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Two Pioneering Hydrail Projects in Japan and technical issues for the hydrails
Keiichiro Kondo (Chiba University, Chiba, Japan)
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
The 6th Hydrail Conference
2
1. Back Ground
The 6th Hydrail Conference
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
3
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)
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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
Auxiliary power supply
360kW (SOC 20-60%)
600~900V
1500V
Li-ion Battery DC/DC
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
4
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)
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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)”
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
5
○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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
○Specifications
DC/DC
Converter Fuel Cell #1 (65kW)
Fuel Cell #2 (65kW)
Induction
Motor
95kW×2
Auxiliary power supply
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
Auxiliary power supply
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
6
*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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
-Successfully running on a
commercial line
(experimental train schedule)
- Tests on Nagano area
○Running test
-Max. speed 100km/h
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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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)”
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
○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.
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
8
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
○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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
9
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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)
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
10
○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
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
Auxiliary power supply
360kW (SOC 20-60%)
600~900V
1500V
Li-ion Battery DC/DC
converter
600V
Induction
Motor
DC/AC
Inverter
Wheel
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
4. Hybridalization technologies
to boost up the hydrails
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
11
○ ○ ○ ○ 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.
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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)
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
12
●
○
○
○
○
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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
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]
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
13
-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
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
14
Keiichiro Kondo, Chiba Univ.
The 6th Hydrail Conference
- 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