design layout of hydrogen research and development garage
TRANSCRIPT
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Design layout of hydrogen research and development garage
Mathew Thomas a,*, Kevin Braun Martin a, Scott E. Grasman a, John W. Sheffield b,Edward Alexei Anculle Arauco b
aMissouri University of Science and Technology, Engineering Management and Systems Engineering, 600 W 14th Street, Rolla,
MO 65409-0370, USAbMissouri University of Science and Technology, Mechanical & Aerospace Engineering, 400 W 13th Street, Rolla, MO 65409-0050, USA
a r t i c l e i n f o
Article history:
Received 25 April 2010
Received in revised form
21 September 2010
Accepted 31 January 2011
Available online 5 March 2011
Keywords:
Hydrogen garage
Fuel cell plug-in hybrid
electric vehicle
Backup power unit
* Corresponding author. Tel.: þ1 573 3414572E-mail address: [email protected] (M
0360-3199/$ e see front matter Copyright ªdoi:10.1016/j.ijhydene.2011.01.181
a b s t r a c t
Research and development programs toward fuel cells and other hydrogen technologies
have increased significantly during the past two decades. These programs require appro-
priate facilities to undertake the research and development programs. This paper discusses
the design layout of one such facility, the “Missouri S&T EcoCAR Hydrogen Vehicle Garage”,
which can be used as a model while designing a hydrogen R&D garage. The Missouri S&T
EcoCAR garage is a 12.2 m � 7.6 m garage situated at the Missouri University of Science and
Technology (Missouri S&T) and serves as the headquarters for the Missouri S&T EcoCAR
team. Within the garage, students will gain real-world, hands-on experience by trans-
forming a standard production vehicle into a hydrogen Fuel Cell Plug-in Hybrid Electric
Vehicle (FC-PHEV). The garage is classified as a Class 1 Division 2, Group B hazardous
location and is equipped to safely test and integrate the vehicle prototype. Specifically, the
design includes (i) a hydrogen gas detection system, (ii) hazardous location electrical service,
heating, ventilation and air-conditioning, lighting, and compressed air systems, and (iii) emergency
backup electric power system with alarms/monitors/security cameras for the hydrogen R&D
facility. The garage will be connected to an external backup power supply unit which will
be powered by a PEM fuel cell.
Copyright ª 2011, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights
reserved.
1. Introduction and vehicle safety is available [2e7], but there are only a few
Hydrogen refueling stations and maintenance facilities for
hydrogen vehicles are being designed and implemented
globally. Since the infrastructure to support hydrogen vehicles
is relatively new, the codes and standards for safe operation
are still in the developing stage and the industry standards for
research and development facilities for hydrogen vehicles are
being formulated. Cost and availability of hydrogen infra-
structure, fuel quality, codes and standards are some issues
that must be resolved prior to commercial viability of fuel cell
vehicles (FCV) [1]. A comprehensive study on hydrogen safety
.. Thomas).2011, Hydrogen Energy P
studies on facilities for hydrogen vehicle development [8].
This paper discusses the design layout of a research and
development garage which provides both the functionality
and safety for building a hydrogen fuel cell vehicle.
The hydrogen research and development garage face
similar explosion risks as the battery charging rooms in
warehouses where an explosive mixture of hydrogen and air/
oxygen may be present. Lead acid batteries emit hydrogen
during discharge and a mixture of hydrogen with 33% of
oxygen while charging [9]. Some consider hydrogen to be the
most dangerous fuel [10,11] due to its fundamental properties
ublications, LLC. Published by Elsevier Ltd. All rights reserved.
i n t e rn a t i o n a l j o u r n a l o f h y d r o g e n en e r g y 3 6 ( 2 0 1 1 ) 8 0 1 7e8 0 2 28018
of low ignition energy, and wide flammability limits while
others consider it to be the safest fuel [12] due to its lower
buoyancy, high autoignition temperature, high specific heat,
and diffusivity. Taking these properties of hydrogen into
account, the hydrogen research and development facility
must be designed such that it can operate safely even in
a hydrogen-rich environment. Hydrogen facilities require
intrinsic safety barriers for electrical equipment to prevent
spark and consequent ignition of hydrogen. Hence, all
equipment in the hydrogen research and development facility
must be rated for Class 1, Division 2, Group B hazardous
location. The facility must also have sensors to detect the
presence of hydrogen in order to determine if the concentra-
tion is approaching flammable concentration.
1.1. Background
Missouri University of Science and Technology (Missouri S&T)
is participating in EcoCAR: the NeXt Challenge, a three-year
collegiateadvancedvehicle technologycompetitionsponsored
by the U.S. Department of Energy (DOE) and General Motors
(GM), as well as by Natural Resources Canada and other
industry leaders. The competition challenges engineering
students from universities across North America to re-engi-
neer a light-duty vehicle, minimizing energy consumption,
emissions, and greenhouse gases while maintaining the vehi-
cle’s utility, safety, and performance. The Missouri S&T Eco-
CAR Team is transforming a standard production vehicle into
aHydrogen Fuel Cell Plug-inHybrid Electric Vehicle as a part of
the competition. This paper discusses the design layout of
“Missouri S&TEcoCARGarage”,which serves as a researchand
development garage to support students as they build the
hydrogenpoweredvehicle. TheMissouri S&TEcoCARgarage is
a 12.2m� 7.6m garage and can be used as an archetypewhile
designing a hydrogen R&D garage. The garage is classified as
a Class 1 Division 2, Group B hazardous location and is equip-
ped to safely test and integrate thehydrogenvehicleprototype.
Specifically, the design includes (i) a hydrogen gas detection
system, (ii) hazardous location electrical service, heating,
ventilation and air-conditioning, lighting, and compressed air
systems, and (iii) emergency backup electric power system
with alarms/monitors/security cameras for the hydrogen R&D
facility. The design also includes an external backup power
supply unit powered by a Polymer ElectrolyteMembrane (PEM)
fuel cell.
Since the hydrogen vehicle will be parked inside the
garage, there is a chance of hydrogen leakage from the
compressed hydrogen fuel tanks. Net effect of the leakage is
the formation of an explosive mixture at an elevated
temperature (due to the negative value of the JouleeThomp-
son coefficient of hydrogen) [13], which can cause severe
damage if detonated. Hence, within the EcoCAR R&D garage,
there is a risk of ignition if the concentration of hydrogen is
between the lower flammability limit (4%) and upper flam-
mability limit (74%). The areas of critical importance to
prevent the risk of combustion are near the ceiling and floor.
Gaseous hydrogen being lighter than air will rise to the ceiling
and can form an explosive mixture if the hydrogen concen-
tration in air is between 18.3% and 59%. Cryogenic pool
spreading and vaporization of hydrogen in the event of
a liquid hydrogen spillage [14] makes the area near the floor
equally important. The design must be robust enough keep
hydrogen concentration within the garage less than its lower
flammable limit and avoid critical events while providing
functionality.
2. Functional requirements
For integrating and testing the fuel cell plug-in hybrid electric
vehicle, the EcoCAR garage needs to be equippedwith lighting,
heating, ventilation and air-conditioning, hydrogen detection,
and electrical system. The garage is currently supplied with 3
phase 480 VAC, 240 VAC and 120 VAC power. In order to
accurately design the electrical system components, it is
necessary to predict the equipment that would be required
within the workspace. The main equipment that will be used
during the vehicle development is vehicle lift, air compressor,
vehicle battery charging stations, ethernet communication,
laptop computer, battery backup power supply, and other
electronic equipments. According to NFPA 52 [15], all electrical
equipment must comply with Article 501 of NFPA 70, National
Electrical Code, and Class 1 Division 2, Group B.
3. Component selection
The design of the garage is centered on hazardous location
classification to eliminate potentially unsafe scenarios. Killark
[16], a leading manufacturer of electrical construction prod-
ucts for standard, harsh and hazardous environments is one
of the potential sponsors for the Missouri S&T EcoCAR team.
Hence, the design selected state of the art Killark components
to design the lighting and electrical layout for the Missouri
S&T EcoCAR Garage.
3.1. Lighting
The selected lighting equipment must meet the safety
requirements and be efficient while providing an adequate
bright workspace. Luminous efficacy was used to determine
which lamps were more efficient. Tasks in the garage is
considered to be “visual tasks of high contrast and small size,
or visual tasks of low contrast and large size” and illuminance
level of 538 lux (50 fc) was specified based on the standards set
by the Illuminating Engineering Society of North America
(IESNA) [17]. The maximum illuminance is required at the
desk level or 2.5 feet from the ground where majority of work
will be performed. The design uses wall mounted fixtures
instead of hanging fixtures to prevent interference with the
garage doors and car lift. This would also allow adequate
lighting whether the vehicle is lifted or is on the ground.
3.1.1. Lighting concept comparisonLED lights were the preferred choice based on its luminous
efficacy, extended life, and zero mercury content. But, since
Killark does not make LED lamps they are not a feasible
choice. After reviewing all the hazardous location lighting
fixture options from Killark, it was decided to use either high
pressure sodium lamps or metal halide lamps. Metal halide
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lamps are less efficient than high pressure sodium lamps and
also cause more pollution when destroyed. However, the light
produced by high pressure sodium yields a yellow color that
would be non-conducive to a natural learning environment.
Metal halide lamps were chosen as the best option for the
garage since they have a higher color rendering index (CRI)
than high pressure sodium and provide more light per fixture
than LED or compact fluorescent. The 3-D view of the final
lighting design is shown below in Fig. 1.
The final design use seven of Killark’s metal halide pulse
lamps which will be mounted to the steel beams along the top
of the inside wall. The illuminance of the reference plane in
the garage was simulated using ReluxPro� [18] program and is
shown in Fig. 2 below.
The average illuminance of the room is just above the
design requirements of 538 lux (50 fc). The illuminance drops
below the minimum value underneath the car which can
easily be offset by portable hanging task lighting.
3.2. Hydrogen detection and ventilation
The ventilation for the hydrogen garage has been designed in
accordance with NFPA 52 and employs a mechanical system
that can either run continuously or be activated by a hydrogen
gas detection system. According to NFPA 52, the ventilation
rate shall be at least 0.000472 m3/s m2 (1 ft3/min ft2) of room
area or not less than 0.000472 m3/s � 0.34 m3 (1 ft3/min∙12 ft3)
of room volume and the hydrogen gas concentration within
the facility should not be more than one-quarter of the lower
flammable limit. The Dayton 7A918 spark resistant blower
rated for hazardous location with the motor totally enclosed
and nonventilated was selected for the ventilation in the
garage. The flow rate is 0.59 m3/s (1246 cfm) and 0.44 m3/s
(922 cfm) at 6.35 mm.SP (0.250-In) and 25.4 mm.SP (1.000-In.)
respectively [19] and falls within the garage’s requirement of
Fig. 1 e Overview of ga
0.47 m3/s (1000 cfm). For the hydrogen detection system,
H2 scan’s HY-ALERTA� 2600 explosion proof area hydrogen
monitor was selected. HY-ALERTA� 2600 provides hydrogen-
specific leak detection and measurement for hydrogen con-
centrations as low as 4000 ppm and can be scaled to any
concentration up to 5% hydrogen by volume, a range repre-
senting 10e125% of hydrogen’s lower flammability limit [20].
The monitor is designed for either ceiling or wall mount and
has a capability that extends the interface from the sensor
module to the control module to several hundred feet [14]. If
the concentration reaches a maximum of 25% of the lower
flammability limit, audible alarms with strobes will be acti-
vated, ventilation will remain on, power will be shut off, and
remote security personnel will be notified.
3.3. Heating
A radiant heating system is the most likely choice in order to
obtain a high efficiency heating systemwithout an open flame
or flammable fuels. However, radiant heating system does not
meet the Class 1 Division 2, Group B requirement of the
garage. Hence, hazardous location wall mounted cabinet
electric convection heater was chosen for heating the EcoCAR
garage. The QMark ICG18041B electric convection heater has
an output 6140 Btu/h (1800 ing of 7.5 A, voltage rating of
240 VAC and is rated for Class I, Division 2, Groups B, C, & D
[21]. Depending upon the temperature requirement of the
garage two units were selected.
3.4. Fuel cell backup power
Backup power to the garage is provided by a 5 kW Plug Power
GenCore� 5U120 PEM fuel cell unit. The fuel cell will provide
backup power to the hydrogen detection system, ventilation
system, alarms, emergency lighting, security cameras, and
rage with lighting.
Fig. 2 e Illuminance using MHP lamp; part number VMPB-2-76 GG.
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other safety systems critical for the safe shutdown of the
facility. The fuel cell is located outside the garage and use an
APC UPS system to convert DC to AC current.
3.5. Electrical wiring and outlets
The garage requires 120 VAC, 240 VAC, and 480 VAC outlets to
power equipment such as lights, heater, parts washer, car lift,
computer, air compressor, ventilation system, security
system, vehicle battery charger, etc. The power requirements
for the electrical system have been overestimated in the
design to allow for additional equipments and variation in
final product selection. Once the power requirements and
placement of these objects were determined, the outlets and
breaker boxes to supply the power were selected. The Killark
product catalog was investigated to select electrical outlets,
receptacles, fittings, and breaker boxes that would satisfy the
power and hazardous location requirements.
3.6. Conduit
Rigid metal 25.4 mm (1 inch) conduit is used to minimize the
necessary supplemental mounting brackets. The exact type of
mounting devices is not specified in this paper. Due to the
explosive environment, seals were placed to prevent gas
circulation in conduit lines. According to NEC Section 501e5
[21], conduit seals shall be installed within 457.2 mm (18 inch)
of each terminating enclose; such as unions, couplings,
reducers, elbows, capped elbows and conduit bodies.
However, the part specifications on the individual parts
specify the need for a seal to be installed 152.4 mm (6 inch)
from the receptacle.
4. Design results and discussion
All the components selected during the design comply with
Class 1 Division 2, Group B hazardous location specifications.
After careful consideration, it was decided to place eight
120 VAC, two 240 VAC, two 480 VAC, and one overhanging
outlet inside the garage. Except for the overhanging outlet, all
the outlets will be placed just above workbench level. The
lighting design was chosen from the designs simulated by the
program Relux� [18]. The final design uses seven 250 W metal
halide pulse lamps mounted on the upper beam of the inside
wall. The electrical outlets in the design alsomeet the required
standard and were used in conjunction with explosion proof
conduit. A CAD drawing was prepared illustrating the location
of electrical outlets and metal halide pulse lighting within the
EcoCAR garage and is shown in Fig. 3. A summary of selected
components is provided in Table 1.
It has to be noted that the list of electrical fittings are not
comprehensive and may need additional fittings in the final
design. In addition to the components selected in the paper,
the hydrogen research and development garage includes:
parts washer, computer, ethernet communication, car lift,
Fig. 3 e Layout of the Missouri S&T EcoCAR Garage.
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surveillance cameras, emergency lighting, power tools, and
other electronic equipment for integrating and testing the
vehicle. This equipment is used in strict compliance with the
codes and standards and measures will be taken to make it
intrinsically safe. For example, intrinsically safe purged work
stations that use Type Z purge system is used at the garage.
The Type Z purge system purge and maintain constant pres-
sure within the enclosure so that the equipment inside the
enclosure can be energized. The air compressor will be located
outside the garage to conserve space.
Table 1 e Summary of selected components.
Item Manufacturer Model/PartNumber
Hydrogen gas detection H2 SCAN HY-ALERTA� 2600
Heating Qmark ICG18041B
Ventilation Dayton 7A918
Lighting Killark VMPB-2-76 GG
Air compressor Snap-on ACBL530VP
Fuel cell backup Plug Power GenCore� 5U120
120 VAC plug and receptacle Killark UGRB3-20231
240 VAC plug and receptacle Killark UGRB3-20232
120 VAC GFCI receptacle Killark UGFI20C3
120 VAC GFCI
receptacle adapter
Killark UGFI20AD
120/240 VAC circuit
board panel board
Killark B7L29-112-MBE100
480 VAC circuit board
panel board
Killark B7P26-306-MBE100
Fill sealing fittings Killark ENY40/EYD 40
Aluminum conduit bodies Killark TWOC-1
Flexible coupling Killark ECFUF224
5. Conclusions
The components that were chosen to outfit the EcoCAR garage
will equip students to build and integrate a hydrogen fuel cell
plug-in hybrid electric vehicle. The design in this article could
be applied to design a research and development hydrogen
facility. Even though this article provides amodel for designing
ahydrogenR&Dgarage specified forClass 1,Division2,GroupB
hazardous location, additional appropriate codes and stan-
dards should be followed during the design of a garage. For
example, the garage should have a fire resistance rating of
2hours, a sprinkler system inaccordance toNFPA52, hydrogen
piping in accordance to NFPA 55, etc. Furthermore, local codes
and standards should also be followed during the design of
a hydrogen research and development garage.
Acknowledgments
The authors wish to thank the two Killark senior design teams
from the Department of Mechanical and Aerospace Engi-
neering at Missouri S&T during the spring semester.
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