The evaluation of endurance running tests of the fuel cells and battery hybrid test railway train
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1 The evaluation of endurance running tests of the fuel cells and battery hybrid test railway train K.Ogawa, T.Yamamoto, T.Hasegawa, T.Furuya, S.Nagaishi Railway Technical Research Institute (RTRI), TOKYO, JAPAN Abstract For the purpose of an environmental burden reduction and an improvement of energy efficiency, RTRI have been developing fuel cells railway train since the year In the year 2006, we installed the 100kW class proton exchange membrane fuels cells in our test railway train and executed running tests on our test line by one car. In the year 2008, in order to improve energy efficiency further, we developed the lithium-ion battery system to absorb regenerative energy and to increase an accelerating power, the DC/DC converter for charging and discharging the battery. In the year 2009, we installed these equipments in another car and composed a fuel cells and battery hybrid test railway train with these two cars. Through running tests, we evaluated fuel cells durability and so on. 1. Introduction Presently, non-electrical lines account for about 40 % of all railway revenue lines in Japan and diesel railway trains are running on such lines. For the future, a large improvement of energy efficiency and a conversion from fossil fuel to renewable fuel are needed for diesel railway trains. In order to cope with these demands, we have developed fuel cells (herein after referred to as FC ) railway train since the year The development phases are shown in Table.1 Table.1 The development phases of the FC test railway train Development phase Phase 1 Phase 2 Phase 3 FY Power supply 100 kw class FC 30 kw class FC 100 kw class FC and (bench test) 360 kw Battery Performance Driving only 1 motor bogie Driving 1 car Driving 2 cars In the last paper, the results of the test on a fuel consumption rate, energy efficiencies and so on evaluated by only one vehicle in the phase 2 was reported [1]. Now, we are going to report the development results in the phase 3 in this paper. Concretely, we describe the development of the FC and Battery hybrid test railway train and the evaluation of FC durability and so on by running tests. 2. Development of 100kW class PEMFC system assumed the test railway vehicle 2009~ FC durability test Introduced FC system is originally based on NUVERA s proton exchange membrane fuels cells (i.e. PEMFC ) system. It supplies the maximum net power of 120kW to the outside of the system, and also supplies the necessary power to the auxiliary power of FC system by itself (maximum gross power is 150kW), and then a stand-alone operation is available. An air humidification is not required because of introduction of Direct Water Injection system (i.e. DWI system). Also, stainless separator is used in the stacks. The picture and the specification are shown in Fig.1 and Table.2. As for the hydrogen storage, 35MPa cylinders for high pressurized hydrogen were adopted at this time. Hydrogen storage system is composed of four 180 liter cylinders and stores hydrogen of about 18kg (210Nm 3 ). A cylinder is of Type 3 (aluminum cylinder reinforced by carbon fiber) which is the same type as FC automobile s one. For commercial use, a special design for a railway vehicle will be needed in order to have improved capacity efficiency. As for a safety, hydrogen detectors are filled up on the system and if hydrogen leak is detected, hydrogen supply is stopped immediately. Also, if supply pressure increases extraordinarily, hydrogen is released to the atmosphere by auto-relief valve.
2 Fig.1 The100kW class PEMFC system Table.2 The specification of the 100kW class PEMFC system Maximum net power 120 kw Voltage range DC 900V at 0A to 600V at 250A Fuel Pure hydrogen Oxidizer Air Air humidification Not required (installed DWI system) Start-up time 90 sec Outside dimension 1.65 (L) x 1.25 (W) x 1.50 (H) m Weight 1,650 kg (excluding auxiliaries) 3. Hybridization of FC and Battery 3.1 Circuit composition of hybrid system with FC and Battery The examples of typical main circuit compositions of hybrid system with FC and Battery are shown in Fig.2. In the case A, power control functions are needed to be installed in FC and Battery themselves, which is difficult presently. In the case B, inverter input voltage is changed by the state of charge of Battery (SOC) and, in the case C, it is changed widely by FC output. In the case D, though the number of installed equipments is the largest in all the cases and the whole system control is complicated, traction performance is not affected by the voltage of power supply because inverter input voltage is kept on constant by each chopper of FC and Battery. Further in the case D, the conventional equipments for 1,500VDC available in Japan can be used. Since the test vehicle is originally equipped with static inverter and motors for 1,500VDC, the case D was adopted at this time. Fig.2 Examples of typical main circuit compositions of hybrid system with FC and Battery 3.2 Development of Battery We developed the Lithium-ion battery system (herein after referred to as Battery ) for energy storage equipment. The picture and the specification are shown in Fig.3 and Table.3. Battery is
3 capable of charging and discharging the maximum power of 360kW, and is equipped with the function to adjust voltage unbalance among cells. In order to prevent Battery s excess charging and discharging, the usable range of cell voltage is limited. If any cell voltage is beyond the range, the system sends an error signal to external equipments and an excess operation is prevented. Fig.3 Battery Table.3 The specification of Battery Battery type Lithium ion Electrical connection 168 cells series x 2 parallel Voltage range DC 470~700V Energy capacity 60 Ah (=30 Ah x 2 parallel) Maximum power 360 kw Outside dimension 3.2 (L) x 1.3 (W) x 0.55 (H) m Weight 1,200 kg 3.3 Development of Battery chopper We developed Battery chopper for charging and discharging Battery. The picture and the specification are shown in Fig.4 and Table.4. Table.4 The specification of Battery chopper Main circuit type Interactive DC/DC converter Voltage range Battery side DC 470~700 V Inverter side DC 1500V Available maximum power Outside dimension Weight Fig.4 Battery chopper 360 kw 4.5 (L) x 1.0 (W) x 1.65 (H) m 2,400 kg The main functions are as follows: 1) To boost up Battery voltage which changes variously by the output up to 1,500VDC which is equal to inverter input voltage, and keep that voltage 1,500VDC constant. 2) To charge Battery from FC power and regenerative power.
4 3) To manage the power sharing of FC and Battery with reference to control signals from external equipments. 4) To cope with Battery s excess operation and error signals from all external equipments. At this time, the hardware of the same type as the stationary one was used for cost reduction because we focused on examining the hybrid control function. If a special design is worked out with consideration on installation on a vehicle, it is possible to downsize Battery chopper further. 3.4 Power management of hybrid system with FC and Battery In order to manage the power sharing of FC and Battery, Battery chopper calculates the target SOC by using speed, operation states and so on. In stopping states, the target SOC is set up on high level so as to provide the next accelerating power. In running state, it is set up on low level so as to be capable of absorbing regenerative energy from motors. Referring to the target SOC, Battery chopper controls the direction of Battery power and FC output. An example of running test result of hybrid power management is shown in Fig.5. Fig.5 Example of running test result of hybrid power management (1) In stopping Charging Battery and supply the railway train with its auxiliary power by FC. The target SOC is set up on high level. (2) In accelerating Accelerating a vehicle by the sum of the power of FC and Battery. The target SOC becomes lower according to speed. (3) In Coasting Charging Battery and supplying the railway train with its auxiliary power by FC. The target SOC is set up on low level. (4) In regenerating Suppressing FC power to the lowest level and charge Battery by regenerative power. 3.5 Composition of FC and Battery hybrid test railway train The FC and Battery hybrid test railway vehicle is composed of two cars, on one of which Battery and Battery chopper were installed. The exterior and the arrangement of equipments are shown in Fig.6 and the specification is shown in Table.5.
5 Cabin Battery Battery chopper Radiator Inverter Breaker Filter * FC FC chopper Cabin *Controller for High pressurized hydrogen cylinder system Under floor High pressurized hydrogen cylinder Fig.6 The FC and Battery hybrid test railway train Table.5 The specification of the FC and Battery hybrid test railway train Organization 2 cars Total weight 70,000 kg (2 cars) Start acceleration 1.5km/h/s (0.417m/s 2 ) Traction inverter VVVF, Voltage range:dc500~1,850v, 3.3kV-800A, 2 level IGBT(1kHz) Traction motor Three-phase induction motor, 95kWx2 4. Evaluation of fuel consumption rate and energy efficiencies Fuel consumption rate and energy efficiencies were evaluated by the running tests. evaluation item is defined as follows. Running distance (km) Fuel consumption rate(km/kg) (1) Hydrogen consumed (kg) Accelerating energy (kwh) auxiliary energy (kwh) Vehicle energy efficiency (%) 100 Hydrogen consumed (kwh) (2) Each Regenerative energy (kwh) Regenerati ve efficiency (%) 100 (3) Accelerating energy (kwh) The test line has the length of about 650m and it takes about one minute to turn back at the terminal. In addition, the maximum speed is limited to 45km/h. These constraints make the operational situations on the test train different from those on the actual commercial lines. The test result of a speed curve is shown in Fig.7, and power and energy curves are shown in Fig.8. From these test results, it was found out that the test railway train ran by consuming hydrogen and repeating Battery s charging and discharging. Next, running tests were executed by changing only the condition of air conditioner (A/C), namely turning ON/OFF. The running distance was 11.9km in both the conditions. The evaluation results are shown in Table.6.
6 Fig.7 Example of a speed curve Fig.8 Example of power and energy curves Table.6 The comparison of fuel consumption rate and energy efficiencies between air conditioner turning ON/OFF conditions Air conditioner (A/C) ON OFF Auxiliary consumed energy (kwh) Hydrogen consumed energy (kwh) (1) Fuel consumption rate (km/kg-h 2 /car) (2) Vehicle energy efficiency (%) (3) Regenerative efficiency (%) When the possible running distance is calculated from the test results of fuel consumption rate, it is within in the range from about 83 to 124km, which is insufficient for diesel railway vehicle s average commercial running distance per day, namely 350~400km/day. However, this value will be improved somewhat in a commercial running because a coasting time will be longer on the commercial lines than that on the test line, namely 2~3sec. Then, it is considered that the necessary capacity of fuel storage for commercial operation will be about more than three times as much as the present one. Also, the vehicle energy efficiency was decreased by 4.2% by the increase of auxiliary consumed energy under the condition of A/C ON, compared with under the condition of A/C OFF. The regenerative efficiency was almost on the same level as that of the conventional commuter train. 5. Evaluation of FC durability
7 FC durability was evaluated based on the running tests data obtained from the year 2009, April to 2011, January. At this time, regarding the items likely to have an effect on FC durability, namely (a) elapsed time, (b) FC operation time, (c) the number of potential change cycle, the rate of maintaining a potential constant (herein after referred to as potential maintaining rate ) since the start of running tests was evaluated. The potential data at FC current 100 amps was used for evaluation. (a) Elapsed time It is considered that a material deterioration is also promoted by the elapsed time. The tendency is shown in Fig.9. The rate of deterioration since the start of running test was 3.3% at the elapsed time of 15,048 hours (1.67µv/hr/cell). At 2,500 hours, potential maintaining rate became higher than the one at the starting time of running test because the operation temperature at 2,500 hours was higher than that at the starting time. (b) FC operation time It is considered that a material deterioration is also promoted by FC operation. The tendency is shown in Fig.10. This tendency includes not only the deterioration by FC operation, but also that by the elapsed time because FC operation time is about 90 hours, which is less than 1% to the elapsed time. (c) The number of potential change cycles It is known that the deterioration of catalyst such as Pt is promoted by a repeated up-and down change of potential. As shown in Fig.5, FC repeats a potential change (the potential goes down in the regenerating state and goes up in the other states except the regenerating state). The tendency is shown in Fig.11. This tendency is almost the same as those in (a) and (b). Although a liner relationship between potential maintaining rate and each item has been observed, it has not been confirmed yet which item has the largest influence on FC durability. Also, a sharp potential s drop has not been observed. In the future, we are going to continue the evaluation of FC durability by running tests. Fig.9 (a) A correlation between the elapsed time and FC durability Fig.10 (b) A correlation between FC operation time and FC durability
8 6. Conclusion Fig.11 (c) A correlation between the number of potential change cycles and FC durability We composed the FC and Battery hybrid railway test train by two cars, and evaluated a fuel consumption rate, energy efficiencies and FC durability by running tests. From the test results, it was found out that the necessary capacity of the fuel storage for commercial operation is about more than three times as much as the present one. Also, the vehicle energy efficiency was decreased by the increase of auxiliary consumed energy under the condition of A/C ON and the regenerative efficiency was almost on the same level as that of the conventional commuter train. As for the evaluation of FC durability, although a liner relationship between potential maintaining rate and each item such as the elapsed time and so on has been observed, it has not been confirmed yet which item has the largest influence on FC durability. Also, a sharp potential s drop has not been observed. In the future, we are going to continue these evaluations by running tests. 10. Acknowledgements The part of this research and development has been financially supported by the Ministry of Land, Infrastructure, Transport and Tourism of Japan. 11. References [1] K.Ogawa et al., Energy efficiency and fuel consumption of fuel cells powered test railway vehicle, World Congress on Railway Research 2007, PS.2.26 (2007.5) [2] K.Ogawa et al., Development of the Fuel cell/battery Hybrid Railway Vehicle, IEEE Vehicle Power and Propulsion Conference 2009, pp ,(2009.sep) [3] T.Yamamoto, Development of Fuel cells Powered Railway Vehicles, JSME International Conference On Power Engineering 2009, Vol.2 pp ,(2009.nov)
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