Assessment of Battery Technology for Rail Propulsion Application DTFR53-14-C-00008 6
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Primary Energy Use and Environmental Effects of Electric Vehicles
Article Primary Energy Use and Environmental Effects of Electric Vehicles Efstathios E. Michaelides Department of Engineering, TCU, Fort Worth, TX 76132, USA; [email protected] Abstract: The global market of electric vehicles has become one of the prime growth industries of the 21st century fueled by marketing efforts, which frequently assert that electric vehicles are “very efficient” and “produce no pollution.” This article uses thermodynamic analysis to determine the primary energy needs for the propulsion of electric vehicles and applies the energy/exergy trade-offs between hydrocarbons and electricity propulsion of road vehicles. The well-to-wheels efficiency of electric vehicles is comparable to that of vehicles with internal combustion engines. Heat transfer to or from the cabin of the vehicle is calculated to determine the additional energy for heating and air-conditioning needs, which must be supplied by the battery, and the reduction of the range of the vehicle. The article also determines the advantages of using fleets of electric vehicles to offset the problems of the “duck curve” that are caused by the higher utilization of wind and solar energy sources. The effects of the substitution of internal combustion road vehicles with electric vehicles on carbon dioxide emission avoidance are also examined for several national electricity grids. It is determined that grids, which use a high fraction of coal as their primary energy source, will actually increase the carbon dioxide emissions; while grids that use a high fraction of renewables and nuclear energy will significantly decrease their carbon dioxide emissions. Globally, the carbon dioxide emissions will decrease by approximately 16% with the introduction of electric vehicles. -
Bionic Shape Design of Electric Locomotive and Aerodynamic Drag Reduction
ARCHIVES OF TRANSPORT ISSN (print): 0866-9546 Volume 48, Issue 4, 2018 e-ISSN (online): 2300-8830 DOI: 10.5604/01.3001.0012.8369 BIONIC SHAPE DESIGN OF ELECTRIC LOCOMOTIVE AND AERODYNAMIC DRAG REDUCTION Zhenfeng WU1, Yanzhong HUO2, Wangcai DING3, Zihao XIE4 1, 2, 3, 4 School of Mechanical and Electrical Engineering, Lanzhou Jiaotong University, Lanzhou, China Contact: 1) [email protected] Abstract: Bionics has been widely used in many fields. Previous studies on the application of bionics in locomotives and vehicles mainly focused on shape optimisation of high-speed trains, but the research on bionic shape design in the electric locomotive field is rare. This study investigated a design method for streamlined electric locomotives according to the principles of bionics. The crocodiles were chosen as the bionic object because of their powerful and streamlined head shape. Firstly, geometric characteristic lines were extracted from the head of a crocodile by analysing the head features. Secondly, according to the actual size requirements of the electric locomotive head, a free-hand sketch of the bionic electric locomotive head was completed by adjusting the position and scale of the geometric characteristic lines. Finally, the non- uniform rational B-splines method was used to establish a 3D digital model of the crocodile bionic electric locomotive, and the main and auxiliary control lines were created. To verify the drag reduction effect of the crocodile bionic electric locomotive, numerical simulations of aerodynamic drag were performed for the crocodile bionic and bluff body electric locomotives at different speeds in open air by using the CFD software, ANSYS FLUENT16.0. -
PENNSYLVANIA RAILROAD ELECTRIC LOCOMOTIVE GG1 4800 National Historic Mechanical Engineering Landmark
PENNSYLVANIA RAILROAD ELECTRIC LOCOMOTIVE GG1 4800 National Historic Mechanical Engineering Landmark Friends of GG1 4800 The American Society of Mechanical Engineers Railroad Museum of Pennsylvania Strasburg, Pennsylvania April 23, 1983 he GG1 was a remarkable design, and so The locomotive required two frames; one of the two pantographs. Steps at the ends successful, because of its integrative each frame was a one-piece casting from the of the prototype GG1 led to the pantographs T synthesis of innovations from many General Steel Castings Corporation and was on the roof. But, as long as a pantograph was fields of engineering — mechanical, electrical, machined by Baldwin at Eddystone, Pennsyl- raised and “hot”, access was prevented by a industrial. vania. The two frames, each nearly forty feet blocking plate at the top of the steps. Throwing In 1913, before the era of the GG1, the long, held three driver axle assemblies and a a lever swung the plate clear but caused the Pennsylvania Railroad decided to electrify its two-axle pilot truck. Driver axles fit into roller pantograph to de-energize by dropping. tracks in the vicinity of Philadelphia. The bearing boxes that could move vertically in system, at 11,000 volts and 25 hertz, expanded pedestal jaws in the frame. The driver axle Three pairs of General Electric GEA-627-A1 until by the early 1930s it stretched from New was surrounded by a quill on which was electric motors were mounted in each frame. York City south to Wilmington, Delaware, and mounted a ring gear driven by the pinions of Each pair drove one quill. -
General Motor Diesel Locomotive
(Govt. of India) (Ministry of Railways) INTRODUCTION HAND BOOK ON GENERAL MOTOR DIESEL LOCOMOTIVE (For official use only) IRCAMTECH/2006/M/D/GM loco/1.0 FEBRUARY-2006 Centre for Advanced Maintenance TECHnology Excellence in Maintenance MAHARAJPUR, GWALIOR – 474020 INTRODUCTION HAND BOOK ON GENERAL MOTOR DIESEL LOCOMOTIVE i PREFACE The GM Locomotives have been included in the Diesel Locomotive fleet of Indian railway. Production of GM locomotive has already started in DLW, Varanasi. The 4000 HP, computer controlled GM locomotive has a large number of special and improved features vis-a-vis the Alco design diesel locomotive presently running in Indian railway. All those in the field of diesel locomotive need to get acquainted with the GM locomotive. This book “Introduction hand book on GM locomotive” prepared by the CAMTECH has been prepared with the purpose of disseminating the introductory information to all those in diesel loco maintenance field. The suggestions are invited from the readers to improve and make the book more useful. Any such suggestion shell be included in next publication. Date: - 28.02.2006 KUNDAN KUMAR Director (Mech) ii CONTENTS S No. Description Page No. 1. Preface i 2. Contents ii 3. Book details iii 4. Correction slips iv 5. Introduction of the GM Locomotive 1 to 2 6. General information data 3 to6 7. Various parts and its location 7 to 21 8. Fuel Oil System 22 to 25 9. Cooling Water System 26 to 30 10. Lube Oil System 31 to 37 11. Air Intake System 38 to 41 12. Compressed air system 42 to 43 13. -
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. -
Electric Battery Car Competition Rules
Colorado Middle School Car Competition Electric Battery Division The Colorado Middle School Car Competition is a classroom-based, hands-on educational program for 6th – 8th grade students. Student teams apply math, science, and creativity to construct and race model lithium-ion powered cars. The primary goals of the programs are to: • Generate enthusiasm for science and engineering at a crucial stage in the educational development of young people; • Improve students' understanding of scientific concepts and renewable energy technologies; and • Encourage young people to consider technical careers at an early age. Program description: • Students use mathematics and science principles together with their creativity in a fun, hands-on educational program. • Using engineering principles, students get excited about generating ideas in a group and then building and modifying models based on these ideas. • Students can see for themselves how changes in design are reflected in car performance. • Students work together on teams to apply problem solving and project management skills. The car competition challenges students to use scientific know-how, creative thinking, experimentation, and teamwork to design and build high-performance model electric battery vehicles. Rules Competition Structure: The Colorado competition will use preliminary time trials before progressing to a double elimination tournament for the finals. Each team will have three time trials to achieve their fastest time. Any car that does not finish in 40 seconds will be considered a Did Not Finish (DNF). Only the fastest 16 teams will progress to the double elimination tournament. In the event of a tie, teams will have a race-off to qualify for the double elimination round. -
Modeling, Testing and Economic Analysis of Wind-Electric Battery
NREL/CP-500-24920 · UC Category: 1213 Modeling, Testing and Economic Analysis of a Wind-Electric Battery Charging Station Vahan Gevorgian, David A. Corbus, Stephen Drouilhet, Richard Holz National Renewable Energy Laboratory Karen E. Thomas University of California at Berkeley Presented at Windpower '98 Bakersfield, CA April 27-May 1, 1998 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 A national laboratory of the U.S. Department of Energy Managed by Midwest Research Institute for the U.S. Department of Energy under contract No. DE-AC36-83CH10093 Work performed under task number WE802230 July 1998 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercialproduct, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authord expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available to DOE and DOE contractors from: Office of Scientific and Technical Information (OSTI) P.O. Box 62 Oak Ridge, TN 37831 Prices available by calling (423) 576-8401 Available to the public from: National Technical Information Service (NTIS) U.S. -
Dual Battery Control System of Lead Acid and Lithium Ferro Phosphate with Switching Technique
Article Dual Battery Control System of Lead Acid and Lithium Ferro Phosphate with Switching Technique Muhammad Nizam 1,2, Hari Maghfiroh 1,* , Fuad Nur Kuncoro 1 and Feri Adriyanto 1 1 Electrical Engineering Department, Faculty of Engineering, Universitas Sebelas Maret, Jl. Ir. Sutami 36A, Surakarta 57126, Indonesia; [email protected] (M.N.); [email protected] (F.N.K.); [email protected] (F.A.) 2 Centre of Excellence for Electrical Energy Storage Technology, Universitas Sebelas Maret, Jl. Slamet Riyadi 435, Surakarta, Central Java 57146, Indonesia * Correspondence: hari.maghfi[email protected] Abstract: The increase in electric vehicles needs to be supported by the existence of reliable energy storage devices. The battery, as an energy storage system, has its advantages and disadvantages. The combination of different battery types is chosen since the battery is one of the energy storage systems with mature technology and low life cycle cost. A solution that can be proposed to cover the weakness of each battery is the use of the Dual Battery System (DBS). In this project, a dual battery control system with a combination of Valve Regulated Lead Acid (VRLA) and Lithium Ferro Phosphate (LFP) batteries was developed using the switching method. Battery selection switching is determined by the specification and operational set point of the battery used. The experimental testing was carried out. The result of the research conducted showed that the current sensor accuracy was 83.75% and the voltage sensor accuracy was 94.25% while the current sensor precision value was 64.91% and the voltage sensor precision was 99.74%. -
A Review of Cathode and Anode Materials for Lithium-Ion Batteries
A Review of Cathode and Anode Materials for Lithium-Ion Batteries Yemeserach Mekonnen Aditya Sundararajan Arif I. Sarwat IEEE Student Member IEEE Student Member IEEE Member Department of Electrical & Department of Electrical & Department of Electrical & Computer Engineering Computer Engineering Computer Engineering Florida International University Florida International University Florida International University Email: [email protected] Email: [email protected] Email: [email protected] Abstract—Lithium ion batteries are one of the most technologies such as plug-in HEVs. For greater application use, commercially sought after energy storages today. Their batteries are usually expensive and heavy. Li-ion and Li- based application widely spans from Electric Vehicle (EV) to portable batteries show promising advantages in creating smaller, devices. Their lightness and high energy density makes them lighter and cheaper battery storage for such high-end commercially viable. More research is being conducted to better applications [18]. As a result, these batteries are widely used in select the materials for the anode and cathode parts of Lithium (Li) ion cell. This paper presents a comprehensive review of the common consumer electronics and account for higher sale existing and potential developments in the materials used for the worldwide [2]. Lithium, as the most electropositive element making of the best cathodes, anodes and electrolytes for the Li- and the lightest metal, is a unique element for the design of ion batteries such that maximum efficiency can be tapped. higher density energy storage systems. The discovery of Observed challenges in selecting the right set of materials is also different inorganic compounds that react with alkali metals in a described in detail. -
Coal As Value-Added for Lithium Battery Anodes
Coal as Value-Added for Lithium Battery Anodes Project Review Award No. DE-FE0031879 November 6th 2020 1 Project Summary • Semplastics has begun development of a novel material based on our X-MAT® polymer-derived ceramic (PDC) technology for use as an anode material in lithium-ion batteries • The X-MAT anode material is a composite of chemically tailored silicon oxycarbide (SiOC) and domestically sourced coal powder, designed to be a drop- in replacement for graphite within lithium-ion batteries • Preliminary tests of this material have shown more than twice the reversible capacity of graphite anodes • Through this project, Semplastics proposes to complete development and begin commercialization of this material 2 Project Description and Objectives 3 What are X-MAT Coal-Core Composite Powders? • Raw coal powder mixed with our proprietary polymer derived ceramic (PDC)-forming resin to produce coal-core composite powder materials – Electrically conductive – Low cost – Coal is 1-5¢/lb – The raw coal will not be burned during materials processing, and the resulting powder composite will not burn – Easily manufactured compared to typical ceramics – no sintering needed – Capable of using a variety of coals including lignite, bituminous, and anthracite particles in an “as-is” state with our proprietary PDC technology 4 How is this different from other approaches? • Our PDCs can be tuned at the Atomic Level to contain varying amounts of silicon, oxygen and carbon • Uses a “green” low-energy method – does not involve high-energy processes including -
Recovery of Lithium from Spent Lithium Ion Batteries
Recovery of Lithium from Spent Lithium Ion Batteries Gabriel Chinyama Luzendu Chemical Engineering, masters level 2016 Luleå University of Technology Department of Engineering Sciences and Mathematics MASTER’S DEGREE PROJECT IN CHEMICAL ENGINEERING WITH SPECIALIZATION IN MINERALS AND METALLURGICAL ENGINEERING X7009K RECOVERY OF LITHIUM FROM SPENT LITHIUM ION BATTERIES Author: Gabriel Chinyama Luzendu Supervisors: Fredrik Engström & Jakob Kero Examiner: Caisa Samuelsson 31/08/2016 Division of Minerals and Metallurgical Engineering Department of Civil, Environmental & Natural Resource Engineering Luleå University of Technology Luleå, Sweden Declaration By submitting this thesis, I solemnly declare that the work contained therein is my own original work and that I am the sole author thereof and that it contains no material that has been accepted for the award of any other degree or diploma in any university. I also wish to declare that to the very best of my knowledge, it contains no material published previously or inscribed by another person, except where due reference is made in the text and that publication by Luleå University of Technology will not infringe any third party rights. Gabriel Chinyama Luzendu August, 2016 © Gabriel Chinyama Luzendu 2 Acknowledgement This thesis has been carried out at Luleå University of Technology, Division of Minerals and Metallurgical Research Laboratory. Further acknowledgement goes to the Swedish Institute for the financial support through the scholarship for my studies. I also wish to acknowledge my examiner Associate Professor Fredrik Engström and Jakob Kero for the knowledge, guidance and advice they shared with me during this thesis. Special thanks go to Professor Caisa Samuelsson for the opportunity to do the thesis in the department. -
Unit M 6-Transmission in Diesel Locomotive
UNIT M 6-TRANSMISSION IN DIESEL LOCOMOTIVE OBJECTIVE The objective of this unit is to make you understand about • the need for transmission in a diesel engine • the duties of an ideal transmission • the requirements of traction • the relation between HP and Tractive Effort • the factors related to transmission efficiency • various modes of transmission and their working principle • the application of hydraulic transmission in diesel locomotive STRUCTURE 1. Introduction 2. Duties of an ideal transmission 3. Engine HP and Locomotive Tractive Effort 4. Factors related to efficiency 5. Rail and wheel adhesion 6. Types of transmission system 7. Principles of Mechanical Transmission 8. Principles of Hydrodynamic Transmission 9. Application of Hydrodynamic Transmission ( Voith Transmission ) 10. Principles of Electrical Transmission 11. Summary 12. Self assessment 1 1. INTRODUCTION A diesel locomotive must fulfill the following essential requirements- 1. It should be able to start a heavy load and hence should exert a very high starting torque at the axles. 2. It should be able to cover a very wide speed range. 3. It should be able to run in either direction with ease. Further, the diesel engine has the following drawbacks: • It cannot start on its own. • To start the engine, it has to be cranked at a particular speed, known as a starting speed. • Once the engine is started, it cannot be kept running below a certain speed known as the lower critical speed (normally 35-40% of the rated speed). Low critical speed means that speed at which the engine can keep itself running along with its auxiliaries and accessories without smoke and vibrations.