Browse Topic: Refueling
This standard specifies the communications hardware and software requirements for fueling hydrogen surface vehicles (HSV), such as fuel cell vehicles, but may also be used where appropriate with heavy-duty vehicles (e.g., buses) and industrial trucks (e.g., forklifts) with compressed hydrogen storage. It contains a description of the communications hardware and communications protocol that may be used to refuel the HSV. The intent of this standard is to enable harmonized development and implementation of the hydrogen fueling interfaces. This standard is intended to be used in conjunction with the hydrogen fueling protocols in SAE J2601 and nozzles and receptacles conforming with SAE J2600
Defense Innovation Unit Washington D.C. info@DIU.mil
Low-carbon fuels promise greener alternatives, but can they deliver? Even as electric vehicles dominate today's alternative powertrain market for passenger cars, the future of how we will all someday drive without burning petroleum is cloudier than ever. To decarbonize transportation, governments and companies around the world are promoting various future technologies, including hydrogen and synthetic fuels, as alternatives to the alternative. In the U.S., the road to a hydrogen future recently hit a few road-blocks. In February 2024, Shell announced it would dramatically scale back its H2 refueling station plans in California and close some of its few stations. This dealt a blow to local H2-vehicle drivers as well as the state's plans for a robust hydrogen infrastructure. When Hyundai announced in October 2021 that it would support Shell's plans to add 48 additional H2 refueling stations in California, it said that “hydrogen refueling infrastructure growth is critical to rapidly
Armed with 5G network technology, artificial intelligence (AI), and edge computing resources, a pilot project under development at Naval Air Station Whidbey Island aims to create an optimized refueling system designed to boost readiness for military aircraft operating there as well as those stopping for fuel en route to other locations
Hydrogen as a clean, renewable alternative to fossil fuels is part of a sustainable-energy future; however, lingering concerns about flammability have limited widespread use of hydrogen as a power source for electric vehicles. Hydrogen vehicles can refuel much more quickly and go farther without refueling than today’s electric vehicles, which use battery power. But one of the final hurdles to hydrogen power is securing a safe method for detecting hydrogen
NASA Goddard developed the Cooperative Service Valve (CSV) to facilitate the resupply of media, such as propellants and pressurants, to satellites. The CSV replaces a standard spacecraft fill and drain valve
SAE J2601 establishes the protocol and process limits for hydrogen fueling of vehicles with total volume capacities greater than or equal to 49.7 L. These process limits (including the fuel delivery temperature, the maximum fuel flow rate, the rate of pressure increase, and the ending pressure) are affected by factors such as ambient temperature, fuel delivery temperature, and initial pressure in the vehicle’s compressed hydrogen storage system. SAE J2601 establishes standard fueling protocols based on either a look-up table approach utilizing a fixed pressure ramp rate, or a formula-based approach utilizing a dynamic pressure ramp rate continuously calculated throughout the fill. Both protocols allow for fueling with communications or without communications. The table-based protocol provides a fixed end-of-fill pressure target, whereas the formula-based protocol calculates the end-of-fill pressure target continuously. For fueling with communications, this standard is to be used in
This standard specifies the communications hardware and software requirements for fueling hydrogen surface vehicles (HSV), such as fuel cell vehicles, but may also be used where appropriate, with heavy-duty vehicles (e.g., busses) and industrial trucks (e.g., forklifts) with compressed hydrogen storage. It contains a description of the communications hardware and communications protocol that may be used to refuel the HSV. The intent of this standard is to enable harmonized development and implementation of the hydrogen fueling interfaces. This standard is intended to be used in conjunction with the hydrogen fueling protocols in SAE J2601 and nozzles and receptacles conforming with SAE J2600
This SAE Standard was developed primarily for passenger car and truck applications for the sizes indicated, but it may be used in marine, industrial, and similar applications
Government regulations restrict the evaporative emissions during refueling to 0.20 grams per gallon of dispensed fuel. This requires virtually all of the vapors generated and displaced while refueling to be stored onboard the vehicle. The refueling phenomenon of spitback and early-clickoff are also important considerations in designing refueling systems. Spitback is fuel bursting past the nozzle and into the environment and early-clickoff is the pump shutoff mechanism being triggered before the tank is full. Development of a new refueling system design is required for each vehicle as packaging requirements change. Each new design (or redesign) must be prototyped and tested to ensure government regulations and customer satisfaction criteria are satisfied. Often designs need multiple iterations, costing money and time in prototype-based validation procedures. To conserve resources, it is desired to create a Computational Fluid Dynamics (CFD) tool to assist in design validation. A model
Global civil aviation growth at 5+% yearly poses extreme environmental challenges. Advances have appeared gradually through improved aerodynamic shapes, using carbon fibres, and enhanced engines; however, as these technologies mature, direct efficiency advances require increasing effort. Often Passenger convenience is forgotten e.g. the long-range air traffic has developed on hub-spoke basis implying extra feeder flights, transit passenger inconveniences, capacity issues. Efficiency metrics emphasize “Why, How & What”, with an understanding of the range sensitivities, operational concepts and performance goals via the important “X-factor”. For given range, current aircraft are “greener” than previous generations. Medium range aircraft s are always greener than those for short or long ranges. However, currently, the major trend is for the latter: twin-aisle A350, A380, B787, B777X (10+% payload, 40+% fuel to MTOW). Shorter range single-aisle aircraft are “feeders” or newer derivatives
Perimeter surveillance of forward operating locations, such as Forward Arming and Refueling Points (FARPs), is crucial to ensure the survivability of personnel and materiel. FARPs are frequently located well outside the protective cover of the main forward operating bases. Therefore, they must provide their own organic perimeter defenses. Such defenses are manpower intensive. Research shows how cheap, remote, unattended sensors using commercial off-the-shelf (COTS) components can help reduce the manpower requirement for this task and yet not compromise the security of the operating location
The increased use of alternative fuels has been linked to deterioration in performance of fuel injection systems as a result of insoluble deposit formation. Here, the impact of Diesel/biodiesel blends formulation and temperature on the oxidation stability was studied based on total acid number (TAN), density, viscosity and surface tension. We have compared fuel oxidation during storage with fuel oxidation into the fuel injection system (FIS) and determined the most important physical-chemical parameters that could be used to follow fuel oxidation on-board. Based on the results obtained, a satisfactory correlation between storage oxidation and fuel on-board degradation was observed. Biodiesel fuel tends to deteriorate during delivery and storage before refueling. Also, fuel ageing on-board is equivalent to 4-5months of storage which means Biodiesel has impact on fuel injection system with long-term storage/parking after high or high-low alternating load operation
The University of Applied Sciences Esslingen (UASE) is a partner in the collaborative EU project PHAEDRUS (high Pressure Hydrogen All Electrochemical Decentralized RefUeling Station) as part of the EU work programme SP1-JTI-FCH.2011.1.8 Research and Development of 700 bar refueling concepts and technologies. The subtask of UASE is the simulation, sizing and analysis of a new concept for a 100 MPa hydrogen refueling station enabling self-sustained infrastructure roll-out for early vehicle deployment volumes, showing the applicability of the electrochemical hydrogen compression (EHC) technology in combination with an on-site anion exchange membrane electrolyser (AEMEC), storage units, precooling and a dispensing system. The electrolyser and the compressor are modeled using the electrochemical equations and the conservation of mole balance. The main water flows, electro-osmotic drag and diffusion are added in the electrolyser model and the effect of hydrogen back diffusion is included in
This paper presents a novel methodology to develop and validate fuel consumption models of Refuse Collecting Vehicles (RCVs). The model development is based on the improvement of the classic approach. The validation methodology is based on recording vehicle drive cycles by the use of a low cost data acquisition system and post processing them by the use of GPS and map data. The corrected data are used to feed the mathematical energy models and the fuel consumption is estimated. In order to validate the proposed system, the fuel consumption estimated from these models is compared with real filling station refueling records. This comparison shows that these models are accurate to within 5
This standard specifies the communications hardware and software requirements for fueling Hydrogen Surface Vehicles (HSV), such as fuel cell vehicles, but may also be used where appropriate, with heavy duty vehicles (e.g., busses) and industrial trucks (e.g., forklifts) with compressed hydrogen storage. It contains a description of the communications hardware and communications protocol that may be used to refuel the HSV. The intent of this standard is to enable harmonized development and implementation of the hydrogen fueling interfaces. This standard is intended to be used in conjunction with the hydrogen fueling protocol, SAE J2601, Compressed Hydrogen Light Duty Vehicle Fueling Protocol and SAE J2600, Compressed Hydrogen Surface Vehicle Fueling Connection Devices
Fuel filling systems are a very important part of the entire fuel system since they are responsible for making the interaction between the user and the fuel tank, ensuring that it is properly refueled. Guaranteeing that the system is able to refuel the tank while all the gases inside it are properly expelled, without provoking an over-pressure inside the system is very important. Designing both breathing and filling pipes of the system has a major influence on its behavior. This work intends to calculate the minimum cross section for each pipe that allows the proper function of the system on an early stage of the development process, by applying the extended Bernoulli Equation on preliminary configuration of a fuel filling system, using numerical calculation tools as SciLab and Open Foam. Accounting for head losses from geometries and material properties, for different flow rates and fluid properties, this method allows minimizing the overall cost of the filling system while ensuring
Aerial refueling technology for both manned and unmanned aircraft is critical for operations where extended aircraft flight time is required. Existing refueling assets are typically manned aircraft, which couple to a second aircraft through the use of a refueling boom. Alignment and mating of the two aircraft continues to rely on human control with use of high-resolution cameras. With the recent advances in unmanned aircraft, it would be highly advantageous to remove/reduce human control from the refueling process, simplifying the amount of remote mission management and enabling new operational scenarios
Air to Air refueling (AAR) operations are typically performed with dedicated tanker A/C. Most existing tankers are derived from civil airliners like the A330MRTT from Airbus Military or from military transport A/C with permanent modifications for the tanker role. For being able to refuel in flight some type of receivers like medium and light turboprops, helicopters and certain UAVs, the tanker aircraft should be able to fly at low speeds. For that role medium/small size turboprop military transport aircraft, like the C295 from Airbus Military are ideally suited. This paper proposes a new palletized AAR kit for conversion of a transport A/C into a tanker. The kit includes all the needed air refueling systems, and can be installed on an existing military transport aircraft with rear cargo door ramp without big permanent modifications to the base platform. The kit can also integrate an autonomous electrical system for powering the power-hungry refueling systems with no power demand to the
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