Systems and methods for storing, transporting, and using hydrogen

Abstract

The present disclosure provides systems and methods for storing, transporting, and using hydrogen. In some embodiments, the method can include (a) storing hydrogen fuel in one or more fuel storage modules; (b) transporting the one or more fuel storage modules to a vehicle fueling station, wherein one or more hydrogen fuel compatible vehicles are located at or near the vehicle fueling station; (c) loading the one or more fuel storage modules into the one or more hydrogen fuel compatible vehicles, wherein the one or more fuel storage modules are configured to be releasably coupled to the one or more hydrogen fuel compatible vehicles; and (d) decoupling the one or more fuel storage modules from the one or more hydrogen fuel compatible vehicles after the one or more fuel storage modules are depleted or partially depleted.

Description

[0001] Cross-referencing related applications

[0002] This non-provisional patent application hereby claims the benefit and priority of the following: U.S. Provisional Patent Application No. 63 / 023,713, filed May 12, 2020, entitled “Systems and methods for storing, transporting, and using hydrogen”; U.S. Provisional Patent Application No. 63 / 038,480, filed June 12, 2020, entitled “Storage module”; and U.S. Provisional Patent Application No. 63 / 070,153, filed August 25, 2020, entitled “Systems and methods for storing, transporting, and using hydrogen”, all of which are incorporated herein by reference in their entirety. Background Technology

[0003] Vehicles can operate using fuel sources. A fuel source can have a specific amount of energy corresponding to the amount of energy stored or extracted per unit mass of fuel. Fuel sources can be provided to various vehicles to enable them to generate energy and transmit electricity to propulsion systems used for movement and transport.

[0004] Summary of the Invention

[0005] Hydrogen can be used as a clean energy source to power various modes of transportation, including aircraft and other manned or unmanned vehicles. Compared to other types of fuels, such as diesel, gasoline, or jet fuel, which have a specific energy of approximately 45 megajoules per kilogram (MJ / kg), or lithium-ion batteries, which have a specific energy of approximately 0.95 MJ / kg, hydrogen has a significant advantage. The specific energy of aviation gases or jet fuels typically ranges from approximately 43 to approximately 48 MJ / kg. In contrast, hydrogen has a specific energy exceeding 140 MJ / kg. Therefore, 1 kilogram of hydrogen can provide the same energy as approximately 3 kilograms of gasoline or kerosene. Thus, using hydrogen as a fuel source for transportation can reduce the weight of vehicles while providing energy comparable to other conventional fuel sources. Furthermore, burning hydrogen as fuel produces harmless or non-toxic byproducts, such as water, while minimizing emissions of carbon dioxide and nitrous oxide, thereby reducing the environmental impact of various transportation modes using hydrogen as a fuel source.

[0006] The present disclosure provides systems and methods for storing, transporting, and using hydrogen to enable carbon-free transportation (i.e., zero carbon emissions and carbon-free fuel). The systems and methods of the present disclosure can be used to serve or provide a carbon-free transportation market (i.e., a carbon-free fuel and emissions aviation market). The systems and methods of the present disclosure can be implemented to facilitate the capture, storage, transportation, distribution, and use of hydrogen to provide fuel and power to a variety of vehicles. The systems and methods of the present disclosure can be used to safely store and transport hydrogen while buffering or protecting the hydrogen from potential changes in storage conditions (changes in temperature, pressure, etc.) and / or mitigating the effects of such changes. The systems and methods of the present disclosure can also be used to efficiently transport hydrogen while isolating fuel storage modules from vibrations or external movements that can damage the storage modules or the hydrogen contained therein.

[0007] The systems and methods of the present disclosure can be implemented to enable quick, convenient, and precise engagement of hydrogen fuel tanks or storage modules with hydrogen production or handling equipment and vehicle or aircraft systems or subsystems (including structural components, power delivery systems, aircraft control systems, propulsion systems, transportation infrastructure, and / or recycling infrastructure). The systems and methods of the present disclosure can be used to enable efficient loading of hydrogen fuel storage modules into vehicles and efficient unloading and inspection of used or partially used hydrogen fuel storage modules from vehicles. The systems and methods of the present disclosure can be used to reduce costs, labor, and the number or complexity of infrastructure associated with the transportation and delivery of hydrogen. The systems and methods of the present disclosure can further enable coordination of hydrogen capture, storage, transportation, distribution, and refueling of hydrogen fuel storage modules to provide hydrogen fuel to a variety of stakeholders or consumers according to their current or future demand for hydrogen fuel.

[0008] The systems and methods of the present disclosure can also enable coordination of hydrogen capture, storage, transportation, distribution, and refueling to provide hydrogen fuel to a variety of stakeholders or consumers according to the type of vehicles each stakeholder or consumer operates and the frequency or schedule of such operation of such vehicles. In some examples, the systems and methods of the present disclosure can be used to generate documents, information, and / or checklists that a variety of stakeholders (e.g., pilots, ground operators, regulators, air traffic controllers) can need to perform one or more functions associated with managing or coordinating the delivery and / or use of hydrogen with minimal training.

[0009] In one aspect, the present disclosure provides systems and methods for carbon- free transportation. The method can include (a) storing hydrogen fuel in one or more fuel storage modules; (b) transporting the one or more fuel storage modules to a vehicle fueling station, wherein one or more hydrogen fuel-compatible vehicles are located at or are expected to be located at or near the vehicle fueling station; (c) loading the one or more fuel storage modules into the one or more hydrogen fuel-compatible vehicles, wherein the one or more fuel storage modules are configured to be releasably coupled to the one or more hydrogen fuel-compatible vehicles; (d) decoupling the one or more fuel storage modules from the one or more hydrogen fuel-compatible vehicles after the one or more fuel storage modules are depleted or partially depleted.

[0010] In some embodiments, the method can further include (e) refueling the one or more depleted or partially depleted fuel storage modules for redeployment on one or more hydrogen fuel-compatible vehicles.

[0011] Embodiments of the present disclosure provide a method of hydrogen fuel supply for use with a hydrogen-powered vehicle. In some embodiments, the method includes receiving one or more fuel storage modules at a vehicle fueling station, wherein the one or more fuel storage modules are filled with hydrogen at a hydrogen supply source (which can include, but is not limited to, a hydrogen production facility, a pipeline or other transportation conduit, a storage container, or other intermediate facility or medium), and wherein each of the one or more fuel storage modules includes a storage capsule and a fuel outlet fitting through which hydrogen fuel is dispensed from the storage capsule. Receiving a hydrogen-powered vehicle at the vehicle fueling station for fueling, wherein the hydrogen-powered vehicle has a fuel storage compartment, a fuel system having one or more fuel inlet fittings, and a power device coupled to the fuel system for receiving hydrogen fuel from the fuel system of the hydrogen-powered vehicle. Removing one or more depleted fuel storage modules from the fuel storage compartment of the hydrogen-powered vehicle and loading one or more filled fuel storage modules into the fuel storage compartment. Each fuel outlet fitting is connected to a respective one of the one or more fuel inlet fittings to transfer hydrogen fuel from the fuel storage modules to the fuel system of the hydrogen-powered vehicle. The one or more depleted fuel storage modules are directed away from the vehicle fueling station for refilling at the hydrogen supply source.

[0012] The method can include using a depleted fuel storage module in a hydrogen powered vehicle, disconnecting a fuel outlet fitting of the depleted fuel storage module from one or more fuel inlet fittings, and removing the depleted fuel storage module from a fuel storage compartment of the hydrogen powered vehicle. The method can include securing the fuel storage module to a structure of the hydrogen powered vehicle in the fuel storage compartment. The method can include loading the depleted fuel storage module onto a transport vehicle for transport to a hydrogen supply source for refilling with hydrogen. In some embodiments, the fuel outlet fitting and the fuel inlet fitting are quick connect fittings, and the method includes releasably interconnecting the mating quick connect fittings. The method can include monitoring a health of the fuel storage module via a sensor on the fuel storage module.

[0013] Some embodiments provide a method for hydrogen fuel supply for a hydrogen powered aircraft, and the method includes providing the hydrogen powered aircraft at a vehicle fueling station. The aircraft has a fuel storage compartment, a fuel system having one or more fuel inlet fittings, and a power device coupled to the fuel system for receiving hydrogen fuel from the fuel system of the aircraft. A first fuel storage module depleted of hydrogen fuel is disconnected from the fuel system and removed from the fuel storage compartment. A second fuel storage module is loaded from the vehicle fueling station into the fuel storage compartment, where the second fuel storage module is pre-filled with hydrogen fuel at a remote hydrogen supply source. The second fuel storage module includes a storage capsule and a fuel outlet fitting through which hydrogen fuel is dispensed from the storage capsule. The fuel outlet fitting of the second fuel storage module is connected to the fuel inlet fitting of the aircraft fuel system to provide hydrogen fuel to power the power device. The depleted first fuel storage module is directed away from the vehicle fueling station, and the aircraft is moved away from the vehicle fueling station after the first fuel storage module is loaded onto the aircraft. The aircraft is flown along a selected route during which hydrogen fuel in the first fuel storage module is used and depleted, and the aircraft is refueled by loading a filled fuel storage module into the aircraft and connecting the filled fuel storage module to the fuel system of the aircraft upon return of the aircraft to the vehicle fueling station.

[0014] In some embodiments, the step of disconnecting includes disconnecting and removing a plurality of the depleted first fuel storage modules. The step of loading includes loading a plurality of the second fuel storage modules into the fuel storage compartment. The step of refueling can include removing the second fuel storage module from the aircraft after hydrogen fuel is depleted from the aircraft, replacing the removed fuel storage module with a filled fuel storage module, and connecting a fuel outlet fitting of the filled fuel storage module to a fuel inlet fitting of the aircraft fuel system. The method can include transporting the first fuel storage module from the vehicle fueling facility to a hydrogen supply source for refilling with hydrogen fuel.

[0015] In some embodiments, the method can further include determining a demand for one or more fuel storage modules prior to transporting the one or more fuel storage modules to a vehicle fueling station. The demand can be determined based at least in part on a number of vehicles at the fueling station, a frequency of operation of the vehicles, or a distance traveled by the vehicles during a typical trip.

[0016] In some embodiments, hydrogen can be produced at a hydrogen production facility located remotely from the vehicle fueling station. The hydrogen can be processed prior to being stored in one or more fuel storage modules. Processing the hydrogen can include a pressurization step, a liquefaction step, and / or a purification step. In some embodiments, the hydrogen can be processed to change a pressure, a temperature, and / or a density of the hydrogen prior to storage.

[0017] In some embodiments, the one or more fuel storage modules can be configured to be releasably coupled to one or more hydrogen fuel compatible vehicles using a coupling mechanism. In some embodiments, the coupling mechanism can include a quick release coupling mechanism.

[0018] In some embodiments, the one or more fuel storage modules can have a size, shape, form factor, or configuration that is compatible with (a) equipment at a hydrogen production facility, (b) one or more transportation vehicles used to transport the fuel storage modules, and (c) one or more hydrogen fuel compatible vehicles. The one or more hydrogen fuel compatible vehicles can be retrofitted or modified to be compatible with the one or more fuel storage modules. The one or more hydrogen fuel compatible vehicles can include one or more hydrogen fuel cells configured to generate electricity using hydrogen fuel stored within the one or more fuel storage modules. The one or more hydrogen fuel compatible vehicles can include an engine configured to combust hydrogen fuel stored within the one or more fuel storage modules.

[0019] In some embodiments, the fuel storage module can include a plurality of materials. In some embodiments, the fuel storage module can include a first material configured to contain hydrogen. In some embodiments, the first material can include an impermeable or semi-permeable membrane. In some embodiments, the fuel storage module can include a second material configured to carry a stress exerted by the hydrogen on one or more interior walls of the fuel storage module. In some embodiments, the second material can include a carbon fiber fabric. In some embodiments, the fuel storage module can include a third material configured to provide thermal insulation of the hydrogen. In some embodiments, the fuel storage module can include a fourth material configured to provide abrasion resistance and impact resistance for the fuel storage module. In some embodiments, the fourth material can include a synthetic fiber.

[0020] In some embodiments, the method can further include coordinating transport of the fuel storage modules based at least in part on (a) current and future hydrogen production rates, (b) current, historical, and forecasted energy prices, (c) projected transport times, (d) locations of one or more hydrogen production facilities, (e) production capacities of one or more hydrogen production facilities, (f) transport logistics for a given consumption or demand profile, (g) availability of one or more modes of transport, (h) locations of one or more refueling stations for vehicles, (i) consumers’ current or future willingness to pay for hydrogen, or (j) guarantees of service levels. Coordinating transport of the fuel storage modules can minimize production and transport costs and can maximize on-time delivery.

[0021] In some embodiments, the method can further include monitoring one or more parameters associated with one or more fuel storage modules during the entire lifetime of the fuel storage modules. In some embodiments, the one or more parameters can include a temperature of hydrogen stored within the fuel storage modules, a pressure of hydrogen stored within the fuel storage modules, a velocity or acceleration of the hydrogen fuel storage modules, an amount of gas vented or leaked from the fuel storage modules, a load exerted on the fuel storage modules due to acceleration or deceleration of the fuel storage modules, a load exerted on the fuel storage modules due to one or more vibrations or impacts, or any changes thereof over a predetermined period of time.

[0022] Another aspect of the present disclosure provides a non-transitory computer- readable medium comprising machine executable code that, when executed by one or more computer processors, implements any of the methods above or elsewhere herein.

[0023] Another aspect of the present disclosure provides a system comprising one or more computer processors and computer memory coupled with the same. The computer memory comprises machine executable code that, when executed by the one or more computer processors, implements any of the methods above or elsewhere herein.

[0024] In some instances, there is a need to provide a lightweight hydrogen storage vessel that does not use or require epoxy to seal or make the vessel impermeable. Disclosed is one or more hydrogen vessels that are lightweight and do not require epoxy or a resin coating. Further, disclosed is a method for producing a hydrogen vessel.

[0025] In one aspect, a vessel for storing a fluid is disclosed. The vessel includes a flexible non-rigid braid covering an outer shell in which the fluid is stored. The braid includes a plurality of fiber patterns braided or woven in two or more different directions to support different pressure loads exerted by the fluid on an inner surface of the outer shell in axial and radial directions. In some embodiments, the vessel does not require extensive use of epoxy to seal the vessel or reduce gas permeability. The braid includes high modulus high strength fibers. In some embodiments, the braid includes carbon fibers. In some embodiments, the vessel further includes a barrier layer and a thermal insulation layer adjacent to the braid.

[0026] In some embodiments, the vessel further includes a load transfer interface for transferring axial loads from the fibers in the braid using incremental shear and friction forces. In some embodiments, the load transfer interface includes a pair of rings located at an opening of the vessel. In some embodiments, the load transfer interface includes an end fitting made of metal. In some embodiments, the pair of rings are nested and concentric with each other. In some embodiments, the shape and size / profile of the pair of rings can transform axial loads from the fibers in the braid. In some embodiments, the load transfer interface is configured to increase clamping loads as the axial loads from the braid increase. In some embodiments, the fluid is a gas or a liquid. In some embodiments, the fluid includes hydrogen.

[0027] Aspects of the disclosed technology provide a fuel storage module for storing hydrogen fuel, including a protective, substantially rigid outer frame structure, and a hydrogen fuel storage capsule carried by the frame structure. The capsule can include an inner first layer defining an interior volume containing hydrogen fuel therein, the first layer including a substantially hydrogen impermeable material to prevent hydrogen from passing through the inner layer. A fiber-reinforced braided second layer is adjacent to and radially outward of the first layer, wherein the second layer captures and supports the first layer and carries stress loads generated by the hydrogen fuel in the interior volume. A wear-resistant third layer surrounds the second layer, the second layer being disposed between the third layer and the first layer, wherein the third layer provides a protective coating over the second layer. An end cap is coupled to the first, second, and third layers. The end cap has a first portion secured to a second portion and fixedly captures an end of the second layer between the first and second portions to eliminate stress in the fibers of the second layer when the hydrogen fuel in the interior volume is under pressure. A hydrogen flow control assembly is coupled to the end cap and in communication with the hydrogen fuel in the interior volume. A fuel outlet fitting is coupled to the hydrogen flow control assembly and configured to releasably connect to a fuel inlet of a hydrogen-powered vehicle.

[0028] In some embodiments, the second layer of fiber-reinforced woven includes aligned fibers and is free of matrix and / or free of epoxy. The second layer can include a woven carbon fiber sleeve. The second layer can have opposing top and bottom end portions, and the end cap is a first end cap coupled to the top end portion. The storage module can also have a second end cap coupled to the bottom end portion of the second layer. The sensor can be mounted to the first or second end cap or can be disposed to detect a condition of hydrogen fuel in the interior volume. A thermal insulation layer can be provided adjacent the second layer. The end cap can include a load transfer interface for transferring axial loads from the fibers in the second layer using incremental shear forces and frictional forces. In some embodiments, the first and second portions of the end cap are nested and concentric with each other. The hydrogen flow control assembly can include a flow valve, a pressure regulator, and / or a control module coupled to the pressure regulator.

[0029] Additional aspects and advantages of the present disclosure will become apparent to those skilled in the art upon consideration of the following detailed description, wherein only illustrative embodiments of the present disclosure are shown and described. As will be realized, the present disclosure is capable of other and different embodiments, and its several details are capable of modifications in various obvious respects, all without departing from the disclosure. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive. BRIEF DESCRIPTION OF DRAWINGS

[0030] The novel features of the application are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present application will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the application are utilized, and the accompanying drawings of which:

[0031] Figure 1 is an isometric view of a hydrogen fuel vehicle (shown as an aircraft) receiving one or more hydrogen fuel storage modules according to embodiments of the present technology.

[0032] Figure 2A schematically illustrates an end-to-end framework for enabling carbon-free transportation according to some embodiments.

[0033] Figure 2B schematically illustrates an example of an end-to-end framework for storing and transporting hydrogen according to some embodiments.

[0034] Figure 3A is an isometric view of a hydrogen fuel storage module according to some embodiments of the present technology.

[0035] Figure 3B schematically illustrates a hydrogen fuel storage module according to some embodiments.

[0036] Figure 3Cis a partial cutaway isometric view of a capsule of a fuel storage module according to some embodiments.

[0037] Figure 4A shows fuel storage modules loaded into a shipping container according to some embodiments.

[0038] Figure 4B shows a shipping vehicle according to some embodiments.

[0039] Figure 4C is an isometric view of a loading frame containing multiple fuel storage modules according to some embodiments.

[0040] Figure 4D is an isometric view of a loading frame containing multiple fuel storage modules according to some embodiments. Figure 4C

[0041] Figure 4E is an isometric view of multiple loading frames and fuel storage modules in a shipping container according to some embodiments.

[0042] Figure 4F is an isometric view of multiple fuel storage modules in a shipping container without a loading frame according to some embodiments.

[0043] Figure 5A shows schematically an example of an aircraft that can be retrofitted for carbon-free transportation according to some embodiments.

[0044] Figure 5B is a partially transparent schematic view of an aircraft configured for use with hydrogen fuel storage modules according to embodiments of the technology.

[0045] Figure 6A , 6B, 6C, 6D, 6E, and 6F show schematically multiple packaging configurations for multiple hydrogen fuel storage modules according to some embodiments.

[0046] Figure 7 is a front view of a fuel storage module held releasably in a fuel storage area and held in place releasably by one or more coupling mechanisms.

[0047] Figure 8 is a schematic view of a fuel interface system operable to couple a capsule of a fuel storage module to a hydrogen fuel system of a vehicle.

[0048] Figure 9 shows a quick connect fitting of a fuel interface system and a hydrogen fuel system of a vehicle according to some embodiments.

[0049] Figure 10 is a partial exploded isometric view of a layer of a storage container according to some embodiments. ​

[0050] Figure 11 is a magnified cross-sectional view of a storage container according to some embodiments.

[0051] Figure 12 is a partial cutaway view of a storage container according to some embodiments.

[0052] Figure 13 is a magnified cross-sectional view of an upper portion of a storage container according to another embodiment.

[0053] Figure 14 is a magnified cross-sectional view of an upper portion of a storage container according to yet another embodiment.

[0054] Figure 15 is a schematic flow diagram illustrating a process of forming a storage container according to some embodiments.

[0055] Figure 16 is a schematic diagram of a computer system programmed or otherwise configured to implement the methods provided herein.

[0056] Figure 17 is a schematic diagram of a retrofitted aircraft configured to receive one or more hydrogen fuel storage modules according to some embodiments.

[0057] Figure 18A and 18B is a schematic diagram of a hydrogen fuel network according to some embodiments. DETAILED DESCRIPTION

[0058] While various embodiments of the application have been shown and described herein, it will be apparent to those skilled in the art that many changes, modifications, and substitutions can be made thereto without departing from the application. It is to be understood that various alternatives to the embodiments of the application described herein can be employed in practicing the application.

[0059] Whenever the term "at least", "greater than", or "greater than or equal to" precedes the first numerical value in a series of two or more numerical values, the term "at least", "greater than", or "greater than or equal to" applies to each of the numerical values in that series of numerical values. For example, greater than or equal to 1, 2, or 3 is equivalent to greater than or equal to 1, greater than or equal to 2, or greater than or equal to 3.

[0060] Whenever the term "no more than", "less than", or "less than or equal to" precedes the first numerical value in a series of two or more numerical values, the term "no more than", "less than", or "less than or equal to" applies to each of the numerical values in that series of numerical values. For example, less than or equal to 3, 2, or 1 is equivalent to less than or equal to 3, less than or equal to 2, or less than or equal to 1.

[0061] In an aspect, the technology described in this disclosure provides components, systems, and methods for enabling carbon-free transportation. The components, systems, and methods of this disclosure can be used to capture, transport, distribute, and use hydrogen as a fuel source. The components, systems, and methods disclosed herein can provide consistent, safe, efficient, and robust handling, transport, distribution, and use of hydrogen stored in fuel storage modules. The components, systems, and methods can be used to implement an end-to-end framework for carbon-free transportation. These components, systems, and methods can provide a passive-safe end-to-end framework for carbon-free transportation that does not require active agents or entities to monitor the transport or utilization of hydrogen to ensure safety in the event of a malfunction. Hydrogen can be transported along the end-to-end framework in multiple fuel storage modules that can be easily loaded into and out of a vehicle. The fuel storage modules can not or need not require pumping of hydrogen. The fuel storage modules can be filled at one or more hydrogen production facilities and can be easily loaded into a transport vehicle (e.g., a car, truck, train, or ship) for transport to one or more vehicle fueling stations for loading onto a selected vehicle. Thus, the system can enable a fueling process with only one transfer of hydrogen fuel between containers (i.e., only at a production facility or other supply source into the fuel storage modules before the hydrogen is loaded onto a vehicle and used to power the vehicle).

[0062] The fuel storage modules of the embodiments disclosed herein are lightweight and easy to store for transport. The fuel storage modules can be configured to isolate hydrogen and minimize changes in temperature and / or pressure of the hydrogen contained within the storage modules. The fuel storage modules can also be configured to store hydrogen in a controlled environment while minimizing damage (e.g., punctures, perforations, scratches, etc.) to the fuel storage modules due to abrasion or impact forces that can be experienced during transport. The fuel storage modules can be modular and compatible with a variety of vehicles. The fuel storage modules can be configured to fit within the size and operational limitations of an aircraft. The fuel storage modules can allow for minimizing the capture of hydrogen fuel from a remote source (e.g., a production facility) and the number or complexity of equipment needed to interface the storage modules with propulsion systems of vehicles that are compatible with or made compatible with such storage modules.

[0063] The fuel storage modules of the embodiments disclosed herein are configured to be easily coupled to and / or engaged with hydrogen generation or hydrogen handling equipment for efficient filling of the storage modules. The fuel storage modules can be configured to be easily decoupled from the hydrogen production and handling equipment for efficient transition from filling of the tanks to loading of the tanks into a transport vehicle for delivery to one or more vehicle fueling stations. The fuel storage modules can be configured to be easily coupled to and / or engaged with one or more quick release conversion connectors or mechanisms that can be integrated into hydrogen fuel compatible vehicles for more efficient loading of the fuel storage modules into such vehicles. The fuel storage modules can be configured to be easily decoupled from one or more quick release conversion connectors or mechanisms for quick removal and replacement of used fuel storage modules. The hydrogen fuel storage modules can have a design or form factor (e.g., size and / or shape) that is compatible with one or more systems for providing hydrogen fuel, transporting hydrogen fuel, dispensing hydrogen fuel, using hydrogen fuel for movement or transportation, and / or replacing or refilling used fuel storage modules. The systems and methods of the present disclosure can provide the additional benefit of reducing the amount of expense and time required to fill hydrogen fuel storage modules and load and / or unload the storage modules into a variety of hydrogen fuel compatible vehicles.

[0064] Vehicle

[0065] The systems and methods disclosed herein can be used to provide hydrogen fuel to one or more vehicles having a hydrogen powered propulsion system. In at least one embodiment, the one or more vehicles are, for example, an aircraft and / or an air vehicle. Figure 1 An air vehicle 10 is shown that is configured to removably receive one or more hydrogen fuel storage modules 20 into a fuel module storage area 22 or other chamber through an access door 24. The hydrogen fuel storage modules 20 can be connected to the air vehicle fuel system to provide hydrogen fuel to power one or more electric power devices 26 of the air vehicle. The hydrogen fuel storage modules 20 are easily and safely loaded onto or unloaded from the air vehicle 10 by a transport or loading vehicle 28 having a transport assembly 30 to position the hydrogen fuel storage modules 20 at and in alignment with the open access door 24 for smooth and easy movement into or out of the fuel module storage area 22 of the air vehicle. While the illustrated embodiment shows the vehicle as an air vehicle 10, other embodiments in accordance with the present technology can include other vehicles.

[0066] In embodiments where the vehicle is an aircraft, the aircraft can include any size or type of civil turbine jet aircraft, such as, for example, wide-body turbine jet aircraft, narrow-body turbine jet aircraft, regional turbine jet aircraft, and / or commercial turbine jet aircraft. The aircraft can include any size or type of civil turbine propeller or piston-powered aircraft, such as, for example, regional turbine propeller and piston-powered aircraft, commuter turbine propeller and piston-powered aircraft, and / or any other type of turbine propeller or piston-powered aircraft. The aircraft can include any size or type of military turbine jet aircraft, or any size or type of military turbine propeller and piston-powered aircraft. The aircraft can include an aircraft configured for long-haul flights, mid-haul flights, and / or short-haul flights. In some examples, the aircraft can include, for example, a commercial aircraft, such as, for example, a large-jet, a mid-jet, a light-jet, a jet-propelled aircraft, and / or a cargo aircraft. In other examples, the aircraft can include a private jet, including, for example, an ultralight jet, a light business jet, a midsize business jet, a heavy business jet, or a military jet. Alternatively, the aircraft can include a private single-engine aircraft, a twin-turboprop aircraft, an aerobatic aircraft, or an amphibious aircraft. In some examples, the aircraft can include a vertical take-off and landing (VTOL) aircraft. In other examples, the aircraft can include one or more air taxis. The components, systems, and methods of the present disclosure can be modified and / or adapted for any type of aircraft or aerial vehicle.

[0067] In some embodiments, the aircraft can include a rotorcraft, such as a helicopter. In some cases, the rotorcraft can be a multicopter that can include a plurality of rotors. The plurality of rotors can be capable of rotating to generate lift for the rotorcraft. The rotors can be propulsion units that can enable the rotorcraft to move freely in the air. The rotors can rotate at the same rate and / or can generate the same amount of lift or thrust. The rotors can optionally rotate at different rates, which can generate different amounts of lift or thrust and / or allow the rotorcraft to rotate. In some cases, one, two, three, four, five, six, seven, eight, nine, ten, or more rotors can be provided on the rotorcraft. The rotors can be arranged such that their axes of rotation are parallel to one another. In some cases, the rotors can have axes of rotation that are at any angle relative to one another, which can affect the motion of the rotorcraft.

[0068] The vehicle can be piloted (i.e., operated by a passenger on or within the vehicle). The vehicle can be unmanned (i.e., operated by a person not on or within the vehicle). The vehicle can be autonomous or semi-autonomous. In some examples, the vehicle can be capable of responding to commands from a remote controller. The remote controller can not be and need not be physically connected to the vehicle, and can communicate wirelessly with the vehicle from a distance. In some cases, the vehicle can be capable of operating autonomously or semi-autonomously. The vehicle can be capable of following a set of preprogrammed instructions. In some cases, the vehicle can operate semi-autonomously by responding to one or more commands from a remote controller while otherwise operating autonomously. For example, one or more commands from a remote controller can initiate a series of autonomous or semi-autonomous actions by the vehicle according to one or more parameters.

[0069] In some examples, the one or more vehicles can include land, subterranean, underwater, surface, aerial, or space-based vehicles. The one or more vehicles can be configured to move in any suitable environment, such as in the air (e.g., a fixed-wing aircraft, a rotary-wing aircraft, or an aircraft that has neither fixed wings nor rotary wings (e.g., a hot air balloon or a dirigible)), in water (e.g., a ship or a submarine), on land (e.g., a motorized vehicle, such as a car, a truck, a bus, a van, a motorcycle, a bicycle, or a train), underground (e.g., a subway), in space (e.g., a spacecraft, a satellite, or a probe), or any combination of these environments.

[0070] The one or more vehicles can be capable of moving freely within an environment with respect to six degrees of freedom (e.g., three translational degrees of freedom and three rotational degrees of freedom). Alternatively, the motion of the one or more vehicles can be constrained with respect to one or more degrees of freedom, such as by a predetermined path, trajectory, or direction. The motion can be actuated by any suitable actuation mechanism, such as an engine, a motor, or a hydrogen-electric propulsion system as described below. The actuation mechanism of the one or more vehicles can be powered by any suitable energy source, such as hydrogen, or any energy source obtainable from hydrogen, such as electrical energy. The one or more vehicles can be self-propelled via a propulsion system, as described elsewhere herein.

[0071] In some cases, the one or more vehicles can be self-propelled, such as in the air, on or in water, in space, or on or under land. The self-propelled vehicles can utilize a propulsion system, such as a propulsion system including one or more engines, motors, wheels, axles, magnets, rotors, propellers, blades, nozzles, or any suitable combination thereof. In some cases, the propulsion system can be used to enable the one or more vehicles to take off from a surface, land on a surface, maintain its current position and / or direction (e.g., hover), change direction, and / or change position.

[0072] The propulsion system can include one or more propulsion mechanisms. The one or more propulsion mechanisms can include one or more of a rotor, a propeller, a blade, an engine, a motor, a wheel, a shaft, a magnet, or a nozzle. A vehicle described herein can have one or more, two or more, three or more, or four or more propulsion mechanisms. The propulsion mechanisms can all be the same type. Alternatively, one or more of the propulsion mechanisms can be a different type of propulsion mechanism. The propulsion mechanisms can be mounted on the vehicle using any suitable manner. The propulsion mechanisms can be mounted on any suitable portion of the vehicle, such as a top, a bottom, a front, a back, a side, or a suitable combination thereof.

[0073] In some embodiments, the propulsion mechanisms can enable the vehicle to take off vertically from a surface or land vertically on a surface without requiring any horizontal movement of the vehicle (e.g., without requiring travel along a runway). The movement of the one or more vehicles can be actuated by any suitable actuation mechanism, such as an engine or a motor. The actuation mechanism(s) of the one or more vehicles can be powered by any suitable energy source, such as electrical energy generated using one or more fuel cells. The vehicle can be self-propelled via the propulsion system. The one or more propulsion mechanisms can be controlled independently of the other propulsion mechanisms. Alternatively, the propulsion mechanisms can be configured to be controlled simultaneously.

[0074] The one or more vehicles can be remotely controlled by a user or locally controlled by an occupant within or on the one or more vehicles. In some embodiments, the one or more vehicles can be unmanned movable objects, such as UAVs. The unmanned movable objects, such as UAVs, can be devoid of an occupant on the unmanned movable object. The unmanned movable objects can be controlled by a human or an autonomous control system (e.g., a computer control system) or any suitable combination thereof. The unmanned movable objects can be autonomous or semi-autonomous robots, such as robots configured with artificial intelligence.

[0075] The one or more vehicles can have any suitable size and / or dimensions. In some embodiments, the size and / or dimensions of the one or more vehicles can enable a human occupant to be within or on the vehicle. Alternatively, the size and / or dimensions of the one or more vehicles can be smaller than a size and / or dimensions that can enable a human occupant to be within or on the vehicle. In some cases, the maximum dimension (e.g., length, width, height, diameter, diagonal) of the one or more vehicles can be about 1 m, 2 m, 3 m, 4 m, 5 m, 10 m, 20 m, 30 m, 40 m, 50 m, or more. In some embodiments, the one or more vehicles can be configured to carry a payload. The payload can include one or more passengers, cargo, equipment, instruments, fuel storage modules, etc.

[0076] One or more vehicles can be retrofitted or modified with equipment to be compatible with the hydrogen fuel storage modules described herein. Alternatively, the one or more vehicles can be based on a clean-sheet design such that the one or more vehicles are specifically designed to be compatible with the hydrogen storage modules described herein.

[0077] One or more retrofitted, modified, or clean-sheet designed vehicles can be configured to use hydrogen contained in one or more hydrogen fuel storage modules for propulsion. Vehicle 10 Figure 1 ) can include one or more systems or subsystems configured to be operatively coupled to hydrogen fuel storage module 20. In some examples, the vehicle can have a fuel cell system 32, which can include one or more fuel cells 34. Fuel cells 34 can generate electricity through an electrochemical reaction between fuels. In some examples, the fuels can include hydrogen stored and transported using hydrogen storage modules 20 described herein. The electricity generated by the fuel cells can be used to power one or more electric power devices 26 (i.e., motors or engines) of vehicle 10. In some embodiments, excess electricity generated by fuel cells 34 can be stored in one or more energy storage units 36 (e.g., batteries) for future use. In some alternative embodiments, fuel cell system 32 can have an electrolysis module in addition to the fuel cells. Electrolysis of a byproduct of the fuel cell electrochemical reaction (e.g., water) can remove the byproduct by breaking it down into its elements (e.g., oxygen and hydrogen). Electrolysis of the byproduct can also generate additional fuel for the fuel cells. The electrolysis module can be powered by renewable energy.

[0078] As described above, hydrogen stored in hydrogen fuel storage module 20 Figure 1 ) can be provided to vehicle 10 to power the vehicle. In some examples, the hydrogen can be used to power fuel cells 34 to generate electricity. The electricity generated by the fuel cells can be used to drive one or more electric motors and / or one or more propellers 38. The electricity generated by fuel cells 34 can be used to drive one or more electric motors operatively coupled to a propeller, a shrouded fan, or an unshrouded fan. In other examples, the hydrogen can be combusted in a jet engine, turbofan engine, turboprop engine, turboshaft engine, turbojet engine, or any other type of internal combustion engine compatible with any of the vehicles described herein. In some examples, the hydrogen can be provided to an H2 propulsion system. The propulsion system can be configured to generate electricity and drive electric motors and / or one or more propellers. In some examples, the hydrogen can be combusted in a turbofan and / or used to drive a propeller, a shrouded fan, or an unshrouded fan in any type of vehicle or aircraft.

[0079] The hydrogen fuel storage modules 20 of the present technology are constituent parts of an end-to-end hydrogen fuel-based system or framework to efficiently and effectively enable hydrogen-powered transportation without carbon-based fuels and carbon-free emissions. For example, Figure 2A An end-to-end process or framework 40 for implementing carbon-free emission transportation in accordance with aspects of the present technology is shown. The end-to-end framework 40 of the illustrated embodiment includes a step of interfacing one or more hydrogen fuel storage modules 20 with hydrogen products and hydrogen handling equipment located at a hydrogen supply source, which can include, but is not limited to, a hydrogen production facility, a pipeline or other transportation conduit, a storage vessel or other intermediate facility or medium. For example, the hydrogen fuel modules can be filled with hydrogen directly from a production facility 42 under highly controlled temperature, pressure, and other operating conditions. For storage and transportation purposes, the hydrogen can be handled (e.g., by pressurization or liquefaction steps) to increase the pressure of the hydrogen, decrease the pressure of the hydrogen, increase the temperature of the hydrogen, decrease the temperature of the hydrogen, increase the density of the hydrogen, and / or decrease the density of the hydrogen within the hydrogen fuel-filled modules.

[0080] The illustrated end-to-end framework includes another step of capturing hydrogen produced at a hydrogen production facility 42 and storing it directly in one or more hydrogen fuel storage modules 20. Thus, the illustrated end-to-end framework allows for a single transfer of hydrogen fuel into a hydrogen fuel storage module 20 at a storage vessel before the hydrogen is delivered as fuel for a transportation vehicle propulsion system. This single transfer eliminates considerable hydrogen loss that can occur when transferring hydrogen between storage vessels. The filled hydrogen fuel storage modules 20 can be placed within a transportation vehicle 44 for transportation and distribution, for example, based on fuel demand and forecasts at selected locations.

[0081] The illustrated end-to-end framework includes another step of transporting and distributing the hydrogen stored in one or more hydrogen fuel storage modules 20 to one or more vehicle fueling stations 46. The one or more vehicle fueling stations 46 can be, for example, a hydrogen fuel storage module loading station, an airport, a hangar, or any location where a hydrogen fuel-compatible vehicle can be positioned for loading or unloading of a hydrogen fuel storage module 20 to fuel or refuel the vehicle with hydrogen fuel. In some examples, the hydrogen fuel storage modules 20 can be used as onboard fuel tanks once loaded into a hydrogen fuel-compatible vehicle (e.g., an aircraft 10( Figure 1 ). The one or more hydrogen fuel-compatible vehicles 48, such as an aircraft 10( Figure 1 ), can be located within or near the vehicle fueling station 46.

[0082] The illustrated end-to-end framework 40 includes a step of loading the hydrogen storage modules 20 into one or more hydrogen fuel-compatible vehicles 48, such as an aircraft 10( Figure 1another step on the vehicle 48. The end-to-end framework 40 can include another step of offloading the hydrogen fuel storage module 20 from the vehicle 48 after use or depletion of the hydrogen fuel storage module 20 during operation of the vehicle 48. The end-to-end framework 40 can include another step of refilling and / or recycling any used or partially used hydrogen fuel storage modules 20. Some hydrogen fuel storage modules 20 can not need to be filled or refilled if used for reserve fuel purposes. In some examples, used or partially used hydrogen fuel storage modules 20 can be transported back to the hydrogen production facility 42 or other storage facility for refilling or replenishing of fuel.

[0083] Figure 2B Another example of a process or framework 40 for implementing carbon-free emission transportation in accordance with aspects of the technology is shown. Hydrogen produced and stored at a regional hydrogen production facility 180 can be used to fuel, replenish, and / or recharge one or more fuel storage modules 20. The recharged fuel storage modules 20 can be transported 182 via ISO (International Organization for Standardization) containers to a first airport local staging 183. The recharged modules 20 can be loaded 184 onto a vehicle, such as an aircraft 10 Figure 1 ), and one or more connections and / or functional checks can be performed by the operator at the same time. After aircraft loading, connection, and system checks 185 are complete, the aircraft 10 can taxi and take off 186.

[0084] During the flight, in which hydrogen fuel is extracted from the hydrogen fuel storage modules 20 to power the aircraft’s power generation device 26, the aircraft can be configured to perform in-flight performance monitoring 187 of the hydrogen fuel storage modules 20 or the fuel cells operably coupled to the hydrogen fuel storage modules 20. Upon arrival at its destination, the aircraft 10 Figure 1 ) can land 188 and taxi to a terminal. The depleted hydrogen fuel storage modules 20 can be disconnected 189 for removal and placement in local staging. In some examples, the removed hydrogen fuel storage modules 20 can be moved to a second airport local staging 190a. In other examples, the aircraft 10 can undergo inspection 190b, which can also be performed on the removed hydrogen fuel storage modules 20 before they are reloaded 184 onto the aircraft 10 in such examples. In examples in which the removed hydrogen fuel storage modules 20 are moved to a second airport local staging 190a, the hydrogen fuel storage modules 20 can undergo module inspection and testing 191.

[0085] In some examples, performance data 192 associated with the hydrogen fuel storage modules 20 can be provided to an engineering team for evaluation. In some examples, it can be evaluated whether maintenance, repair, and / or overhaul 193 is required. In examples where the aircraft 10 and / or the hydrogen fuel storage modules 20 undergo an inspection 190b, it can also be evaluated whether maintenance, repair, and / or overhaul 193 is required. If maintenance, repair, and / or overhaul 193 is required, the spent modules 20 can be transported 194 via intermodal freight containers to a material and service station 195 and / or a repair facility 196. After repair, the spent hydrogen fuel storage modules 20 can be transported 197 back to the hydrogen production facility 110 for refilling and / or replenishment of the fuel storage modules. On the other hand, if maintenance, repair, and / or overhaul 193 is not required, the spent hydrogen fuel storage modules 20 can be transported 197 back to the hydrogen production or supply facility for refilling and / or replenishment of the hydrogen fuel storage modules 20.

[0086] Production

[0087] Hydrogen can be produced at one or more hydrogen production facilities 180 Figure 2A ). The one or more hydrogen production facilities 180 can be configured to produce hydrogen using renewable energy and / or available grid power. In some alternative embodiments, the one or more hydrogen production facilities 180 can be configured to produce hydrogen by processing fuels such as biomass. In some examples, hydrogen can be produced using electrolysis. In the electrolysis process, an electric current can split water into hydrogen and oxygen. The electric current can be generated by renewable energy or carbon-free energy. In some examples, hydrogen can be produced by natural gas reforming and / or gasification. Natural gas reforming and / or gasification can utilize syngas (e.g., a mixture of hydrogen, carbon monoxide, and a small amount of carbon dioxide) generated by the reaction of natural gas with high-temperature steam. The carbon monoxide can be reacted with water to produce additional hydrogen. Syngas can also be generated by the reaction of biomass with high-temperature steam and oxygen in a pressurized gasifier, which is converted to gaseous constituents by the gasification process. The resulting syngas contains hydrogen and carbon monoxide, which is reacted with steam to separate out the hydrogen. In other examples, hydrogen can be produced using renewable liquid reforming. In such examples, renewable liquid fuels (e.g., ethanol) can be reacted with high-temperature steam to produce hydrogen. Alternatively, hydrogen can be produced using fermentation. In the fermentation process, biomass can be converted to sugar-rich feedstocks, which can be fermented to produce hydrogen.

[0088] In some examples, hydrogen can be produced using high-temperature water splitting, whereby a chemical reaction driven by high temperatures generated by a solar concentrator or a nuclear reactor splits water to produce hydrogen. In some examples, hydrogen can be produced using photo-biological water splitting, whereby microorganisms (e.g., green algae) consume water in the presence of sunlight, producing hydrogen as a byproduct. In some examples, hydrogen can be produced using photo-electrochemical water splitting, whereby a photo-electrochemical system uses a special semiconductor and energy from sunlight to produce hydrogen from water.

[0089] In some examples, hydrogen can be obtained from hydrogen-rich materials, such as organic matter, e.g., biomass and hydrocarbons. In some embodiments, hydrogen can be obtained from one or more hydrocarbon fuels, including methanol, ethanol, natural gas, or chemical hydrides. In some other embodiments, hydrogen can be obtained from carbon-free compounds, such as ammonia (NH3) or borohydride (BH4").

[0090] Fueling the storage module

[0091] In at least one embodiment, hydrogen produced in a hydrogen production facility 180( Figure 2B ) is directly transferred and stored in one or more fuel storage modules 20( Figure 2A , 2B). Prior to storage, the hydrogen can undergo one or more processing steps (e.g., pressurization, liquefaction, and / or purification in the case of residual impurities left over from the production method or introduced impurities). Figure 3A is an isometric view of a hydrogen fuel storage module 20 in accordance with at least one embodiment of the present technology. The hydrogen fuel storage module 20 of the illustrated embodiment includes a support frame or truss 50 that securely holds one or more tanks or capsules 52 containing hydrogen fuel 54. The hydrogen fuel storage module 20 of the illustrated embodiment has two vertically stacked capsules 52 within the truss 50 (i.e., one capsule 52 above the other). However, other embodiments of the hydrogen fuel storage module 20 can have a different number of capsules 52 (i.e., one or more than two). The module 20 can also have capsules 52 in different storage arrangements, such as horizontally side-by-side, or horizontally and vertically side-by-side, or other orientations.

[0092] The capsules 52 of the fuel storage module 20 are filled at a hydrogen production facility 180( Figure 2B ) via one or more fuel fill ports 56 connected to the capsules 52. The fuel fill ports 56 are configured to transfer hydrogen fuel from an external hydrogen fuel source into the one or more storage capsules 52 in each fuel storage module 20. One or more fuel storage modules 20 can be configured to be filled at the hydrogen production facility 180( Figure 2B) in communication with a hydrogen production facility or a hydrogen handling facility. In some examples, the hydrogen handling facility can include a facility configured for pressurization, liquefaction, or purification of hydrogen. Hydrogen can be initially supplied to the hydrogen fuel storage container via the fuel fill port until (i) the pressure of the hydrogen fuel in the fuel storage module reaches a predetermined pressure threshold or (ii) the mass of the hydrogen fuel reaches a predetermined pressure mass threshold. The capsule 52 can also include one or more filters positioned and configured to filter the hydrogen fuel stream before entering the fuel system of the aircraft or other vehicle.

[0093] In one embodiment, the capsule 52 of each hydrogen fuel storage module 20 Figure 3A ) is configured to store gaseous hydrogen at a pressure up to about 850 bar and has a mass of about 70 kg and a mass fraction in the range of 15-20% (e.g., 17%). In this embodiment, the weight of each fuel storage module 20 is in the range of about 400-450 kg. In embodiments where the hydrogen fuel is liquid hydrogen, the module stores about 90-100 kg of fuel, has a mass fraction in the range of about 25-30% (e.g., 28%), a module weight range of about 320-360 kg (e.g., 343 kg), and holds for a period of about 30-50 hours (e.g., 40 hours). The capsule 52 for gaseous hydrogen can be interchangeable within the truss 50 with the capsule 52 for liquid hydrogen.

[0094] In one embodiment, each hydrogen fuel storage module 20 has one or more control modules 58 coupled to the storage capsule 52 and configured to monitor the pressure of the fuel and shut off the supply of hydrogen fuel to the fuel storage container when the pressure of the hydrogen fuel in the storage container reaches a predetermined pressure threshold. In other embodiments, the hydrogen production facility also has a control module for monitoring the fuel pressure in the hydrogen fuel storage module 52 being filled and controlling the supply or shut off of the hydrogen fuel stream during the filling process. In other embodiments, other external control or communication modules in the framework can monitor the health of the hydrogen fuel storage module.

[0095] As described above, hydrogen can be loaded and stored in one or more hydrogen fuel storage modules 20. As used herein, the term "hydrogen fuel storage module" can be referred to interchangeably as a "fuel storage module," a "fuel storage container," or a "fuel storage tank." The hydrogen storage module can be or include a vessel, tank, capsule, or container configured to hold hydrogen. The hydrogen storage module can be configured to hold a volume of gaseous or liquid fuel.

[0096] Fuel storage module 20 can be configured to store fuel. The fuel can be used as a source of fuel for a hydrogen fuel cell or a hydrogen combustion engine. A hydrogen fuel cell can be used to generate electricity using an electrochemical reaction. The fuel can be hydrogen provided in a gaseous or liquid state. The fuel can be stored as a compressed gas, a liquefied gas, or a liquid at its own vapor pressure. In examples where hydrogen is used as a source of fuel for a hydrogen combustion engine, the hydrogen combustion engine can be configured to utilize hydrogen for one or more thermochemical reactions (e.g., an oxidation reaction or a combustion reaction) to move or propel a vehicle that includes the hydrogen combustion engine.

[0097] Fuel storage module 20 can have a design or form factor that is configured to be compatible with a variety of vehicles. For example, the shape and size of fuel storage module 20 of the illustrated embodiment can be loaded and securely held in a fuel compartment of aircraft 10 Figure 1 ) or other vehicles through an access door 24 Figure 1 ) of the vehicle, as described. Alternatively, a vehicle can be based on an entirely new design that is inherently compatible with a fuel storage module. In some examples, a fuel storage module can have different sizes, shapes, or configurations that are compatible with different types or classes of vehicles. Systems and methods of the present disclosure can be implemented using multiple fuel storage modules. The multiple fuel storage modules can have similar sizes, shapes, dimensions, or configurations. Alternatively, the multiple fuel storage modules can have different sizes, shapes, dimensions, or configurations depending on the specific type of vehicle.

[0098] A fuel storage module can be configured to hold hydrogen for a predetermined amount of time. The fuel storage module or container can be lightweight to maximize the number of fuel storage modules that can be transported using a transportation vehicle. The size and / or shape of the fuel storage module or container can allow for efficient packing of fuel storage modules for transport. The fuel storage module can resist wear or impact forces. The fuel storage module can resist temperature changes.

[0099] The fuel storage modules of the present disclosure can be configured to hold hydrogen for a predetermined amount of time sufficient to transport the hydrogen from a hydrogen production facility to one or more hydrogen fuel compatible vehicles. The predetermined amount of time can be at least about 1 day, 2 days, 3 days, 4 days, 5 days, 6 days, 7 days, 8 days, 9 days, 10 days, or more. In at least one embodiment where the vehicle is a medium range commuter aircraft having a propeller-based engine, the fuel storage module 20 discussed in greater detail below has a configuration configured to hold hydrogen as gaseous hydrogen or hold hydrogen as liquid hydrogen fuel for approximately 30-50 hours for an indefinite period of time (e.g., months or years). The fuel storage modules 20 disclosed herein can provide a variety of benefits such as being lightweight, strong, stable, water-tight, and thermally insulated to resist temperature changes of the hydrogen stored within the capsules 52 of the fuel storage module 20. The size, shape, and / or configuration of the fuel storage module 20 can also be efficiently housed within the aircraft.

[0100] The one or more fuel storage modules 20 can provide storage for a predetermined amount or capacity of fuel. For example, the amount of fuel stored in the fuel tank can be, for example, at least about 10 gasoline gallon equivalents (GGE), 20 GGE, 30 GGE, 40 GGE, 50 GGE, 60 GGE, 70 GGE, 80 GGE, 90 GGE, 100 GGE, 150 GGE, 200 GGE, 250 GGE, 300 GGE, 350 GGE, 400 GGE, 450 GGE, 500 GGE, 600 GGE, 700 GGE, 800 GGE, 900 GGE, 1000 GGE, or more. In the above identified commuter aircraft embodiments, the fuel storage module can be shaped and sized to store up to approximately 70-96 GGE.

[0101] The fuel storage module 20 can have any size, shape, and / or weight. For example, each capsule 52 of the fuel storage module 20 can be greater than, less than, or approximately equal to the size of a 5 gallon tank, 10 gallon tank, 15 gallon tank, 20 gallon tank, 25 gallon tank, 30 gallon tank, 35 gallon tank, 40 gallon tank, 45 gallon tank, 50 gallon tank, 60 gallon tank, 70 gallon tank, 80 gallon tank, 90 gallon tank, 100 gallon tank, 200 gallon tank, 300 gallon tank, 400 gallon tank, 500 gallon tank, 600 gallon tank, 700 gallon tank, 800 gallon tank, 900 gallon tank, 1000 gallon tank, or any tank greater than 1000 gallons. The weight of the fuel tank can be at least about 0.01 tons, 0.03 tons, 0.05 tons, 0.07 tons, 0.1 tons, 0.2 tons, 0.3 tons, 0.5 tons, 0.7 tons, 1.0 tons, or more. In the above identified commuter aircraft embodiments, each fuel storage module 20 can be shaped and sized to correspond to approximately a 380-410 gallon tank and have a weight of approximately 0.3-0.4 tons.

[0102] In some examples, the fuel storage modules can include a cross-sectional shape. The cross-sectional shape can be circular, elliptical, or any polygon including three or more sides. The polygon can include one or more straight sides and / or one or more curved sides. In some examples, the fuel storage modules can be cylindrical. In some examples, the fuel storage modules can include a toroidal shape or any shape having a multi-part cross-section. The fuel storage modules can include a three-dimensional enclosed volume having any suitable size, shape, or cross-section for storing and transporting hydrogen. In some embodiments, the fuel storage modules 20 have a cross-sectional shape that is different from the cross-sectional shape of the capsules. For example, the capsules 52 can be generally cylindrical tanks having a circular cross-section, but the trusses 50 forming the outer shape of the fuel storage modules can have a generally rectangular shape, which allows the fuel storage modules 20 to be easily and securely stacked on one another. The trusses 50 can also be configured to securely and releasably stack or otherwise interconnect with the trusses 50 of other fuel storage modules 20.

[0103] The fuel storage modules 20 can be capable of containing fuel (e.g., hydrogen) at a predetermined pressure. In some embodiments, each capsule 52 of the fuel storage modules 20 can be capable of containing fuel having a pressure less than or equal to about 15000 psig, 13000 psig, 12000 psig, 11000 psig, 10000 psig, 8000 psig, 7000 psig, 6500 psig, 6000 psig, 5500 psig, 5000 psig, 4750 psig, 4500 psig, 4250 psig, 4000 psig, 3750 psig, 3500 psig, 3250 psig, 3000 psig, 2750 psig, 2500 psig, 2000 psig, 1500 psig, 1000 psig, 500 psig, 300 psig, 100 psig, or lower. In the commuter aircraft embodiments identified above, the shape and size of the capsules 52 of the fuel storage modules 20 can store hydrogen fuel having a pressure in a range up to about 70 psig - 14500 psig. In the illustrated embodiments, each capsule 52 is configured to store gaseous hydrogen fuel up to about 12314 psig (~ 850 bar).

[0104] In some embodiments, the fuel storage module 20 can include a fuel storage material for storing fuel (e.g., hydrogen). The fuel storage material can be capable of absorbing and releasing fuel and can have advantageous hydrogen storage properties. For example, the fuel can be stored in the bulk of the fuel storage material via adsorption and / or on the surface of the fuel storage material via adsorption. In some other embodiments, the fuel can be stored in the fuel storage material by chemically reacting the fuel with the fuel storage material. In some alternative embodiments, the fuel storage material can include a coordination hydride, such as sodium propionate. In some instances, the fuel storage material can include one or more liquid carriers of hydrogen.

[0105] The fuel storage module 20 can be configured to prevent or reduce hydrogen leakage, even when hydrogen is stored at high pressures within the storage module. For example, the capsules 52 of the fuel storage module 20 of the illustrated embodiment are provided with an inner canister layer that is substantially impermeable to hydrogen. Thus, the capsules 52 are configured such that less than 15%, 10%, 7%, 5%, 3%, or 1% of the hydrogen stored in the fuel storage module 20 can leak from the fuel storage module 20 over a period of time. The period of time can be a period of at least about 1 minute, 5 minutes, 10 minutes, 15 minutes, 20 minutes, 30 minutes, 45 minutes, 60 minutes, or 120 minutes. The period of time can be a period of at least about 1 day, 2 days, 3 days, 4 days, 5 days, 6 days, 7 days, 8 days, 9 days, 10 days, or more. This can also be the case even when the hydrogen is stored at pressures in excess of 10 psi, 11 psi, 12 psi, 13 psi, 14 psi, 15 psi, 16 psi, 17 psi, 18 psi, 20 psi, 25 psi, 30 psi, 35 psi, 40 psi, 45 psi, 50 psi, 60 psi, 70 psi, 80 psi, 90 psi, 100 psi, or more.

[0106] The fuel storage module 20 can have a volume that can allow for sufficient hydrogen storage without impeding movement or flight of the vehicle and without substantially changing the mass, center of mass, center of gravity, or volume of the vehicle. For example, in one embodiment in which the vehicle is a passenger aircraft, the fuel storage module occupies a volume of about one row of seat pitch (i.e., corresponding to about four passengers) and a mass of about 300-400 kg. The mass of four passengers is about 350 kg, so the net mass difference can be negligible. The fuel storage module can also have a volume and form factor that allows for proper weight and balance and safe and comfortable use and / or access to different areas of the aircraft (e.g., the aircraft fuselage), while complying with requirements such as, for example, export requirements.

[0107] The fuel storage modules can have a volume and form factor that allows the aircraft to be used normally in a variety of facilities (e.g., airport terminals, maintenance / storage hangars, etc.). In some cases, the ratio of the volume of a single fuel storage module to the volume within the vehicle hull can be less than or equal to about 1 :20, 1 : 15, 1 : 10, 1 :8, 1 :7, 1 :6, 1 :5, 1 :4, 1 :3, or 1 :2. In some examples, the volume ratio can be greater than any of the values described herein. In some cases, the ratio of the total volume of all fuel storage modules to the volume within the vehicle hull can be less than or equal to about 1 : 15, 1 : 10, 1 :8, 1 :7, 1 :6, 1 :5, 1 :4, 1 :3, or 1 :2. In the commuter aircraft embodiment identified above, the ratio provided by the fuel storage modules 20 is about 1 :20. In some examples, the volume ratio can be greater than the values described herein.

[0108] In some embodiments, the fuel storage modules 20 can generate lift when fuel is stored in the fuel storage modules. As previously described, the fuel can be hydrogen, or another fuel that is lighter than air. In those embodiments, the fuel density in the fuel storage modules can be significantly lower than the air density outside of the fuel storage modules. The lift can provide lift to the vehicle (e.g., aerostatic lift). The additional lift can reduce power consumption and can increase the flight time of the vehicle. The fuel pressure in the fuel storage modules can be provided below the neutral buoyancy pressure such that the fuel storage modules can achieve a lighter than air state to generate lift. In some examples, the fuel storage modules can be stored in pods that facilitate aerodynamics of the aircraft and generate lift. For example, the pods can be wing pods that generate lift and / or enhance the aerodynamics of the aircraft.

[0109] The pressure of the fuel can be monitored using one or more gas pressure sensors located in the fuel storage modules 20. Alternatively, the pressure of the fuel can be monitored using one or more strain gauges configured to calculate the pressure by measuring how much the walls of the fuel storage modules deform. The fuel storage modules can be configured to store hydrogen fuel and can allow minimal fuel leakage over time. In some examples, other sensors can be used to detect and monitor the health of the modules and potential maintenance needs.

[0110] Material

[0111] The fuel storage modules 20 can be formed using one or more materials having material properties suitable for storing and / or transporting hydrogen. The one or more material properties can impart the necessary mass, strength, toughness, permeability, and flammability characteristics to help store and / or transport the hydrogen stored within the fuel storage modules. In some examples, the one or more materials can include a metallic material. For example, the fuel storage modules 52 Figure 3AThe truss 50 of the fuel storage module 20 can be made of a metallic material. The metallic material can include, for example, aluminum, platinum, magnesium, titanium, iron, cobalt, nickel, copper, zinc, silver, and / or gold. In some examples, one or more of the materials can include a composite material. For example, the truss 50 can be made of a fiber-reinforced material, such as a carbon fiber composite. As discussed in more detail below, the capsules 52 can include a metallic component and / or a fiber-reinforced component. The composite material can include, for example, glass fibers, carbon fibers, carbon nanofibers, aramid, fiber-reinforced polymers, carbon fiber-reinforced polymers, and / or glass-reinforced plastics.

[0112] In some embodiments, the fuel storage module 20 and / or the capsules 52 can be formed of a rigid material. For example, the fuel storage module can include a structurally rigid capsule 52 having a chamber for storing fuel. In some alternative embodiments, the fuel storage container, such as the capsules 52 of the fuel storage module 20, can include a non-rigid material. In some examples, the fuel storage container can include a fuel bag for storing hydrogen fuel. The fuel bag can include an internal volume or chamber for storing fuel. The fuel bag can be formed of a flexible material, such as a fabric, a bladder, an elastomeric material, or any other material. One or more portions of the fuel bag can be free to bend or fold. The fuel bag can or can not be formed of an inflatable or stretchable material. The fuel bag can include a light-weight, impermeable membrane. The fuel bag can be formed of a light-weight polymer. The light-weight polymer can include, for example, a polyester, a polyester fiber, a polyester film, or a reinforced nylon. The fuel bag can be formed of one or more organic materials. In some cases, the entire fuel bag can be formed of an organic material. The fuel bag can have a deflated configuration when the fuel bag is not filled with fuel. The deflated configuration can be folded, rolled, or stowed away. The fuel bag can be substantially inflated and stretched under tension when the fuel bag is filled with fuel. The fuel bag can take any shape. In some cases, the fuel bag can be substantially spherical, ellipsoidal, cylindrical, prismatic, toroidal, teardrop-shaped, bowl-shaped, or can be a flattened sphere, an ellipsoid, a solid geometric shape, or any other shape when inflated.

[0113] In some embodiments, the fuel storage module 20 can include rigid and non-rigid materials. For example, the fuel storage module can include a first material that is rigid and a second material that is non-rigid. The first material and the second material can be provided as different layers of the fuel storage module. In some examples, the first material and the second material can be integrated into a single layer of the fuel storage module.

[0114] In some embodiments, the fuel storage module 20 and / or components thereof, such as the capsules 52 of the illustrated embodiment, can be made of a composite material having a tenacity of about 160 grams-force per denier (g / D). Tenacity can correspond to a special parameter that characterizes the breaking strength of the fibers in a composite material. In some embodiments, the tenacity of the fuel storage module material can be less than 160 g / D. For example, the tenacity can be less than or equal to about: 160 g / D, 150 g / D, 140 g / D, 130 g / D, 120 g / D, 110 g / D, 100 g / D, 90 g / D, 80 g / D, 70 g / D, 60 g / D, 50 g / D, 40 g / D, 30 g / D, 20 g / D, or 10 g / D. In some other embodiments, the tenacity of the fuel storage module material can be greater than 160 g / D. For example, the tenacity can be greater than or equal to about: 160 g / D, 170 g / D, 180 g / D, 190 g / D, 200 g / D, 210 g / D, 220 g / D, 230 g / D, 240 g / D, 250 g / D, or 260 g / D. In some embodiments, the fuel storage module can have a tensile strength ranging from about 10 megaPascals (MPa) to about 4,000 MPa.

[0115] The material of the fuel storage module 20, such as the material of the capsules 52 of the illustrated embodiment, can be configured to withstand stresses and / or strains within the operating parameters of the capsules 52. In some embodiments, the strain (i.e., the change in length of a material in the direction of an applied force divided by the initial undeformed length of the material) can be at least about 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, or more. In some embodiments, the strain can be at most about 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, or less. In the above commuter aircraft embodiment, the capsules 52 of the fuel storage module 20 are made of a composite material to withstand stresses up to about 1150-1350.

[0116] Fuel storage module 20, and in particular capsules 52 of the illustrated embodiment, can be flame resistant because the fuel (e.g., hydrogen) can be highly flammable. In some embodiments, the fuel storage module and / or components thereof can be formed from multiple layers. For example, each capsule 52 can be formed from one or more layers, two or more layers, three or more layers, four or more layers, five or more layers, or six or more layers. The multiple layers can include an inner layer and a shell layer. The inner layer of the capsule can be configured to hold and / or contain the fuel, and the shell layer can be disposed around and / or placed on top of the inner layer. The inner layer can be formed from a high molecular weight polymer and can act as a barrier to prevent the fuel from seeping out of the fuel storage module. The shell layer can act as a pressure bearing component of the fuel storage module and can provide structural reinforcement that is lightweight. In some embodiments, the shell layer can be made from a flexible carbon fiber-epoxy composite material. The shell layer can have a thickness that is equal to or greater than a predetermined thickness to prevent the shell layer from breaking under high pressure. The shell layer can be designed such that the fuel storage module remains flexible and compliant under high pressure.

[0117] Fuel storage module layer

[0118] In some examples, fuel storage module 20 and components thereof can include multiple layers and / or materials. Each of the multiple layers and / or materials can be configured or optimized to perform a single function (e.g., thermal insulation, structural integrity, impact protection, impact resistance, or bearing a pressure load). In some examples, the multiple layers and / or materials can be configured or optimized to perform multiple functions (e.g., thermal insulation, structural integrity, impact protection, impact resistance, and bearing a pressure load). In some examples, fuel storage module 20 can include one or more capsules that are standard, commercially available, off-the-shelf storage tanks. In such examples, the fuel storage module can include a single layer or material that is configured to perform multiple functions.

[0119] In some examples, for example Figure 3A and 3B Capsules 52 of fuel storage module 20 in the exemplary embodiments illustrated in FIGS. 1-3 can include multiple layers and / or materials that are configured to perform different functions. For example, capsules 52 can include a first material to hold hydrogen and reduce permeability. The first material can be a membrane made from a high molecular weight polymer. Capsules 52 can also include a second material to bear stress from a pressure load carried. The second material can include a carbon fiber fabric. The second material can be a lightweight material that minimizes the weight of the fuel storage module. Capsules 52 can also include a third material. The third material can include a thermal insulator. The thermal insulator can include cork or a foam material. The thermal insulator can be configured for temperature shielding to minimize temperature variation of the contents within the fuel storage module.

[0120] While Figure 3BThe embodiments shown in the middle include an insulating layer, but other embodiments do not include an intermediate layer of insulating material. In other embodiments, the insulating layer can be in a different location, such as between the inner layer and the carbon fiber fabric, or multiple insulating layers can be used. The capsule 52 can also include a fourth material. The fourth material can be configured to provide abrasion resistance and impact resistance to the fuel storage module or container. The fourth material can include a synthetic fiber material, such as an aramid material.

[0121] In some examples, the layers of the capsule 52 and / or other components of the fuel storage module 20 can be composites of two or more materials and can provide one or more functional benefits (e.g., selective permeability or impermeability, thermal insulation, load distribution, etc.). The layers can be arranged in any suitable order. In some examples, one or more intermediate layers can be disposed between two or more adjacent layers of the capsule. In some examples, one or more layers providing a first functional benefit can be omitted or replaced with another layer providing a second functional benefit. In some examples, a layer of the capsule can provide multiple functional benefits. In some examples, multiple functional benefits can be associated with a layer of the capsule. This can reduce manufacturing costs, enhance manufacturability of the capsule, and / or enhance performance of the capsule.

[0122] In some examples, the fuel storage module can include a truss structure. The truss structure can be configured to carry and / or distribute one or more internal loads exerted on a portion of the structural component or fuel storage module by pressurized hydrogen contained within the fuel storage module.

[0123] Figure 3B is a schematic diagram of key components and layers of an exemplary capsule 52 of the fuel storage module 20. Figure 3C is a partial cutaway isometric view of a capsule 52 of one embodiment of the present technology. Key components and layers of the capsule 52 can be selected based on a functional decomposition analysis such that each element or layer of the structure of the capsule 52 of the fuel storage module 20 is optimized for a particular function. In some examples, a container for protecting the fuel storage module 20 and its components can be provided separately or integrated as part of the fuel storage module.

[0124] As Figure 3B and 3CAs shown, each capsule 52 of the fuel storage module 20 may include an innermost first layer 60 comprising a selectively permeable or impermeable membrane to contain or retain hydrogen fuel 54. In at least one embodiment, the first layer 60 is flexible, such as polyethylene (PE), polyvinyl alcohol (PVA), or ethylene vinyl acetate (EVA), or other substantially hydrogen-impermeable high molecular weight polymer material, including hydrogen contained under high pressure (e.g., ~850 bar). In other embodiments, the first layer 60 may be a laminated structure formed of PE or other hydrogen-impermeable membrane material adhered to one or both sides of a carbon fiber weave or other fiber support layer. Other materials may be used in other embodiments. The capsule 52 has a second layer 62 immediately adjacent to the first layer 60 to bear stress from the pressurized hydrogen load contained in the first layer. In some examples, the second layer 62 may comprise a carbon fiber fabric, such as triaxial carbon knit or other seamless, substantially cylindrical carbon fiber fabric. The second layer 62 may or may not include epoxy resin. In the illustrated embodiment, the second layer 62 is a carbon fiber fabric without epoxy resin or other adhesives or matrix, which provides a very strong but lightweight stress-bearing layer surrounding the innermost hydrogen-impermeable layer.

[0125] The capsule 52 of the illustrated embodiment also includes a third layer 64, which provides insulation from external heat loads. Figure 3B In the illustrative embodiment, the third layer 64 is external to and radially adjacent to the second layer 62, thus the second layer 62 is trapped between the first layer 60 and the third layer 64. The insulating third layer 64 may be made of aerogel or other lightweight, high-insulation materials of choice, which control heat transfer to and from the first layer 60 and the second layer 62. In some examples, the capsule 52 includes a fourth layer 66 external to the third layer 64, so the third layer 64 is between the second layer 62 and the fourth layer 66. Note that in some embodiments, for example... Figure 3C In the embodiment shown, capsule 52 does not include a third layer of insulation material, such that the capsule has first, second, and fourth layers 60, 62, and 66, and the second layer 62 is trapped between the first layer 60 and the fourth layer 66.

[0126] In the illustrated embodiment, the fourth layer 66 is configured to provide abrasion resistance and impact resistance to the capsule 52 of the fuel storage module 20. The fourth layer 66 may be made of, for example, an aromatic polyamide material (e.g., ...). It may be made of other highly durable, strong, lightweight, abrasion-resistant materials that can form a protective shell around the inner layer of the capsule. In some embodiments, the fuel storage module 52 may include an additional outer layer on top of the fourth layer 66, for example, to provide a textured, colored, protective, or aesthetically pleasing outer surface.

[0127] Layers 60, 62, 64, and 66 can be stacked adjacent to one another, but they do not firmly adhere to one another except at their end portions. Thus, as conditions inside capsule 52 change during use, including filling, being transported, being loaded, being activated to dispense hydrogen fuel, being unloaded, being stored, etc., the individual layers can be able to move relative to the other layers. This provides a resilient, durable, and adaptable container 52. In other embodiments, some or all of layers 60, 62, 64, and 66 can be fixed or bonded to one another to prevent any relative motion between the fixed layers.

[0128] In some examples, fuel storage module 20 includes a truss 50 Figure 3A ) structure to provide additional structural support to one or more capsules 52 carried by the truss. The truss 50 structure of the illustrated embodiment provides a durable, protective frame, such as an open frame that is compatible in shape and form with the shape or structure of the interior volume or area of aircraft 10(e). In some embodiments, truss 50 can be configured to stack vertically and / or horizontally with the trusses of other fuel storage modules so as to stack and releasably lock adjacent fuel storage modules together. Truss 50 is also configured to be moved within the fuel storage area of aircraft 10 into a fully installed position that mates and locks in place with the fuel system of the aircraft to securely hold fuel storage module 20 and associated capsules 50 and valve hardware within aircraft 10 aligned at all stages of operation. Truss 50 is also configured for mounting and mating with other vehicles, such as a transport vehicle for transporting fuel storage module 20 to or from a hydrogen production facility or storage facility. Thus, the form, shape, and function of fuel storage module 20 can be optimized for an aircraft or any vehicle described herein. The form and shape of fuel storage module 20 can allow a higher mass fraction of hydrogen (i.e., gaseous hydrogen fuel about 15-20% or more, liquid hydrogen fuel about 25-30%) to be transported or stored for fuel consumption, and can maximize the amount or volume of hydrogen per unit mass of fuel storage module that can be transported or stored, while meeting the shape and volume limitations of the aircraft.

[0129] The construction and configuration of fuel storage module 20 provides a robust, safe, durable, and modular hydrogen fueling system. Fuel storage module 20 is configured to be transported to and from a hydrogen production facility 110 Figure 2AAfter the fuel storage modules 20 are filled with hydrogen fuel via a single transfer process as described above, extraction of the hydrogen fuel can not be permitted until the fuel storage modules 20 are loaded and operatively interconnected to a fuel system of a hydrogen-powered aircraft 10 or other hydrogen fuel compatible vehicle for consumption via a hydrogen fuel powered device of the vehicle. The fuel storage modules 20 in the illustrated embodiment are lightweight, having a high mass fraction that facilitates use with an aircraft or other vehicle. The fuel storage modules 20 also minimize, mitigate, and / or reduce leakage or emissions of hydrogen fuel during storage and / or transport. The fuel storage modules can be configured for low diffusion of hydrogen fuel when the hydrogen fuel is not being used or consumed by a hydrogen fuel compatible vehicle.

[0130] Transportation

[0131] Figure 4A A fuel storage module 20 is shown loaded into a transport container 68 of a fuel module storage system 69 in accordance with some embodiments. Figure 4B A transport vehicle 70 is shown for transporting the transport container 68 and / or fuel storage modules 20 to and from locations within an end-to-end framework 40 Figure 2A , 2B) in accordance with some embodiments. The transport container 68 can be a shipping container or other transport structure that can safely receive and contain a plurality of fuel storage modules 20 for bulk transport. In the illustrated embodiment, the transport container 68 is loaded onto or otherwise coupled to the transport vehicle 70 for transport and distribution to one or more fueling stations. The transport vehicle 70 can include any type of vehicle described herein. In other embodiments, a shipping container 68 is not used and the fuel storage modules 20 can be secured to the transport vehicle 70, such as a transport bed, cargo hold, truck, etc.

[0132] The transport vehicle 70 can be configured to transport a plurality of fuel storage modules 20 to and from a plurality of aircraft or other hydrogen fuel compatible vehicles. In some examples, the transport vehicle 70 can include a land vehicle and the hydrogen fuel compatible vehicles can include air vehicles. The transport vehicle 70 can transport the fuel storage modules 20 to one or more vehicle fueling stations that are configured to load the fuel storage modules 20 onto an aircraft 10 Figure 1 ) or other hydrogen fuel compatible vehicle or from an aircraft 10 Figure 1) or other hydrogen fuel compatible vehicles. The transport vehicle 70 can also be a hydrogen fuel compatible vehicle that is powered by hydrogen fuel from a fuel storage module that is operably mounted and connected to a fuel system of the transport vehicle to provide power for its hydrogen-based power generation device. Multiple hydrogen fuel compatible vehicles can be located at or near one or more vehicle fueling stations.

[0133] In some examples, the fuel storage modules 20 can be loaded into multiple transport vehicles 70 at different points along a transport route for delivery to one or more aircraft 10 Figure 1 ) or other hydrogen fuel compatible vehicles. The multiple transport vehicles 70 can include at least a first transport vehicle. The multiple transport vehicles 70 used to transport the fuel storage modules 20 can differ. In some examples, a first transport vehicle 70 can be configured to transport the fuel storage modules 20 a first distance along a transport route, a second transport vehicle can be configured to transport the fuel storage modules 20 a second distance along the transport route, and so on until the fuel storage modules 20 are delivered to a selected aircraft or other hydrogen fuel compatible vehicle within or near one or more vehicle fueling stations. The size and / or shape of the fuel storage modules 20 can be compatible with each transport vehicle 70 that is configured to travel along the transport route to deliver the fuel storage modules to one or more vehicle fueling stations.

[0134] As mentioned above, in some examples, the first transport vehicle 70 can include a land vehicle. The land vehicle can include any land-based vehicle that is designed or used to transport passengers or cargo. Examples of land vehicles can include cars, trucks, buses, and / or trains. The truck can include a light truck (e.g., Class 1, Class 2, or Class 3), a medium truck (e.g., Class 4, Class 5, or Class 6), or a heavy truck (e.g., Class 7 or Class 8). Alternatively, the first transport vehicle can include a ship, a boat, an aircraft, or any other type of vehicle described herein.

[0135] The first transport vehicle 70 can be configured to carry multiple fuel storage modules 20 based at least in part on the demand for hydrogen fuel by one or more vehicle fueling stations. The multiple fuel storage modules can include at least 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 15, 20, 25, 30, 35, 40, 45, 50, 60, 70, 80, 90, 100, 200, 300, 400, 500, 600, 700, 800, 900, 1000, or more fuel storage modules. In the commuter aircraft embodiment identified above, the transport vehicle 70 will typically carry up to about 14-27 fuel storage modules 20 to service up to about 4-9 aircraft.

[0136] In some examples, fuel storage modules 20 can be arranged above or adjacent to each other in horizontal or vertical configurations. In some examples, fuel storage modules 20 can include one or more planar surfaces that form an exterior portion of the fuel storage module 20 (e.g., provided by a truss 50 or other exterior structure of the fuel storage module 20). In such examples, fuel storage modules 20 can be stacked on top of each other and / or arranged in a square packing configuration. In some examples, fuel storage modules 20 can have a cylindrical shape. In such examples, fuel storage modules 20 can be stacked on top of each other and / or arranged in a hexagonal packing configuration. In some examples, fuel storage modules 20 can be placed or stacked in a honeycomb configuration. In some examples, fuel storage modules 20 can have different sizes and / or shapes.

[0137] Different groups of fuel storage modules 20 can be positioned or provided on different reference planes in a three-dimensional space. The reference planes can be oriented in a variety of configurations (e.g., parallel, oblique, inclined, orthogonal, intersecting, non-intersecting, etc.). In some embodiments, different groups of fuel containers can be located on different inclined reference planes that intersect each other.

[0138] In some examples, one or more fuel storage modules 20 can be rigidly held in place on one or more transport vehicles 70 using a transport frame structure or other support assembly and / or mating assembly (e.g., clamps, hooks, straps, tie-downs, etc.). In some embodiments, one or more sides of a fuel storage module 20 can be secured in a shipping container 68 and / or in contact with a support assembly to increase support and minimize movement of the fuel storage module 20 during transport. Figure 4B ) on one or more transport vehicles 70. In some embodiments, one or more sides of a fuel storage module 20 can be secured in a shipping container 68 and / or in contact with a support assembly to increase support and minimize movement of the fuel storage module 20 during transport.

[0139] Fuel storage modules 20 can be loaded into a fuel module storage system 69, such as a shipping container 68 or other transport container, which can be mounted to a transport vehicle for transport and distribution. The fuel module storage system 69 can include one or more support structures configured to support an end and / or side of a fuel storage module. Some support structures can include a neck slot that forms an enclosure around a neck of a fuel storage module.

[0140] In some embodiments, the fuel module storage system 69 can be configured to support one or more fuel storage modules 20 having the same or different characteristics. Fuel storage modules 20 can have any size, capacity, shape, and / or weight and can be made of any suitable material. For example, fuel storage modules 20 can have a generally cylindrical, rectangular, spherical, etc. shape.

[0141] The fuel module storage system 69 can be mounted or attached to any suitable portion of the transport vehicle 70 for transport. In one embodiment, the fuel module storage system can be mounted behind the cab of the transport vehicle. In another embodiment, the fuel module storage system can be mounted on one or more sides of the transport vehicle. In another embodiment, the fuel module storage system can be mounted on the roof of the transport vehicle, for example, on or within the roof of the vehicle. In yet another embodiment, the fuel module storage system can be mounted on a trailer or detachable portion of the transport vehicle. In other embodiments, the fuel storage system can be mounted to the transport vehicle using any combination of configurations. For example, the fuel module storage system can be mounted on the front or rear of the transport vehicle body. In various embodiments, the location and / or manner in which the fuel module storage system is attached to the transport vehicle can be based on a variety of factors, including the capacity and type of fuel containers, the type of vehicle, and business requirements.

[0142] In some examples, the fuel module storage system 69 can include one or more modular fuel container support assemblies (hereinafter referred to as support modules or support assemblies) for supporting and / or securing one or more fuel storage modules described elsewhere herein. Such support assemblies can be used to stabilize, support, or otherwise protect the fuel storage modules from damage caused by movement (e.g., during transport), external impact, natural elements, erosion, and the like. In some cases, the support assemblies can be configured to form a frame that supports one or more fuel storage modules 20 and minimizes movement of the fuel storage modules 20 during transport. In some examples, the fuel module storage system 69 can include a plurality of sensors for module monitoring and leak detection. In some examples, the fuel module storage system 69 can include a fire suppression system.

[0143] The fuel storage modules 20 can be mechanically coupled to the transport vehicle 70, the fuel module storage system 69, and / or one or more support assemblies using one or more fasteners. The fasteners can be an inherent part of the support assemblies (e.g., mortise and tenon, dovetail and slide, joints, etc.) or external to the support members (e.g., wire, lock, adhesive, weld, etc.). Exemplary types of fasteners can include nuts and bolts, nails, locks, latches, wire, joints, solder, welds, adhesives, and the like. In other embodiments, the fuel storage modules 20 can simply be placed or stacked adjacent to one another within the transport vehicle 70 or the fuel module storage system without any fastening mechanism.

[0144] In various embodiments, components or portions of the support assemblies described herein (e.g., end support members, side frames, truss members, side support members) can be constructed using any suitable material or combination of materials. For example, the materials used can include metals such as steel, iron, aluminum, titanium, copper, brass, nickel, silver, or the like, or any alloys or combinations thereof. These materials can also include polymers or composite materials, such as carbon fiber or fiberglass. The choice and amount of material used can be based on a variety of factors, including cost, strength-to-weight ratio, location or position of the support assembly in the desired configuration, academic reasons, or the like. In various embodiments, the dimensions of one or more components or portions of the support assembly (e.g., end support members, side frames) can be based at least in part on the characteristics of the fuel container supported therein (e.g., size, capacity, fuel type), spatial considerations of the support assembly, or the like.

[0145] Storage unit / intermodal freight container

[0146] In some embodiments, the fuel storage modules 20 can be placed within one or more storage units or shipping containers, such as shipping containers 68 Figure 4A ) for transport. The one or more storage units can be provided or attached to a portion of a transport vehicle 70 Figure 4B ). In some examples, the one or more storage units can be integrated and / or integrally connected to the housing or body of the transport vehicle. The storage units can be configured as intermodal freight containers. In some examples, the storage units can be ISO 668 containers.

[0147] The one or more storage units can be configured to shield or protect the fuel storage modules from vibrations, impacts, abrasions, and / or physical damage during transport to one or more fueling stations. The one or more storage units can be configured to provide additional thermal insulation for the hydrogen stored within the fuel storage modules. In some cases, the one or more storage units can be configured to minimize temperature variations of the hydrogen stored within the fuel storage modules during transport to one or more vehicle fueling stations.

[0148] The one or more storage units can be made of lightweight materials. The one or more storage units can be formed of rigid materials. The fuel storage modules can conform to the size and / or shape of the interior space or volume of the storage units. In some examples, the fuel storage modules can be inserted into the storage units for transport. In some examples, the fuel storage modules can be configured to slide into the storage units. The fuel storage modules can be secured to the storage units or a portion of the transport vehicle to minimize movement during transport. The fuel storage modules can be secured using mechanical couplings or adjustable straps.

[0149] In some examples, the storage units can form a closed volume. The interior space of the storage units can have a symmetrical shape. In some alternative embodiments, the interior space of the storage units can have an irregular shape. The maximum volume of the fuel storage module can be determined based on the maximum volume of the interior space of the storage units. In some embodiments, if the fuel is highly flammable (e.g., hydrogen), the storage units can be partially filled with an inert gas (e.g., helium) to reduce the risk of explosion of the fuel storage module.

[0150] In some examples, the fuel storage module can be loaded into an intermodal freight container for transport. The intermodal freight container can be configured to isolate the fuel storage module from vibrations, abrasions, or external thermal loads. In some examples, the intermodal freight container can be configured for fire suppression. In some examples, the intermodal freight container can include a shell configured to absorb or internalize an impact if an explosion of a fuel storage module placed within the intermodal freight container occurs. In some examples, a plurality of fuel modules can be loaded into the intermodal freight container and secured using a plurality of wedges to provide support and minimize movement of the fuel modules during transport. In some examples, the plurality of wedges can include four or more wedges that can be inserted between the plurality of fuel modules and a gap or space between one or more interior walls of the intermodal freight container.

[0151] In some examples, the fuel storage module and / or the intermodal freight container can be configured for intermodal transport / freight, whereby the fuel storage module and / or the intermodal freight container are transported from a hydrogen production facility to one or more vehicle fueling stations using a plurality of transportation vehicles. In some examples, the plurality of transportation vehicles can include a first set of vehicles configured to transport the fuel storage module to a second set of hydrogen fuel compatible vehicles located at or near the one or more fueling stations.

[0152] In some examples, the fuel storage module or container and / or the intermodal freight container, such as the shipping container 68 Figure 4A ), can include one or more sensors 72. The one or more sensors 72 can be configured to monitor a location of the fuel storage module 20 or to monitor an internal temperature and / or an internal pressure of the hydrogen stored within the fuel storage module. In some examples, the fuel storage module or container and / or the intermodal freight container can include one or more sensors selected from the group consisting of a pressure gauge, a strain gauge, a thermocouple, and / or a thermistor. In some examples, one or more measurements obtained using the one or more sensors can be used to generate a time-trace history of the location of the fuel storage module or the internal temperature and / or the internal pressure of the fuel storage module and / or the intermodal freight container.

[0153] In some examples, the fuel storage modules 20 and / or the intermodal freight container 68 can include an active monitoring system 74 that monitors the location of the fuel storage modules or the internal temperature and / or internal pressure of the fuel storage modules and / or the intermodal freight container during transport. The active monitoring system 74 can be configured to facilitate remote monitoring of the location of the fuel storage modules 20 or the internal temperature and / or internal pressure of the fuel storage modules and / or the intermodal freight container during transport. In some examples, the active monitoring system 74 can include one or more accelerometers to monitor for any vibration, impact, shock, or collision event. The remote monitoring can be performed in real-time and / or periodically. In some examples, based at least in part on one or more measurements obtained using sensors of the one or more active monitoring systems, an algorithm can be implemented to predict a structural failure, an over-pressurization condition, or a potential rupture situation for the fuel storage modules and / or the intermodal freight container.

[0154] In some examples, the fuel storage modules 20 or containers and / or the intermodal freight container 68 can include a ventilation system 76 Figure 4A ). The ventilation system 76 can be configured to dissipate hydrogen in the event that hydrogen leaks from the fuel storage modules or the intermodal freight container. Alternatively, the ventilation system can be configured to dissipate hydrogen in the event that hydrogen is controllably released from the fuel storage modules. The fuel storage modules or containers and / or the intermodal freight container can be configured to vent at least a portion of the hydrogen stored in the fuel storage modules or containers during transport. The ventilation system can be configured to release the hydrogen in a controlled manner. In some examples, the ventilation system can be configured to release the hydrogen and react with another gas contained in the intermodal freight container to inert the hydrogen.

[0155] Fitting the fuel storage module into a hydrogen fuel compatible vehicle

[0156] As described elsewhere herein, the fuel storage modules 20 can be transported from the hydrogen production facility 42 Figure 2A to one or more vehicle fueling stations 46. The fuel storage modules 20 can be transported to a first area within or proximate to the one or more vehicle fueling stations 46. A plurality of vehicles compatible with the hydrogen storage modules can be located in a second area within or proximate to the one or more fueling stations. The hydrogen storage modules can require additional transport from the first area to the second area. In some examples, one or more land transport vehicles can be used to transport the hydrogen storage modules 20 from the first area to the second area.

[0157] In some examples, the fuel storage modules 20 can be loaded into or onto one or more reinforcing structures, such as a loading frame 75. As Figure 4C and 4DAs shown, the loading frame 75 can be configured to receive a plurality of fuel storage modules 20 and can be configured to arrange in a fixed configuration a plurality of modules 20 for insertion into a hydrogen fuel compatible vehicle (e.g., an aircraft 10 Figure 1 )) The loading frame 75 can be configured to be moved from a first area to one or more hydrogen fuel compatible vehicles in a second area via a ground control device 72 Figure 1 ) that can transport and deliver the loading frame 75 into an aircraft 10 or other vehicle. In some examples, one or more other land vehicles can be used to transport the loading frame 75 from a first area to one or more hydrogen fuel compatible vehicles in a second area. In some examples, a plurality of fuel storage modules 20 can be releasably coupled to the loading frame 75. In such examples, the loading frame 75 can be configured to align the fuel storage modules 20 for installation into an aircraft 10 or other hydrogen fuel compatible vehicle.

[0158] The fuel storage modules 20 can be loaded into or inserted into the loading frame. As described elsewhere herein, the loading frame 75 can be configured as a conversion connector (e.g., a cradle, frame, holder, mount, hanger, bracket, etc.) configured to receive and arrange one or more fuel storage modules 20 in a predetermined configuration.

[0159] In some examples, the loading frame 75 can include a truss structure Figure 4D ). The truss structure can be a frame that arranges and secures the fuel storage modules 20 in a desired configuration, position, and / or orientation. The frame can be a lightweight frame that supports and encloses containers, vessels, or fuel storage modules of different sizes. The truss structure can hold a plurality of fuel storage modules together in a predetermined configuration.

[0160] The loading frame 75 and / or the truss structure of the loading frame can be configured to hold fuel storage modules 20, containers, capsules 52, or other vessels of different sizes. In some examples, the loading frame and / or the truss structure of the loading frame can be configured to hold a plurality of cylindrical fuel tanks of different sizes. The cylindrical fuel tanks, such as capsules 52 Figure 3A ) can be enclosed by the truss structure, such as the truss 50 configured as a lightweight frame Figure 3A ). The truss structure can be configured to lock the fuel storage modules into a desired position and / or orientation while still allowing access to one or more connectors or ports of the fuel storage modules.

[0161] In some examples, multiple fuel storage modules 20 can be loaded into multiple different loading frames 75. In some examples, one or more loading frames can be configured to receive multiple fuel storage modules having different sizes and / or shapes. The loading frame 75 can include a cradle configured to arrange the multiple fuel storage modules in a plurality of predetermined positions and / or orientations such that the loading frame and fuel storage modules 20 fit into an interior space of a vehicle. The plurality of predetermined positions and / or orientations can be configured such that the fuel storage modules 20 can be easily connected to existing systems or subsystems of a vehicle (e.g., a fuel cell system or a propulsion system of a vehicle). The loading frame 75 can be configured to fit into a variety of vehicles or areas within a vehicle in a conformal manner.

[0162] The loading frame 75 and the multiple fuel storage modules 20 therein can be configured to fit into a variety of vehicles or structural components of a vehicle in a conformal manner depending on the intended purpose or desired functionality (e.g., for shipping and / or for loading into a vehicle for consumption). For example, Figure 4E A plurality of loading frames 75 and associated fuel storage modules 20 are shown disposed in a shipping container 68. In other embodiments, fuel storage modules can be arranged in a shipping container 68 without using a loading frame, as shown in Figure 4F The size, shape, and / or configuration of the loading frame 75 can allow for shipping and loading of multiple fuel storage modules 20 in a form factor that is consistent or compatible with shipping vehicles or hydrogen fuel compatible vehicles. The size, shape, and / or configuration of the loading frame 75 can be such that they conform to direct or dispose the fuel storage modules 20 to move into or within an interior volume of a hydrogen fuel compatible vehicle 10 Figure 1 The size, shape, and / or configuration of the loading frame 75 and multiple fuel storage modules 20 can conform to a portion of a transport vehicle used to store the loading frame and / or fuel storage modules for shipping to one or more vehicle fueling stations.

[0163] The loading frame 75 can have a modular structure for flexible insertion, loading, and arrangement of multiple fuel storage modules 20. The loading frame 75 can be configurable and / or reconfigurable to accept and handle different numbers or different types of fuel storage modules 20. The loading frame 75 can be configured to receive multiple fuel storage modules 20 in a variety of different positions, orientations, and / or configurations.

[0164] In some examples, the loading frame 75 can include one or more wheels, rollers, and / or bearings for low-friction movement. The loading frame and the one or more fuel storage modules can be configured as a single integrated unit when the one or more fuel storage modules are inserted or loaded into the loading module. The loading frame can be configured to slide or otherwise seat the fuel storage module 20 into a portion of the vehicle (e.g., a fuselage region of the aircraft 10) to facilitate coupling of the fuel storage module 20 to (i) one or more quick-release connectors or (ii) one or more systems or subsystems of the vehicle (e.g., a fuel cell system, a propulsion system, a ventilation system, etc.).

[0165] In some examples, the loading frame 75 and the fuel storage module 20 can be slid through a door of the vehicle and can be pushed in one or more directions (e.g., up, down, left, right, forward, and / or rearward) to secure the fuel storage module 20 to one or more coupling mechanisms.

[0166] The one or more fuel storage modules 20 can be inserted or loaded into a hydrogen fuel compatible vehicle that is configured to use the hydrogen fuel stored within the fuel storage modules for propulsion or movement. The fuel storage modules 20 can be placed in or on any portion of the vehicle (e.g., a top, a bottom, a front, a rear, a wing of the vehicle, or a nacelle of the vehicle). The fuel storage modules 20 can be placed in or on any interior or exterior portion of the vehicle such that the aerodynamics of the vehicle are not negatively impacted or significantly compromised.

[0167] The fuel storage modules can be installed or loaded into the vehicle without the use of any tools. Alternatively, the fuel storage modules can be installed or loaded into the vehicle using a minimal number of tools. The fuel storage modules can or can not require specialized fixtures, devices, or mechanisms to load and / or secure the fuel storage modules in the vehicle. The fuel storage modules can be installed or loaded into the vehicle in a set amount of time. The set amount of time can be at most about 1 hour, 30 minutes, 20 minutes, 10 minutes, 5 minutes, 1 minute, or less. The fuel storage modules can be interchangeable after the hydrogen fuel stored within the fuel storage modules is used or spent.

[0168] Figure 5A Examples of aircraft 10, such as can be retrofitted to accommodate one or more hydrogen fuel storage modules 20 and one or more fuel cells 34 that can be used with one or more hydrogen fuel storage modules 20, are shown. Figure 5BThis is a partially transparent schematic diagram of an aircraft 10 configured for use with a hydrogen fuel storage module 20. One or more hydrogen fuel storage modules 20 and / or one or more fuel cells 34 may be placed in or near the fuel module storage area 22, at or near different locations on the aircraft (e.g., fuel storage area or cavity, cargo hold, tail, wing, fuselage bottom, cabin, interior, etc.). One or more hydrogen fuel storage modules 20 and / or one or more fuel cells 34 may be placed on the top, bottom, front, rear, and / or one or more sides of the aircraft 10. In some examples, one or more hydrogen fuel storage modules 20 and / or one or more hydrogen fuel cells 34 may be housed in the cabin area, wing area, or passenger cabin area of ​​the aircraft 10. One or more hydrogen fuel storage modules 20 and / or one or more hydrogen fuel cells 34 may be placed in any part of the aircraft 300 that is not designed to carry one or more passengers or flight crew members.

[0169] In such Figure 5B In the illustrated embodiment, the fuel storage module 20 is loaded and securely held within the aircraft fuselage 80 in a fuel module storage area 22 at the rear of the cabin 82. The fuel module storage area 22 is configured to securely hold and align the fuel storage module 20 to the connection point of the aircraft's fuel cell system 84. In some examples, the vehicle (e.g., aircraft 300) may include a cabin or shell, such as the fuselage 80, which may include one or more internal cavities or storage areas, such as the fuel module storage area 22. A fuel cell system 84, including one or more fuel cells 34 and one or more fuel storage modules 20, may be provided or located within the storage area of ​​the fuselage 80. The fuel cell system 84 may be provided on the vehicle and may be used to provide electricity to the vehicle. The fuel storage module 20 may be located via a single conduit, multiple conduits, or a manifold system 132 in fluid communication with the fuel cell 34. Figure 5B It is operatively connected to fuel cell 34.

[0170] The fuel cell system 84 and / or hydrogen storage module 20 can be housed within the outer shell of the aircraft 10 or other vehicle. The fuel cell system 84 and / or hydrogen storage module 20 can reside within one or more cavities of the outer shell. The vehicle may include a central body containing cavities. The fuel cell system and / or hydrogen storage module 20 can reside within the central body of the vehicle.

[0171] Figure 6A The internal volume of the aircraft 10 is shown, which can be configured to receive one or more fuel storage modules 20. One or more fuel storage modules 20 can be loaded into a fuel module storage area 22 within the internal volume of the fuselage 80 of the aircraft 10, for example, behind the passenger cabin 82. Figure 5B), and slightly behind the center of gravity of the aircraft 10 when loaded. In some non-limiting examples, the fuel module storage area 22 of the interior volume 22 of the aircraft can be configured to receive a plurality of fuel storage modules 20a, 20b, 20c. Some fuel storage modules 20b and 20c can have the same size and / or shape. Some fuel storage modules 20a and 20b can have different sizes and / or shapes. The sizes and / or shapes of the fuel storage modules 20a, 20b, 20c can fit within the interior volume in a conformal manner. The sizes and / or shapes of the fuel storage modules 20a, 20b, 20c can maximize the amount of space occupied within the module storage area 22 within the interior volume. In some examples, the fuel storage modules 20a, 20b, 20c can be stacked on top of one another. However, any other suitable packaging configuration can be used to load the fuel storage modules 20a, 20b, 20c into the interior volume.

[0172] Figure 6B Another example of a possible packaging configuration for a plurality of fuel storage modules is shown. In some cases, a plurality of smaller fuel storage modules 20d can be stacked on top of a plurality of larger fuel storage modules 20e. As shown in Figure 6C some cases, a plurality of larger fuel storage modules 20e can be stacked on top of one another, and a plurality of smaller fuel storage modules 20d can be placed in or near the gaps or spaces between the larger fuel storage modules 20e. Alternatively, as shown in Figure 6D some examples, a plurality of fuel storage modules 20e can be arranged in a hexagonal packaging configuration. In some examples, a plurality of smaller fuel storage modules 20d can be placed in or near the gaps or spaces between the larger fuel storage modules 20e. Figure 6E Another example of a packaging configuration for a plurality of fuel storage modules 20f and 20g is shown. As shown in Figure 6F the plurality of fuel storage modules 20f and 20g can be loaded into a fuel module storage area 22 within an interior volume of an aircraft while being arranged in Figure 6E the packaging configuration shown.

[0173] Coupling

[0174] The fuel storage modules 20 can be loaded into an aircraft 10 or other vehicle and secured to the vehicle using one or more coupling mechanisms. Figure 7is a front view of some embodiments in which the fuel storage modules 20 are releasably held in selected positions by coupling mechanisms 90 connected to the chassis in the fuel module storage area 22. For example, the coupling mechanisms 90 can be clamping members or other mechanisms attached to anchor rails secured to the chassis. The clamping members releasably clamp to a lower portion of the truss 50 of the fuel storage module 20 to secure the fuel storage module in a predetermined position within the fuel module storage area 22. Other embodiments can use other coupling mechanisms. One or more of the coupling mechanisms 90 can not or need not use tools to load and / or secure the fuel storage modules 20 to the aircraft 10 or other vehicle. One or more of the coupling mechanisms 90 can be configured to control the spatial disposition of the fuel storage modules 20 relative to the vehicle, one or more fuel cells in the vehicle, and / or a propulsion system of the vehicle.

[0175] In some examples, the fuel storage modules 20 can be secured or releasably coupled to the loading apparatus 28 as described above. The loading apparatus can be configured with a conversion connector (e.g., a cradle, frame, holder, mount, hanger, bracket, etc.) to receive and arrange one or more fuel storage modules in a predetermined configuration. In such examples, the loading apparatus can be configured to position the fuel storage modules into a vehicle (e.g., the aircraft 10) that is releasably coupled to one or more structural components of the vehicle using one or more coupling mechanisms.

[0176] One or more of the coupling mechanisms can include a permanent coupling or a releasable coupling. In some cases, the fuel storage modules can be coupled to one or more structural components of the vehicle using an adhesive, a bond, a weld, a fastener (e.g., a screw, a nut, a bolt, a pin), an interference fit, a snap fit, etc. The coupling mechanisms can secure the fuel storage modules in a predetermined position and / or orientation relative to the vehicle, a fuel cell of the vehicle, or a propulsion system of the vehicle.

[0177] The coupling mechanisms can be configured to prevent inadvertent decoupling and can limit movement (e.g., translation and / or rotation) of the fuel storage modules while the vehicle is moving. In some embodiments, the coupling mechanisms can be adapted to reduce or prevent certain movements of the fuel storage modules and / or a loading module containing the fuel storage modules. For example, the coupling mechanisms can include one or more stabilizing elements (e.g., dampers) to reduce or eliminate unwanted motion (e.g., shaking and / or vibration) of the fuel storage modules and / or a loading module containing the fuel storage modules while the vehicle is in motion.

[0178] Fuel storage module 20 can be removably attached to the vehicle using one or more coupling mechanisms. The coupling mechanisms can include, for example, snap fits, fasteners, clamps, brackets, hangers, frames, interlocking elements, mating elements, cords, suction cups, etc. The coupling mechanisms described herein can include quick release coupling mechanisms. Quick release coupling mechanisms can enable a user to quickly mechanically couple and / or decouple components through a short sequence of simple motions (e.g., rotational or twisting motions; sliding motions; pull levers; pressing buttons, switches, or plungers; etc.). For example, a quick release coupling mechanism can require no more than one, two, three, or four motions to perform the coupling and / or decoupling action. In some cases, a user can manually couple and / or decouple a quick release coupling mechanism without the use of tools.

[0179] Engagement / connectivity

[0180] Fuel storage module 20 can be configured to interface with a propulsion system of the vehicle and / or one or more fuel cells of the vehicle. In some examples, the propulsion system can include a hydrogen electric propulsion system. In other examples, the propulsion system can include a jet engine or any type of internal combustion engine for burning hydrogen fuel, as described elsewhere herein. The fuel storage module can be configured to provide hydrogen fuel to one or more components of the vehicle propulsion system.

[0181] In some examples, fuel storage module 20 can be configured to provide hydrogen fuel to one or more fuel cells 34. Fuel storage module 20 can have one or more fuel outputs. The fuel outputs can pass fuel to another portion of the vehicle, such as fuel cells 34. In one example, hydrogen fuel stored within the fuel storage module can be output to a fuel cell to be mixed with another fuel (e.g., air or oxygen). Electricity generated by the fuel cell using the hydrogen fuel can be used to move or propel the vehicle.

[0182] Fuel storage module 20 can be configured to interface with one or more fuel cells 34 via a piping system such that fuel storage module 20 and one or more fuel cells 34 are in fluid communication. The piping system can include one or more pipes configured to facilitate the flow of hydrogen fuel to one or more fuel cells 34. Fuel cells 34 can be provided within an interior portion of the vehicle. In some examples, as shown, the interior portion can be a cabin of the vehicle. Figure 5B

[0183] ​Fuel storage module 20 can be operatively coupled to a piping system configured to distribute hydrogen to one or more fuel cells. The piping system and / or fuel storage module can include one or more pressure or flow regulators to control the amount of hydrogen distributed to the fuel cells or propulsion system. In some examples, the pressure or flow regulators can be configured to control the rate at which hydrogen fuel is distributed to the fuel cells or propulsion system. Hydrogen can be distributed to the one or more fuel cells as a gas.

[0184] Figure 8 is a schematic view of a fuel interface system 100 that operatively couples capsules 52 of fuel storage module 20 to a hydrogen fuel system and power plant of aircraft 10 Figure 1 ) or other vehicle. Fuel interface system 100 of the illustrated embodiment includes one or more flow valves 102 and pressure regulators 104 connected to hydrogen flow fittings 106 on respective capsules 52, such as on the closure assemblies discussed in more detail below. Flow valves 102 and pressure regulators 104 control the flow of hydrogen fuel from respective capsules 52. Each pressure regulator 104 is connected to a downstream valve 108, which is in turn connected to a quick connect nozzle or fitting 110 that releasably connects to a mating quick connect fitting 112 of a fuel line 114 of a vehicle hydrogen fuel delivery system. In the illustrated embodiment, flow valves 102 are also coupled to an input valve 116 and a fill receptacle 118 configured to receive hydrogen fuel when filling capsules 52 at, for example, hydrogen production facility 180 Figure 2B ) discussed above. Fuel interface system 100 also includes an exhaust manifold 120 coupled to capsules 52 to vent the system during inflow or outflow of hydrogen from capsules 52.

[0185] The fuel storage module can be configured to engage with a fuel delivery system 122 of a vehicle. The fuel delivery system 122 may include one or more pipes or fuel lines defining a flow path of fuel from the fuel storage module to one or more fuel cells. The pipes may include a main fuel line and / or multiple distribution lines. Each distribution line may be connected to a corresponding fuel module. For example, a first distribution line may be connected to a first fuel module such that first fuel from the first fuel module can flow along the first distribution line. Similarly, a second distribution line may be connected to a second fuel module such that second fuel from the second fuel module can flow along the second distribution line. Likewise, a third distribution line may be connected to a third fuel module such that third fuel from the third fuel module can flow along the third distribution line. The first fuel, second fuel, and / or third fuel may contain hydrogen. In some examples, three or more distribution lines may be used to direct hydrogen from multiple fuel storage modules to the fuel cells. The distribution lines may be connected to a main fuel line that is directly connected to the fuel cells. In some alternative embodiments, the fuel modules may be independently connected to the main fuel line without requiring separate distribution lines. Each fuel module may be placed in selective fluid communication with one or more fuel cells. This connectivity can be facilitated using one or more shared conduits, individual conduits, or any combination thereof. Multiple conduits can be provided in the form of gas conduits, air ducts, hoses, pipes, etc. Conduits can be formed from flexible or rigid materials. Conduits can be made from suitable plastics or metals that are chemically resistant to the fuel. Conduits allow for laminar flow of fuel.

[0186] exist Figure 8 In the illustrated embodiment, the fuel line 114 of the vehicle hydrogen fuel delivery system 122 downstream of the quick-connect fitting 112 is coupled to the low-pressure regulator 124 and check valve 126 located upstream of the aforementioned hydrogen fuel cell system 32. The fuel interface system 100 of the illustrated embodiment is merely an example of one configuration that can be used. Other embodiments may include fuel interface systems 100 with different components and / or layouts.

[0187] Figure 9Quick connect fittings 110 and 112 according to some embodiments that can be used are shown. The quick connect fitting 110 of the capsule 52 is a female connection that is coupled to a flexible hose or fuel line that is connected to a downstream valve 158. The quick connect fitting 112 of the vehicle's hydrogen fuel delivery system 122 is a male fitting that is configured to be releasably inserted into the female quick connect fitting 110 to provide a fully sealed interface that substantially prevents hydrogen leakage at the connection between the quick connect fittings 110 and 112. While the male fitting 110 is on the capsule side, the female fitting 112 is on the vehicle fuel system side, in other embodiments the connections can be swapped so that the male fitting 110 is on the vehicle fuel system side and the female fitting 112 is on the fuel storage module side. Other embodiments can provide quick connect configurations with other fittings. In addition, some embodiments are configured for manual connection and disconnection between the male fitting 112 and the female fitting 110. Other embodiments can be configured for automatic connection and disconnection processes. Similarly, the fill receptacle 118 of the fuel interface system 100 of the vehicle can also have a quick connect system, such as a male or female fitting, for mating with a matching component at a hydrogen production facility for filling or refilling the capsules 52 of the fuel storage module 20.

[0188] The fuel modules 20 can remain in fluid communication with the distribution piping and / or any other piping. Alternatively, they can be selectively brought into fluid communication with the piping. The fuel modules can be brought into or out of fluid communication with the piping. For example, valves can control the flow of fuel between the modules and the distribution piping. In some embodiments, each fuel module can have a corresponding valve that can allow control of whether each individual fuel module is in fluid communication with the piping. The valves can be independently controlled, which can allow the fuel modules to be independently brought into or out of fluid communication with one or more of the piping. In some examples, a controller can be used to selectively control which fuel modules are used to deliver hydrogen fuel to the propulsion system of the vehicle.

[0189] In some embodiments, a flow regulator can be provided along the main fuel conduit. For example, a flow regulator can be provided between the fuel storage module and the fuel cell. The control module 128 can be configured to control operation of the flow regulator to control the flow of fuel from the fuel storage module to the fuel cell. For example, the control module 128 can control the on / off state of the fuel flow through the conduit. The control module can also control and regulate the flow rate and / or flow pressure of the fuel through the conduit. The control module can control the flow rate and / or flow pressure of the fuel along a continuous spectrum or at one or more predetermined fuel flow levels. The control module can include a controller configured to control a plurality of gas flow control valves to control the flow of hydrogen fuel to the fuel cell. The control module can provide a signal that can control the flow of fuel at any juncture from the fuel module to the fuel cell. For example, the control module can control the flow from the fuel module to a distribution conduit or other type of conduit, or from the distribution conduit to the main conduit, or along the main conduit, or between the main conduit and the fuel cell. The control module can control the flow of fuel, which can affect the direction of the fuel flow. For example, when one or more fuel cells are being used to generate electricity, the control module can control one or more valves or flow regulators to control the amount or rate of fuel flowing from the fuel module to one or more conduits (e.g., from a distribution conduit to a main conduit) to the fuel cell.

[0190] In some cases, a gas flow control valve can be used to control the flow of hydrogen between the fuel storage module and the fuel cell. The gas flow control valve can have a binary open and closed position. Alternatively, the gas flow control valve can be a proportional valve, which can control the flow rate of the gas flowing between the fuel storage module and the fuel cell. For example, the proportional valve can have a partially open configuration that can allow a smaller flow rate than a fully open configuration that can allow a larger flow rate. Alternatively, a regulating valve, a throttling valve, a metering valve, or a needle valve can be used. A backflow valve or check valve can be used. The valve can have any number of ports. For example, a two-way valve can be used. Alternatively, a three-way port, a four-way port, or other type of valve can be used in alternative configurations. Any description of a valve herein can be applied to any other type of flow control mechanism. The flow control mechanism can be any type of binary flow control mechanism (e.g., containing only open and closed positions) or a variable flow control mechanism (e.g., which can include a variety of degrees of open and closed positions). The flow control mechanism can include, for example, a check valve, a stop valve, a solenoid valve, a bleed valve, a pressure relief valve, a pressure regulating valve, a regulator, a bypass valve, a filter, and / or additional flow components. In some examples, the flow of hydrogen between the fuel storage module and the fuel cell can be controlled using one or more electronically controlled stop valves, such as solenoid valves.

[0191] In some examples, the flow control mechanism can include one or more regulators. The one or more regulators can be pressure regulators, mass flow controllers, or any other flow control components known in the art. For example, the regulator can include a restriction element (e.g., a valve that can provide a variable restriction to flow, such as a ball valve, butterfly valve, poppet valve, etc.), a loading element (e.g., a piece that can apply a force / load to the restriction element, such as a weight, a spring, a piston actuator, a diaphragm actuator in combination with a spring, a pneumatic actuator, an electrically controlled actuator, or a motor, etc.), and a measuring element (e.g., a diaphragm, a mass flow meter, a pressure sensor, a temperature sensor, etc.).

[0192] One or more actuators can be used to control the flow control mechanism. The actuator can be in fluid communication with at least one fuel path (also referred to herein as a "fuel flow path" or "fluid flow path") configured to transport hydrogen fuel to and / or from the fuel storage module. The actuator can be in fluid communication with the fuel path at an actuation point and / or other locations. The actuator can be in fluid communication with the fuel path so as to sense a fuel flow parameter (e.g., flow rate). For example, the actuator can be a mechanical spring actuated by fuel pressure (e.g., thereby opening or closing a bypass valve). Other mechanical actuation configurations can include, for example, a gear or translation stage, pneumatic actuation (e.g., fuel pressure can compress a hydraulic fluid that actuates a bypass valve), magnetic actuation (e.g., fuel pressure can move a matching magnetic component adjacent to a magnetic component until the components experience sufficient magnetic attraction to mechanically mate, thereby opening or closing a valve), etc. In some examples, the actuator can be operably coupled to a sensor, such as a pressure sensor. In some examples, the actuator can not be operably coupled to a sensor but can implicitly sense a parameter (e.g., a spring load can change as a result of changing fuel pressure).

[0193] The sensor 130 can be integrated with the fuel delivery system. In some examples, such a sensor 130 can be in communication with one or more flow control mechanisms, actuators, or control units (e.g., a processor, controller, or electronic control unit (ECU)). In some examples, individual valves and / or flow control components can be electronically controlled (e.g., automatically controlled or user controlled) by the control unit. In some examples, individual valves and / or flow control components can be electronically controlled as well as mechanically controlled (e.g., automatically controlled or user controlled) by the control unit.

[0194] In some examples, one or more pressure transducers, pressure gauges, thermocouples, or other sensors can be deployed along the various fluid flow paths between the fuel storage modules and the fuel cell. In some examples, the control unit can receive temperature, pressure, and / or other sensor data and can provide signals to one or more solenoid valves to open or close to control (e.g., close or open) the appropriate fuel path. In addition, the status and / or configuration of the fuel paths can be displayed to the operator of the vehicle. In addition, the control unit can display other system parameters that can be related to the fuel paths (e.g., fuel level, range remaining, fault conditions, etc.). The control unit can communicate with various components of the fuel delivery system. Data, control signals, and / or parameters resulting from such communication can be used to control the fuel flow paths, and vice versa. For example, a fault condition or signals received from the fuel delivery system can be used to determine which fuel flow path or fuel storage module to use.

[0195] The control unit 128 can communicate with one or more sensors 130. The sensors 130 can be pressure sensors, temperature sensors, accelerometers, optical sensors, shock sensors, damage sensors, acoustic sensors, or any other type of sensor. Examples of pressure sensor types can include piezoresistive strain gauges, capacitive pressure sensors, electromagnetic pressure sensors, piezoelectric pressure sensors, optical pressure sensors, potentiometric pressure sensors, resonant pressure sensors, thermal pressure sensors, and / or ionization pressure sensors. In some embodiments, transducers can be provided (e.g., for pressure and temperature) that can provide electronic signals to the control unit. In some embodiments, multiple sensors can be in communication with the control unit. The multiple sensors can be the same type of sensor, or can include different types of sensors. For example, one or more temperature sensors and one or more pressure sensors can be in communication with the control unit. In some embodiments, the temperature sensors and / or pressure sensors can be capable of detecting or measuring the temperature and / or pressure of the ambient conditions or the hydrogen fuel stored within the fuel storage modules.

[0196] Prior to providing hydrogen to the fuel cell, all of the gas flow control valves can be closed. The fuel storage module can contain hydrogen therein that can be prevented from flowing to the fuel cell by the closed gas flow control valves. A signal can be provided from the controller to each of the gas flow control valves that can cause the gas flow control valves to open. In some cases, the signal to open the gas flow control valves can be provided just prior to takeoff of the aircraft. The signal can also be generated when one or more propulsion units of the vehicle are to be provided with electrical power, and / or when other non-propulsion components of the vehicle are to be provided with electrical power. When the gas flow control valves are opened, hydrogen can flow from the fuel storage module to the fuel cell, and electrical power can be generated to provide electrical power to the vehicle. The hydrogen can be provided to the fuel cell rapidly. In some cases, the hydrogen from the bladder can reach the fuel cell in 0.01 seconds, 0.05 seconds, 0.1 seconds, 0.2 seconds, 0.3 seconds, 0.4 seconds, 0.5 seconds, 0.6 seconds, 0.7 seconds, 0.8 seconds, 0.9 seconds, 1 second, 1.2 seconds, 1.5 seconds, 2 seconds, 3 seconds, or 5 seconds. The amount, flow rate, and / or pressure of the hydrogen to the fuel cell can be controlled using the controller to control the one or more gas flow control valves.

[0197] Fuel cell

[0198] As described above, a hydrogen fuel compatible vehicle can include one or more fuel cells 34. In some examples, the hydrogen fuel compatible vehicle can include a propulsion system that includes or is operatively coupled to one or more fuel cells. The one or more fuel cells can be configured to generate electricity using hydrogen and air. The fuel cells can also produce byproducts, such as heat energy and / or water. In some examples, the water can include water vapor. For example, the above discussion of the fuel cell 34 of the aircraft 10 can apply to the one or more fuel cells of the hydrogen fuel compatible vehicle. Figure 5B The fuel cells 34 of the aircraft 10 discussed above utilize a plurality of fuel cell stacks of the type manufactured by Plug Power, Inc. The fuel cells 34 can receive hydrogen from the fuel storage module 20 via a piping or manifold system 132 that is connected to the capsules 52 containing the hydrogen fuel. The fuel cells 34 can have an air intake for receiving air. The fuel cells 34 can be placed in or near a structural component of the aircraft 10 or other vehicle that is configured to receive an enhanced flow of air (e.g., due to the location or shape of the structural component). The fuel cells 34 can have a water outlet 134 that is configured to expel water generated by the fuel cells 34. In some examples, the fuel cells 34 can include a heat dissipation system 136 to dissipate heat generated by the operation of the fuel cells.

[0199] The fuel cell can be configured to receive the first fuel from the fuel storage module via one or more conduits or fluid flow paths 138. The first fuel can include hydrogen. The fuel cell can be further configured to receive a second fuel. The second fuel can be oxygen provided in a gaseous or liquid state. The second fuel can be delivered to the fuel cell via an inlet aperture in the fuel cell. In some embodiments, the second fuel can be delivered to the fuel cell from the ambient environment. The second fuel can be delivered via a forced gas flow through the inlet aperture. Ambient air can include oxygen that can be used by the fuel cell as the second fuel.

[0200] The fuel cell can be configured to generate electricity by electrochemically reacting the first fuel (e.g., hydrogen) with the second fuel. The first fuel can be hydrogen from a fuel storage container. The second fuel can be oxygen from the ambient air. Alternatively, the second fuel can be provided by another storage module (e.g., an oxygen tank). Electrical contacts can be provided to connect the electrical output of the fuel cell to one or more propulsion systems or units of the vehicle, electrical power consumption units of the vehicle, or energy storage units (e.g., batteries) of the vehicle. In some embodiments, a sensor can be electrically connected to the fuel cell and configured to dynamically detect and record the electrical output of the fuel cell.

[0201] In some examples, the fuel cell can be a proton-conducting fuel cell. The fuel cell can include a cathode, an anode, and an electrolyte. The fuel cell can be configured to receive a first fuel (e.g., hydrogen gas) and a second fuel (e.g., oxygen gas). The hydrogen gas can be provided by a fuel storage module located on and / or releasably coupled to the vehicle. The oxygen gas can be obtained from air in the ambient environment. The electrolyte can allow positively charged hydrogen ions (or protons) to move between the two sides of the fuel cell. The anode and cathode can contain a catalyst that causes the fuel to undergo an oxidation reaction, generating positive hydrogen ions and electrons. The hydrogen ions can be attracted through the electrolyte after the reaction. At the same time, the electrons can be attracted from the anode to the cathode through an external circuit, producing direct current electricity. At the cathode, the hydrogen ions, electrons, and oxygen can react to form water. In some embodiments, to deliver a desired amount of energy, multiple fuel cells (e.g., a fuel cell stack) can be combined in series to produce a higher voltage, or in parallel to allow a higher current to be provided. The cell surface area can also be increased in a fuel cell stack to allow a higher current from each cell. The fuel cell can be provided in different designs and configurations, such as a proton exchange membrane fuel cell (PEMFC), a molten carbonate fuel cell (MCFC), a phosphoric acid fuel cell (PAFC), a solid oxide fuel cell (SOFC), etc.

[0202] In some cases, the fuel cell can operate according to the needs or requirements of the vehicle. For example, when the vehicle's power consuming units or propulsion system needs more energy, the fuel cell can work to generate more energy. In such cases, the fuel cell can consume fuel at a faster rate. When there is less energy demand provided on the vehicle, the fuel cell can generate less energy. For example, the fuel cell can consume fuel at a slower rate. Alternatively, the fuel cell can consume fuel independently of the energy demand. In some examples, the fuel cell can be operably coupled to one or more batteries. The one or more batteries can be charged or recharged using electricity generated by the fuel cell. The batteries can be configured to provide electricity to drive one or more electric motors and / or one or more propellers.

[0203] As described above, the fuel cell can be configured to generate electricity using a first fuel and a second fuel. As described above, the first fuel can include hydrogen (H2) and the second fuel can include oxygen (O2). The fuel cell can be configured to generate electricity by electrochemically reacting hydrogen from a fuel storage container with oxygen. The oxygen can be obtained from air in the surrounding environment.

[0204] The electrochemical reaction in the fuel cell can generate a byproduct. The byproduct can be a liquid. When the first fuel is hydrogen and the second fuel is oxygen, water can be generated as a byproduct of the electrochemical reaction. The byproduct can be expelled from the fuel cell via a vent or outlet in fluid communication with the fuel cell. If the byproduct is not removed from the vehicle, the byproduct can increase the load of the vehicle. The increased load of the vehicle can increase the weight of the vehicle and decrease the range of the vehicle. In some embodiments, the vehicle can be configured to remove the byproduct from the vehicle to decrease the load and increase the flight time of the vehicle. The byproduct can be removed via evaporation using forced convection.

[0205] Byproduct management

[0206] In some examples, ventilation can be provided to facilitate forced convection and / or removal of the byproduct. In examples where the byproduct is a benign byproduct, such as water, the byproduct can be safely dispersed into the environment. Alternatively, the byproduct can be removed by subjecting the byproduct to electrolysis to break the byproduct down into its elements. Electrolysis of the byproduct can also be used to generate additional fuel for the fuel cell. In some examples, the water byproduct can be used as a coolant.

[0207] A fuel cell can generate heat because the electrochemical reactions are generally exothermic. The heat can affect the performance / reliability of the fuel cell and other internal components of the vehicle. In some examples, a ventilation system can be used to remove heat from the fuel cell to regulate the operating temperature of the fuel cell and to improve the performance and / or reliability of the fuel cell. Heat can be removed to cool the fuel cell by evaporating the byproduct with an applied forced convection. Ventilation that can facilitate the forced convection and / or removal of heat can be provided. In some examples, one or more heat sinks that conform to (i.e., size and / or shape conform to the shape of) the skin of the vehicle can be used to manage or dissipate heat. The one or more heat sinks can be in thermal communication with the fuel cell or another thermal management system integrated into the vehicle.

[0208] In some examples, a vehicle can include a first ventilation system. In some examples, a fuel cell and / or a propulsion system of the vehicle can include a second ventilation system in fluid communication with the first ventilation system. In some examples, the second ventilation system can be integrated with the first ventilation system of the vehicle.

[0209] In some examples, a ventilation system of a vehicle can be further configured to dissipate hydrogen fuel inadvertently released (e.g., by leaking) from a fuel cell or a fuel storage module. In some examples, a ventilation system of a vehicle can be configured to dissipate hydrogen fuel controllably released from a fuel storage module to mitigate a burst condition.

[0210] A ventilation system can be configured to expose a byproduct to a forced convection (e.g., a forced air flow) in order to remove the byproduct from the vehicle. The ventilation system can provide fluid communication between the byproduct and a surrounding environment surrounding the vehicle. Having the ventilation system can increase the speed at which the byproduct is removed.

[0211] A ventilation system can be configured to evaporate and remove water from a vehicle using a forced convection. The water can be exposed to the forced convection in the ventilation system. The forced convection can be generated with the aid of one or more vehicle propulsion units that generate an air flow over the water. Alternatively, the forced convection can be generated with the aid of one or more internal fans or pumps. The forced convection can cause air to flow rapidly over the byproduct. The forced air flow can be within an outer shell of the vehicle. The direction of the forced air flow can be substantially parallel to a surface of the byproduct. Alternatively, the direction of the forced air flow can be substantially perpendicular to the surface, or at any other angle (e.g., about 15 degrees, 30 degrees, 45 degrees, 60 degrees, or 75 degrees) relative to the surface.

[0212] The venting system can include one or more air intake holes and one or more air exhaust holes. The air intake holes and air exhaust holes can be provided on the outer shell of the vehicle. Air flow can be directed into the venting system through the air intake holes. In some examples, one or more propulsion units of the vehicle can include a propeller. The propulsion units of the vehicle can force air from the surrounding environment into the interior or volume of the vehicle through the air intake holes. In some embodiments, the air intake holes can be positioned near the propellers of the vehicle (e.g., within 1%, 3%, 5%, or 10% of the arm length of the propeller). Alternatively, the air intake holes can not be or need not be near the propellers of the vehicle. The propulsion units can be configured to force air flow into a central cavity of the vehicle where the fuel cell and its byproducts are stored. The byproducts can be vaporized by the air flow and expelled through the air exhaust holes. The air exhaust holes can be located on the central body of the vehicle. The air exhaust holes can be located near areas where the byproducts can accumulate. The byproducts can be removed from the vehicle to reduce the weight of the vehicle. The weight of the vehicle can be reduced to decrease the amount of electricity needed to power the vehicle, thereby increasing the flight time and range of the vehicle.

[0213] In some examples, the fuel cell can be operatively coupled to a heat dissipation system to manage the thermal energy generated by the fuel cell. The fuel cell can be conformally coupled to the heat dissipation system to efficiently dissipate the heat generated by the fuel cell. The excess heat generated by the fuel cell can be reused or recycled. In some examples, the excess heat can be provided to the wings or tail of the vehicle to energize one or more boundary layers generated during flight and help the laminar flow across the wings or tail. In some examples, the excess heat can be provided to the wings of the vehicle to perform de-icing.

[0214] Power delivery

[0215] The electricity generated by the fuel cell can be provided to a propulsion system of the vehicle. In some examples, the propulsion system can include one or more electric motors. In some examples, the electricity generated by the fuel cell can be provided to a motor controller configured to control the operation of the one or more electric motors. The one or more electric motors can be installed and / or housed where the engine of the non-modified vehicle is typically installed and / or housed. In some examples, the propulsion system can include a high-power motor. In some examples, the propulsion system can include a gear box. In some examples, the propulsion system can not or need not include a gear box. In some examples, the propulsion system can include one, two, or more propellers powered by the electricity generated by the fuel cell.

[0216] In some examples, the fuel cell can be operably coupled to a power delivery system. The power delivery system can be configured to transmit or deliver the electricity or electrical energy generated by the fuel cell to one or more propulsion units of the vehicle. The power can be distributed using a kilovolt (kV) electrical delivery and distribution system. In some examples, the power delivery and distribution system can be configured to be less than 270 V, 540 V, or 1 kV. In some examples, the power delivery and distribution system can be configured to be greater than 1 kV.

[0217] Refueling and inspection

[0218] The fuel cell of the vehicle can be used to generate electricity until one or more hydrogen fuel storage modules are depleted. Once the hydrogen fuel is depleted or partially depleted, the fuel storage modules 20 Figure 2B ) can be collected or removed from the aircraft 10 or other vehicle and refilled. The fuel storage modules 20 can be transported to a refueling station, a hydrogen production facility, and / or another source of hydrogen for refilling. In the illustrated embodiment, the fuel storage modules 20 are transported to a hydrogen production facility 42 for refueling. In some examples, the fuel storage modules or components of the modules can be retrofitted and / or tested before being redeployed to another vehicle or the same vehicle. In some examples, the depleted or partially depleted hydrogen fuel storage modules can be inspected prior to refueling. In some examples, the depleted or partially depleted hydrogen fuel storage modules can be inspected prior to, during, or after a flight. In other examples, the depleted or partially depleted hydrogen fuel storage modules can be inspected prior to, during, or after installation to a vehicle.

[0219] Decoupling

[0220] The fuel storage modules 20 can be removed from the vehicle after installation and use. In some examples, the fuel storage modules can be decoupled from one or more portions of the vehicle. Decoupling the fuel storage modules from the vehicle can include disengaging or dislodging one or more coupling mechanisms that were initially used to secure or load the fuel storage modules into the vehicle. In some examples, decoupling can involve dislodging one or more interlocking coupling mechanisms.

[0221] In some embodiments, a decoupling mechanism can be used to decouple the fuel storage module 20. The decoupling mechanism can be, for example, a robotic arm, an actuator, a spring, or a mechanical lift. The mechanical lift can affect horizontal movement to decouple the fuel storage module from the vehicle. The mechanical lift can affect vertical movement to decouple the fuel storage module from the vehicle. The decoupling mechanism configured to decouple and / or remove the fuel storage module can include an end member adapted to attach to the fuel storage module to be removed from the vehicle. For example, the end member can be a magnet, a hook, a suction device, or a clamp. During decoupling and / or removal, the fuel storage module can be translated without being rotated. In alternative embodiments, the fuel storage module can be rotated during removal. In some instances, the decoupling mechanism can be used to affect vertical, horizontal, circular, or radial movement, or any combination of such movements, to decouple the fuel storage module from the vehicle.

[0222] After the fuel storage module 20 is decoupled from one or more structural components of the vehicle, the fuel storage module can be configured to slide out of the interior portion or volume of the vehicle. The fuel storage module can be transported to a refueling station, a hydrogen production facility, and / or another source of hydrogen for refilling.

[0223] Networking

[0224] In some instances, the systems and methods disclosed herein can be implemented using a just-in-time system configured to determine a demand for hydrogen fuel at one or more vehicle fueling stations. One or more hydrogen fuel compatible vehicles, such as the aircraft 10 discussed above, can be located in or near one or more vehicle fueling stations 46 Figure 2A ). The just-in-time system can be configured to determine a demand for hydrogen fuel based on a number of vehicles at each fueling station, a frequency of operation of such vehicles, and / or a distance traveled by such vehicles during a typical trip or based on historical and predicted future patterns of operation.

[0225] The just-in-time system can be configured to coordinate delivery of one or more fuel storage modules to one or more fueling stations based on the time required to transport the fuel storage modules from the hydrogen production facility to the vehicle fueling station. In some examples, the just-in-time system can be configured to coordinate delivery of one or more fuel storage modules to one or more fueling stations based on the arrival or departure times of one or more vehicles located in or near the vehicle fueling station. In some examples, the just-in-time system can be configured to coordinate delivery of one or more fuel storage modules to multiple different fueling stations to meet the demand for hydrogen fuel at the different fueling stations. In some examples, the just-in-time system can be configured to coordinate delivery of one or more fuel storage modules to a first vehicle fueling station and can be configured to coordinate delivery of one or more fuel storage modules to a second vehicle fueling station after one or more vehicles travel from the first vehicle fueling station to the second vehicle fueling station. In some examples, the delivery can be performed in multiple stages (e.g., from a production warehouse to a regional distribution center to a fueling site). In some examples, the delivery can be performed using multiple different modes of transportation. In some examples, the delivery can be planned or coordinated based on factors such as weather, seasonality, historical data, and / or demand or production reports from operators or multiple stakeholders.

[0226] In some examples, the systems and methods of the present disclosure can be implemented using an algorithm configured to coordinate shipment of fuel storage modules based on demand for hydrogen and current and future hydrogen production rates. In some examples, the algorithm can be configured to take into account current, historical, and predicted energy / electricity prices, projected transportation times, locations of one or more hydrogen production facilities, production capacities of one or more hydrogen production facilities, transportation logistics for a given consumption or demand profile, availability of one or more modes of transportation, locations of one or more vehicle fueling stations, consumers' current or future willingness to pay for hydrogen, and / or levels of service guarantees. In some examples, the algorithm can be configured to identify optimal production locations (e.g., by location and / or production capacity) and optimize transportation logistics (e.g., selection of optimal modes of transportation) for a given consumption or demand profile to minimize production and transportation costs and maximize on-time delivery. In some examples, the algorithm can be configured to optimize hydrogen production from multiple hydrogen production facilities located in different regions.

[0227] In some examples, the systems and methods of the present disclosure can be used to automatically generate shipping documents to coordinate shipment and transport / delivery of fuel storage modules to and from a vehicle fueling station. In some examples, the systems and methods of the present disclosure can be used to generate documents such as weight and balance manifests or fuel calculations that can assist in coordinating shipment, transport, delivery, and use of fuel storage modules. In some examples, the systems and methods of the present disclosure can be used to generate documents that include one or more sensor readings or measurements obtained using any of the sensors, sensor systems, or sensor suites described herein.

[0228] Monitoring algorithm

[0229] In any of the embodiments described herein, a sensor suite can be provided or implemented to monitor a plurality of parameters associated with a fuel storage module throughout the life of the fuel storage module (i.e., from filling the fuel storage module with hydrogen to transport of the fuel storage module to loading of the fuel storage module in one or more hydrogen fuel compatible vehicles to consumption of the hydrogen fuel by the hydrogen fuel compatible vehicles to unloading of the fuel storage module to inspection and / or refueling of the hydrogen fuel storage module). The plurality of parameters can include temperature of the hydrogen stored within the fuel storage module, pressure of the hydrogen stored within the fuel storage module, velocity or acceleration of the hydrogen fuel storage module, amount of gas vented or leaked from the fuel storage module, load exerted on the fuel storage module due to acceleration or deceleration of the fuel storage module, load exerted on the fuel storage module due to one or more vibrations or impacts, or any changes in such parameters over time. In any of the embodiments described herein, a monitoring algorithm can be implemented to actively monitor and process readings or measurements obtained using the sensor suite. In some examples, the monitoring algorithm can be configured to detect failure scenarios and / or mitigate such failure scenarios (e.g., by sending one or more commands to a controller or actuator to vent the fuel storage module or shut off fuel delivery from the fuel storage module to one or more fuel cells).

[0230] Another aspect of the present disclosure provides a non-transitory computer- readable medium comprising machine executable code that, when executed by one or more computer processors, implements any of the methods above or elsewhere herein.

[0231] Another aspect of the present disclosure provides a system comprising one or more computer processors and computer memory coupled with the same. The computer memory comprises machine executable code that, when executed by the one or more computer processors, implements any of the methods above or elsewhere herein.

[0232] Storage module

[0233] Storage vessels, such as capsules 52 for hydrogen fuel, have been developed in combination with metals and composites as described herein to allow for increased operating pressure of the tank while reducing weight. In some embodiments, the vessels can have the construction discussed above. In other embodiments, the vessels can use a polymer, aluminum, or other metal liner, with carbon fiber composite filament wound around the liner to provide the strength needed for the gas operating pressure. To prevent hydrogen from escaping, conventional vessels can use a composite on the outside layer. The composite can include fibers and a matrix. The matrix can be an epoxy or a resin. The epoxy is used to compensate or counteract interlaminar loads, shear forces, and transverse loads that are not in the direction of the wound fibers. However, the epoxy or other matrix material can significantly increase the weight of the storage vessel, resulting in increased fuel and transportation costs. The additional weight can also reduce the amount of payload that a vehicle can carry or support. Therefore, there is a need to reduce the weight of the storage vessel.

[0234] The present disclosure provides an improved storage vessel design that significantly reduces the amount of epoxy in the vessel, resulting in a weight reduction. In some embodiments, the use of epoxy can be significantly reduced or eliminated. The improved storage vessel design disclosed herein can be configured to handle interlaminar and transverse fiber loads through the balance of fibers woven in different directions without the need to use epoxy. In some embodiments disclosed herein, the storage vessel can have an elongated shape with a hollow interior portion in which hydrogen is stored. The hydrogen stored in the vessel can be in a liquid state, a gaseous state, a liquid state under high pressure, or hydrogen in any state of matter from the continuum of liquid to gaseous state. The hydrogen storage vessel disclosed herein can include lightweight materials and can not require the extensive use of epoxy as required by other conventional hydrogen storage vessels.

[0235] The hydrogen storage vessel disclosed herein can include a number of layers of material. As discussed above in connection with Figure 3B and 3C Embodiments of the capsule 52 or other storage vessel include a first layer 60, which can be a substantially hydrogen impermeable barrier layer that is fusion bonded or ultrasonically welded, a second layer 62, which can be a thermal insulation layer, a third layer 64, which can be a load bearing layer, and a fourth layer 66, which can be a wear resistant layer. Some embodiments do not include a thermal insulation layer. Together, these layers can include a non-rigid laminate stack that is capable of sealing hydrogen in a vessel made of lightweight materials.

[0236] The load bearing layer 64 can use high tensile strength fibers. The fibers can be combined into a structural layer composed of many fibers, which can be oriented in different directions to accommodate the various loads within the vessel. The fiber layer can be formed into a braid, a fabric, a series of wound tows, or a variety of contemplated layering methods. In the illustrated embodiment, the third layer 64 is a seamless cylindrical carbon fiber fabric that extends and surrounds the first layer 60 and the second layer 62. The layering method can allow the orientation of the fibers to adapt to the location and geometry of the vessel's profile to optimize load bearing. Closer to the cylindrical region of the hydrogen storage vessel, the fibers can be oriented primarily in the hoop and axial directions. As discussed in more detail below, some or all of the layers forming the vessel body (i.e., the capsule 52) can be arranged sealingly to provide a sealed enclosure containing hydrogen fuel. For example, the fiber-based third layer 64 can be sandwiched between two concentric rings of a closure assembly, where the rings can be joined at a conical surface. The fibers can be anchored on the outer ring, and a pressure load can push the inner ring outward into the conical circle. This wedging action between the concentric rings can sandwich the fibers into place. The fiber layer can be terminated using a laminated metal resistance spot weld joint. The fiber layer can be sandwiched on the outer ring.

[0237] The fiber layer 64 can be braided or woven to improve the manufacturability of the system and to optimize the balance of fiber orientation throughout the structural layer. One preferred material for the fiber braid is carbon fiber. The carbon fiber braid can be formed into a sheet or a tube. In forming the carbon braid, a large number of carbon fibers can be gathered to form a tow. The individual tows can then be woven or braided. In a preferred material, the strands can be woven at ±45° to form a fabric. It can be preferred that the carbon be braided such that the fibers extend at a 45° angle relative to the longitudinal length of the sheet or sleeve. For a cylindrical approach, the loads are primarily hoop loads of the order of pressure times thickness radius (PR / T) and axial loads of the order of PR / 2T. Thus, a preferred fiber orientation in the cylindrical portion can be a set of axial fibers with two portions of hoop fibers (as the hoop loads are twice the axial loads in order of magnitude). Toward the ends of the vessel, off-axis or 45 degree fibers can be provided or implemented to accommodate the complex stress regions of the ends.

[0238] Similar principles can be applied to designing vessels that are not cylindrical. The hoop strain and axial strain can be determined for different vessel shapes, and the fibers can be braided according to the relationship between the hoop strain and the axial strain. If such vessels also include dome portions, these portions can also use off-axis or 45 degree fibers. In some examples, a complex shape can have stresses in more than two (e.g., axial and hoop) directions. For these examples, the fibers can have to be oriented in more than two directions, with a greater proportion of the fibers oriented in the direction of increased stress. The carbon braid described herein can be made from commercially available carbon fibers, including graphite fibers.

[0239] The fiber braid can be configured according to a particular fiber orientation ratio to accommodate the load within the vessel. The fiber braid can include a preferred fiber orientation ratio to accommodate the primary load. The fiber orientation can vary along the length of the vessel, depending on the structural needs imposed by the geometry and depending on the type of fuel (e.g., hydrogen) stored within the vessel. The braid can be formed on a mandrel that enables evolving fiber orientation. The above principles and braiding techniques can be used to design hydrogen storage vessels of different shapes. The braid angle of the fibers can be adjusted to improve performance. For example, the fibers can be braided at an angle of 45° in the x-y plane. Braiding the fibers at any angle other than 45° can be considered to provide different customized strength and requirements. For example, additional hoop or axial fibers can be added to optimize hoop and axial strength. In some embodiments, the braid can be a three-dimensional (3D) carbon fiber braid. In this embodiment, fibers throughout the thickness can help transfer interlaminar or shear loads in the fiber layers.

[0240] In some embodiments, the ends of the vessel layers are captured or otherwise connected to a closure assembly to provide a sealed end of the vessel. The closure assembly can include mating components that form a load transfer interface. The load transfer interface can be configured to terminate the load experienced by the fibers. The load transfer interface can include a mechanical or structural joint. The joint can include a plurality of concentric rings (e.g., a pair of concentric rings) that are shaped and profiled to transfer the fiber axial load into the joint by friction or shear. The ring-shaped fitting can be designed to provide increased concentric clamping load and increased axial fiber load. The ring-shaped fitting can be designed to clamp the load bearing fibers while transitioning the low permeability and thermal insulation layers to the inner surface of the fitting and transitioning the wear resistant layer to the exterior of the fitting. This can be achieved without creating stress creases in the layers.

[0241] Figure 10 A schematic view of a closure assembly 200 and layers / components of a hydrogen storage capsule 52 according to some embodiments is shown. The hydrogen storage capsule 52 can have an elongated, smooth profile with conical or domed ends for transferring loads. As shown, the capsule 52 includes a first layer 60, a second layer 62, a third layer 64, and a fourth layer 66. The first layer 60 can be an inner liner layer that forms the inner surface of the capsule 52. The second layer 62 can be a low permeability layer that forms the outer surface of the capsule 52. The third layer 64 can be a thermal insulation layer that is disposed between the first and second layers 60, 62. The fourth layer 66 can be a wear resistant layer that is disposed between the second and third layers 62, 64. Figure 10 A braided layer of fibers forming the third layer 64 as described above, an inner liner layer forming the first layer 60 as described above, are shown. The closure assembly 200 of the embodiment shown includes mating inner and outer bosses 202, 204 that are connected to at least some of the layers to securely anchor the layers together at the end (i.e., the top end 206 of the capsule 52).

[0242] Although the embodiments described herein show elongated cylindrical capsules 52 or other storage vessels, the present disclosure is not limited to such shapes. Depending on the requirements of the vehicle or device to which the hydrogen storage vessel can be coupled, other elliptical, cylindrical, or ova l shapes can also be suitable. Similarly, the end shapes need not be conical or domed, but can also be, for example, spherical or rectangular.

[0243] The closure assembly 200 can include a connection fitting or other nozzle to facilitate connection of the hydrogen storage capsule 52 to the fuel system of the aircraft 10 Figure 1 ) or other vehicle or other device. The capsule 52 can have a closure assembly 200 at each of the top and bottom ends. The outer boss 204 and inner boss 202 of the closure assembly can be made of metal, such as stainless steel, or any other suitable material. The outer boss 204 can be provided on the outside of the fiber braid, while at least a portion of the inner boss 202 can be covered by the fiber braid layer 64, which is configured to eliminate stresses in the fiber braid when the capsule contains hydrogen fuel under pressure.

[0244] The liner 60 forms an inner barrier layer that is configured to prevent hydrogen from permeating through the walls of the capsule 52 or other vessel. The hydrogen impermeable liner 60 can include an inner layer and one or more outer layers. The inner layer can directly contact the hydrogen gas, while the outer layers can provide reinforcement to the liner. The liner can be thin and lightweight so as to provide only low hydrogen permeability without the ability to carry sufficient loads itself. The liner 60 can be configured to have high impact resistance to prevent cracking and escape of hydrogen gas or liquid hydrogen. The liner 60 can prevent hydrogen leakage and chemical degradation of the hydrogen vessel itself. The liner 60 can be a thermoplastic material, such as high-density polyethylene (HDPE), or a metal layer such as aluminum. Additionally, the liner can be made of EVA using a support carrier. The liner can be manufactured using injection molding, rotational molding processes, or thermoforming processes. The EVA liner can be laminated or cast.

[0245] Figure 11 is a magnified partial cross-sectional view of a hydrogen storage vessel (i.e., capsule 52) in accordance with some embodiments. Figure 11 A side view of the storage vessel is also shown. Referring to Figure 11 , hydrogen (which can be in a state along a continuum from liquid to gas) exerts pressure on the innermost barrier layer corresponding to the first layer 60 Figure 3B ) discussed above. The disclosed system can use the pressure from the hydrogen to seal the vessel. In some embodiments, between the barrier layer 60 and the fiber knit corresponding to the second layer 62 Figure 3B ) discussed above is a thermal insulation layer, corresponding to the third layer 64 Figure 3B), which can be made of aerogel or other lightweight, high-thermal- value material. The outer wear layer can correspond to the fourth layer 66 (discussed above) Figure 3B Near the end of the barrier layer 60 and / or the thermal insulation layer 64 is a stress concentration reduction element 208 of the closure assembly 200. The stress concentration reduction element 208 can be a mechanical or structural joint made of a soft material such as rubber and shaped as a wedge. The stress concentration reduction element 208 can help transfer the hydrogen load inside the capsule 52 body into the closure assembly 200 or other end fitting (outer body) while preventing the thermal insulation layer and the barrier layer from creating wrinkles or collapsing when being diverted around the internal boss of the tank.

[0246] The layers of the storage vessel can include a stack of fibers that are primarily flexible and non-rigid. These layers can be configured to work together, each layer providing a specific set of functions.

[0247] The illustrated closure assembly 200 of the capsule 52 can include an inner boss 202 that is sealably coupled to the inner layer 60. In the illustrated embodiment, the inner boss 202 has an annular body portion 210 and a liner retainer 212 that threadably mates with the annular body portion 610 such that the edge portion of the inner layer 610 is captured in a sealed configuration between the annular body portion 210 and the liner retainer 212. The liner retainer 212 can include a central passage, for example, in communication with the internal volume of the capsule, and can receive a threaded bore of a connector of a flow control assembly having one or more valves and / or regulators coupled to a fuel outlet fitting, for example, the quick disconnect fitting 112 discussed above. The liner retainer 212 of the closure assembly can be sealed and further include sensors or monitors for monitoring the health of the capsule 52 and hydrogen therein, including fuel temperature and / or pressure.

[0248] The illustrated closure assembly 200 has an annular outer boss 204 that is securely coupled to and substantially concentric with the inner boss 202. Between the inner boss 202 and the outer boss 204 is the barrier layer 60, the thermal insulation layer 64, and the fiber knit layer 62. The exterior of the outer boss 204 can be an anti-wear layer 66 (for example, made of Kevlar). The inner boss 202 and the outer boss 204 of the illustrated embodiment have a wedge-shaped interface along which the bosses mate with one another. The bosses 202 and 204 can be securely held in mating relation to one another by a fastening ring or other fastener that securely mates the bosses. The shape of the concentric bosses of the closure assembly 200 can be adapted to transfer loads from the fiber fabric to the end fitting.

[0249] Barrier layer 60 can be used to contain hydrogen within the vessel. Barrier layer 60 can include a low permeability material, such as polyvinyl alcohol (PVA) or ethylene vinyl acetate (EVA). Barrier layer 610 can be sufficient to capture nearly all of the hydrogen gas within the vessel.

[0250] Thermal insulation layer 64 can regulate the temperature within the vessel to ensure safe transport of the hydrogen contents. Thermal insulation can reduce heat transfer from the external environment, thereby reducing the evaporation rate of the liquid hydrogen. Thermal insulation layer 64 can include a mesoporous material with low thermal conductivity, such as aerogel. Such materials can be advantageous due to their large surface area, open porosity, and small pore diameter. For example, aerogels are the lightest solid material and have the lowest acoustic conductivity of all materials.

[0251] Fiber layer 62 can support the barrier layer and can contain the pressure load of the internal gas. Fiber layer 62 can include braided, woven, or knitted carbon fibers, or other high tensile strength fibers, such as Dynema fibers. The braided or woven fibers can be formed such that they include overlapping layers in two or more directions. Some fibers can be woven longitudinally, radially, or at a variety of angles along the longitudinal axis of the vessel to improve the strength of the vessel in the circumferential and axial directions. The walls of the hydrogen storage vessel can be subjected to multi-axial loading and strain. In some designs of hydrogen storage vessels, the hoop loading can exceed the axial loading. For example, for a cylindrical design, the hoop loading can be twice the axial loading. The fiber knit 62 disclosed herein can be configured to provide more support in the hoop direction relative to the axial direction. The fiber knit layer 62 can act as the primary load bearing member within the stack, eliminating the high pressure hydrogen load within the vessel. The fiber knit layer 62 can be braided or woven such that its constituent fibers can be individually oriented in two or more different directions, allowing for strength optimization based on where the fibers are located in the structure. Thus, these fiber orientations can vary depending on whether the storage vessel is cylindrical, elliptical, or another shape. The fiber directions can also vary relative to the structural topography of the vessel, depending on the role of the surface shape geometry.

[0252] The fiber knit 62 can be sandwiched to the outer boss 204 and the inner boss 202. The fiber knit 62 can thus eliminate axial and hoop stresses from the pressure of the hydrogen on the inner layers of the hydrogen storage vessel (barrier and thermal insulation layers).

[0253] The abrasion resistant layer 66 can be used to protect the vessel from external or environmental forces or impacts that can damage the tank. These forces can include objects hitting the tank, the tank being dropped, heavy objects being placed on top of the tank, and pressure waves caused by explosions or other disruptions. The abrasion resistant layer can include a protective material, such as Kevlar or fiberglass. The abrasion resistant layer can be located on the outside of the concentric ring structure of the hydrogen storage vessel.

[0254] Figure 11 (Detail A) The clamp assembly 214 is shown additionally to adhere / couple the fiber knit 62 to the inner body of the hydrogen storage vessel. The carbon fiber layer 216 comprising a knit pattern can be terminated and clamped to the outer body using a lamination metal resistance spot weld joint 218. The welding process can place the carbon fiber in alternating layers with a laminated metal layer. The clamp assembly 214 can work in concert with the pressure generated by the trapped hydrogen to wedge and seal the hydrogen storage vessel.

[0255] Figure 12 A partial cross-sectional view of the hydrogen storage vessel is shown. The cross-sectional view shows the inner boss 202 and the outer boss 204 of the closure assembly 200, and the layers of material in between. The inner boss 202 and the outer boss 204 can have a concentric ring cross-section when viewed from above. The interface of the inner and outer bosses can be conical. The inner boss 202 can be surrounded in multiple layers of material (e.g., three stacked layers). The barrier layer 60 can be the first layer, the thermal insulation layer 64 can be the second layer, and the fiber knit layer 62 can be the third layer. The cross-sectional view shows the axial and hoop oriented fibers of the fiber knit 62. The fiber knit 62 can be clamped to the outer boss 204 using the clamp assembly 214. When pressure is applied from inside the vessel outward, it creates a wedging effect to clamp the fiber knit, the thermal insulation layer, and the barrier layer in place between the inner and outer bodies. The fiber knit in turn maintains the structural integrity of the tank despite the pressure caused by the trapped hydrogen. The outer boss 204 can be surrounded by a wear layer 66 (e.g., a Kevlar layer). Due to the conical shape, the inner ring or boss can not be able to move axially through the outer ring or boss. Furthermore, anything in the wedge between the two rings gets clamped tighter as the rings are pushed axially by the pressure. Non-cylindrical hydrogen tanks can also include a conical interface, or an interface that bulges towards the center of the tank and tapers towards the ends (which can or can not be dome shaped).

[0256] Figure 13is an enlarged cross-sectional view of the upper portion of capsule 52 showing a closure assembly 200 according to an alternative embodiment. In the illustrated embodiment, the end portions of barrier layer 60, fibrous layer 62, and wear layer 60 are captured between inner boss 202 and outer boss 204. Fibrous layer 62 of the illustrated embodiment is an assembly of multiple sub-layers 62a that are stacked or otherwise laid up together, with the fibers in the multiple sub-layers 62a having the same or different angular orientations relative to the other sub-layers 62a. Closure assembly 200 has a locking element 230 that is concentrically disposed about the neck 232 of inner boss 202, and locking element 230 is captured and compressed between inner and outer bosses 202 and 204. Locking element 230 has multiple locking fins 234 that extend radially from a central hub 236 that is connected to neck 232. Locking fins 234 are configured to receive one, two, or other small number of fibrous sub-layers 62a in the annular space between the locking fins 234.

[0257] Inner boss 202 of the illustrated embodiment projects away from locking element 230, and annular outer boss 204 is disposed over and around neck 232, so that the locking element is captured between inner and outer bosses 202 and 204. A fastening member 238 is coupled to outer boss 204 and is configured to securely press upper boss 204 into engagement with locking element 230. In the illustrated embodiment, fastening member 238 is a nut or other threaded member that is threaded onto the upper end portion of threaded neck 232 and onto neck 232. When fastener 238 is tightened, it presses against upper boss, which presses against locking fins 234, which press against the layers of the capsule and the sub-layers that engage the locking element. The outward ends of locking fins 234 can include flexible stress relief members 240 to minimize loading of layers 60, 66, and sub-layers 62b at the initial engagement of the locking fins. With this construction, locking fins 234 provide a large engagement surface area, so that the frictional engagement and retention force between the layers of the capsule and locking element 230 is very large. Thus, this construction of closure assembly 200 provides a rigid and completely sealed interface that does not leak hydrogen fuel, especially when the hydrogen fuel is under pressure.

[0258] Figure 14is an enlarged cross-sectional view of the upper portion of capsule 52 showing a closure assembly 200 according to another alternative embodiment. Closure assembly 200 has an inner boss 202 and a liner retainer 212 that captures the upper edge portion of the barrier layer against the bottom surface 250 of the annular body portion 210 of the inner boss. The fibrous layer 62 is securely captured between the upper surface of the inner boss 202 and the bottom surface of the annular outer boss 204. In the embodiment shown, the closure assembly also has a locking ring 252 that is configured so that the upper edge portion of the fibrous layer 62 wraps over the locking ring 252, causing the fibrous layer 62 to fold over itself. The tail end 254 of the fibrous layer 62 is also captured and locked between the bottom surface of the outer boss 204 and the upper surface of the inner boss 202. The upper boss 204 is securely fixed in place to form a clamping arrangement with the inner boss. This configuration with the locking ring 252 provides a hydrogen impermeable seal and eliminates stress in the fibers of the fibrous layer 62 at the end when the capsule contains hydrogen fuel under pressure. This configuration is just one example of the construction of the closure assembly 200, and other embodiments can use end closure assemblies 200 with other configurations.

[0259] Figure 15 A process of forming a hydrogen storage vessel according to some embodiments is shown. The storage vessel can include an inner body and an outer body having a plurality of layers of material and a clamp assembly for adhering / coupling a woven fibrous layer to the inner body.

[0260] In a first operation 220, a barrier layer is formed over the inner body. The barrier layer can be formed by processes such as forging, stamping, machining, molding, lamination, ultrasonic welding, and other processes. In a second operation 222, a thermal insulation layer is applied over the barrier layer. The thermal insulation layer can be made of a material with a low thermal conductivity, such as aerogel. The thermal insulation layer can or can not be secured to the barrier layer using optical bonding, ultrasonic bonding, or pin bonding. In some embodiments, the capsule 52 does not include a thermal insulation layer, so this step is skipped.

[0261] In a third operation 224, a fibrous knit is formed over the thermal insulation layer. The fibrous knit can be woven or knitted in two or more directions. The fibrous knit can be secured to the thermal insulation layer using or not using optical bonding, ultrasonic bonding, or pin bonding. The fibrous knit can also be placed between two layers of thermoplastic film and the layers pin bonded together, sandwiching the fibrous knit in between. A clamp device can be used to clamp the carbon fibrous knit to the outer body. In a fourth operation 226, an abrasion resistant layer can be formed over the outer body. The abrasion resistant layer can include Kevlar.

[0262] Computer system

[0263] On the other hand, this disclosure provides computer systems that are programmed or otherwise configured to implement the methods of this disclosure. Figure 16 A computer system 2001 is shown, which is programmed or otherwise configured to implement a method for carbon-free transportation. This method may include determining the demand for hydrogen fuel storage modules and coordinating the delivery or transportation of one or more hydrogen fuel storage modules to one or more hydrogen-compatible vehicles located at or near one or more vehicle refueling stations. The computer system 2001 may be a user's electronic device or a computer system remotely located relative to an electronic device. The electronic device may be a mobile electronic device.

[0264] Computer system 2001 may include a central processing unit (CPU, also referred to herein as a “processor” and “computer processor”) 2005, which may be a single-core or multi-core processor, or multiple processors for parallel processing. Computer system 2001 also includes memory or storage location 2010 (e.g., random access memory, read-only memory, flash memory), electronic storage unit 2015 (e.g., hard disk), communication interface 2020 for communicating with one or more other systems (e.g., network adapter), and peripheral devices 2025, such as cache, other memory, data storage, and / or electronic display adapter. Memory 2010, storage unit 2015, interface 2020, and peripheral devices 2025 communicate with CPU 2005 via a communication bus (solid line) such as a motherboard. Storage unit 2015 may be a data storage unit (or data repository) for storing data. Computer system 2001 may be operatively coupled to computer network (“network”) 2030 with the aid of communication interface 2020. Network 2030 may be the Internet, an intranet and / or an extranet, or an intranet and / or extranet communicating with the Internet. In some examples, network 2030 is a telecommunications and / or data network. Network 2030 may include one or more computer servers that can enable distributed computing, such as cloud computing. In some examples, network 2030, with the assistance of computer system 2001, can implement a peer-to-peer network, which enables devices coupled to computer system 2001 to act as clients or servers.

[0265] CPU 2005 can execute a series of machine-readable instructions, which can be embodied in a program or software. The instructions can be stored in a memory location, such as memory 2010. The instructions can be directed to CPU 2005, which can then be programmed or otherwise configured to implement the methods of this disclosure. Examples of operations performed by CPU 2005 can include fetching, decoding, executing, and writing back.

[0266] The CPU 2005 can be part of a circuit, such as an integrated circuit. One or more other components of the system 2001 can be included in this circuit. In some examples, the circuit is an application-specific integrated circuit (ASIC).

[0267] Storage unit 2015 may store files, such as drives, libraries, and saved programs. Storage unit 2015 may store user data, such as user preferences and user programs. In some examples, computer system 2001 may include one or more additional data storage units located outside computer system 2001 (e.g., on a remote server communicating with computer system 2001 via an intranet or the Internet).

[0268] Computer system 2001 can communicate with one or more remote computer systems via network 2030. For example, computer system 2001 can communicate with a user's remote computer system (e.g., an operator of a hydrogen fuel cell-compatible vehicle, an operator of a transport vehicle used to transport one or more hydrogen fuel cell storage modules, a technician at a hydrogen production facility, an entity managing a just-in-time network for the delivery and distribution of hydrogen fuel cells, etc.). Examples of remote computer systems include personal computers (e.g., portable PCs), keyboardless computers, or tablets (e.g.,...). iPad Galaxy Tab), phone, smartphone (e.g.) iPhone and Android enabled devices (or personal digital assistant). Users can access computer systems via network 2030 2001.

[0269] The method described herein can be implemented by executable code of a machine (e.g., a computer processor) stored at an electronic storage location in computer system 2001 (e.g., in memory 2010 or electronic storage unit 2015). The machine-executable code or machine-readable code can be provided in software form. During use, the code can be executed by processor 2005. In some examples, the code can be obtained from storage unit 2015 and stored in memory 2010 for access by processor 2005 at any time. In some cases, electronic storage unit 2015 can be excluded, and machine-executable instructions are stored in memory 2010.

[0270] The code can be pre-compiled and configured for use with a machine having a processor suitable for executing the code, or it can be compiled during runtime. The code can be provided in a programming language, which can be selected to enable the code to be executed in a pre-compiled or compiled manner.

[0271] The aspects of the systems and methods provided herein, such as Computer System 2001, can be embodied in programming. Multiple aspects of this technology can be considered "products" or "manufactured goods," typically in the form of machine (or processor) executable code and / or associated data carried or embodied in a type of machine-readable medium. Machine-executable code can be stored on electronic storage units, such as memory (e.g., read-only memory, random access memory, flash memory) or hard disks. "Storage" type media can include any or all tangible memory of computers, processors, etc., or associated modules thereof, such as various semiconductor memories, tape drives, disk drives, etc., which can provide non-transitory storage readily available for software programming. Sometimes, all or part of the software may be transmitted via the Internet or various other telecommunications networks. Such communication, for example, enables the loading of software from one computer or processor into another computer or processor, such as from a management server or host computer into a computer platform for an application server. Therefore, another type of medium that can carry software elements includes light waves, radio waves, and electromagnetic waves, which can be transmitted across physical interfaces between local devices, via wired and optical ground networks, and via various air links. The physical elements carrying such waves, such as wired or wireless links, optical links, etc., can also be considered as media carrying software. As used herein, unless limited to non-transitory, tangible "storage" media, terms such as "readable medium" for computers or machines refer to any medium involved in providing instructions to a processor for execution.

[0272] Accordingly, a machine readable medium, such as a computer-readable medium, can take many forms, including but not limited to, a tangible storage medium, a carrier wave medium or physical transmission medium. The database illustrated in the figures and any associated databases, for example, can be implemented using a non-volatile storage medium (e.g., optical, magnetic or flash tamp), compact discs or disks, or any other storage device including any computer- readable medium. A volatile storage medium, such as a main memory of a computer platform, can also be used in implementing databases and any associated databases. A physical transmission medium can be used to carry computer-readable instructions and / or data, such as those of a carrier wave, an electromagnetic wave, an optical wave or any other physical transmission medium. Common forms of physical computer-readable media include, for example: a floppy disk, a flexible disk, a hard disk, magnetic tape, any other magnetic medium, a CD-ROM, CDTV, a DVD or DVD-ROM, any other optical medium, punch cards, paper tape, any other physical storage medium that can be used to store or transfer computer readable instructions and / or data, a RAM, a ROM, a PROM, and EPROM, a FLASH-EPROM, any other memory chip or cartridge, a carrier wave transported over the MIMO, a cable or link transported over a carrier wave, or any other medium from which a computer can read instructions and / or data. Many of these forms of computer readable media can be involved in carrying one or more sequences of one or more instructions to a processor for execution.

[0273] The computer system 2001 can include or be in communication with an electronic display 2035, which can represent a user interface (UI) 2040 for providing, for example, a portal for monitoring the transport or use of one or more hydrogen fuel storage modules. The portal can be provided through an application programming interface (API). Users or entities can also interact with various elements in the portal via the UI. Examples of UIs include, without limitation, a graphical user interface (GUI) and a web-based user interface.

[0274] The methods and systems of the present disclosure can be implemented through one or more algorithms. The algorithms can be implemented in the manner of software executed via the central processing unit 2005. The algorithms can be configured to determine a demand for hydrogen fuel storage modules and coordinate the delivery or transport of one or more hydrogen fuel storage modules to one or more hydrogen fuel compatible vehicles located at or near one or more vehicle fueling stations.

[0275] Vehicle retrofit

[0276] In any of the embodiments described herein, a hydrogen fuel compatible vehicle can include one or more vehicles that are retrofitted or modified to be compatible with the fuel storage modules described herein. In some examples, one or more vehicles described herein can be retrofitted or modified into a hydrogen fuel compatible vehicle using a conversion kit. The conversion kit can include one or more components that enable the vehicle to use hydrogen fuel for propulsion, movement, or transportation. For example, the conversion kit can include one or more hydrogen fuel cells, one or more propulsion units (e.g., electric motors) configured to use hydrogen to generate thrust, structural components (e.g., a frame) configured to receive and hold a fuel storage module within the vehicle, a piping system to distribute hydrogen fuel from the fuel storage module to the hydrogen fuel cells, an electric powertrain system, and connectors and fittings to releasably couple the fuel storage module (or any frame structure holding the fuel storage module) to the hydrogen fuel compatible vehicle. The conversion kit can be an after-market modification solution for a vehicle (e.g., a regional aircraft) operator. The conversion kit can include any number of components required for hydrogen-based propulsion. The conversion kit can be customized for modification on any vehicle or any aircraft. The components of the conversion kit can be modular such that the components can be combined or assembled in different configurations for modification on multiple different aircraft having different shapes, sizes, profiles, or designs. In some cases, the conversion kit can include electronic hardware and / or software to enable an operator to control or adjust one or more components of the conversion kit.

[0277] In some examples, the shape of the fuel storage module can be substantially cylindrical. In other examples, the fuel storage module can have a non-cylindrical shape (e.g., a conical shape, a cuboid shape, or a polygonal shape).

[0278] In any of the embodiments described herein, the hydrogen fuel storage module can be configured to store gaseous hydrogen fuel, liquid hydrogen fuel, a combination of gaseous and liquid hydrogen fuel, or hydrogen as a supercritical fluid. Depending on the transportation requirements of the hydrogen fuel compatible vehicle, gaseous and liquid hydrogen fuel can be interchangeable. Gaseous hydrogen fuel can have a lower density than liquid hydrogen fuel and can provide a smaller range than liquid hydrogen fuel, but can provide cost savings because the compression process consumes less energy. Gaseous hydrogen fuel can also be stored in the fuel storage module in a pressurized or compressed state for an extended period of time (e.g., at least about 1 week, 1 month, 1 year, or more) without significant leakage from the module. Conversely, liquid hydrogen fuel can provide a greater range than gaseous hydrogen fuel because liquid hydrogen fuel is denser than gaseous hydrogen fuel, but can require a more expensive compression and liquefaction process. Depending on the transportation requirements of the hydrogen fuel compatible vehicle, the operator can choose to use gaseous or liquid hydrogen fuel or both depending on the operational needs. In any instance, the fuel storage modules described herein can be used to store gaseous hydrogen fuel and / or liquid hydrogen fuel. In some embodiments, the hydrogen fuel can be stored at a pressure ranging from about 1 megapascal (MPa) to about 200 MPa.

[0279] The hydrogen fuel storage module can be used to store liquid hydrogen fuel. During transportation, the liquid hydrogen fuel can warm up (despite any insulation) and begin to vaporize, thereby increasing pressure within the fuel storage module. To mitigate the increase in pressure, the fuel storage module can be configured to vent at least a portion of the stored hydrogen fuel at a controlled rate. The fuel storage module can vent at least a portion of the stored hydrogen fuel until the fuel storage module is delivered to a fueling station for use or consumption by a hydrogen fuel compatible vehicle. The total time between (i) fueling the hydrogen storage module and (ii) delivering the hydrogen fuel storage module to a fueling station can be at most about 5 days, 4 days, 3 days, 2 days, 1 day, or less. In some cases, the total time between fueling and delivery can exceed 5 days. In any instance, the fuel storage module can be configured to retain hydrogen fuel with minimal leakage for an extended period of time.

[0280] In any of the embodiments described herein, the hydrogen fuel storage module can include a plurality of different sizes, shapes, or storage capacities depending on the vehicle type or transportation requirements associated with a particular vehicle type or route of travel. The hydrogen fuel storage module can be compatible with different vehicles in the same vehicle class or vehicle category.

[0281] As Figure 17As shown, the hydrogen fuel storage module 20 can be placed or stored within the retrofitted aircraft 10. The retrofitted aircraft 10 can include an aircraft that is retrofitted into a hydrogen fuel compatible vehicle. The aircraft 10 can be retrofitted into a hydrogen fuel compatible vehicle using a retrofit kit as described herein and can be configured to be used with any of the storage modules described herein. In some examples, the fuel storage module 20 can be placed within a cabin area of the fuselage 80 of the retrofitted aircraft 10. In such examples, the fuel storage module 20 can be placed in a location where one or more passenger seats would normally be located prior to retrofitting of the aircraft (e.g., by use of a retrofit kit). In any of the embodiments described herein, the hydrogen fuel storage module 20 can be in fluid communication (e.g., via a pipe or conduit) with one or more hydrogen fuel cells. The one or more hydrogen fuel cells can be located on or near a wing area or a nacelle area of the aircraft 10.

[0282] In any of the embodiments described herein, a hydrogen fuel storage module can be inserted into a frame structure. The frame structure can be configured to receive one or more fuel storage modules. The fuel storage modules can be releasably coupled to the frame structure. The frame structure can be inserted or loaded into a hydrogen fuel compatible vehicle. The frame structure can be releasably coupled to the hydrogen fuel compatible vehicle or structural components thereof. The frame structure can be configured to position and / or orient the fuel storage modules such that the fuel storage modules can engage with various components (e.g., connectors, fittings, pipes, conduits, plumbing, wiring, etc.) upon insertion into the hydrogen fuel compatible vehicle. The modules can be automatically positioned or oriented in a suitable position or configuration using one or more alignment and locking mechanisms on the frame structure. Examples of such mechanisms can include rails, tracks, grooves, latches, clamps, springs, detents, magnets, etc. In some examples, the engagement of the fuel storage modules with various components of the retrofit kit or various subsystems of the hydrogen fuel compatible vehicle can include the cooperation of quick release mechanisms. Such engagement can place the fuel storage modules in fluid communication with one or more hydrogen fuel cells. In some examples, such engagement can allow for operable coupling of the fuel storage modules with one or more controllers for regulating the delivery of hydrogen fuel from the fuel storage modules and / or the operation of the hydrogen fuel cells and any compatible propulsion systems (e.g., electric motors). The use of quick release mechanisms for engagement can enable safe and easy coupling and decoupling of the fuel storage modules in a short period of time (e.g., up to about 5 minutes, 4 minutes, 3 minutes, 2 minutes, 1 minute, or less). Quick release mechanisms can also reduce loading and unloading times, which can improve operator efficiency and enable the aircraft to be put into service more quickly, reducing downtime.

[0283] In any of the embodiments described herein, the fuel storage module can include one or more sensors for condition monitoring (i.e., monitoring the condition of the contents stored within the module, or monitoring the condition or structural integrity of the fuel). The one or more sensors can include, for example, pressure sensors, temperature sensors, motion sensors, and / or any other sensors described elsewhere herein.

[0284] With reference to Figure 18A and 18B The systems and methods of the present disclosure can be used to implement a hydrogen fuel network 400. The hydrogen fuel network 400 can include a production and filling phase 402 during which one or more hydrogen fuel storage modules 20 are filled with hydrogen fuel. In some examples, the hydrogen fuel can be produced using green grid electricity. The hydrogen fuel network 400 can also include a multi-modal transportation phase 404 during which the one or more hydrogen fuel storage modules 20 are transported to one or more refueling stations for transportation vehicles 44 via highway, rail, and / or sea. The hydrogen fuel network 400 can also include a fuel loading operation phase 406 during which the hydrogen fuel storage modules 20 are loaded into one or more hydrogen fuel compatible vehicles, such as an aircraft 10, using standard, commercially available equipment, such as a ground support loading vehicle 28. The hydrogen fuel network 400 can also include a reverse logistics phase 408 during which one or more depleted or partially used fuel storage modules 20 are inspected and approved for refilling and / or reuse.

[0285] While the preferred embodiments of the application have been shown and described herein, it will be apparent to those skilled in the art that many changes, modifications, and substitutions can be made thereto without departing from the spirit and scope of the application. It is to be understood that the present application is not limited to the specific examples described herein, but encompasses all such changes, modifications, permutations, and alternatives that can be made thereto without departing from the spirit and scope of the present application. Although the present application has been described with reference to the aforementioned embodiment, the description of the embodiments of the present application is not meant to limit the present application in any way. The present application is not limited to the embodiment described herein but encompasses all alternatives, modifications, permutations, and equivalents falling within the scope of the present application. The appended claims are intended to cover all such alternatives, modifications, and equivalents.

Claims

1. A method for hydrogen fuel supply for use with a hydrogen-powered vehicle, comprising: determining a need for one or more fuel storage modules by one or more hydrogen fuel compatible vehicles, wherein the need is determined based at least in part on a number of vehicles at a fueling station, a frequency of operation of the vehicles, or a distance traveled by the vehicles in a typical trip; receiving one or more fuel storage modules at a vehicle fueling station, wherein the one or more fuel storage modules are filled with hydrogen at a hydrogen supply source, and wherein each of the one or more fuel storage modules includes a storage bladder and a fuel outlet fitting through which hydrogen fuel is dispensed from the storage bladder; receiving a hydrogen-powered vehicle at the vehicle fueling station for fueling, wherein the hydrogen-powered vehicle has a fuel storage compartment, a fuel system having one or more fuel inlet fittings, and a power device coupled to the fuel system for receiving fuel from the fuel system of the hydrogen-powered vehicle; removing one or more depleted fuel storage modules from the fuel storage compartment of the hydrogen-powered vehicle; loading the one or more fuel storage modules into the fuel storage compartment; connecting each fuel outlet fitting to a respective one of the one or more fuel inlet fittings to transfer the hydrogen fuel from the fuel storage modules to the fuel system of the hydrogen-powered vehicle; and directing the one or more depleted fuel storage modules away from the vehicle fueling station for refilling at the hydrogen supply source.

2. The method of claim 1, further comprising: accessing the depleted fuel storage modules in the fuel storage compartment of the hydrogen-powered vehicle; disconnecting the fuel outlet fittings of the depleted fuel storage modules from the one or more fuel inlet fittings; and removing the depleted fuel storage modules from the fuel storage compartment of the hydrogen-powered vehicle.

3. The method of claim 1, wherein the hydrogen-powered vehicle is an aircraft.

4. The method of claim 1, further comprising securing the one or more fuel storage modules to a structure of the hydrogen-powered vehicle in the fuel storage compartment.

5. The method of claim 1, wherein receiving one or more fuel storage modules at a vehicle fueling station includes removing the one or more fuel storage modules from a transport vehicle configured to deliver the fuel storage modules to the vehicle fueling station.

6. The method of claim 1, further comprising loading the depleted fuel storage modules onto a transport vehicle for transport to a hydrogen supply source for refilling with hydrogen.

7. The method of claim 1, wherein the fuel outlet fittings and the fuel inlet fittings are quick connect fittings, wherein connecting includes releasably interconnecting each of the fuel outlet quick connect fittings to a respective one of the fuel inlet quick connect fittings. ​ ​ 8. The method of claim 1, wherein connecting comprises manually connecting each fuel outlet fitting to a respective one of the one or more fuel inlet fittings.

9. The method of claim 1, wherein receiving at a vehicle fueling station comprises receiving the one or more fuel storage modules filled at a hydrogen supply source remote from the vehicle fueling station.

10. The method of claim 1, wherein the hydrogen fuel supply source is a hydrogen production facility.

11. The method of claim 1, wherein, The one or more fuel storage modules have a size or shape compatible with (i) equipment at a hydrogen supply source, (ii) one or more transportation vehicles for transporting the fuel storage modules, and (iii) the one or more hydrogen fuel compatible vehicles.

12. The method of claim 1, further comprising monitoring a health of the fuel storage modules via sensors on the fuel storage modules.

13. A method of storing and transporting hydrogen, comprising: storing hydrogen fuel in one or more fuel storage modules; determining a demand for the one or more fuel storage modules, wherein the demand is determined based at least in part on a number of vehicles at a fueling station, a frequency of operation of the vehicles, or a distance traveled by the vehicles in a typical trip; transporting the demanded one or more fuel storage modules to a vehicle fueling station, wherein one or more hydrogen fuel compatible vehicles are located at or are expected to be located at or near the vehicle fueling station; loading the one or more fuel storage modules into the one or more hydrogen fuel compatible vehicles, wherein the one or more fuel storage modules are configured to be releasably coupled to the one or more hydrogen fuel compatible vehicles; and decoupling the one or more fuel storage modules from the one or more hydrogen fuel compatible vehicles after the one or more fuel storage modules are depleted or partially depleted, wherein the one or more fuel storage modules have a size or shape compatible with (i) equipment at a hydrogen supply source, (ii) one or more transportation vehicles for transporting the fuel storage modules, and (iii) the one or more hydrogen fuel compatible vehicles.

14. The method of claim 13, further comprising refueling the one or more depleted or partially depleted fuel storage modules for redeployment on the one or more hydrogen fuel compatible vehicles.

15. The method of claim 13, wherein the one or more hydrogen fuel compatible vehicles comprise one or more hydrogen fuel cells configured to generate electricity using the hydrogen fuel stored within the one or more fuel storage modules.

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