fulltram project - appalachian state universitybordeaux tramway network in revenue service since...
TRANSCRIPT
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June 2006June 2006
FULLTRAM project
Jean-Paul MOSKOWITZ
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 2
The need for clean public urban transport keeps growing
1 City = 1 Tramway
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 3
Market requirements
New expectations– Visual impact: no overhead contact line
over a crossroad/square(i.e. Nice, ~500m)
preservation of historical city center
(i.e. Bordeaux, ~30% line)
all over the line
With usual constraints– Acquisition cost, Life Cycle Cost– Availability, Safety, Accessibility
And assumptions on existing properties– Remain a zero-emission vehicle– Retain same passenger capacity
– Energy optimisationconsumption reductionreduction in peak power required from power supply network
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 4
Overhead contact line
Pantograph
Catenary 750Vdc
Foundation &power poles Track 0 V
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Removal of overhead contact line
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 6
Removal of overhead contact line
Improve vehicle integration into the cityImprove vehicle integration into the city
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Alternatives to OverHead Contact Line
Ground level power supply (Alstom/Innorail)
On-board electric energy storage (batteries, flywheels, supercapacitors)
On-board electric energy production (internal combustion engine, fuel cell)
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Alternatives to OverHead Contact Line
Ground level power supply (Alstom/Innorail)
On-board electric energy storage (batteries, flywheels, supercapacitors)
On-board electric energy production (internal combustion engine, fuel cell)
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 9
Ground level power supply(ALSTOM/Innorail)
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June 7th, 2006 2nd International Hydrogen Train and Hydrail Conference, Herning, Denmark 10
InnorailBordeaux tramway network
in revenue service since December 2003
Phase 1 : 25 km, 47 stations, 44 trains 10.5 km APS
Phase 2 : 44 km, 84 stations, 70 trains 13.7 km APS
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InnorailBordeaux tramway in city
Bordeaux CITADIS LRTon Pont de Pierre
Photo La CUBPlace Pey-Berland: CITADIS LRT in front of Bordeaux cathedral Photo La CUB
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Alternatives to OverHead Contact Line
Ground level power supply (Alstom/Innorail)
On-board electric energy storage (batteries, flywheels, supercapacitors)
On-board electric energy production (internal combustion engine, fuel cell)
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On-board Energy Storage
Typical 30 meter LRV characteristics:– mass: 40 t (empty) to 60 t (seated + 6 standees/m²)– Mean Energy: 4 kWh/km– Peak Power: 600 to 900 kW– Mean Power: 100 to 200 kW (inc. auxiliaries: 20 to 65 kW)
Main requirement:– No catenary between stations
Additional benefit– Braking energy recovery
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On-board Energy StorageBatteries
Mature technology, continously evolving (Ld, NiCd, NiMH, Li-ion…)
Slow recharge to ensure battery lifetime
Suited for crossroad crossing
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On-board Energy StorageBatteries for Nice future Tramway
In revenue service in 2007no overhead contact line on 2 squares :
Jean Médecin Place Masséna: 440mJean Jaurès Garibaldi: 470m
Use of NiMH batteries
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On-board Energy Storage Flywheels
Balance Power/Energy suited for wireless operation in city centre
Allows braking energy recoveryRechargeable during vehicle stopsLifetime ~ vehicle lifetime (30 years)
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Demonstration on Rotterdam tramway fitted with a flywheel
With pantograph lowered:Crossing Erasmus Bridge Up to 50 km/h
Energy optimisation
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Energy optimisation:from sub-station to vehicle
Vehicle without Energy Storage System
TractionElectric Sub-station
RecoveryRheostatic lossesGrid restitution
Traction Energy Braking Energy
Vehicle under OverHead Contact Line
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Energy optimisation:from sub-station to vehicle
Vehicle with Energy Storage System
Electric Sub-stationRheostatic losses
Flywheel discharge
Traction Energy Braking Energy
Recovery Grid restitutionFlywheel Recharge
Vehicle under OverHead Contact Line
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Alternatives to OverHead Contact Line
Ground level power supply (Alstom/Innorail)
On-board electric energy storage (batteries, flywheels, supercapacitors)
On-board electric energy production (internal combustion engine, fuel cell)
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FULLTRAM project objectives
Overhead Contact Line and all High Voltage equipment Removal (substations…) on line and in depotRemain Zero Emission vehicle Fuel Cell VehicleHybrid traction system : onboard energy storage allows braking energy recovery and supplies power "smaller FC"On-board hydrogen storage.Hydrogen storage, compression and distribution in the depot.On-board energy management (Fuel cell and energy storage system).
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Scope of the FULLTRAM project
H2 indepot
H2 Production: Primary energy source: natural gas, bio-gas, electrolysis …
M M
FUEL CELLESS
H2O
H2H2H2
Air (O2)
Energy Management
H2
FUEL CELL
ALSTOM performed a feasibility study (PREFULLTRAM project) supported by PREDIT and DRAST, with the partnership of Air Liquide, Axane, INRETS and Grenoble LRT Authorities
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PREFULLTRAM project objectives
Assess technical feasibility of an experimentation on CITADIS tramway in real operation conditions with passengers
Assess economical feasibility (Life Cycle Cost)
State requirements and recommandations for future tramway generation
RAMS objectives : the same as actual tramway systems
Lifetime objective : same as actual tramway systems = 30years.
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Today Citadis tramway
Full low floor all equipment are roof mounted
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Impact on Rolling Stock
FlywheelFlywheel Space for FuelCells and H2 tanks
Energy storage solutions depends of the following itemsNumber of Fuel Cells (2, 3 or 4) (data issued from FEBUSS European project)Number of Flywheels (1 or 2)Type of H2 tank (350b or 700b)Autonomy duration (0.5 or 1 day)
Flywheel2.5 m21200 Kg
Fuel cell (2 stacks)5 m21400 Kg
Tanks 350b1 day: 1120Kg 12.6m20.5 day: 745Kg 8m2
Hypothesis used for sizingLine length : 12 kmvehicles (30 m long)60 000 km/year/train9 hours/day (average)
Tanks 700b1 day: 1150Kg 4.5m20.5 day: 580Kg 2.5m2
Miscelaneous0.2 m2550 Kg
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Impact on Rolling Stock(long term)
In order to put Fuel Cell equipment on roof, reductions of mass and volume must be obtained:
No watercooling for motorsAuxiliary converter length : -20% mass : -20% massTraction boxes length : -20% mass : -20% massBrake resistor length : -50% mass : -50% massAir conditioning length : -100mmLow Voltage boxes length : -50% mass : -10% for tram –50%for roofBatteries length : -25% mass : -25%
Evaluation of available space on roofEvaluation of mass limitation due to maximum axle-loadEvaluation of structural resistanceConsideration about interfaces, connections, accessibility, maintenance, ….
Those assumptions are not yet achievable
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Fuel Cell Tramway Project
Tests organisation
Simulations
Tests on bench test
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Simulations
Models and tools have been developped
Use of Advisor simulation tool, developped by NREL
Use of Fuel Cell, flywheel and supercapacitor models
Simulation of the hybrid vehicle
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COPPACE: simulationsfor 30m-tram and 18 lines
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COPPACE: simulationsfor 30m-tram and 18 lines
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COPPACE: simulationsfor 30m-tram and 18 lines
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Bench test
Test bench has been erected during COPPACE project, in Tarbes
Test of each component separately: supercapacitor (2004), flywheel(2005), single fuel cell module (use of FEBUSS 100 kW module: 2007)
Test of simultaneous use of these components to validate the hybrid architecture (2007)
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COPPACE test bench
Outdoor H2storage area
Hydrogen connections
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COPPACE test bench
Low & high pressure H2 reducing station
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COPPACE test bench
Resistive Load
Control desk
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6 7b
12
7
6 7b
1 2 7
Small ‘ labo ’ spaceNo circulation from cab to cab
30m
30m
Schematic of a potential demonstration vehicle
More ‘ labo ’ spaceSmaller passenger area
1 => Fuel Cell2 => Tanks
7 => Flywheel6 => Hacheur pour la pile=> Limit passenger space
Today equipment characteristics don't allow themToday equipment characteristics don't allow themto be roofto be roof--mountedmounted
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Barriers to commercialization
There are technical, institutional, and economic barriers to thecommercialization of fuel cells.
Technical: - durability- reliability- size and weight
Institutional: lack of codes and standards necessary for safe and reliable use of H2 and fuel cells in railway public transport
Economical: - cost of fuel cell- high cost of developing and operating a large infrastructure network for production, delivery, anddistribution of hydrogen
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Conclusions
The need for "wireless" tramways is real and growing
Fuel cells not yet mature for LRV applications and require significant progress in terms of:– Mass, volume and surface reductions for rolling stock
equipments, fuel cell components and H2 on-board storage
– Cost reduction for commercialisation– Lifetime increase for railway application
Fuel Cell and HFuel Cell and H22: a long: a long--term solutionterm solution
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www.alstom.com
The need for clean public urban transport keeps growingMarket requirementsOverhead contact lineRemoval of overhead contact lineRemoval of overhead contact lineAlternatives to OverHead Contact LineAlternatives to OverHead Contact LineGround level power supply (ALSTOM/Innorail)InnorailBordeaux tramway networkInnorailBordeaux tramway in cityAlternatives to OverHead Contact LineOn-board Energy StorageOn-board Energy Storage BatteriesOn-board Energy StorageBatteries for Nice future TramwayOn-board Energy Storage FlywheelsDemonstration on Rotterdam tramway fitted with a flywheelEnergy optimisation:from sub-station to vehicleEnergy optimisation:from sub-station to vehicleAlternatives to OverHead Contact LineFULLTRAM project objectivesScope of the FULLTRAM projectPREFULLTRAM project objectivesToday Citadis tramwayImpact on Rolling StockImpact on Rolling Stock(long term)Fuel Cell Tramway ProjectSimulationsCOPPACE: simulationsfor 30m-tram and 18 linesCOPPACE: simulationsfor 30m-tram and 18 linesCOPPACE: simulationsfor 30m-tram and 18 linesBench testCOPPACE test benchCOPPACE test benchCOPPACE test benchSchematic of a potential demonstration vehicleBarriers to commercializationConclusions