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HyMon researchers developing automated status monitoring for high-pressure hydrogen tanks

Regular maintenance of hydrogen high-pressure storage systems is mandatory to prevent hazardous situations from occurring. However, the tank inspection that is currently required every two years consists merely of an external visual inspection. Damage inside the tank cannot be detected using this conventional inspection method.

In the joint research project HyMon, researchers from the Fraunhofer Institute for Structural Durability and System Reliability LBF are working with partners to develop a sensor-based on-board structural monitoring system that will enable continuous surveillance of hydrogen pressure tanks, thereby ensuring a high level of safety for hydrogen vehicles.

Hydrogen is currently stored in gaseous form under high pressure of up to 700 bar in tanks made of fiber-reinforced composites (FRC). Compared to metal tanks, these are ideal for use in the mobility and transport sector due to their low mass. For safety reasons, the H2 pressure tanks are subjected to extensive testing before they are used for the first time to ensure safe operation throughout their service life. It must also be ensured that the tank will maintain its integrity in the face of recurring stresses caused by refueling and withdrawal of hydrogen or in the event of damage (e.g., rear-end collision).

The visual inspections currently specified to check for external damage to the tank cannot do this. As an alternative, damage can be detected by continuously monitoring the pressure vessel—a process known as structural health monitoring (SHM). As part of the HyMon project, researchers at Fraunhofer LBF in Darmstadt are developing a dedicated intelligent system for continuous status monitoring of hydrogen tanks, in close cooperation with partners.

One purpose of this on-board structural monitoring system, consisting of suitable sensors and evaluation electronics, is to provide data for service and repair. Another function is to help reduce maintenance costs and ensure that tanks are used safely throughout their entire service life.

Acoustic emission and strain sensors detect damage in the tank. The research work focuses on acoustic emission sensors. If a single carbon fiber tears in the pressure tank, a sound wave is generated that travels through the fibers. The sensors detect this high-frequency sound wave, which allows them to determine the number of broken fibers.

Special load cases, such as rear-end collisions, can damage local areas of the tanks, causing a lot of fibers to break in a very short space of time. The measurement signals are processed by evaluation electronics to provide information about the health status of the tank.

Sensors on the tank pick up the high-frequency sound waves when a fiber breaks, and the algorithms detect the broken fibers, which are then counted. If the rate of fiber breakage suddenly increases, this is an indication that the hydrogen tank is at the end of its useful life.

—Johannes Käsgen, a scientist at Fraunhofer LBF

The requisite algorithms and methods for detecting fiber breaks are being developed at Fraunhofer LBF. These include, for example, sound wave frequency analyses.

Continuous on-board structural monitoring guarantees an increased level of safety for hydrogen vehicles, as potential damage can be assessed even in the case of minor impacts, such as hitting a bollard, and the remaining service life of the tank can be estimated. This comprehensive quality assurance approach means that unnecessary replacement of hydrogen tanks can be avoided.

In addition to the acoustic emission sensors, fiber-optic strain sensors are also integrated into the tanks. These consist of light-conducting glass fibers that have fiber Bragg grating sensors integrated into them. The glass fibers are enveloped into the FRC layer of the tank during manufacturing or applied to the surface afterwards to enable continuous or periodic automated monitoring of strains at the hydrogen tank.

Unlike conventional strain sensors, these glass fibers are particularly suitable for monitoring carbon fiber-reinforced plastics due to their resilience to high material strains and load cycles. The measurement data from the strain sensors is used firstly to verify the calculation models of the pressure tanks and secondly to gain insight into how the material behavior changes throughout the tank’s service life in order to draw conclusions about the fatigue state of the material.

Testing. The first stage of the testing process is to produce various types of damage such as fiber breaks, matrix breaks or delaminations in the test rig at Fraunhofer LBF using sensor-equipped carbon fiber flat specimen. The damage signals are recorded with the sensors.


The HyMon pressure tank is damaged before use at Fraunhofer LBF. The acoustic emission sensors detect damage to the tank and provide data for calculation models. © Fraunhofer LBF/Ursula Raapke

Next, an assessment is made as to whether the sensors are capable of recording the signals in sufficient quality and whether the algorithms can classify the damage mechanisms correctly on the basis of the signals. In the next step, the entire sensor system is tested on thin-walled tank models and then on high-pressure hydrogen tanks, which are subjected to cyclical stresses under internal pressure until failure occurs.

The research teams are investigating how many sensors are required for structural monitoring, where they need to be positioned, and which adhesives are most suitable for attaching them to the hydrogen tank. Finally, a test vehicle is fitted with sensors and on-board structural monitoring and validated by combining a virtual crash with a real-life test setup. The project partners’ objective is to develop the complete system into a standard status monitoring system for the future.

HyMon partners include Fraunhofer LBF, FEV Europe, Hexagon Purus, MeFeX GmbH, RWTH Aachen University, and Cologne University of Applied Sciences. The project is funded by the German Federal Ministry for Digital and Transport (BMVI).



Ammonia does not have this problem and is lower cost to implement in aviation.

Roger Pham

Ammonia is highly toxic and consumes a lot of additional energy to make after the H2 is produced, as much as 50% more energy, and additional facility to produce the ammonia. This degree of toxicity, inefficiency and additional cost is quite unacceptable.

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