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Energy Consumption and Carbon Dioxide Emissions Analysis for a Concept Design of a Hydrogen Hybrid Railway Vehicle Din, Tajud; Hillmansen, Stuart

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Energy Consumption and Carbon Dioxide Emissions Analysis for a Concept Design of a Hydrogen Hybrid Railway Vehicle Din, Tajud; Hillmansen, Stuart University of Birmingham Energy consumption and carbon dioxide emissions analysis for a concept design of a hydrogen hybrid railway vehicle Din, Tajud; Hillmansen, Stuart DOI: 10.1049/iet-est.2017.0049 License: None: All rights reserved Document Version Peer reviewed version Citation for published version (Harvard): Din, T & Hillmansen, S 2017, 'Energy consumption and carbon dioxide emissions analysis for a concept design of a hydrogen hybrid railway vehicle', IET Electrical Systems in Transportation. https://doi.org/10.1049/iet- est.2017.0049 Link to publication on Research at Birmingham portal Publisher Rights Statement: Published in IET Electrical Systems in Transportation. Final version of record available at: http://dx.doi.org/10.1049/iet-est.2017.0049. Checked for repository 31/1/18 General rights Unless a licence is specified above, all rights (including copyright and moral rights) in this document are retained by the authors and/or the copyright holders. The express permission of the copyright holder must be obtained for any use of this material other than for purposes permitted by law. •Users may freely distribute the URL that is used to identify this publication. •Users may download and/or print one copy of the publication from the University of Birmingham research portal for the purpose of private study or non-commercial research. •User may use extracts from the document in line with the concept of ‘fair dealing’ under the Copyright, Designs and Patents Act 1988 (?) •Users may not further distribute the material nor use it for the purposes of commercial gain. Where a licence is displayed above, please note the terms and conditions of the licence govern your use of this document. When citing, please reference the published version. Take down policy While the University of Birmingham exercises care and attention in making items available there are rare occasions when an item has been uploaded in error or has been deemed to be commercially or otherwise sensitive. If you believe that this is the case for this document, please contact [email protected] providing details and we will remove access to the work immediately and investigate. Download date: 28. Sep. 2021 Energy consumption and carbon dioxide emissions analysis for a concept design of a hydrogen hybrid railway vehicle Tajud Din 1, Stuart Hillmansen 1* , Robert Ellis 1 1 Department of Electronic, Electrical and Systems Engineering, University of Birmingham, Edgbaston, Birmingham, B15 2TT, UK *[email protected] Abstract: Diesel is the most common energy source used by many railway vehicles globally but it also has an impact on the environment due to carbon emissions from the diesel engine. Railway electrification is an effective way to reduce emissions but fails to be a very cost effective solution particularly for routes where passenger traffic is low. This paper has undertaken a propulsion system concept design based on a vehicle similar to the British class 150 diesel-powered vehicle. A return journey was simulated over the British regional route Birmingham Moor Street to Stratford-upon-Avon to set a benchmark for the development of hydrogen-powered and hydrogen-hybrid train. A fuel cell power plant and hydrogen compressed at 350 bars were used as part of the concept design. It was found that all the components essential for the train propulsion system can be installed within the space available on original diesel-powered class 150 train. The installation of equipment does not compromise passenger capacity and weighs similar to original class 150. Energy consumption was reduced by 44% on the hydrogen-powered train and by 60% on the hydrogen-hybrid train. Carbon-dioxide emissions were reduced by 59% using the hydrogen-powered train and by 77% using the hydrogen-hybrid train. tracks requires an additional infrastructure which is Nomenclature expensive and cannot be implemented in many areas [2, 5]. F Force [kN] Compared to electricity, diesel fuel allows the continuous V Velocity [m/s] operation of trains and ensures its travel over the routes α Gradient angle [degrees] where electrification is not economical or routes not s Vehicle displacement [m] electrified yet, but it comes with the cost of carbon TE Tractive effort by vehicle [kN] emissions at the point-of-use and relying on single energy A Acceleration [m/s2] source [2, 6, 7]. λ Rotational allowance To reduce the impact of the transport sector on the m Mass of the train [kg] global climate, as well as local air quality, the use of g Acceleration due to gravity [m/s2] vehicles consisting of renewable energy sources is crucial d Delta-change of following variable [8]. Recognised by Henry Cavendish as a distinct element in A Davis equation constant coefficient [N] 1766 and named by Antoine Lavoiser hydrogen is the B Davis equation linear term coefficient [N/(m/s)] lightest element presented in the periodic table and found in B Davis equation linear term coefficient [N/(m/s)] abundance in universe. [2, 9, 10, 32]. When the C Davis equation quadratic term coefficient [N/(m/s2)] concentration of hydrogen reaches from 4% to 75% its STS Single train simulator combustion in air is possible [11], allowing its consumption DMU Diesel multiple unit in specific combustion engines, where it is burned similarly FCMU Fuel cell multiple unit to petroleum fuel [2, 12]. An alternative to hydrogen FCEMU Fuel cell electric multiple unit combustion engine, a fuel cell is a suitable device to produce clean electricity for vehicles [2]. Among numerous 1. Introduction fuel cells, the proton membrane exchange membrane fuel Transport activities consume approximately 20% of cell (PEMFC) is considered to be the most suitable and prime energy globally, and road transport shares 75% of this reliable power source for electric vehicles [13]. consumed energy after eliminating the share due to air, sea Hydrogen powered automotive vehicles are and rail transport [1]. European countries consume 30% of commercially available on the market. They have similar their energy on transport, of which the railway is operational range and refuelling time compared to the approximately a 2.5% share. In the USA the share for vehicles which use petroleum fuel. The water vapour energy consumption of railway transportation is produced from the use of compressed hydrogen in fuel cell approximately 2.1% of the total 27.8% [2]. vehicles is nearly the same compared to existing Two main sources to produce energy for railway combustion technologies, however due to the increased vehicles are electricity and diesel fuel and both have their efficiency of a fuel cell there is a big reduction in carbon benefits and disadvantages [2]. Electricity allows emissions [2, 25]. Various hydrogen powered railway production from multiple energy sources such as fossil fuels, vehicle prototypes have been developed in the past few and renewables, while eliminating the emissions produced years, including one built at the University of Birmingham at the point-of-use. However electrification of railway [14] The first hydrogen powered locomotive developed was by Vehicle Projects Inc. [2] and was a mining locomotive. Full scale hydrogen powered locomotive was built for analysis. In order to solve these equations either the distance BNSF railway and is used for switching purpose [15]. It is or time must be discretised. In the STS the distance is fitted with two fuel cell stacks providing 250 kW power, in discrete so the simulation ends once the vehicle completed addition to lead acid batteries capable of providing 1.5 MW its full journey. Numerical integration is used to solve these peak output for approximately 5 minutes [2, 16]. Alstom equations. Typically 1 metre is sufficient for solution has recently developed a full emission-free train based on accuracy. Figure 1 demonstrate the operational steps of STS. Coradia Lint platform. The Coradia Lint traction system is using fuel cells technology to produce electricity for train by using electrolysis and is perfect example of modern energy supply and storage system combined with intelligent energy management. [31] In the current paper two hydrogen-powered trains were developed considering the mass and volume implications of the change in traction system with an evaluation of practicality of hydrogen as a fuel. A Diesel Multiple Unit (DMU) regional train was selected as a benchmark vehicle and the performance factors and drive time over a typical route in United Kingdom are determined with a computer simulation. Following the benchmark simulation a design of hydrogen-powered and hydrogen- hybrid train is developed and are simulated over same route. Finally the performance of the benchmark train is compared with two other hydrogen-powered and hydrogen-hybrid trains. 2. Benchmark Simulation 2.1. Simulation Software Single Train Simulator (STS) software developed by Birmingham Centre for Railway Research and Education was used by author for the investigation presented in this paper. [14, 17, 18]. The Single Train Simulator solves the equation of Figure 1: Single Train Simulator Flow Chart motions of the railway vehicle, subject to the operational The Single Train Simulator consists of three constraints by using Lomonosoff’s equation (equation 5) fundamental sections; infrastructure model, vehicle model per distance iteration [19]. Equation 1 represents Newton and physics model. The infrastructure model includes track 2nd law of motion and equation 2 is expansion of equation information, track speed, gradient and curvature information. 1 where λ is rotational allowance used to increase the The vehicle model includes Davis parameters, mass, required force to begin vehicle movement and was set to rotational inertia, tractive and braking characteristics. The 0.08 which is typical value used to represent rotary physics model computes the speed and displacement by allowance in regional DMUs. The equations are given using numerical integration [14]. below [18,19]: For computer modelling the route information, vehicle data and driving style are essential.
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