dr alex bevan 1, dr david book 1, professor andreas z ü ttel 2 and professor rex harris 1 1...
TRANSCRIPT
Dr Alex Bevan1, Dr David Book1, Professor Andreas Züttel2 and Professor Rex Harris1
1University of Birmingham UK.2 EMPA Zürich, Switzerland
Performance
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Battery power
Battery power + Hydrogen store
Key Objectives
Energy performance of the boat was monitored, with speed data being provided through GPS measurements. The motor power requirements vs. speed (fig 9) shows an exponential relationship (fitted line).
The theoretical range of the boat (fig 10) has been calculated based on the energy/ speed requirement. Utilizing a fully charged battery stack with 47kWhrs of energy and 2.5kg of hydrogen.
The metal hydride/ fuel cell combination increases the boat range by 66%
Provide vital practical data on the on-board use of hydrogen as an energy store.
Develop the necessary local scale hydrogen infrastructure which could provide a model and a catalyst for a much larger scale operation throughout the entire inland waterway network, with Birmingham as the hub.
Develop technical innovations which will lead to wider exploitation of the energy storage and propulsion systems.
Demonstrate an early, practical and economic alternative to diesel canal boats.
Figure 9 Power requirement vs. Speed
Figure 10 Theoretical boat range vs. Speed
Key features
•Hydride store has a significantly faster charging rate than the batteries•The craft will have a longer range of operation in the hybrid form before needing access to electric charging facilities•Batteries can be “trickle-charged” using solar panels, wind and water generators. PM electric motor can also serve as a generator•Fuel cell would prefer to operate at a constant load and any variability can be taken up by the battery stack•Hot water (80°C) supplied by fuel cell can be used to heat store and living space•Unlike batteries, hydride stores will not discharge on standing idle, even for prolonged periods•Other advantages (and disadvantages) will be revealed by operational experience
Potential Advantages of a Hybrid System
Solid state metal hydride store
1kW ReliOn PEM fuel cell (fig 2)
Computer monitoring and control (fig 3)
10kW NdFeB-based drive motor (Fig 4)
47kWhr lead acid battery stack
Display area with LCD screen
Project contact: Prof Rex Harris(e-mail: [email protected] Tel: +44-(0)121-4145165 web: www.hydrogen.bham.ac.uk)
Hydrogen also plays a crucial role in the manufacture of the NdFeB sintered magnets employed in the electric motor.
The Hydrogen StoreBased on 26kg of Laves-phase composition Ti0.93Zr0.05(Mn0.73V0.22Fe0.04)2 powder. Each of the 5 storage modules (fig 5) contains 7 connected stainless steel tubes which are each surrounded by a water cooling jacket. This provides 28m3 of pure hydrogen at STP (fig 6). Based on the hydrogen consumption of the ReliOn fuel cell, this is equivalent to 31kWhrs of stored energy. Thermal management of the storage units is accomplished by heat exchanging with canal water (fig 7), and the charging characteristics of one hydride module are shown in figure 8.
Hydride module
Hydride module
Hydride module
Hydride module
Hydride module
FuelcellGas
distribution
Mot
or
Heat exchanger
Canal water in
Water pump (1) Filter
Water pump (2)
Expansion tank
Canal water out
Hydride modules
Antifreeze
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Figure 5 Stainless steel storage modules
Figure 6 PCT diagram
Figure 7 Thermal management
Figure 8 Charging characteristics of one hydride module, showing (a) accumulated flow of hydrogen with and without controlling the (b) water jacket temperature
(a) (b)
Boat Conversion
• 5 cylinders, each containing 26 kg of metal hydride power.• Gives about 2.5 kg of hydrogen.• Operating pressure is < 10 bar
PEM Fuel Cell Batteries & Motor
Start
Finish
Figure 2 PEM Fuel cell
PEM 1kWFUEL CELL
Figure 1 Energy flow diagramFigure 3 Computer monitoring systems
Drive belt
Motor
Propeller shaft
Figure 4 NdFeB Motor
HYDROGEN SOLID STATE
STORE2.5kg H2
Throughout the world there is a huge effort to develop an effective, solid state, reversible, lightweight hydrogen store for road transport applications.
There are, however, much less demanding transport applications which can employ established intermetallic metal hydrides as hydrogen stores.
Development of these systems would allow solid state storage technologies to gain a “toe-hold” and hence accumulate invaluable operating experience.
At Birmingham (and in collaboration with EMPA Switzerland) we have been developing a hybrid electric canal boat using a combination of a NdFeB-type permanent magnet electric motor, a lead acid battery stack and a PEM fuel cell supplied by a (TiV)(FeMn)2 - metal hydride store (fig 1)
The boat weighs 12 tonnes and the volume and weight (350 kg; metal frame, tank and metal hydrides) of the hydrogen storage system can readily be accommodated on the vessel, replacing the existing ballast.