Hydrogen Hybrid Locomotive
Supervisor: Dr Darren Hughes - D.Hughes@warwick.ac.uk
AIMS
•
OBJECTIVES
To compete in the 2016 IMechE Railway
Challenge by designing and building a 1/5th
scale locomotive suited to completing the
challenges in the competition.
•
awareness of the scope for innovation
• Raise
and change within the rail industry.
Explore innovative solutions to deliver an
efficient and sustainable locomotive.
COMPETITION
a state of the art review of the rail industry, exploring
• Conduct
current issues and innovation.
a simulation model of the locomotive to evaluate its
• Create
performance.
a locomotive powertrain incorporating a fuel cell and
• Design
supercapacitor, in line competition specifications.
Complete
the
manufacture
and
testing
of
a
locomotive
for
the
• IMechE competition by June 2016.
TEAM
The IMechE Railway Challenge aims to inspire innovation in the rail sector
by encouraging teams to design and build a 1/5th scale locomotive. The
winner is determined through completing track based challenges
examining efficiency, maintainability and energy storage capabilities. In
addition to the locomotive construction, the competition requires
preparation of a business case, safety review and extensive design plans.
Tom Needham
Project Coordinator
Marvin Lee
Finance & Manufacture
Shamaun Javid
System Engineer
Kauser Ismailjee
Electrical Engineer
Janez Kosec
Hydrogen Engineer
Matt Holmes
CAD modeling & PR
warwickrailchallenge.com
At Warwick Rail Challenge, we are designing an innovative locomotive
utilising a hydrogen fuel cell with supercapacitor energy storage, giving
clean, quiet and efficient operation.
@warwick_rail
warwickrailchallenge
Power Architecture
The Timeline
Project
Commences
Aims and Objectives
Defined
October
5th
2015
CONTACT
Prototype
Testing
November
Project Research
Demo
Presentation
December
IMech KickOff Event
January
Final
Design
Report
Submission
Track Testing
February
March
Fuel Cell
Testing
April
Design
Implementation
Testing Data
Analysis
Competition
May
June
Write-Up the
Report
Design
Refinement
The power plant consists of the fuel cell and batteries to meet the
locomotive's power demand, whilst the supercapacitor stores
energy from regenerative braking. The voltage regulator prevents
the supercapacitor from overcharging.
24th
2016
FUEL
CELL
Powertrain Modelling
POWER
CALCULATION
ENERGY
CALCULATION
•
•
•
ENERGY
STORAGE
PERFORMANCE
Horizon 1.1 kW PEM H2 fuel cell
48 V open circuit, 24 V at full power
Charges batteries automatically
• Top speed of 15 km/h, on a 5% gradient required.
• Weight restriction of 2000 kg for the locomotive.
Batteries
•
•
•
Long term energy storage
•
Removes step loads on fuel cell
Powers safety and
supervisory systems
MOTORS
Supercapacitor
•
•
•
Stores energy from motors under braking
Capacitance of 165 Farads
Capacity is 48 kJ (24-48 V)
Hydrogen Tank
•
•
kW of power available from 4 x 750 W motors.
• 3Combined,
a max speed of 18.6 km/h is possible.
1.1 kW fuel cell alone can pull 2000 kg up a
• The
shallow gradient at 10 km/h on a flat track.
200 bar pressure
7.23 m3 storage of H2 (at 1 bar)
Motor Controller
•
•
•
locomotive is capable of pulling a 2000 kg load
• Our
at 10 km/h for 8 hours up a gentle slope.
Rules require a locomotive capable of pulling a 400
kg train at 5 km/h for 3 hours up a 5% gradient.
• Computational models used to predict performance.
power requirements and maximum
• Propulsion
accelerations plotted against locomotive velocity.
MOTOR
CONTROLLER
Modes of Operation
Auxiliary Batteries
Smooths fuel cell power supply
weight of 456 kg required to achieve
• Minimum
grip in worst case scenario.
case considered in calculations: maximum
• Worst
acceleration on maximum gradient on a wet track.
kJ of energy can be recovered through our
• 21
regenerative braking system to improve efficiency.
• Energy is stored in batteries and a supercapacitor.
VOLTAGE
REGULATOR
Fig. 4 - Locomotive power architecture.
1 controller per bogie
200 A current per
controller
Fig. 5 - Flow of power.
Regenerative Braking
braking, the motors convert kinetic energy back to
• During
electricity, which is then used to charge the supercapacitor.
Moving Off
acceleration power is supplemented by the
• Initial
supercapacitor's charge which was recovered from braking.
• The capacitor powers the motors until the charge depletes.
Cruising
depletion of the supercapacitor's charge, the hydrogen
• Upon
fuel cell and battery continue to power the motors.
• Below 1.1 kW, the fuel cell solely powers the locomotive.
1.1 kW, the battery provides additional current as demand
• Above
increases.
270 mm
TRACTION
CALCULATION
SUPERCAPACITOR
Hydrogen PEM Fuel Cell
The design of the powertrain was guided by the competition
requirements, with Excel, MATLAB and Simulink used to develop
and analyse its performance.
COMPETITION
REQUIREMENTS
BATTERY
BANK
Exterior Design
DC/DC Converter
Fig. 1 - Analysis of powertrain model.
•
•
Converts 24-60 V from
fuel cell to 26 V
Bogie
1570
mm
Maximum 1.1 kW rating
0
8
5
Testing
m
m
Developed by TATA
Steel, the trains
exterior is
constructed from
lightweight
Coretinium Steel®
enabling quick
access and flexible
layout of
components.
Fig. 6 - Locomotive exterior.
DC motor
•
•
•
24 V 750 W brushed DC motor
Nominal torque 2.2 Nm at 2200 rpm
18:120 gearing ratio
Next Steps
Having completed the design and modelling of the locomotive,
further development will be focused on the following:
•
• Implementation of the supervisory and safety control systems.
• Validation of the powertrain model through track based testing.
Integration and testing of the supercapacitor.
Fig. 2 - Track testing.
Track testing was performed to gain traction and power data.
Fig. 3 - Bogie and drivetrain.