1 copyright © 2010 by vehicle projects inc arnold r. miller, phd president vehicle projects inc...
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1Copyright © 2010 by Vehicle Projects Inc
Arnold R. Miller, PhD
PresidentVehicle Projects IncDenver, Colorado, USA
NHA Hydrogen Conference & Expo
Long Beach, CA5 May 2010
Hydrogen Fuel-Cell Railway Locomotive for the Los Angeles Basin
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2Copyright © 2010 by Vehicle Projects Inc
Completed locomotive at unveiling to press on 29 June 2009
HYBRID-FUELCELL SWITCH LOCOMOTIVE
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Marries best features of conventional locos (electric and diesel) but
avoids their disadvantages:
- Zero chemical and low acoustic emissions at the vehicle (like electric loco)
- Relatively low infrastructure cost (linear fuel infrastructure like diesel)
- Zero total CO2 emissions if primary energy is renewable or nuclear
- More efficient overall than diesel or electric
Current issues:
- Relative high cost of fuelcells
- Entrenched competing technologies and fuels
- Hydrogen storage
WHY FUELCELL RAIL?
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WHY HYBRID? DUTY CYCLE OF SWITCH LOCO
*Mean power computed over 20-h interval
Mean* = 75 kW
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HIGH-POWER FUELCELL VEHICLE DEVELOPMENT
Coal loco metal-hydride storage
Vehicle Projects Inc has a unique history
(since 1998) of developing large fuelcell
vehicles
Fuelcell mine locomotive, a non-hybrid
2002
Coal fuelcell-hybrid powerplant(to be repackaged)
FC coalmine locomotive(project in progress)
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An industry-government partnership has developed a prototype
fuelcell-hybrid switch locomotive that will:
• Reduce air and noise pollution in urban rail applications, including
seaports. (Demonstrated in the Los Angeles Basin)
• Serve as a mobile backup power source (“power-to-grid”) for military
bases and civilian disaster relief efforts.
SWITCH LOCOMOTIVE PROJECT OBJECTIVES
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31 July 2008, BNSF Topeka System Maintenance Terminal
FUELCELL LOCOMOTIVE UNDER CONSTRUCTION
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• 240 kW (continuous net) fuelcell prime mover
• 70 kg hydrogen at 350 bar at
roofline
• Traction battery allows transients
above 1 MW
• 9 thousand kg extra ballast to bring
to 130 tonne (287 thousand lb)
CAD MODEL OF FUELCELL-HYBRID LOCO
Ballast
Hydrogen tanks
Traction battery
RadiatorsFuelcell powerplant
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EXPANDED VIEW OF VEHICLE
Radiator module
Fuelcell powerplant
Power electronics
Hydrogen storage
Battery ventilation module
Ballast
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IMPACT TESTING
750,000 lb consist with last car braked
• Test conducted by Transportation Technology Center, Inc, in Pueblo, CO
• Tested at 5.1 mph at full gas pressure (3.8 mph with fuelcell operating)
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HYDROGEN REFUELING STATION AT TTCI
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DEMONSTRATION AT BNSF COMMERCE YARD
HydrogenRefueling Station
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POWER IN RAILYARD
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• “Clean diesels” with exhaust after-treatment have many issues:
space claim, complexity, reliability, efficacy
• Catenary-electric locos
– Having heat-engine prime movers, are energy inefficient
– Usually are a large GHG emitters
– Have very high infrastructure costs (US$6-8 million/mile)
COSTS
Fuelcell costs must be compared to total costs – capital,
operating, maintenance, & social – of conventional technologies
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AIR PRODUCTS’ HYDROGEN PIPELINES
• Serves 7 gasoline refineries in LA• 26 km length
• 400 thousand kg/day of H2
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• Mean cost of diesel fuel currently is around $2.60/gal
• 1 kg hydrogen is equivalent to approx. 1 gal of fossil fuel in
energy content
• Hydrogen from the Air Products’ LA pipeline costs $2-3/kg
• Based on energy content, hydrogen fuel cost today is equiv to
diesel fuel ($2-3/gal)
FUEL COSTS (HYDROGEN FROM LA PIPELINE)
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Parameter* Value
Gross power operating range 0 – 250 kW
Mean gross power 115 kW
Mean net power 95.7 kW
Mean fuel usage 5.73 kg / hour
Vehicle fuel capacity @ 20 °C 67.0 kg
Mean refueling interval 11.1 hours
Balance of plant parasitic losses ~ 17%
Mean operating thermal efficiency (net
power/ hydrogen heating value)
41% (HHV)
49% (LHV)
* Power data based on 4 days of operation; fuel data based on 8 days of
operation
PERFORMANCE
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RESULTS
• Locomotive is complete and has over 120 h operating time
• Zero emissions in the urban railyard
• Silent in cab; allows unstrained conversation beside power
compartment
• With hydrogen from LA pipeline, energy cost would be
comparable to or lower than diesel: ~ $2-3/gal equivalent