the 6 th - appalachian state universitythe 6 th hydrail conference test plan and results phase 1...

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Two Pioneering Hydrail Projects in Japan and technical issues for the hydrails

Keiichiro Kondo (Chiba University, Chiba, Japan)

[email protected]

The 6th Hydrail Conference

Keiichiro Kondo, Chiba Univ.

The 6th Hydrail Conference, Istanbul

1. Back Ground

2. Hydrail project by JR EAST

3. Hydrail project by Railway TechnicalResearch Institute

4. Hybridalization technologies to boost up the hydrails

5. Concusions


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1. Back Ground


Technical issues for the conventional rail system.

Electrified railway vehicle Diesel powered vehicle

○Silent and recuperative

× High cost for theelectrification

http://www.jreast.co.jp/train/local/kiha58.htmlhttp://www.jreast.co.jp/train/local/215.html

Technical issues for the Energy supply

○Autonomous

×Non-requperative, noisy



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Price and lifelong target for railway traction

application

Engine cost : 1PS/10000JPY => 3-5 mil JPY / Engine

Final stage : 1 kW / 10000 JPY (same as diesel engines)

Life time target

Heavy maintenance: Every 4-6 years (Ave.40000 hours)

Minimum 40000 hours (A heavy maintenance period)



Price target

Fuel cell can enjoy the both benefits.

Booster

chopper

device

Fuel Cell (120kW)

95kW×2

Auxiliary power supply

360kW (SOC 20-60%)

600~900V

1500V

Li-ion Battery DC/DC

converter

600V

Induction

Motor

DC/AC Inverter

Wheel

Booster

chopper

device

Fuel Cell (120kW)

95kW×2


360kW (SOC 20-60%)

600~900V

1500V


converter

600V

Induction

Motor

DC/AC Inverter

Wheel

-Electric railways without the catenary

-Energy efficientnon electrified train

-Low cost, less maintenance

-Visual prolusion free

-Recuperate the kinetic energy

-Silent and high ride comfort



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Two projects in Japan

-East Japan Railway company (JR East)

-2006 – 2009

-Experimental car basis

- 150kW PEMFC and battery

- 2006 -

- Experimental car basis

-120kW PEMFC and battery

Fuel cell and battery hybrid experimental projects

-Railway technical Research Institute (RTRI)



2. Hydrail project by JR EAST

Reference

(1)JR East press release ;

” http://www.jreast.co.jp/e/press/20060401/index.html”

(2) R.Furuta, J.Kawasaki, K.Kondo,

” Hybrid Traction Technologies with Energy Storage Devices

for Non-Electrified Railway Lines”，IEEJ Transactions on Electrical and Electronic Engineering,

Volume 5， Issue 3，pp.291-297，(2010.5)”



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○Aim of the development

- Reduce the environmental impact （Higher efficiency）

- Catenary less electrified railway system.

- Prepare technically when fuel cell technologies mature.

- Reveal the technical problems to apply fuel cells to railway vehicle traction.

Purpose of the development

View point: Railway operator



○Specifications

DC/DC

Converter Fuel Cell #1 (65kW)

Fuel Cell #2 (65kW)

Induction

Motor

95kW×2


DC/AC

Inverter

Li-ion Battery

340kW (SOC 20-70%) Wheel

DC/DC

Converter Fuel Cell #1 (65kW)

Fuel Cell #2 (65kW)

Induction

Motor

95kW×2


DC/AC

Inverter

Li-ion Battery

340kW (SOC 20-70%) Wheel

Number of vehicle: 1 car/train

Dimension:20m×2.8m×4.2m

Max. speed : 100km/h

System configuration

19.5kWh



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*1 Nominal value of Ballard HY-80 *2 Nominal value of fuel cell hybrid experimental car *3 Efficiency of parallel cardan driving devices : 97.5% *4 Quoted from the JHFC report (LHV-base loss) *5 We suppose that the battery is charged

with only regenerative energy. *6 “Tank” means Fuel (hydrogen gas) .

VVVFInverter

*2

Traction Motor

*2

Gears

*3

Fuel cell Stack

*1

DC/DC Con -verter

*2

5% 10%

2.5%

55%

2%

Secondary battery *2

10%

Fuel

Hydro-gen

*4

*5

Ir) 89% R) 65% E) 60%

Tank (*6) to wheel 37%

Reform

ing, Electrolysis,

Iron making COG

Fuel (hydrogen

gas)

Refinement lossIr) hydrogen delivery station utilizing

iron making COG: 11% R) methanol reforming: 35% E) hydrogen refueling facility

by electrolysis: 40%

Generative loss

Conversion loss Conversion loss

Motor loss

Mechanical loss

Storage loss

Regenerative energy 28%

*1 Nominal value of Ballard HY-80 *2 Nominal value of fuel cell hybrid experimental car *3 Efficiency of parallel cardan driving devices : 97.5% *4 Quoted from the JHFC report (LHV-base loss) *5 We suppose that the battery is charged

with only regenerative energy. *6 “Tank” means Fuel (hydrogen gas) .

VVVFInverter

*2

Traction Motor

*2

Gears

*3

Fuel cell Stack

*1

DC/DC Con -verter

*2

5% 10%

2.5%

55%

2%

Secondary battery *2

10%

Fuel

Hydro-gen

*4

*5

Ir) 89% R) 65% E) 60%

Tank (*6) to wheel 37%

Reform

ing, Electrolysis,

Iron making COG

Fuel (hydrogen

gas)

Refinement lossIr) hydrogen delivery station utilizing

iron making COG: 11% R) methanol reforming: 35% E) hydrogen refueling facility

by electrolysis: 40%

Generative loss

Conversion loss Conversion loss

Motor loss

Mechanical loss

Storage loss

Regenerative energy 28%

○Efficiency



-Successfully running on a

commercial line

(experimental train schedule)

- Tests on Nagano area

○Running test

-Max. speed 100km/h



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3. Hydrail project by RTRI

Reference

(1) K.Kondo, T.Furuya, T.Yamamoto”FEASIBILITY STUDY

ON FUEL CELL RAILWAY TRACTION SYSTEM” The

22nd International Battery, Hybrid and Fuel Cell Electric

Vehicles Symposium & Exposition (EVS22), pp.13-19, (CD-

ROM) 2006.10

(2) R.Furuta, J.Kawasaki, K.Kondo,

” Hybrid Traction Technologies with Energy Storage Devices

for Non-Electrified Railway Lines”，IEEJ Transactions on Electrical and Electronic Engineering,

Volume 5， Issue 3，pp.291-297，(2010.5)”



○Aim of the development

Fuel cell and BOP Durability/Cost

Efficiency Load following performace

Regenerative power absorbing

Energy accumulation measures

Control technology

Safety issues Anti-hydrogen-leakage structure

Anti-firing mechanism Anti-explosive construction

Regulations

Power electronics Circuit configuration

Control technology

Hydrogen supply On board accumulation

On board reformer Hydrogen infrastructure

Modifying or applying conventional technologies

Innovative hydrogen application Other innovative

Fig.3. Technical issues for fuel cell trains.

To contribute technically to solve these problems

To encourage the railway operators to apply FCs.



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Candidates of application of PEMFC Power Supply

800kW or more variable power

Large scale power storage

DMUs for

Express

Up to 500kW variable power

Large scale power storage for

regenerative brake

Noise Reduction at

running.

Lower Emission.

Energy saving.

DMUs for

Commuter

Up to 100kW almost constant

power

Noise Reduction at

running.

Lower Emission.

Auxiliary

Power Unit

SpecificationsBenefitsItems

Possible application objects



○Test plan and results

Phase 1

(2001～03)

Phase 2

(2004～ 06)

Phase 3

(2007～)

Study on the Traction System for 30 kW Class

FC.

Basic Study on FC Chara.

Study on the Propulsion

System for 150 kW FC.

Drive Test on an test track and

rolling stock test facility in RTRI.

Compleated Compleated On going

Drive test with hybrid system with energy

storage system

R&D test plan



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Full scale passenger vehicle with 150kW fuelcell

Power converter

150 kW PEMFC power

module on board

35MPa Pressurized Hydrogen

cylinder

18.75 kW * 6

stacks



Running Test on the RTRI test track

(w/o batteries ,up to 40 km/h,phase2)

Running Test on the RTRI test facility (Up to 100 km/h)

Running test resultTime (sec)

Sp

eed (

km

/h)

Outp

ut

(kW

)

Distan

ce (m)



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○Specifications of the experimental train (phase3)

Number of vehicle: 2 car/train

Dimension: Length of a vehicle 20m

Max. speed : 100km/h

System configuration

Fuel:35MPa compressed hydrogen

Booster

chopper

device

Fuel Cell (120kW)

95kW×2


360kW (SOC 20-60%)

600~900V

1500V


converter

600V

Induction

Motor

DC/AC

Inverter

Wheel

Booster

chopper

device

Fuel Cell (120kW)

95kW×2


360kW (SOC 20-60%)

600~900V

1500V


converter

600V

Induction

Motor

DC/AC

Inverter

Wheel



4. Hybridalization technologies

to boost up the hydrails



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○ ○ ○ ○ E S

●

●

Substation

○ ○ ○ ○ E S

●

●

S

○ ○ ○ ○ D S

(b) Diesel and storage hybrid in non-electrified railway lines

(c) Catenary and storage hybrid type

Legend D: Diesel traction system E: Electrical traction system S: Energy Storage System

(d) Conventional electrified railway lines

○ ○ ○ ○ D

(a) Diesel in non-electrified railway lines

●

●

Substation

○ ○ ○ ○ E

○ ○ ○ ○ E S

●

●

Substation

○ ○ ○ ○ E S

●

●

S

○ ○ ○ ○ D S

(b) Diesel and storage hybrid in non-electrified railway lines

(c) Catenary and storage hybrid type

Legend D: Diesel traction system E: Electrical traction system S: Energy Storage System

(d) Conventional electrified railway lines

○ ○ ○ ○ D

(a) Diesel in non-electrified railway lines

●

●

Substation

○ ○ ○ ○ E

●

●

Substation

○ ○ ○ ○ E

Benefit of Hydrail

Autonomous

・Energy storage onboard can cover thedrawbacks of t electric traction system.

・Hydrail may enhances the electric traction system with the energy storage perfect autonomous system.



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Nominarizedbattery power (kW/ton)

0.8

0

KIHA E200 (Series hybrid)

KIHA 160 (Parallel hybrid) ●

E995 (FC)

R291(FC)

0.2

0.4

2 4

▲

6 min.

86

3 min.

0.6

1.0

▲

●

Nominarizedbattery energy (kWh/ton)

10

Nominarizedbattery power (kW/ton)

0.8

0

KIHA E200 (Series hybrid)

KIHA 160 (Parallel hybrid) ●

E995 (FC)

R291(FC)

0.2

0.4

2 4

▲

6 min.

86

3 min.

0.6

1.0

▲

●

Nominarizedbattery energy (kWh/ton)

Hybridalization with the energy storage devices

-Effective to reduce the FC cost for thefirst commercial stage

-Higher power duringlong period is assisted by the batteries or EDLCs



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●

○

○

○

○

IM1 ● ● ●

IM2

IM1 ● ● ●

IM2

FC

SC

●

●

●

●

●

INV1 MCh 1

INV2

MCh 2

Ls 1

Ls 2

B Ch

Lb

(a) DC Chopper link circuit

Traction circuit for the hybridalization

EDLCs or

Li-ion batteries



0

1

2

3

4

5

6

7

-200 -150 -100 -50 0 50 100 150 200

⊿EC1

Pst

⊿EC2

Em

Regenerating

Powering

Designing method of the hybridazation

Energy is determined for the powering the vehicle.

Power is determined for the regenerative brake.

Power [kW]

Ener

gy

[kW

h]



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-200

-150

-100

-50

0

50

100

150

200

-4

-3

-2

-1

0

1

2

3

4

-250 -200 -150 -100 -50 0

-200

-150

-100

-50

0

50

100

150

200

-4

-3

-2

-1

0

1

2

3

4

0 50 100 150 200 250

EtP

EesP

Pfc

PesP

Tractive Power (MAX) 211 kW

FC Power 120kW=> 90kW for FC power is saved.

Feasibility study to cut the FC power

by the energy storage.

Tractive Power [kW]

Pow

er [kW

]

Ener

gy [

kW

h]

Powering

Energy for the energy storage

FC power

Regenerating

Power for the energy storage

5. Conclusions



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- East Japan Rail Co., the world largest railway operator, has successfully carried out the experimental running of their own Fuelcell train.

- Railway Tech. Research Inst., a subsidy research arm of Japan railways, is studying the technical aspect of the fuel cell train with their two cars test train.

- Hybridalization is key technologies to boost up the fuel cell in the application market.

Thank you for your kind attention

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