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A Conceptualized Hydrail Powertrain: a Case Study of the Union Pearson Express Route

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A Conceptualized Hydrail Powertrain: a Case Study of the Union Pearson Express Route Article A Conceptualized Hydrail Powertrain: A Case Study of the Union Pearson Express Route Mehran Haji Akhoundzadeh 1 , Kaamran Raahemifar 1,2, Satyam Panchal 3, Ehsan Samadani 1, Ehsan Haghi 1 , Roydon Fraser 3 and Michael Fowler 1,* 1 Chemical Engineering Department, University of Waterloo, 200 University Avenue West, Waterloo, ON N2L 3G1, Canada; [email protected] (M.H.A.); [email protected] (K.R.); [email protected] (E.S.); [email protected] (E.H.) 2 Electrical and Computer Engineering, Sultan Qaboos University, P.O. Box: 31, Al-Khound 123, Sultanate of Oman 3 Mechanical and Mechatronics Engineering Department, University of Waterloo, 200 University Avenue West, Waterloo, ON N2L 3G1, Canada; [email protected] (S.P.); [email protected] (R.F.) * Correspondence: [email protected]; Tel.: +1-519-888-4567 (ext. 33415) Received: 11 January 2019; Accepted: 29 April 2019; Published: 28 May 2019 Abstract: A hydrogen rail (hydrail) powertrain is conceptualized in this study, using drive cycles collected from the trains currently working on the Union Pearson Express (UPE) railroad. The powertrain consists of three preliminary different subsystems: fuel cell, battery, and hydrogen storage systems. A backward design approach is proposed to calculate the time-variable power demand based on a “route simulation data” method. The powertrain components are then conceptually sized according to the calculated duty cycle. The results of this study show that 275 kg of hydrogen is sufficient to satisfy the daily power and energy demand of a hydrogen locomotive with drive cycles similar to the ones currently working on the UPE rail route. Keywords: hydrogen fuel cell train; fuel cell locomotives; hydrail powertrain; Li-Ion Batteries 1. Introduction The transportation sector accounts for a significant portion of global greenhouse gas (GHG) emissions [1,2]. In 2016 in Canada, 28.3% of the total CO2 emissions were due to the transportation and energy sector [3]. Ontario, one of the highest CO2-emitting provinces in Canada, has been able to reduce its GHG emissions in the electricity sector through replacing coal power plants with renewable power generation technologies. However, the transportation sector has remained a major contributor to GHG emissions in the province [4]. Promoting green public transport is an important step in moving towards sustainability and reducing GHG emissions [5]. In this context, rail transportation development in Ontario is a key issue for both provincial and federal governments of Canada. GO Transit System (GTS), a regional public transit system serving the Greater Golden Horseshoe region of Ontario, has seven rail lines in the Greater Toronto Area (GTA) with diverse transit schedules. Diesel multiple units (DMUs) operating in these lines are the main rail public transportation technologies in Ontario with 60,000 daily ridership. The Union Pearson Express (UPE) line placed on the Kitchener GO rail route also has several common segments with the Lakeshore GO line [6]. A major challenge for rail electrification in an urban area like the GTA is the electricity consumption of the transportation system and the consequent grid stability issues [6]. Contrary to electricity, hydrogen transportation systems will not impose excessive loads to the grid because the hydrogen can be produced at times of surplus power and stored for later use, to meet heat and electricity demands World Electric Vehicle Journal 2019, 10, 32; doi:10.3390/wevj10020032 www.mdpi.com/journal/wevj World Electric Vehicle Journal 2019, 10, x FOR PEER REVIEW 2 of 14 World Electric Vehicle Journal 2019, 10, 32 2 of 14 fluctuations and improve the flexibility of the electricity grid and help in controlling the intermittency of renewable systems [7-12]. specifically for transportation applications. This can also prevent grid fluctuations and improve the flexibility of the electricity grid and help in controlling the intermittency of renewable systems [7–12]. HydrogenHydrogen transportation transportation is is a amultidimensional multidimensional issu issuee that that can can be analyzed be analyzed from from different different aspects aspects including,including, but but not not limited limited to, to, hydrogen hydrogen production, production, refueling refueling sta stationtion infrastructure, infrastructure, powertrain powertrain componentscomponents topology, topology, sizing, sizing, and and control. control. Evaluating Evaluating the infrastructu infrastructuralral requirements requirements and andenergy energy consumptionconsumption of such of such a system a system is anis an essential essential part part towardstowards commercialization. commercialization. In Inthat that sense, sense, the high the high portionportion of clean of clean electricity, electricity, generated generated by by nuclear nuclear andand renewable sources, sources, in inOntario’s Ontario’s supply supply mix mix providesprovides a unique a unique opportunity opportunity for development development of a of hydrogen a hydrogen transportation transportation system. Figure system. 1, shows Figure 1, showsOntario Ontario electricity electricity supply supply mix in mix 2017 in [13]. 2017 [13]. Wind 6% Biofuel <1% Solar <1% Gas/Oil 4% Hydro 26% Nuclear 63% Figure 1. Ontario electricity supply mix in 2017 [14]. An analysis by Marin focused on evaluating the impact of hydrogen and electricity supply on the Figure 1. Ontario electricity supply mix in 2017 [14]. cost and GHG emissions of a case study of GO transit along the Lakeshore corridor in Toronto, and this revealedAn analysis that using by scaled-upMarin focused fuel cellson evaluating within the th existinge impact Bombardier of hydrogen ALP-46A and electricity locomotives supply was on reasonablethe cost and [15 GHG]. Furthermore, emissions multipleof a case studies study of have GO investigated transit along di fftheerent Lakeshore design and corridor operation in Toronto, aspects ofand hydrogen this revealed rail systems. that using For scaled-up instance, fuel Li developed cells within a the tramway existing powertrain Bombardier system, ALP-46A which locomotives consisted ofwas a proton-exchangereasonable [15]. Furthermore, membrane fuel multiple cell (PEMFC), studies ahave battery investigated and a supercapacitor different design that and evaluates operation the responsesaspects of ofhydrogen the designed rail systems. energy management For instance, system Li developed [16]. The a designed tramway energy powertrain management system, system which wasconsisted able to of guarantee a proton-exchange safe operating membrane conditions fuel and cell also (PEMFC), increased a battery the lifetime and ofa supercapacitor each power source, that therebyevaluates achieving the responses better overall of the systemdesigned energy ener egyfficiency. management Peng proposed system an[16]. experimental The designed powertrain energy prototypemanagement for system a locomotive was able and to used guarantee PEMFC safe as operating the prime conditions energy source and [also17]. increased The operation the lifetime of the designedof each power locomotive source, was thereby tested achieving on a test better line inoverall Sichuan, system China. energy Yamamoto efficiency. tested Peng a proposed hybrid fuel an cellexperimental/battery system powertrain for a railway prototype vehicle, for a which locomoti wasve supposed and used to PEMFC be an equivalent as the prime to current energy systemsource used[17]. inThe Japan operation [18]. The of the authors designed found locomotive an efficiency was of tested 65% for on their a test proposed line in Sichuan, system. HsiaoChina. developed Yamamoto a PEMFCtested a usedhybrid in afuel mini-train cell/battery [19]. system The developed for a railwa systemy vehicle, included which both was hydrogen supposed storage to be andan equivalent lead–acid batteryto current systems, system and used was in tested Japan in [18]. Taiwan. The Theauthor tests resultsfound showedan efficiency the capability of 65% for of batterytheir proposed/fuel cell hybridsystem. system Hsiao developed was feasible a PEMFC to be implemented used in a mini-t in Taiwanrain [14]. weather The developed conditions system and supplied included stable both power.hydrogen A model storage of and a locomotive lead–acid withbattery PEMFC systems,/battery and hybridwas tested energy in Taiwan. system wereThe test developed results showed in 2018. Inthe this capability study, to of size battery/fuel the components, cell hybrid the authors system usedwas feasible a diesel locomotiveto be implemented class WDM-7 in Taiwan which weather is used byconditions the Indian and Railways supplied as stable the baseline power.[ 20A ].model of a locomotive with PEMFC/battery hybrid energy systemThe were first developed prototype in of 2018 a large-scale [19]. In this hydrogen study, to fuel size cell the locomotive components, was the developed authors used in a a Northdiesel Americanlocomotive consortium. class WDM-7 In the which implementation is used by the procedure Indian Railways of the 130 as ton the shunt baseline locomotive, [20]. 300 kW of the powerThe demand first prototype was supplied of a by large-scale means of hydrogenhydrogen fuelfuel cells. cell locomotive The locomotive was was developed fabricated in betweena North 2007American and 2009 consortium. [21]. A group In the of implementation Spanish researchers procedure investigated of the 130 the potentialton shunt of locomotive, fuel cell powertrains 300 kW
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