able to acquire three commercially available cylinder types for this researchprogram. The three types were intended to represent the variety of cylinders currently available. The following table outlines the details of the cylinders procured.Table 1. Cylinder ssureNominalDimensionsRelief ValveManufacturerStructuralComposites, Inc.(SCI)Type 3(Alum. Liner)65,000 psig16 in. Diameter38 in. LengthTeleflex GFI(Provided by SCI)LincolnCompositesType 445,000 psig16 in. Diameter33 in. LengthQuantum Technologies(Procured Separately)LincolnCompositesType 4510,000 psig20 in. Diameter36 in. LengthCircle Seal(Procured Separately)2
For reference, a Type 3 cylinder has a metal liner reinforced with resin-impregnated continuousfilament that is “full-wrapped,” and a Type 4 cylinder has a nonmetallic liner with a resin-impregnatedcontinuous filament that is “full-wrapped.” All cylinders were new and were verified to be in pristinecondition before the tests.Hydrogen was supplied from a 1,400-standard-cubic-meter-capacity trailer pressurized to12 MPa. The hydrogen had a purity of 99.99 percent or greater.3.0TEST PROCEDURESThe tests procedures were discussed and selected between NHTSA and SwRI. Three tests weretaken directly from FMVSS 304: Bonfire Test, Pressure Cycling Test, and Hydrostatic Burst Test. Thefourth test was taken directly from ISO/DIS 15869: Penetration Test.3.1Bonfire TestsTest setup and procedures for the bonfire test followed the FMVSS 304 protocol. Testswere performed on cylinders at 100 percent, 25 percent, or 10 percent of their service pressure. SwRIprovided a custom-built test bench that supported and provided the fire exposure for the cylinders. Thetest bench consisted of a rectangular bottom pan and a hollow top frame that flanged together. A1-in.-thick layer of ceramic fiber was sandwiched between the pan and frame. Propane was flowed intothe bottom of the pan and up through the layer of ceramic fiber, which distributed it evenly across the testbench. The bench resulted in an even fire source that closely simulates a liquid fuel spill, approximately24 in. wide and 65 in. long. The following figure is an exploded view of the test bench.Figure 1. Exploded View of Test Bench Assembly.Two chains supported the cylinder approximately 4 in. above the fire source. The test setup wasinstrumented with 11 thermocouples. Three thermocouples measured the flame temperatures 1 in. belowthe cylinder surface. Three thermocouples measured the lower cylinder surface temperature just above the3
flame temperature thermocouples. Three thermocouples measured the surface temperature at the front,rear, and zenith of the cylinder’s longitudinal center. One thermocouple measured the temperature oneach the pressure relief device and opposite end fitting. The following figure outlines the thermocouple(TC) layout for the bonfire tests.Figure 2. Thermocouple Layout.Temperature of the bonfire source was controlled to e xceed 800 F via propane flow rate wit h amass flow co ntroller. Pressure on the interior of the cy linder was measured with a pressu re transducerlocated in the cy linder fill line. Once th e propane began to flow, co mbustion was initiated remotely withpyrotechnic igniters. The cy linder pressure and te mperatures were logged at 1-second intervals throughthe duration of the test. Each test was concluded once the cylinder had relieved its contents.3.2Pressure Cycling TestsTest setup and procedures for the pressure cy cling test followed the FMVSS 304 protocol . In thepressure cycling test, each cylinder is connected to a pressure control system and hydrostatically cycled ata rate of no more than 10 cycles per minute in the following manner:1. Up to 100 percen t of service pressure anddown to 10 percent of serv ice p
International Organization for Standardization’s Draft International Standard (ISO/DIS) 15869, Gaseous Hydrogen and Hydrogen Blends – Land Vehicle Fuel Tanks. These two standards, both in draft form, include several prototype tests where it is proposed that new hydrogen cylinder designs be tested. Test
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