DOCSLIB.ORG

A Hydrogen Hybrid Powertrain for the Union- Pearson Railway

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
A Hydrogen Hybrid Powertrain for the Union- Pearson Railway A Hydrogen Hybrid Powertrain for the Union- Pearson Railway by Mehran Haji Akhoundzadeh A thesis presented to the University of Waterloo in fulfillment of the thesis requirement for the degree of Master of Applied Science in Chemical Engineering Waterloo, Ontario, Canada, 2019 ©Mehran Haji Akhoundzadeh 2019 AUTHOR'S DECLARATION I hereby declare that I am the sole author of this thesis. This is a true copy of the thesis, including any required final revisions, as accepted by my examiners. I understand that my thesis may be made electronically available to the public. ii Abstract Canadian legislation attempts to regulate particle emissions released from the rail transportation sector. Assessment of the impact of rolling stock is the key to perform such regulations. Different strategies have been proposed to evaluate the health risks of mobile emission sources. Popular methods in measuring health assessment of rolling stock were reviewed in this study. Hydrail was proposed as an alternative option helping Canadian legislation to regulate emission generated from this mode of transportation. The feasibility of developing Hydrail technology is investigated in this study. As a case study, the drive cycle of the DMUs working on the Air-Rail link’s tracks of Great Toronto Area (GTA) was extracted. A theoretical model was implemented to estimate the duty cycle of the train as it was not possible to access the DMU’s throttle data. According to the duty cycle estimator subsystem, the annual emission released from the track is calculated. To assess the health risk on people, 32 places which are located near the track were collected, and the locations were extracted using Google Earth. These places include hospitals, schools, and social community centers. The concentration of three types of pollutants was locally approximated in the 32 places, using Gaussian air dispersion modeling method. To implement the model, commercial software, AERMOD, was used. To contemplate the health effect of the trains, the estimated pollution concentrations were compared with the air quality standards. The Hydrail was introduced as an alternative technology to reduce the health impact of the rail sector. The benefits and drawbacks of the technology were introduced in detail. Finally, a hydrogen powertrain is designed in this study with respect to the estimated duty demand. This should be considered as the first subsystem of an end-to-end Hydrail design platform for this 25 Km long rail route. A frequency-based power management scenario was applied to the developed powertrain to control the power flow between energy sources. A sensitivity analysis was performed to approximate the system dynamics. The proposed power management scenario will be capable to optimally keep the system working in its optimal working region whenever it will become integrated with a real-time high-level global optimization subsystem. iii Acknowledgments First and foremost, I would like to express my deepest levels of sincere gratitude to my supervisors, Professor Michael Fowler, and Professor Kaamran Raahemifar. Professor Michael Fowler’s motivations had directed me through the knowledge process when I was a newcomer to Canada. The ability to direct my research in the way that I believe it has an impact was fundamentally promoted by Professor Fowler. Professor Raahemifar has great patience and a clear mind, and he has shown me what I could achieve since the last five years. I want to thank him for his patience and supports. Besides my advisors, my special thanks to Professor Ting Tsui and Roydon Fraser for helping me during my master, more specifically when professor Fowler was in recovery. Also, I would like to convey my strong feelings of appreciation for my whole academic life supportive supervisor, Dr. Madjid Soltani, who has been directing me during my studies. In addition to my beloved supervisors, I had the chance to be supported with three more reference points, professor Saeid Amanpour, professor Mohammad Mahjoob Jahromi, and Dr. Alireza Shiri and I would like to express my strong feelings of appreciation to have their encouragement. I would also like to thank my best friend, the lead of the research group, Dr. Ehsan Samadani, who has advised me in finding the path in my research. Working with Ehsan was my opportunity to understand the mean of patience and cooperation. I would also like to convey my special thanks to my kindest supportive friend, Dr. Satyam Panchal. He is one of the nicest people I have ever seen in my life. Dr. Kamyar Rouindej was the man who spent lots of time motivating me in different typical and unusual ways. I want to thank him for his incredible supports. Moreover, I offer my deepest thanks to Dr. Hadi Adibi for all his assistance and constructive feedbacks. Last but not least, I would like to thank the key driver for my life’s success, my family. I am very lucky to have such a great family who raised me with a love of science and supported me in all my pursuits and my life in general. Without my father and mother’s constant moral support, it would not have been possible to finish my master degree. My brother, Mohsen, and my sister, Sarah, has turned out to be my best friends, and their understanding and encouragement have been present throughout my education. iv Table of Contents List of Figures ............................................................................................................................... vii List of Tables ................................................................................................................................. ix Chapter 1: Introduction, Research Objectives, and Outline ........................................................... 1 1.1 Introduction ........................................................................................................................... 1 1.2 Motivation and Research Objectives..................................................................................... 1 1.3 Thesis Outline ....................................................................................................................... 3 Chapter 2: Literature Review and Background ............................................................................................. 4 2.1 Recent Air pollution .............................................................................................................. 4 2.2 Evolution of Intraurban Air Dispersion Modeling ................................................................ 4 2.2.1 Proximity Models ......................................................................................................................... 6 2.2.2 Interpolation Models ................................................................................................................... 6 2.2.3 Land Use Regression Models ....................................................................................................... 7 2.2.4 Dispersion Models ....................................................................................................................... 8 2.2.5 Integrated Meteorological-Emission Models............................................................................... 8 2.3 The Impact of Light Rail Transit on Emission Generation ................................................... 9 2.3.1 Renewable Line-Haul Locomotives .............................................................................................. 9 2.3.2 Hydrogen Hybrid Locomotives ................................................................................................... 10 2.3.3 Hydrogen rolling stocks history.................................................................................................. 11 Chapter 3: Air Pollution Modeling and Health Assessment ....................................................................... 17 3.1 Introduction ......................................................................................................................... 17 3.2 Energy Demand ................................................................................................................... 20 3.2.1 Benchmarking ............................................................................................................................ 20 3.2.2 Drive Cycle .................................................................................................................................. 20 3.2.3 Duty Cycle .................................................................................................................................. 22 3.2.4 Validation ................................................................................................................................... 29 3.2.5 Emission Calculation .................................................................................................................. 30 3.3 Typical Toxics Air Contaminants as Diesel Particulate Matters ........................................ 30 3.4 Toxics Air Contaminants Emission Quantification ............................................................ 31 3.5 Gaussian Air Dispersion Modeling ..................................................................................... 34 3.5.1 Metrological Data Input ............................................................................................................. 38 v 3.5.2 Results and discussion ..............................................................................................................
Load more

Recommended publications
  • Innovative Technologies for Light Rail and Tram: a European Reference Resource
    Innovative Technologies for Light Rail and Tram: A European reference resource Briefing Paper 6 Hydrail - Hydrogen Hybrid and Hydrogen Fuel Cell Systems September 2015 Sustainable transport for North-West Europe’s periphery Sintropher is a five-year €23m transnational cooperation project with the aim of enhancing local and regional transport provision to, from and withing five peripheral regions in North-West Europe. INTERREG IVB INTERREG IVB North-West Europe is a financial instrument of the European Union’s Cohesion Policy. It funds projects which support transnational cooperation. Innovative technologies for light rail and tram Working in association with the POLIS European transport network, who are kindly hosting these briefing papers on their website. Report produced by University College London Lead Partner of Sintropher project Authors: Charles King, Giacomo Vecia, Imogen Thompson, Bartlett School of Planning, University College London. The paper reflects the views of the authors and should not be taken to be the formal view of UCL or Sintropher project. 4 Innovative technologies for light rail and tram Table of Contents Background .................................................................................................................................................. 6 Innovative technologies for light rail and tram – developing opportunities ................................................... 6 Hydrail Trams ..............................................................................................................................................
    [Show full text]
  • The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
    The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16.
    [Show full text]
  • Rail Industry Decarbonisation Taskforce
    RAIL INDUSTRY DECARBONISATION TASKFORCE FINAL REPORT TO THE MINISTER FOR RAIL JULY 2019 | WITH THE SUPPORT OF RSSB DECARBONISATION TASKFORCE | FINAL REPORT | 01 Foreword I am pleased to present, on behalf of the Rail Industry Decarbonisation Taskforce and RSSB, the final report responding to the UK Minister for Rail’s challenge to the industry to remove “all diesel only trains off the track by 2040” and “produce a vision for how the rail industry will decarbonise.” The initial report, published in January 2019, set out credible technical options to achieve this goal and was widely welcomed by stakeholders. RIA has published its report on the Electrification Cost Challenge. This final report confirms that the rail industry can lead the way in Europe on the drive to decarbonise. It sets out the key building blocks required to achieve the vision that the rail industry can be a major contributor to the UK government’s1 target of net zero carbon2, 3 by 2050, provided that we start now. The GB rail system continues to be one of the lowest carbon modes of transport. It has made material progress in the short time since the publication of the initial report. • The industry has continued to develop technologies toward lower carbon. • RSSB has completed its technical report into decarbonisation, T1145. • The investigation into alternatives for freight, T1160, is well underway. • The Network Rail System Operator is conducting a strategic review to develop the lowest cost pathway for rail to decarbonise to contribute to the national net zero carbon target. The Taskforce is very cognisant of the government review of the rail industry ongoing under the independent chairmanship of Keith Williams and we have provided evidence accordingly.
    [Show full text]
  • Hydrogen Trains – an Effective Alternative to Rail Electrification?
    HYDROGEN TRAINS – AN EFFECTIVE ALTERNATIVE TO RAIL ELECTRIFICATION? Tuesday 22 May 2018, Edinburgh Conclusions Hydrogen is increasingly being used as an energy vector in transport. The Workshop examined these applications and looked at the use of hydrogen, fuel cells for trains as an alternative to electrification. The Workshop concentrated predominantly on regional trains and drew attendees from the hydrogen and rail industries in roughly equal numbers. Policymakers from different tiers of government were also represented. Some participants came from mainland EU and Canada but the majority of participants were from the UK. Policy Developments • Alternative solutions to diesel trains are needed so that the rail sector can comply with energy and environmental policies and decarbonise the rail network. • The European Commission will continue to encourage cleaner fuels, both through "carrots" such as funding for research (including the Fuel Cell Hydrogen Joint Undertaking which is 50% funded by EU money) and "sticks" such as legislative requirements for clean fuels infrastructure • The UK Railways Minister has challenged the rail industry to look at the way in which diesel only trains can be removed from operation by 2040 as part of a wide challenge to reduce carbon emissions and improve air quality across the rail sector. • In response to the Minister’s challenge, a Task Force has been set up with Malcolm Brown (Chief Executive, Angel Trains) as Chair. It will report back to the Minister in Autumn 2018. • There is no one size fits all when the UK Government looks at alternatives to diesel. Considerations such as affordability and Value for Money will be important considerations.
    [Show full text]
  • Hydrogen for Railway Traction
    HYDROGEN FOR RAILWAY TRACTION Andreas Hoffrichter Research Associate Birmingham Centre for Railway Research and Education University of Birmingham, UK Toronto: Ryerson University. 11th of June 2013 Outline Current railway traction Well-to-wheel analysis results Prototype locomotive Hydrogen Pioneer Performance modelling with computer simulation Present Railway Traction The majority of railway traction vehicles employ electric motors Energy to the traction motors is supplied either through wayside infrastructure (electric) or an on-board diesel-alternator set (diesel) At a global level, approximately 70% of railway energy for traction is supplied as diesel while 30% is provided by electricity. BUT varies significantly with region, e.g., 100% of railway network electrified in Switzerland, whereas 0% electrified in Canada (mainlines only) Railways are typically the largest single energy consumer in a country, e.g., for electricity in Germany and the UK, for diesel BNSF in the USA Problems Facing Diesel Traction Point-of-use emissions and overall Greenhouse Gas emissions Uncertainty about economical diesel supply Traditional solution: Electrification. BUT: • Large investment in infrastructure required • Visual impact of wayside infrastructure Alternative to Diesel traction required, other than electrification Reasons for Hydrogen Abundant Non-toxic Not a greenhouse gas Various feedstocks Combustion product with oxygen is water Can reduce greenhouse gas emissions Does not require wayside infrastructure For railways: Combines the advantages of diesel and electric traction and avoids most disadvantages: autonomous operation without emissions at the point-of-use while allowing a feedstock mix Hoffrichter, A., Miller, A., R., Hillmansen, S., & Roberts, C. (2012). Well-to- Wheel Analysis for Electric, Diesel and Hydrogen Traction for Railways.
    [Show full text]
  • Flywheel Energy Storage Systems for Rail
    Imperial College London Department of Mechanical Engineering Flywheel Energy Storage Systems for Rail Matthew Read November 2010 Thesis submitted for the Diploma of the Imperial College (DIC), PhD degree of Imperial College London 1 I declare that the research presented in this Thesis is my own work and that the work of others is properly acknowledged and referenced. Matthew Read 2 Abstract In current non-electrified rail systems there is a significant loss of energy during vehicle braking. The aim of this research has been to investigate the potential benefits of introducing onboard regenerative braking systems to rail vehicles. An overview of energy saving measures proposed within the rail industry is presented along with a review of different energy storage devices and systems developed for both rail and automotive applications. Advanced flywheels have been identified as a candidate energy storage device for rail applications, combining high specific power and energy. In order to assess the potential benefits of energy storage systems in rail vehicles, a computational model of a conventional regional diesel train has been developed. This has been used to define a base level of vehicle performance, and to investigate the effects of energy efficient control strategies focussing on the application of coasting prior to braking. The impact of these measures on both the requirements of an energy storage system and the potential benefits of a hybrid train have been assessed. A detailed study of a range of existing and novel mechanical flywheel transmissions has been performed. The interaction between the flywheel, transmission and vehicle is investigated using a novel application-independent analysis method which has been developed to characterise and compare the performance of different systems.
    [Show full text]
  • Hydrogen-Rail (Hydrail) Development
    H2@Rail Workshop Hydrogen-Rail (hydrail) Development Andreas Hoffrichter, PhD Burkhardt Professor in Railway Management Executive Director of the Center for Railway Research and Education [email protected] H2@Rail Workshop, Lansing, MI March 27, 2019 Contents • Current rail energy consumption and emissions • Hybrids • Primary power plant efficiencies • Hydrail development • Past and on-going research - 2 - Michigan State University, 2019 Current Rail Energy Efficiency and GHG DOT (2018), ORNL (2018) - 3 - Michigan State University, 2019 Regulated Exhaust Emissions • The US Environmental Protection Agency (EPA) has regulated the exhaust emissions from locomotives • Four different tiers, depending on construction year of locomotive • Increasingly stringent emission reduction requirements • Tier 5 is now in discussion (see next slide) • Achieving Tier 4 was already very challenging for manufacturers (EPA, 2016) - 4 - Michigan State University, 2019 Proposed Tier 5 Emission Regulation • California proposed rail emission regulation to be adopted at the federal level (California Air Resources Board, 2017) - 5 - Michigan State University, 2019 Class I Railroad Fuel Cost 2016 (AAR, 2017) • Interest from railways in alternatives high when diesel cost high, interest low when diesel cost low • When diesel cost are high, often fuel surcharges introduced to shippers • Average railroad diesel price for the last 10 years ~US$2.50 per gallon (AAR, 2017) - 6 - Michigan State University, 2019 Dynamic Braking • Traction motors are used as generators • Generated electricity is: – Converted to heat in resistors, called rheostatic braking – Fed back into wayside infrastructure or stored on-board of train, called regenerative braking • Reduces brake shoe/pad wear, e.g., replacement every 18 month rather than every18 days (UK commuter train example) • Can reduces energy consumption.
    [Show full text]
  • The Hybrid Trains in International Logistics Transportation
    MATEC Web of Conferences 294, 04017 (2019) https://doi.org/10.1051/matecconf/201929404017 EOT-2019 The hybrid trains in international logistics transportation Zoia Kaira1, Liudmila Golovkova2,*, Ivan Rekun2, and Yurii Trubai2 1 WSB University in Gdansk, Professor of management, 80-268 Gdansk, Grunwaldska 238A, Poland 2 DNURT, Department of Finance and еconomic security, 49010 Dnipro, Lazaryan Street 2, Ukraine Abstract. Analytical information for the market players concerning to the overall future hybrid train market and the subsegments is considered. The forecast of the volume railway transportation in Ukraine is represented in the paper. The aim of the paper is to examine the role of hybrid trains in logistics transportation segment under escalating importance of international logistics where transport segment is influenced in largely degree of political, economic, social, technological, environmental and legal changes. The paper is targeted the stakeholders to provide with information on key market drivers, restraints, challenges, and opportunities. 1. Background and poor logistics services increase transport costs and delivery times whereas competitiveness becomes Transportation logistics issues are of great importance increasingly dependent on cost efficiency. for business, as customers location and resourcing Along with remoteness, they are major determinants opportunities are widely disperced. Neglect of logistics of a country’s ability to participate in the world economy aspects brings nor only higher costs but eventual such as connectivity [1]. The importance of connectivity noncompetitiveness, which will result in diminished is very high in today’s globalised economy, where value market share, more expensive supplies or lower chains are increasingly interconnected and spread out all profits.logistics problems can prevent exporters from over the world [2].
    [Show full text]
  • The Hydrogen Option for Energy: a Strategic Advantage for Quebec
    The hydrogen option for energy: a strategic advantage for Quebec Jacques Roy, Ph.D. Marie Demers, Ph.D. Full Professor Research Associate, CHUS Department of Logistics and Operations Management Université de Sherbrooke HEC Montréal December 2019 Table of Contents 1. Executive summary ....................................................................... 3 6. Flourishing external markets .................................................................29 2. Introduction ................................................................................. 5 7. Profile of the situation in Quebec .........................................................39 7.1 Energy sources used in Quebec ............................................................... 39 3. Hydrogen: an energy vector .......................................................... 7 7.2 Energy dedicated to the transportation sector ..............................................40 3.1 A renewable and efficient energy source ..............................................7 7.3 Greenhouse gas emissions ......................................................................40 3.2 Hydrogen and hydroelectricity: a winning combination ...........................9 7.4 Advent of electric vehicles ....................................................................... 41 3.3 Leverage for reducing GHG emissions and increasing energy efficiency ...10 7.5 Incentives for running on clean energy ....................................................... 41 4. Different uses of hydrogen as an energy source
    [Show full text]
  • Concept Validation for Hybrid Trains CONTRACT REFERENCE NO: Dftrg/0078/2007
    Final Report: Concept Validation for Hybrid Trains CONTRACT REFERENCE NO: DfTRG/0078/2007 Birmingham Research and Development Limited Dr Stuart Hillmansen, Dr Clive Roberts Dr Andrew McGordon, Dr Paul Jennings www.railway.bham.ac.uk March 10, 2008 1 Contents 1 Introduction 3 2 Objectives overview 3 2.1 Phase1overview........................... 4 2.2 Phase2overview........................... 5 2.3 Hybridrailwayvehicles. 5 3 Results: Phase 1 8 3.1 Analysisprocedure .......................... 8 3.2 Vehicledescription .......................... 8 3.3 Routedescription .......................... 9 3.4 Resultsofanalysis: vehiclesimulation . ... 11 3.4.1 Initialvalidation . 11 3.4.2 Wholedayresults ...................... 12 4 Results: Phase 2 17 4.1 Overviewofhybridsimulationmethod. 17 4.2 Results of analysis: Diesel engine operating points . ...... 18 4.3 Results of analysis: State of Charge simulation and energy analysis 19 5 Summary of results and discussion 21 2 1 INTRODUCTION 1 Introduction This report describes the results from the Department for Transport funded project ‘DfTRG/0078/2007 - Concept Validation for Hybrid Trains’. The work has been completed by the Universities of Birmingham and Warwick through Birmingham Research and Development Limited. The hybridisation of railway propulsion systems could lead to a reduction in energy consumption and emissions. This document describes the results of a pro- gramme of work in which this concept design is addressed. The objectives of the work are reviewed and then the findings of each phase of the project will be de- scribed. 2 Objectives overview 1. The objective of this work was to create a computer based model that can be used to: (a) Demonstrate the technical feasibility of a hybrid concept for a typical High-Speed Train (HST) type train and to identify the likely costs and benefits, including any reduction in gaseous emissions.
    [Show full text]
  • Aligning Transport Investments with the Paris Agreement
    Aligning transport investments with the Paris Agreement Insights from the EIB’s transport portfolio 2015-2019 Authors: Aki Kachi, Julie Emmrich, Hanna Fekete September 2020 Aligning transport investments with the Paris Agreement Insights from the EIB’s transport portfolio 2015-2019 Project number 219003 © NewClimate Institute 2020 Authors Aki Kachi, Julie Emmrich, Hanna Fekete Portfolio analysis by Julie Emmrich Disclaimer This study received financial support from the German Federal Ministry for Economic Cooperation and Development (BMZ). The authors have greatly benefited from input and feedback from Sophie Bartosch and Lena Donat from Germanwatch e.V. and Lauren Sidner and Michael Westphal at the World Resources Institute. The views and assumptions expressed in this report represent the views of the authors and not necessarily those of the BMZ. Cover picture: Aki Kachi Berlin Nord-Süd-Grünzug 2020 Download the report http://newclimate.org/publications/ Aligning transport investments with the Paris Agreement Executive Summary In the past few years, transport made up about 27% of European emissions. In 2017, transport emissions were 28% above 1990 levels and until recently were on a rapid growth trajectory as a share of the EU’s overall emissions as other sectors, notably electricity generation, move towards decarbonisation (EEA, 2019b, 2020). The COVID-19 pandemic in 2020 had a large impact on global and European emissions patterns, including in the transport sector, but despite the drop, emissions are overall expected to return to previous trends depending on the speed of the economic recovery. Achieving the EU’s long-term climate goals under the Paris Agreement will still be a monumental challenge and current policies are not sufficient to achieve them.
    [Show full text]
  • Case Study on HYBRID VEHICLES Power Vehicle Type
    Case Study on HYBRID VEHICLES Power Power sources for hybrid vehicles include: Coal, wood or other solid combustibles Compressed or liquefied natural gas Electricity Electromagnetic fields, Radio waves Electric vehicle battery Human powered e.g. pedaling or rowing Hydrogen On-board or out-board rechargeable energy storage system (RESS) Petrol or Diesel fuel Solar Wind Vehicle type Two-wheeled and cycle-type vehicles Mopeds, electric bicycles, and even electric kick scooters are a simple form of a hybrid, as power is delivered both via an internal combustion engine or electric motor and the rider's muscles. Early prototypes of motorcycles in the late 19th century used the same principles to power it up. In a parallel hybrid bicycle human and motor power are mechanically coupled at the pedal drive train or at the rear or the front wheel, e.g. using a hub motor, a roller pressing onto a tire, or a connection to a wheel using a transmission element. Human and motor torques are added together. Almost all manufactured Motorized bicycles, Mopeds are of this type. In a series hybrid bicycle (SH) the user powers a generator using the pedals. This is converted into electricity and can be fed directly to the motor giving a chainless bicycle but also to charge a battery. The motor draws power from the battery and must be able to deliver the full mechanical torque required because none is available from the pedals. SH bicycles are commercially available, because they are very simple in theory and manufacturing. The first known prototype and publication of an SH bicycle is by Augustus Kinzel (US Patent 3'884'317) in 1975.
    [Show full text]