Applications & Pathways

Recent targets have increased pressure for the maritime sector to accelerate the uptake of clean fuels. A potential future fuel for shipping is hydrogen however there is a common perception that the volume requirements for this fuel are too large for deep sea shipping. This study has developed a range of techniques to accurately simulate the fuel requirements of hydrogen for a case study vessel. Hydrogen can use fuel cells which achieve higher efficiencies than combustion methods but may require a battery hybrid system to meet changes in demand. A series of novel models for different fuel cell types and other technologies have been developed. The models have been used to run dynamic simulations for different energy system setups. Simulations tested against power profiles from real-world shipping data to establish the minimum viable setup capable of meeting all the power demand for the case study vessel to a higher degree of accuracy than previously achieved. Results showed that the minimum viable setup for hydrogen was with liquid storage a 105.6 MW PEM fuel cell stack and 6.9 MWh of batteries resulting in a total system size of 8934 m3 . Volume requirement results could then be compared to other concepts such as systems using ammonia and methanol 8970 m3 and 6033 m3 respectively.

Benchmark refrigerated systems in the road transportation sector are powered by diesel having operation costs of up to 6000 €/y. This paper presents the development of an alternative refrigeration system based on fuel cells with higher efficiency reduced costs and independent of diesel price fluctuations. Energy load profiles have been analyzed and the fuel cell stack and auxiliaries are being modeled in order to dimension and design a balance of plant and control algorithms that ensure a safe and easy utilization. Additionally a prototype shall be tested under different load profiles to validate the control strategies and to characterize the performance of the system.

The current political scenario and the concerns for global warming have pushed very harsh regulations on conventional propulsion systems based on the use of fossil fuels. New technologies are being promoted but their current technological status needs further research and development for them to become a competitive substitute for the ever-present internal combustion engine. Hydrogen-fueled internal combustion engines have demonstrated the potential of being a fast way to reach full decarbonization of the transport sector but they still have to face some limitations in terms of the operating range of the engine. For this reason the present work evaluates the potential of reaching full load operation on a conventional diesel engine assuming the minimum modifications required to make it work under H2 combustion. This study shows the methodology through which the combustion model was developed and then used to evaluate a multi-cylinder engine representative of the medium to high duty transport sector. The evaluation included different strategies of dilution to control the combustion performance and the results show that the utilization of EGR brings different benefits to engine operation in terms of efficiency improvement and emissions reduction. Nonetheless the requisites defined for the needed turbocharging system are harsher than expected and result in a potential non-conventional technical solution.

The aim of this article is to review hydrogen combustion applications within the energy transition framework. Hydrogen blends are also included from the well-known hydrogen enriched natural gas (HENG) to the hydrogen and ammonia blends whose chemical kinetics is still not clearly defined. Hydrogen and hydrogen blends combustion characteristics will be firstly summarized in terms of standard properties like the laminar flame speed and the adiabatic flame temperature but also evidencing the critical role of hydrogen preferential diffusion in burning rate enhancement and the drastic reduction in radiative emission with respect to natural gas flames. Then combustion applications in both thermo-electric power generation (based on internal combustion engines i.e. gas turbines and piston engines) and hard-to-abate industry (requiring high-temperature kilns and furnaces) sectors will be considered highlighting the main issues due to hydrogen addition related to safety pollutant emissions and potentially negative effects on industrial products (e.g. glass cement and ceramic).

This review presents state-of-the-art for representative sampling of hydrogen from hydrogen refueling stations. Documented sampling strategies are presented as well as examples of commercially available equipment for sampling at the hydrogen refueling nozzle. Filter media used for sampling is listed and the performance of some of the filters evaluated. It was found that the filtration efficiency of 0.2 and 5 mm filters were not significantly different when exposed to 200 and 300 nm particles. Several procedures for gravimetric analysis are presented and some of the challenges are identified to be filter degradation pinhole formation and conditioning of the filter prior to measurement. Lack of standardization of procedures was identified as a limitation for result comparison. Finally the review summarizes results including particulate concentration in hydrogen fuel quality data published. It was found that less than 10% of the samples were in violation with the tolerance limit.

In the maritime domain hydrogen fuel cell propulsion and autonomous vessels are two important issues that are yet to be implemented together because of a few challenges. It is obvious that there are several individual safety studies on Maritime Autonomous Surface Ships and hydrogen storage as well as fuel cells based on various risk assessment tools but the combined safety studies that include hydrogen fuel cells on autonomous vessels with recent risk analysis methods are extremely limited. This research chooses the “System-Theoretic Process Analysis” (STPA) method which is a recent method for potential risk identification and mitigation. Both hydrogen and autonomous vessels are analyzed and assessed together with the STPA method. Results are not speculative but rather flexible compared to conventional systems. The study finds a total of 44 unsafe control actions (UCAs) evolved from human and central control unit controllers through STPA. Further the loss scenarios (LS) are identified that lead to those UCAs so that loss scenarios can be assessed and UCAs can be mitigated for safe operation. The objective of this study is to ensure adequate safety for hydrogen fuel cell propulsion on autonomous vessels.

In this work the Design and Operation of Integrated Technologies (DO-IT) framework is developed a comprehensive tool to support short- and long-term technology investment and operation decisions for integrated energy generation conversion and storage technologies in buildings. The novelty of this framework lies in two key aspects: firstly it integrates essential open-source modelling tools covering energy end uses in buildings technology performance and cost and energy system design optimisation into a unified and easily-reproducible framework. Secondly it introduces a novel optimisation tool with a concise and generic mathematical formulation capable of modelling multi-energy vector systems capturing interdependencies between different energy vectors and technologies. The model formulation which captures both short- and long-term energy storage facilitates the identification of smart design and operation strategies with low computational cost. Different building energy demand and price scenarios are investigated and the economic and energy benefits of using a holistic multi-energy-vector approach are quantified. Technology combinations under consideration include: (i) a photovoltaic-electric heat pump-battery system (ii) a photovoltaic-electric heat pump-battery-hot water cylinder system (iii) a photovoltaic-electrolyser‑hydrogen storage-fuel cell system and (iv) a system with all above technology options. Using a university building as a case study it is shown that the smart integration of electricity heating cooling and hydrogen generation and storage technologies results in a total system cost which is >25% lower than the scenario of only importing grid electricity and using a fuel oil boiler. The battery mitigates intra-day fluctuations in electricity demand and the hot-water cylinder allows for efficiently managing heat demand with a small heat pump. In order to avoid PV curtailment excess PV-generated electricity can also be stored in the form of green hydrogen providing a long-term energy storage solution spanning days weeks or even seasons. Results are useful for end-users investment decision makers and energy policy makers when selecting building-integrated low-carbon technologies and relevant policies.

There are a large number of applications in which hydrogen internal combustion engines represent a sensible alternative to battery electric propulsion systems and to fuel cell electric propulsion systems. The main advantages of combustion engines are their high degree of robustness and low manufacturing costs. No critical raw materials are required for production and there are highly developed production plants worldwide. A CO2-free operation is possible when using hydrogen as a fuel. The formation of nitrogen oxides during hydrogen combustion in the engine can be effectively mitigated by a lean-burn combustion process. However achieving low NOx raw emissions conflicts with achieving high power yields. In this work a series industrial diesel engine was converted for hydrogen operation and comprehensive engine tests were carried out. Various measures to improve the trade-off between NOx emissions and performance were investigated and evaluated. The rated power output and the maximum torque of the series diesel engine could be exceeded while maintaining an indicated specific NOx emission of 1 g/kWh along the entire full load curve. In the low-end-torque range however the gap to the full load curve of the series diesel engine could not be fully closed with the hardware used.

The increase in the overall global temperature and its subsequent impact on extreme weather events are the most critical consequences of human activity. In this scenario transportation plays a significant role in greenhouse gas (GHG) emissions which are the main drivers of climate change. The decline of non-renewable energy sources coupled with the aim of reducing GHG emissions from fossil fuels has forced a shift towards a net-zero emissions economy. As an example of this transition the European Union has set 2050 as the target for achieving carbon neutrality. Hydrogen (H2 ) is gaining increasing relevance as one of the most promising carbon-free energy vectors. If produced from renewable sources it facilitates the integration of various alternative energy sources for achieving a carbon-neutral economy. Recently interest in its application to the transportation sector has grown including different power plant concepts such as fuel cells or internal combustion engines. Despite exhibiting significant drawbacks such as low density combustion instabilities and incompatibilities with certain materials hydrogen is destined to become one of the future fuels. In this publication experimental activities are reported that were conducted on a sparkignition engine fueled with hydrogen at different operating points. The primary objective of this research is to gain a better understanding of the thermodynamic processes that control combustion and their effects on engine performance and pollutant emissions. The results show the emission levels performance and combustion characteristics under different conditions of dilution load and injection strategy and timing.

Power to gas technology is an innovative solution to promote the use of renewable energy technologies also including e-fuels. This work presents a techno-economic analysis of a novel concept of a renewable power to gas plant. A 2.4 MW solid oxide electrolyzer fed by a 3.1 MW photovoltaic field is coupled with a biomethane production unit to produce synthetic methane by means of a 2.4 MW methanation unit. The hydrogen produced by the electrolyzer is used for the methanation reaction aiming at producing natural gas at net zero carbon emissions. The CO2 is obtained as a byproduct of the membrane separation in a biogas upgrading unit. The methanation unit and the electrolyzer models are developed in MatLab and integrated in TRNSYS to perform a dynamic simulation of all the components and the system as a whole. Dynamic simulation results show a 42% increase in the production of natural gas from renewable energy sources. The thermoeconomic analysis shows a remarkable primary energy saving index of 176% and a total amount of 896 tons of CO2 equivalent emissions saved. As expected the critical point is the economic feasibility since the simple payback is 9 years in case local incentives and subsidies are considered. The parametric analysis on the photovoltaic capacity shows that the simple payback dramatically depends on such design parameter varying from 6 years in the best case scenario to 92 years in the worst case scenario.

With increasing concerns about environmental pollution the shipping industry has been considering various fuels as alternative power sources. This paper presents a study of the holistic environmental impacts of eco-friendly alternative ship fuels of marine gas oil (MGO) liquefied natural gas (LNG) and hydrogen across each of their life cycles from their production to the operation of the ship. The environmental impacts of the fuels were estimated by life-cycle assessment (LCA) analysis in the categories of well-to-tank tank-to-wake and well-to-wake phases. The LCA analysis was targeted for a 170 gross tonnage (GT) nearshore ferry operating in the ROK which was conceptually designed in the study to be equipped with the hydrogen fuel cell propulsion system. The environmental impact performance was presented with comparisons for the terms of global warming potential (GWP) acidification potential (AP) photochemical ozone creation potential (POCP) eutrophication potential (EP) and particulate matter (PM). The results showed that the hydrogen showed the highest GWP level during its life cycle due to the large amount of emissions in the hydrogen generation process through the steam methane reforming (SMR) method. The paper concludes with suggestions of an alternative fuel for the nearshore ferry and its production method based on the results of the study.

Hydrogen energy is regarded as an important way to achieve carbon emission reduction. This paper focuses on the combination of the design of the hydrogen supply chain network and the location of hydrogen refueling stations on the expressway. Based on the cost analysis of the hydrogen supply chain a multi-objective model is developed to determine the optimal scale and location of hydrogen refueling stations on the hydrogen expressway. The proposed model considers the hydrogen demand forecast hydrogen source selection hydrogen production and storage and transportation hydrogen station refueling mode etc. Taking Dalian City China as an example with offshore wind power as a reliable green hydrogen supply to select the location and capacity of hydrogen refueling stations for the hydrogen energy demonstration section of a certain expressway under multiple scenarios. The results of the case show that 4 and 5 stations are optimized on the expressway section respectively and the unit hydrogen cost is $14.3 /kg H2 and $11.8 /kg H2 respectively which are equal to the average hydrogen price in the international range. The optimization results verify the feasibility and effectiveness of the model.

This work addresses the energy efficiency of hydrogen refueling stations (HRS) using a first principles model and optimal control methods to find minimal entropy production operating paths. The HRS model shows good agreement with experimental data achieving maximum state of charge and temperature discrepancies of 1 and 7% respectively. Model solution and optimization is achieved at a relatively low computational time (40 s) when compared to models of the same degree of accuracy. The entropy production mapping indicates the flow control valve as the main source of irreversibility accounting for 85% of the total entropy production in the process. The minimal entropy production refueling path achieves energy savings from 20 to 27% with respect to the SAE J2601 protocol depending on the ambient temperature. Finally the proposed method under nearreversible refueling conditions shows a theoretical reduction of 43% in the energy demand with respect to the SAE J2601 protocol.

The maritime transport and the port-logistic industry are key drivers of economic growth although they represent major contributors to climate change. In particular maritime port facilities are typically located near cities or residential areas thus having a significant direct environmental impact in terms of air and water quality as well as noise. The majority of the pollutant emissions in ports comes from cargo ships and from all the related ports activities carried out by road vehicles. Therefore a progressive reduction of the use of fossil fuels as a primary energy source for these vehicles and the promotion of cleaner powertrain alternatives is in order. The present study deals with the design of a new propulsion system for a heavy-duty vehicle for port applications. Specifically this work aims at laying the foundations for the development of a benchmark industrial cargo–handling hydrogen-fueled vehicle to be used in real port operations. To this purpose an on-field measurement campaign has been conducted to analyze the duty cycle of a commercial Diesel-engine yard truck currently used for terminal ports operations. The vehicle dynamics has been numerically modeled and validated against the acquired data and the energy and power requirements for a plug-in fuel cell/battery hybrid powertrain replacing the Diesel powertrain on the same vehicle have been evaluated. Finally a preliminary design of the new powertrain and a rule-based energy management strategy have been proposed and the electric energy and hydrogen consumptions required to achieve the target driving range for roll-on and roll-off operations have been estimated. The results are promising showing that the hybrid electric vehicle is capable of achieving excellent energy performances by means of an efficient use of the fuel cell. An overall amount of roughly 12 kg of hydrogen is estimated to be required to accomplish the most demanding port operation and meet the target of 6 h of continuous operation. Also the vehicle powertrain ensures an adequate all-electric range which is between approximately 1 and 2 h depending on the specific port operation. Potentially the hydrogen-fueled yard truck is expected to lead to several benefits such as local zero emissions powertrain noise elimination reduction of the vehicle maintenance costs improving of the energy management and increasing of operational efficiency.

In this novel conceptual fuel cell vehicle (FCV) an on-board CH4 steam reforming (MSR) membrane reformer (MR) is considered to generate pure H2 for supplying a Fuel Cell (FC) system as an alternative to the conventional automobile engines. Two on-board tanks are forecast to store CH4 and water useful for feeding both a combustion chamber (designed to provide the heat required by the system) and a multi tubes Pd-Ag MR useful to generate pure H2 via methane steam reforming (MSR) reaction. The pure H2 stream is hence supplied to the FC. The flue gas stream coming out from the combustion chamber is used to preheat the MR feed stream by two heat exchangers and one evaporator. Then this theoretical work demonstrates by a 1-D model the feasibility of the MR based system in order to generate 5 kg/day of pure H2 required by the FC system for cruising a vehicle for around 500 km. The calculated CH4 and water consumptions were 50 and 70 kg respectively per 1 kg of pure H2. The on-board MR based FCV presents lower CO2 emission rates than a conventional gasoline-powered vehicle also resulting in a more environmentally friendly solution.

The concerns regarding the consumption of traditional fuels such as oil and coal have driven the proposals for several cleaner alternatives in recent years. Hydrogen energy is one of the most attractive alternatives for the currently used fossil fuels with several superiorities such as zero-emission and high energy content. Hydrogen has numerous advantages compared to conventional fuels and as such has been employed in gas turbines (GTs) in recent years. The main benefit of using hydrogen in power generation with the GT is the considerably lower emission of greenhouse gases. The performance of the GTs using hydrogen as a fuel is influenced by several factors including the performance of the components the operating condition ambient condition etc. These factors have been investigated by several scholars and scientists in this field. In this article studies on hydrogen-fired GTs are reviewed and their results are discussed. Furthermore some recommendations are proposed for the upcoming works in this field.

Turquoise hydrogen from natural gas pyrolysis has recently emerged as a promising alternative for low-carbon hydrogen production with a high-value pure carbon by-product. However the implications of this technology on the broader energy system are not well understood at present. To close this literature gap this study presents an assessment of the integration of natural gas pyrolysis into a simplified European energy system. The energy system model minimizes the cost by optimizing investment and hourly dispatch of a broad range of electricity and fuel production transmission and storage technologies as well as imports/exports on the global market. Norway is included as a major natural gas producer and Germany as a major energy importer. Results reveal that pyrolysis is economically attractive at modest market shares where the carbon by-product can be sold into highvalue markets for 400 €/ton. However pyrolysis-dominated scenarios that employ methane as a hydrogen carrier also hold promise as they facilitate deep decarbonization without the need for vast expansions of international electricity hydrogen and CO2 transmission networks. The simplicity and security benefits of such pyrolysis-led decarbonization pathways justify the modest 11 % cost premium involved for an energy system where natural gas is the only energy trade vector. In conclusion there is a strong case for turquoise hydrogen in future energy systems and further efforts for commercialization of natural gas pyrolysis are recommended.

Interest in hydrogen-powered rail vehicles has gradually increased worldwide over recent decades due to the global pressure on reduction in greenhouse gas emissions technology availability and multiple options of power supply. In the past research and development have been primarily focusing on light rail and regional trains but the interest in hydrogen-powered freight and heavy haul trains is also growing. The review shows that some technical feasibility has been demonstrated from the research and experiments on proof-of-concept designs. Several rail vehicles powered by hydrogen either are currently operating or are the subject of experimental programmes. The paper identifies that fuel cell technology is well developed and has obvious application in providing electrical traction power while hydrogen combustion in traditional IC engines and gas turbines is not yet well developed. The need for on-board energy storage is discussed along with the benefits of energy management and control systems.

The rapid growth in fossil fuels has resulted in climate change that needs to be controlled in the near future. Several methods have been proposed to control climate change including the development of efficient energy conversion devices. Fuel cells are environmentally friendly energy conversion devices that can be fuelled by green hydrogen with only water as a by-product or by using different biofuels such as biomass in wastewater urea in wastewater biogas from municipal and agricultural wastes syngas from agriculture wastes and waste carbon. This editorial discusses the fundamentals of the operation of the fuel cell and their application in various sectors such as residential transportation and power generation.

Increasing penetrations of renewable-based generation have led to a decrease in the bulk power system inertia and an increase in intermittency and uncertainty in generation. Energy storage is considered to be an important factor to help manage renewable energy generation at greater penetrations. Hydrogen is a viable long-term storage alternative. This paper analyzes and presents use cases for leveraging electrolyzer-based power-to-gas systems for electric grid support. The paper also discusses some grid services that may favor the use of hydrogenbased storage over other forms such as battery energy storage. Real-time controls are developed implemented and demonstrated using a power-hardware-in-the-loop(PHIL) setup with a 225-kW proton-exchange-membrane electrolyzer stack. These controls demonstrate frequency and voltage support for the grid for different levels of renewable penetration (0% 25% and 50%). A comparison of the results shows the changes in respective frequencies and voltages as seen as different buses as a result of support from the electrolyzers and notes the impact on hydrogen production as a result of grid support. Finally the paper discusses the practical nuances of implementing the tests with physical hardware such as inverter/electrolyzer efficiency as well as the related constraints and opportunities.

The H2-ICE project aims at developing through numerical simulation a new generation of hybrid powertrains featuring a hydrogen-fueled Internal Combustion Engine (ICE) suitable for 12 m urban buses in order to provide a reliable and cost-effective solution for the abatement of both CO2 and criteria pollutant emissions. The full exploitation of the potential of such a traction system requires a substantial enhancement of the state of the art since several issues have to be addressed. In particular the choice of a more suitable fuel injection system and the control of the combustion process are extremely challenging. Firstly a high-fidelity 3D-CFD model will be exploited to analyze the in-cylinder H2 fuel injection through supersonic flows. Then after the optimization of the injection and combustion process a 1D model of the whole engine system will be built and calibrated allowing the identification of a “sweet spot” in the ultra-lean combustion region characterized by extremely low NOx emissions and at the same time high combustion efficiencies. Moreover to further enhance the engine efficiency well above 40% different Waste Heat Recovery (WHR) systems will be carefully scrutinized including both Organic Rankine Cycle (ORC)-based recovery units as well as electric turbo-compounding. A Selective Catalytic Reduction (SCR) aftertreatment system will be developed to further reduce NOx emissions to near-zero levels. Finally a dedicated torque-based control strategy for the ICE coupled with the Energy Management Systems (EMSs) of the hybrid powertrain both optimized by exploiting Vehicle-To-Everything (V2X) connection allows targeting H2 consumption of 0.1 kg/km. Technologies developed in the H2-ICE project will enhance the know-how necessary to design and build engines and aftertreatment systems for the efficient exploitation of H2 as a fuel as well as for their integration into hybrid powertrains.

The average temperature of the Earth has risen due to the accumulation of greenhouse gases emitted from the usage of fossil fuels. The consequential climate changes have caused various problems fueling the growing demand for environmentally friendly energy sources that can replace fossil fuels. Batteries and hydrogen have thus been utilized as substitute energy sources for automobiles to reduce fossil fuel consumption. Consequently the number of hydrogen refueling stations is increasing due to an increase in the number of hydrogen-powered vehicles. However several incidents have been reported in the United States of America and Japan where hydrogen refueling stations have been operating for a long time. A risk assessment of hydrogen refueling stations operating in urban areas was performed in this study by calculating the risk effect range using a process hazard analysis tool (PHAST) v8.7 from DNV-GL and a hydrogen risk assessment model (HyRAM) from Sandia National Laboratories (SNL). The societal risk was assessed through a probit model based on the calculation results. The assessment results showed that the risk caused by jet fire and overpressure in an incident is lower than the ‘as low as reasonably practicable’ (ALARP) level.

Facing global warming and recent bans on the use of diesel in vehicles there is a growing need to develop vehicles powered by renewable energy sources to mitigate greenhouse gas and pollutant emissions. Among the various forms of non-fossil energy for vehicles hydrogen fuel is emerging as a promising way to combat global warming. To date most studies on vehicle carbon emissions have focused on diesel and electric vehicles (EVs). Emission assessment methodologies are usually developed for fast-moving consumer goods (FMCG) which are non-durable household goods such as packaged foods beverages and toiletries instead of vehicle products. There is an increase in the number of articles addressing the product carbon footprint (PCF) of hydrogen fuel cell vehicles in the recent years while relatively little research focuses on both vehicle PCF and fuel cycle. Zero-emission vehicles initiative has also brought the importance of investigating the emission throughout the fuel cycle of hydrogen fuel cell and its environmental impact. To address these gaps this study uses the life-cycle assessment (LCA) process of GREET (greenhouse gases regulated emissions and energy use in transportation) to compare the PCF of an EV (Tesla Model 3) and a hydrogen fuel cell car (Toyota MIRAI). According to the GREET results the fuel cycle contributes significantly to the PCF of both vehicles. The findings also reveal the need for greater transparency in the disclosure of relevant information on the PCF methodology adopted by vehicle manufacturers to enable comparison of their vehicles’ emissions. Future work will include examining the best practices of PCF reporting for vehicles powered by renewable energy sources as well as examining the carbon footprints of hydrogen production technologies based on different methodologies.

This paper uses a whole-system approach to examine different strategies related to the future role of the gas grid in a low-carbon heat system. A novel model of integrated gas electricity and heat systems HEGIT is used to investigate four key sets of scenarios for the future of the gas grid using the UK as a case study: (a) complete electrification of heating; (b) conversion of the existing gas grid to deliver hydrogen; (c) a hybrid heat pump system; and (d) a greener gas grid. Our results indicate that although the infrastructure requirements the fuel or resource mix and the breakdown of costs vary significantly over the complete electrification to complete conversion of the gas grid to hydrogen spectrum the total system transition cost is relatively similar. This reduces the significance of total system cost as a guiding factor in policy decisions on the future of the gas grid. Furthermore we show that determining the roles of low-carbon gases and electrification for decarbonising heating is better guided by the trade-offs between short- and long-term energy security risks in the system as well as trade-offs between consumer investment in fuel switching and infrastructure requirements for decarbonising heating. Our analysis of these trade-offs indicates that although electrification of heating using heat pumps is not the cheapest option to decarbonise heat it has clear co-benefits as it reduces fuel security risks and dependency on carbon capture and storage infrastructure. Combining different strategies such as grid integration of heat pumps with increased thermal storage capacity and installing hybrid heat pumps with gas boilers on the consumer side are demonstrated to effectively moderate the infrastructure requirements consumer costs and reliability risks of widespread electrification. Further reducing demand on the electricity grid can be accomplished by complementary options at the system level such as partial carbon offsetting using negative emission technologies and partially converting the gas grid to hydrogen.

Hydrogen addition affects the composition of exhaust gases in vehicles. However the effects of hydrogen addition to compression ignition engines in running vehicles have not been evaluated. Hydrogen‑mixed air was introduced into the air intake of a truck equipped with a direct‑ injection diesel engine and running on a chassis dynamometer to investigate the effect of hydrogen addition on fuel consumption and exhaust gas components. The reduction in diesel consumption and the increase in hydrogen energy share (HES) showed almost linear dependence where the percentage decrease in diesel consumption is approximately 0.6 × HES. The percentage reduction of CO2 showed a one‑to‑one relationship to the reduction in diesel consumption. The reduction in emissions of CO PM and hydrocarbons (except for ethylene) had one to one or a larger correlation with the reduction of diesel consumption. On the other hand it was observed that NOx emissions increased and the percentage increase of NOx was 1.5~2.0 times that of HES. The requirement for total energy supply was more when hydrogen was added than for diesel alone. In the actual running mode only 50% of the energy of added hydrogen was used to power the truck. As no adjustments were made to the engine in this experiment a possible disadvantage that could be improved by adjusting the combustion conditions.

An integrated system is studied to supply green hydrogen feedstock for ammonia production in the Netherlands. The system is modeled to compare wind and solar resources when coupled to Alkaline Electrolysis (AEL) and Proton Exchange Membrane Electrolysis (PEMEL) technologies with a compressed hydrogen storage system. The nominal installed capacity of the electrolysis plant is around 2.3 GW with the most suitable energy source offshore wind and the preferred storage technology pressurized tubes. For Alkaline Electrolysis and Proton Exchange Membrane Electrolysis technologies the levelized cost of hydrogen is 5.30 V/kg H2 and 6.03 V/kg H2 respectively.

The intermittency of renewable energy technologies requires adequate storage technologies. Hydrogen systems consisting of electrolysers storage tanks and fuel cells can be implemented as well as batteries. The requirements of the hydrogen purification unit is missing from literature. We measured the same for a 4.5 kW PEM electrolyser to be 0.8 kW for 10 min. A simulation to hybridize the hydrogen system including its purification unit with lithium-ion batteries for energy storage is presented; the batteries also support the electrolyser. We simulated a scenario for operating a Dutch household off-electric-grid using solar and wind electricity to find the capacities and costs of the components of the system. Although the energy use of the purification unit is small it influences the operation of the system affecting the sizing of the components. The battery as a fast response efficient secondary storage system increases the ability of the electrolyser to start up.

Hydrogen due to its high energy density stands out as an energy storage method for the car industry in order to reduce the impact of the automotive sector on air pollution and global warming. The fuel cell electric vehicle (FCEV) emerges as a modification of the electric car by adding a proton exchange membrane fuel cell (PEMFC) to the battery pack and electric motor that is capable of converting hydrogen into electric energy. In order to control the energy flow of so many elements an optimal energy management system (EMS) is needed where rule-based strategies represent the smallest computational burden and are the most widely used in the industry. In this work a rulebased operation mode control strategy for the EMS of an FCEV validated by different driving cycles and several tests at the strategic points of the battery state of charge (SOC) is proposed. The results obtained in the new European driving cycle (NEDC) show the 12 kW battery variation of 2% and a hydrogen consumption of 1.2 kg/100 km compared to the variation of 1.42% and a consumption of 1.08 kg/100 km obtained in the worldwide harmonized light-duty test cycle (WLTC). Moreover battery tests have demonstrated the optimal performance of the proposed EMS strategy

The transportation sector is a significant source of greenhouse gas emissions. Electric vehicles (EVs) have gained popularity as a solution to reduce emissions but the high load of charging stations poses a challenge to the power grid. Nuclear-Renewable Hybrid Energy Systems (N-RHES) present a promising alternative to support fast charging stations reduce grid dependency and decrease emissions. However the intermittent problem of renewable energy sources (RESs) limits their application and the synergies among different technologies have not been fully exploited. This paper proposes a predictive and adaptive control strategy to optimize the energy management of N-RHES for fast charging stations considering the integration of nuclear photovoltaics and wind turbine energy with a hydrogen storage fuel cell system. The proposed dynamic model of a fast-charging station predicts electricity consumption behavior during charging processes generating probabilistic forecasting of electricity consumption time-series profiling. Key performance indicators and sensitivity analyses illustrate the practicability of the suggested system which offers a comprehensive solution to provide reliable sustainable and low-emission energy to fast-charging stations while reducing emissions and dependency on the power grid.

This article proposes a supply chain-based green hydrogen microgrid modelling for a number of remote Australian communities. Green hydrogen can be used as an emissions-free fuel source for electricity generation in places where large-scale renewable energy production is impossible due to land availability population or government regulations. This research focuses on the Torres Strait Island communities in northern Australia where the transition from diesel to renewable electricity generation is difficult due to very limited land availability on most islands. Due to geographical constraints low population and smaller electrical load the green hydrogen needs to be sourced from somewhere else. This research presents a green hydrogen supply chain model that leverages the land availability of one island to produce hydrogen to supply other island communities. In addition this research presents a model of producing and transporting green hydrogen while supplying cheaper electricity to the communities at focus. The study has used a transitional scenario planning approach and the HOMER simulation platform to find the least-cost solution. Based on the results a levelised cost of energy range of AU$0.42 and AU$0.44 was found. With the help of a green hydrogen supply chain CO2 emissions at the selected sites could be cut by 90 %. This study can be used as a guide for small clustered communities that could not support or justify large-scale renewable generation facilities but need more opportunities to install renewable generation.

The Well-to-Tank study describes the process of producing transporting manufacturing and distributing a number of fuels suitable for road transport powertrains. It covers all steps from extracting capturing or growing the primary energy carrier to refuelling the vehicles with the finished fuel.

Hydrogen is considered the primary energy source of the future. The best use of hydrogen is in microgrids that have renewable energy sources (RES). These sources have a small impact on the environment when it comes to carbon dioxide (CO2 ) emissions and a power generation cost close to that of conventional power plants. Therefore it is important to study the impact on the environment and the power cost. The proposed microgrid comprises loads RESs (micro-hydro and photovoltaic power plants) a hydrogen storage tank an electric battery and fuel cell vehicles. The power cost and CO2 emissions are calculated and compared for various scenarios including the four seasons of the year compared with the work of other researchers. The purpose of this paper is to continuously supply the loads and vehicles. The results show that the microgrid sources and hydrogen storage can supply consumers during the spring and summer. For winter and autumn the power grid and steam reforming of natural gas must be used to cover the demand. The highest power costs and CO2 emissions are for winter while the lowest are for spring. The power cost increases during winter between 20:00 and 21:00 by 336%. The CO2 emissions increase during winter by 8020%.

Hydrogen storage is a key enabling technology for the extensive use of hydrogen as energy carrier. This is particularly true in the widespread introduction of hydrogen in car transportation. Indeed one of the greatest technological barriers for such development is an efficient and safe storage method. So in this tutorial review the existing hydrogen storage technologies are described with a special emphasis on hydrogen storage in hydrogen cars: the current and the ongoing solutions. A particular focus is given on solid storage and some of the recent advances on plasma hydrogen ion implantation which should allow not only the preparation of metal hydrides but also the imagination of a new refluing circuit. From hydrogen discovery to its use as an energy vector in cars this review wants to be as exhaustive as possible introducing the basics of hydrogen storage and discussing the experimental practicalities of car hydrogen fuel. It wants to serve as a guide for anyone wanting to undertake such a technology and to equip the reader with an advanced knowledge on hydrogen storage and hydrogen storage in hydrogen cars to stimulate further researches and yet more innovative applications for this highly interesting field.

This study proposed a deep reinforcement learning-based energy management strategy (DRL-EMS) that can be applied to a hybrid electric ship propulsion system (HSPS) integrating liquid hydrogen (LH2 ) fuel gas supply system (FGSS) proton-exchange membrane fuel cell (PEMFC) and lithium-ion battery systems. This study analyzed the optimized performance of the DRL-EMS and the operational strategy of the LH2 -HSPS. To train the proposed DRL-EMS a reward function was defined based on fuel consumption and degradation of power sources during operation. Fuel consumption for ship propulsion was estimated with the power for balance of plant (BOP) of the LH2 FGSS and PEMFC system. DRL-EMS demonstrated superior global and real-time optimality compared to benchmark algorithms namely dynamic programming (DP) and sequential quadratic programming (SQP)-based EMS. For various operation cases not used in training DRL-EMS resulted in 0.7% to 9.2% higher operating expenditure compared to DP-EMS. Additionally DRL-EMS was trained to operate 60% of the total operation time in the maximum efficiency range of the PEMFC system. Different hydrogen fuel costs did not affect the optimized operational strategy although the operating expenditure (OPEX) was dependent on the hydrogen fuel cost. Different capacities of the battery system did not considerably change the OPEX.

Proton exchange membrane fuel cells (PEMFCs) are attracting attention for their green energy-saving and high-efficiency advantages becoming one of the future development trends of renewable energy utilization. However there are still deficiencies in the gas supply system control strategy that plays a crucial role in PEMFCs which limits the rapid development and application of PEMFCs. This paper provides a comprehensive and in-depth review of the PEMFC air delivery system (ADS) and hydrogen delivery system (HDS) operations. For the ADS the advantages and disadvantages of the oxygen excess ratio (OER) oxygen pressure and their decoupling control strategies are systematically described by the following three aspects: single control hybrid control and intelligent algorithm control. Additionally the optimization strategies of the flow field or flow channel for oxygen supply speeds and distribution uniformity are compared and analyzed. For the HDS a systematic review of hydrogen recirculation control strategies purge strategies and hydrogen flow control strategies is conducted. These strategies contribute a lot to improving hydrogen utilization rates. Furthermore hydrogen supply pressure is summarized from the aspects of hybrid control and intelligent algorithm control. It is hoped to provide guidance or a reference for research on the HDS as well as the ADS control strategy and optimization strategy

As an important piece of equipment for hydrogen energy application the hydrogen internal combustion engine is helpful for the realization of zero carbon emissions where the aluminum connecting rod is one of the key core components. A semi-solid forging forming process for the 7075 aluminum alloy connecting rod is proposed in this work. The influence of process parameters such as the forging ratio sustaining temperature and duration time on the microstructures of the semi-solid blank is experimentally investigated. The macroscopic morphology metallographic structure and physical properties of the connecting-rod parts are analyzed. Reasonable process parameters for preparing the semi-solid blank are obtained from the experimental results. Under the reasonable parameters the average grain size is 41.48~42.57 µm and the average shape factor is 0.80~0.81. The yield strength and tensile strength improvement ratio of the connecting rod produced by the proposed process are 47.07% and 20.89% respectively.

The role of hydrogen as a clean energy source is a promising but also a contentious issue. The global energy production is currently characterized by an unprecedented shift to renewable energy sources (RES) and their technologies. However the local and environmental benefits of such RES-based technologies show a wide variety of technological maturity with a common mismatch to local RES stocks and actual utilization levels of RES exploitation. In this literature review the collected documents taken from the Scopus database using relevant keywords have been organized in homogeneous clusters and are accompanied by the registration of the relevant studies in the form of one figure and one table. In the second part of this review selected representations of typical hydrogen energy system (HES) installations in realistic in-field applications have been developed. Finally the main concerns challenges and future prospects of HES against a multi-parametric level of contributing determinants have been critically approached and creatively discussed. In addition key aspects and considerations of the HES-RES convergence are concluded.

Aviation contributes to anthropogenic climate change by emitting both carbon dioxide (CO2) and non-CO2 emissions through the combustion of fossil fuels. One approach to reduce the climate impact of aviation is the use of hydrogen as an alternative fuel. Two distinct technological options are presently under consideration for the implementation of hydrogen in aviation: hydrogen fuel cell architectures and the direct combustion of hydrogen. In this study a hydrogen demand model is developed that considers anticipated advancements in liquid hydrogen aircraft technologies forecasted aviation demand and aircraft startup and retirement cycles. The analysis indicates that global demand for liquid hydrogen in aviation could potentially reach 17 million tons by 2050 leading to a 9% reduction in CO2 emissions from global aviation. Thus the total potential of hydrogen in aviation extends beyond this considering that the total market share of hydrogen aircraft on suitable routes in the model is projected to be only 27% in 2050 due to aircraft retirement cycles. Additionally it is shown that achieving the potential demand for hydrogen in aviation depends on specific market prices. With anticipated declines in current production costs hydrogen fuel costs would need to reach about 70 EUR/MWh by 2050 to fulfill full demand in aviation assuming biofuels provide the cheapest option for decarbonization alongside hydrogen. If e-fuels are the sole option for decarbonization alongside hydrogen which is the more probable scenario the entire hydrogen demand potential in aviation would be satisfied according to this study’s estimates at significantly higher hydrogen prices approximately 180 EUR/MWh.

Proton-Exchange Membrane-Fuel Cells (PEM-FC) are regarded as one of the prime candidates to provide emissions-free electricity for propulsion systems of aircraft. Here a turbocharged Fuel Cell Power System (FCPS) powered with liquid H2 (LH2) is designed and modelled to provide a primary power source in retrofitted Cessna 208 Caravan aircraft. The proposed FCPS comprises multiple PEM-FCs assembled in stacks two single-stage turbochargers to mitigate the variation of the ambient pressure with altitude two preheaters two humidifiers and two combustors. Interlinked component sub-models are constructed in MATLAB and referenced to commercially available equipment. The FCPS model is used to simulate steady-state responses in a proposed 1.5 h (∼350 km) mission flight determining the overall efficiency of the FCPS at 43% and hydrogen consumption of ∼28 kg/h. The multi-stack FCPS is modelled applying parallel fluidic and electrical architectures analysing two power-sharing methods: equally distributed and daisy-chaining. The designed LH2-FCPS is then proposed as a power system to a retrofitted Cessna 208 Caravan and with this example analysed for the probability of failure occurrence. The results demonstrate that the proposed “dual redundant” FCPS can reach failure rates comparable to commercial jet engines with a rate below 1.6 failures per million hours.

This paper provides a comprehensive review of the research progress current state-ofthe-art and future research directions of energy storage systems. With the widespread adoption of renewable energy sources such as wind and solar power the discourse around energy storage is primarily focused on three main aspects: battery storage technology electricity-to-gas technology for increasing renewable energy consumption and optimal configuration technology. The paper employs a visualization tool (CiteSpace) to analyze the existing works of literature and conducts an in-depth examination of the energy storage research hotspots in areas such as electrochemical energy storage hydrogen storage and optimal system configuration. It presents a detailed overview of common energy storage models and configuration methods. Based on the reviewed articles the future development of energy storage will be more oriented toward the study of power characteristics and frequency characteristics with more focus on the stability effects brought by transient shocks. This review article compiles and assesses various energy storage technologies for reference and future research.

The design of future energy systems requires the efficient use of all available renewable resources. Biomass can complement variable renewable energy sources by ensuring energy system flexibility and providing a reliable feedstock to produce renewable fuels. We identify biomass gasification suitable to utilise the limited biomass resources efficiently. In this study we inquire about its role in a 100% renewable energy system for Denmark and a net-zero energy system for Europe in the year 2050 using hourly energy system analysis. The results indicate bio-electrofuels produced from biomass gasification and electricity to enhance the utilisation of wind and electrolysis and reduce the energy system costs and fuels costs compared to CO2-electrofuels from carbon capture and utilisation. Despite the extensive biomass use overall biomass consumption would be higher without biomass gasification. The production of electromethanol shows low biomass consumption and costs while Fischer-Tropsch electrofuels may be an alternative for aviation. Syngas from biomass gasification can supplement biogas in stationary applications as power plants district heat or industry but future energy systems must meet a balance between producing transport fuels and syngas for stationary units. CO2-electrofuels are found complementary to bio-electrofuels depending on biomass availability and remaining non-fossil CO2 emitters

This study investigates the techno-economic feasibility of an off-grid integrated solar/wind/hydrokinetic plant to co-generate electricity and hydrogen for a remote micro-community. In addition to the techno-economic viability assessment of the proposed system via HOMER (hybrid optimization of multiple energy resources) a sensitivity analysis is conducted to ascertain the impact of ±10% fluctuations in wind speed solar radiation temperature and water velocity on annual electric production unmet electricity load LCOE (levelized cost of electricity) and NPC (net present cost). For this a far-off village with 15 households is selected as the case study. The results reveal that the NPC LCOE and LCOH (levelized cost of hydrogen) of the system are equal to $333074 0.1155 $/kWh and 4.59 $/kg respectively. Technical analysis indicates that the PV system with the rated capacity of 40 kW accounts for 43.7% of total electricity generation. This portion for the wind turbine and the hydrokinetic turbine with nominal capacities of 10 kW and 20 kW equates to 23.6% and 32.6% respectively. Finally the results of sensitivity assessment show that among the four variables only a +10% fluctuation in water velocity causes a 20% decline in NPC and LCOE.

In this study a techno-economic analysis tool for conducting detailed feasibility studies on the deployment of green hydrogen hubs for fuel cell bus fleets is developed. The study evaluates and compares five green hydrogen hub configurations’ operational and economic performance under a typical metropolitan bus fleet refuelling schedule. Each configuration differs based on its electricity sourcing characteristics such as the mix of energy sources capacity sizing financial structure and grid interaction. A detailed comparative analysis of distinct green hydrogen hub configurations for decarbonising a fleet of fuel-cell buses is conducted. Among the key findings is that a hybrid renewable electricity source and hydrogen storage are essential for cost-optimal operation across all configurations. Furthermore bi-directional grid-interactive configurations are the most costefficient and can benefit the electricity grid by flattening the duck curve. Lastly the paper highlights the potential for cost reduction when the fleet refuelling schedule is co-optimized with the green hydrogen hub electricity supply configuration.

To meet environmental goals while maintaining economic competitiveness worldwide ports have increased the amount of renewable energy production and have focused in optimizing performances and energy efficiency. However carbon-neutral operation of industrial port areas (IPA) is challenging and requires the decarbonization of industrial processes and heavy transport systems. This study proposes a comprehensive review of decarbon ization strategies for IPA with a particular focus on the role that green hydrogen could play when used as renewable energy carrier. Much information on existing and future technologies was also derived from the analysis of 74 projects (existing and planned) in 36 IPAs 80 % of which are in Europe concerning hydrogenbased decarbonization strategies. The overall review shows that engine operation of ships at berth are respon sible of more than 70 % of emissions in ports. Therefore onshore power supply (OPS) seems to be one of the main strategies to reduce port pollution. Nevertheless OPS powered by hydrogen is not today easily achievable. By overcoming the current cost-related and regulation barriers hydrogen can also be used for the import/export of green energy and the decarbonization of hard-to-abate sectors. The technical and economic data regarding hydrogen-based technologies and strategies highlighted in this paper are useful for further research in the field of definition and development of decarbonization strategies in the IPA.

Hydrogen Refueling Stations (HRS) are a key infrastructure to the successful deployment of hydrogen mobility. Their cost-effectiveness will represent an increasingly crucial issue considering the foreseen growth of vehicle fleets from few captive fleets to large-scale penetration of hydrogen vehicles. In this context a detailed component-oriented cost model is important to assess HRS costs for different design concepts layout schemes and possible customizations respect to aggregate tools which are mostly available in literature. In this work an improved version of a previously developed component-oriented scale-sensitive HRS cost model is applied to 5 different European HRS developed within the 3Emotion project with different refueling capacities (kgH2/day) hydrogen supply schemes (in-situ production or delivery) storage volumes and pressures and operational strategies. The model output allows to assess the upfront investment cost (CAPEX) the annual operational cost (OPEX) and the Levelized Cost of Hydrogen (LCOH) at the dispenser and identify the most crucial cost components. The results for the five analyzed HRS sites show an LCOH at the nozzle of around 8-9 €/kg for delivery based HRSs which are mainly dominated by the H2 retail price and transport service price and around 11-12 €/kg for on-site producing HRS for which the electrolyzer CAPEX and electricity price plays a key role in the cost structure. The compression storage and dispensing sections account for between 1-3 €/kg according to the specific design & performance requirements of the HRS. The total LCOH values are comparable with literature standard market prices for similar scale HRSs and with the 3Emotion project targets.

At scale biomass-based fuels are seen as long-term alternatives to conventional shipping fuels to reduce greenhouse gas emissions in the maritime sector. While the operational benefits of renewable methanol as a marine fuel are well-known its cost and environmental performance depend largely on production method and geographic context. In this study a techno-economic and environmental assessment of renewable methanol produced by gasification of forestry residues is performed. Two biorefinery systems are modeled thermody namically for the first time integrating several design changes to extend past work: (1) methanol synthesized by gasification of torrefied biomass while removing and storing underground a fraction of the carbon initially contained in it and (2) integration of a polymer electrolyte membrane (PEM) electrolyzer for increased carbon efficiency via hydrogen injection into the methanol synthesis process. The chosen use case is set in California with forest residue biomass as the feedstock and the ports of Los Angeles and Long Beach as the shipping fuel demand point. Methanol produced by both systems achieves substantial lifecycle greenhouse gas emissions savings compared to traditional shipping fuels ranging from 38 to 165% from biomass roadside to methanol combustion. Renewable methanol can be carbon-negative if the CO2 captured during the biomass conversion process is sequestered underground with net greenhouse gas emissions along the lifecycle amounting to − 57 gCO2eq/MJ. While the produced methanol in both pathways is still more expensive than conventional fossil fuels the introduction of CO2eq abatement incentives available in the U.S. and California could bring down minimum fuel selling prices substantially. The produced methanol can be competitive with fossil shipping fuels at credit amounts ranging from $150 to $300/tCO2eq depending on the eligible credits.

Hydrogen-powered aviation is gaining momentum as a sustainable alternative to fossil-fueled flight yet the field faces complex technological and operational challenges. To better understand commercial innovation pathways this study analyzes the claims sections of 166 hydrogen aviation patents issued between 2018 and 2024. Unlike prior studies that focused on patent titles or abstracts this approach reveals the protected technical content driving commercialization. The study classifies innovations into seven domains: fuel storage fuel delivery fuel management turbine enhancement fuel cell integration hybrid propulsion and safety enhancement. Thematic word clouds and term co-occurrence networks based on natural language processing techniques validate these classifications and highlight core technical themes. Scientometric analyses uncover rapid patent growth rising international participation and strong engagement from both established aerospace firms and young companies. The findings provide stakeholders with a structured view of the innovation landscape helping to identify technological gaps emerging trends and areas for strategic investment and policymaking. This claims-based method offers a scalable framework to track progress in hydrogen aviation and is adaptable to other emerging technologies.

This paper examines the changes in the performance level and pollutant emissions of a combustion chamber for turbofan engines. Two different fuels are compared: a conventional liquid fuel of the JET-A (kerosene) class and a hydrogen-based gaseous fuel. A turbofan engine delivering a 70 kN thrust at cruise conditions and 375 kN thrust at takeoff is considered. The comparison is carried out by investigating the combustion pattern with different boundary conditions the latter assigned along a typical flight mission. The calculations rely on a combined approach with a preliminary lumped parameter estimation of the engine performance and thermodynamic properties under different flight conditions (i.e. take-off climbing and cruise) and a CFD-based combustion simulation employing as boundary conditions the outputs obtained from the 0-D computations. The results are discussed in terms of performance thermal properties distributions throughout the combustor and of pollutant concentration at the combustor outflow. The results demonstrate that replacing the JET-A fuel with hydrogen does not affect the overall engine performance significantly and stable and efficient combustion takes place inside the burner although a different temperature regime is observable causing a relevant increase in thermal NO emissions.

High-temperature proton exchange membranes (HT-PEMs) for fuel cells are considered transformative technologies for efficient energy conversion particularly in hydrogen-based transportation owing to their ability to deliver high power density and operational efficiency in harsh environments. However several critical challenges limit their broader adoption notably the limited durability and high costs associated with core components such as membranes and electrocatalysts under elevated temperature conditions. This review systematically addresses these challenges by examining the role of engineered nanomaterials in overcoming performance and stability limitations. The potential of nanomaterials to improve catalytic activity proton conductivity and thermal stability is discussed in detail emphasizing their impact on the optimization of catalyst layer composition including catalysts binders phosphoric acid electrolytes and additives. Recent advancements in nanostructured assemblies and 3D morphologies are explored to enhance fuel cell efficiency through synergistic interactions of these components. Additionally ongoing issues such as catalyst degradation long-term stability and resistance to high-temperature operation are critically analyzed. This manuscript offers a comprehensive overview of current HT-PEMs research and proposes future material design strategies that could bridge the gap between laboratory prototypes and large-scale industrial applications.

Solar energy is important for the future as it provides a clean renewable source of electricity that can help combat climate change by reducing reliance on fossil fuels via implementing various solar-based energy systems. In this study a unique configuration for a parabolic-trough-based solar system is presented that allows energy storage for periods of time with insufficient solar radiation. This model based on extensive analysis in MATLAB utilizing real-time weather data demonstrates promising results with strong practical applicability. An organic Rankine cycle with a regenerative configuration is applied to produce electricity which is further utilized for hydrogen generation. A proton exchange membrane electrolysis (PEME) unit converts electricity to hydrogen a clean and versatile energy carrier since the electricity is solar based. To harness the maximum value from this system additional energy during peak times is used to produce clean water utilizing a reverse osmosis (RO) desalination unit. The system’s performance is examined by conducting a case study for the city of Antalya Turkey to attest to the unit’s credibility and performance. This system is also optimized via the Grey Wolf multi-objective algorithm from energy exergy and techno-economic perspectives. For the optimization scenario performed the energy and exergy efficiencies of the system and the levelized cost of products are found to be approximately 26.5% 28.5% and 0.106 $/kWh respectively.