Ponaganset High School’s
Ponaganset High School’s
Fuel Cell Education Initiative
Model T Project
Submitted to:
Bonneville Power Administration
August 2006
SUBMITTED BY
Mr. Ross McCurdy
Director, Fuel Cell Education Initiative
Ponaganset High School
137 Anan Wade Road
North Scituate, RI 02857
Email: rkmccurdy@
Phone (PHS) 401-647-3377
Executive Summary
Education through demonstration and projects-based learning are key components of Ponaganset High School’s Fuel Cell Education Initiative. The demonstration projects began with the creation of Protium, the world’s first fuel cell-powered band, and led to the creation of a Rhode Island’s first fuel cell vehicle, a two passenger Quadracycle. After completing successful test drives with the fuel cell Quadracycle it was decided to embark on another project, one significantly more ambitious. After considerable brainstorming, Ponaganset High School’s Model T project was born.
For this project a full size, street legal replica of a 1923 Ford Model T Roadster was selected for powerplant conversion from a gasoline-chugging Chevrolet 350 cubic inch V8 engine to a zero pollution electric vehicle. The Model T project was planned to develop in two phases, with phase I being the conversion to battery electric power and phase II being the integration of a fuel cell power system.
1. Introduction……………………………………………………………………..page 4
2. Safety………………………..…………………………………………………..page 4
3. Background…..………………………………………………………………….page 5
4. The Model T Project ………..…………………………………………………..page 6
5. Registration……..…………………..…………………………………………...page 8
6. Initial Baseline Data Collection ………………………………………….……..page 8
7. Inspection……………….…………………………………………….…………page 9
8. Weighing the T…….…………………………………………….………………page 10
10.0 Media Coverage……………..…………………………………………………page 11
11.0 The Conversion Begins…… ………………………………..………….….…...page 12
12.0 Batteries………..………………………………………………………….…….page 14
13.0 Brakes…………………………………………..…..………………….….……..page 14
14.0 Upgrades…………………….………………………………..……….......…….page 15
15.0 Control Board and Wiring……………………………………………...………..page 15
16.0 Amgen Exhibition……………………………………...……………..…..……page 16
17.0 Getting Close………………………………………….……….………..…….…page 16
18.0 Driveway Testing……..…………………………………………..….…..………page 16
19.0 Rhode Island Sustainable Living Festival…….……………….………...………page 17
20.0 Road Testing the T……………..………….……………………………..………page 17
21.0 Clutchless Shifting…………..……….………...……………………..…………page 18
22.0 Ancients and Horribles Parade…..………………………………………………page 18
23.0 New Wheels………………………………………………………………………page 19
24.0 The Fuel Cell Arrives…………………………………………………………… page 19
25.0 Conclusion………………………………………………………………………..page 20
26.0 Sponsors and Acknowledgements…………………………………………….… page 21
26.0 Model T Specifications…………………………………………..……………… page 22
26.0 Appendix I………………………………………………………………………..page 23
26.0 Appendix II……………………………………………………………………..…page 26
26.0 Appendix III………………………………………………………….……………page 28
26.0 Appendix IV………….……………………………………………………………page 32
26.0 Appendix V…………………………………………………..……………………page 34
Introduction:
The United States is a nation obsessed with the automobile. With the introduction of Henry Ford’s Model T virtually any working citizen could afford to drive an automobile, and most did. To Americans, cars meant mobility, freedom, excitement, and served as rolling status symbols. Mass production of the automobile forever changed American culture.
Unfortunately, the many benefits of the automobile came at a price, particularly in regards to the environment. With millions of cars on the road every day, the tailpipe emissions from vehicles are considerable. In the United States, as in most industrialized nations, approximately half the air pollution is produced by vehicles.
Producing no emissions when driving, electric vehicles offer considerable hope in alleviating the pollution problem. However, electric vehicles do present some challenges including limited range and long charging times, typically overnight. Fuel Cell vehicles have all the emission benefits of a conventional (if there is such a thing) electric vehicle, but with much greater range and the potential to refuel as rapidly as with a gasoline or diesel powered vehicle. Offering such great promise, fuel cell vehicles have been widely covered in the popular media and all the major carmakers have been building prototypes for years. Although some are made available to government and universities through special leasing programs, fuel cell vehicles are still not available to the general public. This is primarily due the extremely high price of production at this time.
We had already formed a fuel cell-powered band and we wanted a fuel cell vehicle. Since we couldn’t afford to buy one, we decided to build one. That decision led us to the development of our Fuel Cell Quadracycle.
Safety:
Safety is the first priority! Before starting any work on a vehicle project ensure that all individuals involved are familiar with the proper safety procedures and the potential hazards. The hazards inherent with all vehicles and vehicle conversions include flammable fuels (gasoline), heavy weights, high temperatures, power tools, high voltage, toxic compounds (antifreeze), and corrosive compounds (sulfuric acid in batteries).
Safety goggles, gloves, and other protective gear should be worn when required by the work environment. Large numbers of vehicle projects have been safely completed. Following proper safety procedures will help ensure a safe and rewarding vehicle project.
Background:
The Fuel Cell Quadracycle:
While a close second to rock and roll, vehicles are one of the most exciting applications of fuel cell technology. Just about every red-blooded American guy, and many women as well, are totally into cars, and the students in fuel cell class were certainly no exception. Our goal was to create a functional fuel cell vehicle as a class project. Funding from the Fuel Cell Test and Evaluation Center along with another $4,000 Perkins grant provided the funds and we already had the Relion and Airgen fuel cells to work with. Perhaps the single biggest challenge with fuel cell vehicles is the price of fuel cells. Fuel cells cost anywhere from $3,000 to $10,000 per kilowatt, with 1 kW fuel cells generally in the $6,000 range. One kilowatt equals 1 1/3 horsepower and in doing the math things get expensive fast.
The project guidelines were that it had to safely transport two people at a speed over 10 mph and stay within a $5,000 budget plus already available equipment. The students were each assigned the task of researching and designing a fuel cell vehicle that met the criteria, and a selection would be made to create the actual project. The students came up with numerous and varied proposals, some of which where humorously nonfunctional for cost or technical reasons, and some which were very well thought out and quite viable. The selected design was proposed by a student using the Rhoades Car Quadracycle, essentially a 4-wheeled bicycle, as the vehicle platform.
Our Rhoades Car Quadracycle was a four passenger model with a 750 watt, 24 volt electric motor and controller drive system designed to operate with two deep cycle 12 volt batteries wired in series to get the necessary 24 volts.
Our Fuel Cell Quadracycle (FCQ) is a fine example of “caveman engineering”. We removed the two back seats and bolted on a ½ inch thick plywood platform, to which we mounted the Airgen fuel cell and a Q size hydrogen cylinder. The problem of converting the 120 volt AC output power of the Airgen to 24 volts DC needed by the motor and controller was easily solved. Iota Engineering kindly donated a 24 volt battery charger/power supply; we plugged the Iota into the Airgen’s AC output and connected the 24 volt output of the Iota to the controller. Much to our delight, the system actually worked as expected. We first test drove the Fuel Cell Quadracycle in the school’s hallways using power from the Airgen only. While the system worked ok, there was noticeable lag in acceleration and the power was not as smooth as with battery operation. We also ran the FCQ as a fuel cell/battery hybrid which worked very well. The two Optima deep cycle batteries serve as a power buffer between the drive system and the fuel cell, resulting in much smoother acceleration and smoother power overall. Interestingly, at full charge and prior to driving, the Optima batteries have a voltage reading of about 13.5 volts each. After running the vehicle for an hour or so in fuel cell/battery hybrid mode the voltage reading on the two Optima batteries is about 14.3 volts each. What this means is that the fuel cell is not only supplying the electricity necessary to power the FCQ, but is also putting more power into the batteries since the Iota battery charger puts in a higher voltage than the smaller stock battery charger that came with the vehicle.
The FCQ is able to cruise at 12+ mph with two people with an estimated range of 20 miles on fuel cell power alone and 40 miles as a fuel cell/battery hybrid. While essentially a four-wheeled bicycle with limited power and range, the FCQ was able to earn recognition as Rhode Island’s first fuel cell-powered vehicle and received an article in the Providence Journal (Appendix I). It is also fun to point out that Henry Ford’s first vehicle was also a modest Quadracycle that he built in 1896.
The students had a good time driving the FCQ around the school parking lot during Fuel Cell Class and a lot of rides were given during the school-wide field day event. One of the original goals for the FCQ project was a twenty mile drive from Ponaganset High to the Rhode Island State House to help generate publicity and support for fuel cells and energy education. While the FCQ is capable of the distance, the limited 12 mph speed of the vehicle might tend to be an annoyance to other motorists and obstructing traffic is probably not the best means of promoting fuel cells. Plans to upgrade the FCQ were considered, but even with upgrades it is still essentially a four-wheeled bicycle with limited performance. The FCQ served as an excellent lesson for the students and the primary goals were achieved. It was time to consider moving ahead with another, more ambitious vehicle project.
Model T Project:
For our next fuel cell vehicle project our goal was the creation of a full-size, street legal, fuel cell vehicle capable of cruising at the speed of normal traffic. The same student who came up with the idea of using the Rhoades Car platform for the FCQ suggested using a Ford Model T “T-bucket” style vehicle for our fuel cell project. Further research revealed that a Model T style vehicle was a great platform for many reasons. The original Model T’s had only 20 horsepower and a top speed of 40 mph, specifications that are within the realm of attainment, the vehicles are simple, easy to get parts for and work on, the Model T is historically significant as the vehicle that made the automobile affordable to the masses, and best of all these cars are really cool! It was decided to implement two phases for the project, with phase I being the conversion of the vehicle to battery electric power using a dozen 12 volt deep cycle batteries for an estimated range of 25 miles, and phase II the integration of a range-extending fuel cell with the goal of achieving a range over 100 miles.
With no place to store a full size vehicle and nowhere near the funding needed for such a project, once again we sought and gained Principal Joe Maruszczak’s support for the endeavor, and we were on our way. Initial funding for the Fuel Cell T came from the Fuel Cell Test and Evaluation Center, along with $5,000 from the Rhode Island Resource Recovery Corporation, which manages the state landfill and recycling operations. With this initial start a presentation was made to the Rhode Island State Energy Office. The presentation included information on Ponaganset High’s Fuel Cell Education Initiative, Protium, the Fuel Cell Quadracycle, and the plans for the Fuel Cell Model T. The presentation was a success and the Rhode Island State Energy Office dedicated generous funding for the project; enough to complete phase I, conversion to battery-electric power, with some remaining to put towards phase II, integration of the fuel cell.
Once funding was available the next logical step was to research vehicles and components for the project. With an internet search we found the Total Performance company in nearby Connecticut (it was good to see that all the cool hot rod builders aren’t just in California) that specializes in Model T style and other hot rods available in both kits and complete vehicles ready to drive.
The folks at Total Performance were very helpful and gave an estimate that seemed quite reasonable, about $15,000 for a completed vehicle without the engine or transmission, which we wouldn’t need for our project.
We were open to other possibilities as well, and it just so happened that along the 14 mile, mostly scenic commute to Ponaganset High was a house with a big garage filled with hot rods and guys working on them. Since he was obviously into cool old cars, we dropped in unannounced to say hello and share information on our project just for the heck of it with Mr. Jim Sullivan, the gentleman who lived there. It turned out that Jim is an electrical engineer with a passion for hot rods and the expertise to work on them, and a genuine interest in our Fuel Cell Model T project. Serendipitously, he also had recently purchased a 1992 Total Performance 1923 style T-bucket that he had worked on and was looking to sell. We amicably worked out the price of $7,500 not including the engine and transmission, which were to be returned after collecting the initial data on the vehicle including emissions, overall weight, weight per axle, miles per gallon etc. With a project of this nature it is important to collect all the initial data needed, because once removed, the gasoline engine was not going back in. Along with selling us the ideal vehicle for a great price, Jim volunteered to help out with the many technical aspects of the project. With his years of experience in electrical engineering and hot rods, Jim’s help is a highly valuable and welcome asset.
Having found the platform vehicle, we also needed the electric motor, controller, charger, and all the other components required to convert a vehicle from gasoline to electric power. One of the most experienced people in the country with electric vehicle conversions is Bob Batson, of EV America.
ev-
Bob has been helping individuals, schools, colleges, and other organizations with electric vehicle projects since the 80’s. We contacted Bob and received lots of great information including prices. The main electrical components including a 30 horsepower Advanced DC Motor and a 500 Amp Curtis Controller came to about $6,000 (batteries not included, as usual). Bob also put us in touch with a man who was parting out his converted to electric Chevy S-10 pickup who gave us a price of $1000 for all his used EV parts that he had purchased from Bob Batson about 7 years earlier. The person selling the parts, a man named Gary Powers (no relation to the Cold War U2 pilot shot down in the USSR) kindly agreed to drive the parts from his home in Pennsylvania and meet us halfway at the New York state border. The evening before the meeting I was rereading one of the books Bob Batson sent entitled “From Gasoline to Electric, a Conversion Experience” and realized the author was none other than Gary Powers, the person who was selling the parts, and from the very vehicle that he wrote his book about. It was great meeting Gary, who autographed several copies of his book for us. Gary’s book is an easy read with loads of useful information including many of the challenges that one is bound to encounter in a conversion project. The book is assigned to the students in Fuel Cell class and is highly recommended for anyone interested in learning about converting to an electric vehicle.
We now had the platform vehicle and the major electric components. The next step was to get the vehicle registered and drive it with the gasoline motor to collect the baseline data. As simple as this sounds, this step turned out to take some time. This type of project had never been done before in our school district, so there was no established protocol or procedure in place, and with school systems the protocol and procedures generally need to be established before things happen. Sounding something like the quotes that students select for their honor society induction, we got to be the pioneers that blazed the trail. The district business manager and building supervisor were a huge help and put in a lot of work to get things going. The registration of the FCT project vehicle became an agenda item for the August 2005 school committee meeting and the school committee members unanimously and enthusiastically approved the registration of the Fuel Cell T project vehicle. While the go-ahead to register our project vehicle took time to accomplish, I learned that it took Jim Dunn, the man behind Worcester Polytechnic Institute’s Fuel Cell Airplane project, about three years to register the project plane with the FAA. The FAA kept asking him how many cylinders it had (answer: none). It seems that one of the key ingredients for these innovative projects is time.
Another challenge with our FCT project was storage space for the T-bucket. Ponaganset High was designed for about 800 students maximum and now has about 1000 enrolled, so space is hard to come by. The solution was a twenty foot enclosed auto carrier trailer purchased with the grant funding for the project, which arrived in August 2005, the same month that the registration for the T-bucket was approved. The ground work for the project took the majority of the 2004-2005 academic year; the actual work of converting the T to electric power and integrating the fuel cell was about to begin.
Street Legal:
Getting it Registered
With the official approval to get our T registered we got the fat folder of paperwork together and started calling the friendly folks at the Registry of Motor Vehicles to ask a multitude of questions on the registration process for this type of vehicle. I made so many calls to ensure that everything was in order that the folks at the registry already knew who I was when I went in person. The numerous conversations paid off with our plethora of paperwork being in order. It was a major milestone for the project when the helpful registry folks handed us the gleaming vanity license plates with the boldly stamped letters reading:
FUELCL
This was such a big day that we took out a digital camera and started taking pictures in the registry of us proudly displaying our FUELCL vanity plates. For security reasons that we were unaware of at the time (but quickly became aware of), unauthorized photography in the registry is not allowed. With a response time equal to that of a kicked beehive, we were instantaneously informed of our transgression. We apologized and they put us in touch with the security folks who gave the ok to take a few authorized photos. That afternoon, in the brisk air of mid November 2005, we happily bolted the license plates onto our T.
Initial Baseline Data Collection: On the Road with Gasoline:
Right after getting the license plates it was time to fly to Palm Springs, California for the Protium show at the 2005 Fuel Cell Seminar. The Fuel Cell Seminar is the largest fuel cell conference in the world and the place to meet the movers and shakers of the fuel cell industry. Along with preparing for and putting on the show, we also met and talked with key people in the fuel cell manufacturing industry to acquire a the most critical component of our project, the fuel cell for our T.
With the completion of a successful Protium show at the Seminar it was time to get back to the T. It was the day after Thanksgiving, with below freezing temperatures and snow on the ground, when we started up the T’s Chevy 350 V8 and hit the road with a throaty roar from the dual exhaust. While there are many benefits to the Model T vehicle platform for this project, protection from the environment is not one of them. The T has no side windows, a thin vinyl convertible top, and no heat. Test driving the car in the winter provided the same feeling as flying a WWI biplane over Germany in January, very windy and very cold. Unlike the WWI aviators, there was no one trying to shoot us down, so dressing warmly with a wool hat and insulated leather cop jacket we hit the road, thankful for not being in war-torn Europe of the past.
While roaring down the road in an over-powered hot rod T-bucket is fun all in itself, there was actually scientific purpose behind the test drives. One of the primary purposes of the gasoline-powered test drives was to collect initial baseline date including, miles per gallon, emissions, overall vehicle weight, weight for each axle, and general vehicle performance. Another reason was to become familiar with the driving characteristics of the T and to ensure everything was operating properly before we began the conversion process. If things were not running correctly it would be much better to know that prior to the major changes that would take place in the conversion process.
Fortunately just about everything worked fine. One area that needed improvement was the headlights. For some reason the headlights were about as bright as 5 watt nightlights. A check with a voltmeter revealed the problem; the headlights were running on 6 volts instead of 12 volts due to incorrect wiring. About four hours spent rewiring and soldering solved the problem.
Inspection:
The first gasoline-powered road test was about a ten mile trip to Sgambato’s garage in North Providence for an inspection. This would provide the legally required inspection sticker, obtain emissions data, and check the vehicle for safety, our biggest priority. Sgambato’s is located right in my neighborhood and they’ve been working on my cars for years. These guys are great mechanics and totally honest. They always find the problem, get it fixed, and it stays fixed. They are also quite tolerant with all my questions and crazy talk about fuel cell vehicles. Strapping our hot rod Model T to the rolling drums of the dynamometer was really quite exciting. The T roared and shimmied like a fire breathing beast in a bad mood as they took it through the rpm curve to get the emissions and mpg data. It is interesting to note that although our T was actually built from a kit in the early 1990’s, it is actually registered as a 1923 Ford Roadster. Legally, the car is an antique and is not required to meet the emissions requirements for the year it was actually built. The Chevy small block 350 V8 is pure street rod, relatively lightweight with lots of power and no emissions controls whatsoever. While I wasn’t concerned about the T passing emissions since the engine was coming out, I didn’t expect it to pass or even come fairly close. To my surprise the T passed every emission category except for one, Carbon Monoxide, and even for that it was almost there. A bit of tuning and the T would probably pass the emissions requirement across the board. The dyno testing also provided miles per gallon information, which according to the dyno was 10.96 miles per gallon. Test driving the vehicle yielded similar miles per gallon results, although it was a bit tricky since the speedometer and odometer were giving readings about 33% higher than they should be, skewing most of the mileage information unless adjusted to compensate for the error. We realized the high level of error with the speedometer and odometer when driving known distances. We noticed the mileage on the odometer was far too high; also erroneously skewing the gas mileage to that level that it appeared our T was the most fuel efficient hot rod in the nation. Driving with a hand held GPS unit confirmed the error level, about 33 % too high.
Below is the emissions test information obtained November 28th 2005:
Pollutant Reading Limit
HC GPM 6.66 15.92
CO GPM 142.78 132.44
NOX GPM 2.74 14.92
CO2 GPM 558.02
It is interesting to note that there is no CO2 limit listed, probably because there is no CO2 limit required. In California, environmental advocates worked to get a CO2 emissions limit required for automobiles and the major automakers fought it tooth and nail. Since the CO2 that is produced by a vehicle is directly proportional to the gasoline use, the automakers viewed a CO2 limit as a backdoor means of legislating vehicle miles per gallon.
With the T running on battery electric or fuel cell power there will be no pollutants emitted whatsoever. With batteries there are no emissions and the only emission from the fuel cell will be pure water. It is important to point out that looking at the big picture, electric vehicles are usually responsible for some pollution, the amounts of which are dependent on how the electricity used to charge the batteries was produced. If the electricity was produced in a coal-burning plant, that pollution would have to be factored into the overall equation. Taking this into account, studies have been conducted that indicate the use of electric vehicles still produces significantly less pollution than conventionally fueled vehicles. Electric vehicles that use power from solar panels or wind are truly zero emission vehicles. One person who used this approach is Dartmouth University Professor Noel Perrin, who wrote Solo: Life with an Electric Car. To account for the electricity used to charge his electric vehicle, Noel Perrin had photovoltaic solar panels installed on his barn.
Weighing the T:
With the emissions testing and safety inspection completed, the next step was to get the vehicle weighed. It is important to get the vehicle weighed prior the conversion process to obtain accurate before and after weights. This data includes total vehicle weight and weight for the front and back axles, providing information on the front/back weight distribution.
It was a brisk but sunny day in February when we drove the T from Ponaganset High to Rhode Island Resource Recovery Corporation (RIRRC). This organization manages all the recycling in the state as well as the landfill operation, and has about four huge scales capable of weighing the biggest trucks on the road, so weighing our T would present no problem. On the way we gave the T the first highway test drive for us. On route 295 the speedometer was nearly pegged at 90+ miles per hour, the icy wind was whipping through the interior, and the roar of the powerful engine drowned out every other sound. Driving hunched over like a de-evolving orangutan in order to see through the low windshield, the spectacle of our hot rod on the winter highway drew plenty of stares and smiles. I noticed that moms in mini vans and just about every other vehicle were still passing us even though the speedometer indicated 90 mph. Either those moms were late for hockey practice or our speedometer was off. A quick glance at the hand held GPS indicated that we were right at the 65 mph speed limit and the speedometer was way off, as we expected from our earlier calculations.
Prior to weighing the vehicle we talked with the folks at Total Performance Inc., who told us the expected weight for a T-bucket equipped with a small block V8 should be around 1650 lbs. We drove our T up on the scales, a solitary hot rod among monstrous trucks, and obtained the weight data listed below:
Total Vehicle Weight: 1940 lbs
Front Axle Only Weight: 760 lbs
Rear Axle Only Weight: 1180 lbs
Front-Rear Weight Distribution: 39% Front, 61% Rear
This was heavier than expected so we weighed it about three times on two different scales and got the same data. The folks at Total Performance know their T-buckets so their estimate was probably right on for the vehicles they are making and selling; for some reason our T was a few hundred pounds heavier.
During the conversion process the heavier V8 and automatic transmission would be replaced by a lighter electric motor and 5 speed manual transmission, along with about 600 lbs of lead acid batteries. While the overall weight of a vehicle converted to battery electric power is expected to increase, it is important to keep it reasonable and certainly within the limits of the listed gross vehicle weight. It is also important to keep the front-back weight distribution reasonable as well.
Media Coverage:
Positive media coverage has been instrumental in establishing the Fuel Cell Education Initiative, Protium, and our fuel cell vehicle projects. It was a Providence Journal article on one of Protium’s first performances that led to a fuel cell demonstration show at the 2003 Connecticut Fuel Cell Investors Summit, which in turn led to annual performances at the Fuel Cell Seminars in Miami, San Antonio, and Palm Springs.
To date, the Fuel Cell T project has received four newspaper articles, two in the Providence Journal and two in the Observer. The headlines for the articles are: Back to the Future in a Fuel-Cell T-Bucket (Appendix II), Hydrogen, Hot Rods, and Rock and Roll (Appendix III), Ponaganset gets Hot Rod Ready for Road (Appendix IV), and Scientific Hot Rod gets Rolling (Appendix V).
The Fuel Cell T project also received the first significant television coverage for our fuel cell projects, with news clips being televised on local news stations NBC 10 and ABC 6. Both news clips captured an excellent summary of Ponaganset High’s fuel cell projects and got some excellent footage of the T-bucket hot rod driving with the 350 V8 engine. Both news clips are available on the web at:
Getting to Work, the Conversion Process Begins:
Now that we had collected all the initial baseline data and television coverage from two news stations the prep work was completed and it was time to actually begin the conversion work. We started the conversion work on Saturday, March 11th 2006 with the goal of completing phase I, conversion to battery electric power by graduation on June 9th. We had a little less than three months to accomplish what would ordinarily be a year-long conversion. Fortunately, we had an outstanding team of Fuel Cell class students along with the expertise of dedicated volunteer team leaders from the school community. The FCT project team leaders are Jim Sullivan, an electrical engineer and classic car enthusiast with a wealth of mechanical experience, and Mike Lewis, professional welder, pipe fitter, mechanic, and general can-do expert. Another of the team leaders was Fred Corbin, also a professional pipe fitter and welder with a passion for working on hot rods and custom motorcycles. Fred moved out west prior to completion of the phase I conversion, but during the month he was on the project he helped with an immense amount of work. Along with their decades of experience, the team leaders also served as mentors and role models (whether they knew it or not) for the Fuel Cell students.
The first steps were fairly straightforward; remove all of the internal combustion components that weren’t needed for operation as an electric vehicle. To eliminate any safety issues regarding sparks and very flammable gasoline the battery was disconnected and removed first, then the gasoline was drained from the gas tank and the tank removed. The fuel pump, fuel filter, and fuel lines were taken off and the antifreeze was drained from the radiator and removed.
Very important: the active compound in antifreeze is Ethylene Glycol, a very toxic liquid. Ethylene Glycol also has a very sweet taste. Tastes great, but it is poisonous. If antifreeze is drained irresponsibly and any is left lying around on the floor it is possible that cats, dogs, or other pets will drink it and it doesn’t take much to kill them. Always drain antifreeze into appropriate containers and take the waste to a proper facility such as an auto parts store or mechanic’s shop.
Prior to hauling out the engine and transmission the students prepped the area by removing all the extraneous items attached including distributor, spark plug wires, throttle linkage, shifter, and wiring. It was quite a sight watching a group of students with various tools in their hands all enthusiastically taking stuff apart and pulling complicated looking components from the car.
To remove the massive Chevy 350 cubic inch small block engine and automatic transmission an engine lift was used. Together the engine and automatic transmission weigh somewhere around 750 lbs. With this much weight hanging from a chain this job was handled by the team leaders, who somehow made it look easy.
Once the V8 motor and automatic transmission were out the team wasted no time. The electric motor was bolted onto the 5 speed manual transmission and the whole assembly was hoisted into position with the engine lift. Remarkably, our manual transmission bolted right up with the short driveshaft of the T-bucket and the positioning of the electric motor and transmission assembly looked quite good. The steel ring motor mount was then attached to the electric motor and the entire assembly was held in place with temporary supports.
About 7 hours later we stepped back and looked at our work. What a difference! There were internal combustion components all over the garage and the T was looking radically different with only one day’s work. The team looked things over and started making plans for the next day’s efforts. On Sunday the car’s body was removed along with the entire wiring system. After the first weekend the T was now down to the wheels and frame with the electric motor and transmission positioned for attachment once the motor mounts were repositioned. It was quite an amazing sight to see the progress that was made in just the first weekend. With as much progress that had been made in a short time, removing things is usually the easiest part of an electric vehicle conversion project. We soon realized that not every work session would make such an apparent difference and sometimes the progress, while still being made, was not particularly visible.
At this stage just about everything that needed to be removed was off. The next step was to get all the components required for an electric vehicle on, a far more challenging task. One of the most widely used platforms for electric vehicle conversion is the Chevy S-10 pickup truck. Some of the advantages for the S-10 are that it is a relatively light weight vehicle, can handle the additional weight of batteries, and has plenty of room to mount components. The advantages of a Model T hot rod are that it is lightweight, relatively simple to work on, can handle quite a bit of weight, historically significant, and looks totally cool. One of the advantages is not plenty of room for extra stuff. The only storage space on our T-bucket when purchased was a small space under the removable seat. Forget about packing golf clubs, luggage, or groceries. This car was made to drive in style the short distance to the local drive-in burger joint on hot rod night to stand around and look cool. The grocery store just isn’t cool and the golf course not nearly cool enough. In many ways the gasoline-powered T was like a Harley; too loud, over-powered and under-practical, but totally cool. Of course, some of the Harleys have saddlebags that can hold a gallon of milk or two.
Our challenge was to mount a dozen 12 volt deep cycle batteries, a 12 volt auxiliary battery, the motor controller, and all the wiring and electrical widgets such as contactors and converters. This was the challenge for phase I. The challenge will continue for phase II with the installation of a fuel cell and a fuel cylinder or two. While space was tight, it could be done and we had a plan. The frame layout could easily support the weight and also provided opportunities for fabrication. If one can recall the Model T’s driven in the television show The Beverly Hillbillies or seen the movie Grapes of Wrath, an idea of just how much can be attached to a simple Model T frame becomes evident.
With the electric motor and manual transmission assembly in position the existing motor mounts were cut off from the frame with a portable band saw, relocated, and welded back on to the frame. The electric motor and transmission were then bolted in place and connected to the driveshaft.
Batteries:
Since our electric motor and controller system operated on 144 volts we chose to use a dozen 12 volt deep cycle batteries wired in series to provide the 144 volts needed for our drive system. Some electric vehicles use a larger number of 6 volt deep cycle batteries, anywhere from 20 to 24 of them to provide greater range. Of course, this takes up about twice as much room and about doubles the weight, so this was not an option for the relatively small mounting area available on our T. We had excellent results using two of the Optima Yellow Top D34/78 deep cycle batteries on our Fuel Cell Quadracycle and decided to use the Optima’s again for our T project.
The Optima’s are sealed lead-acid batteries that use a SpiralCell technology. Being a sealed battery the Optima’s never require water to be added and are spillproof, enabling them to be mounted in virtually any position. Optima’s also have a reputation for being able to handle vibration and high heat environments, a significant plus for demanding vehicle applications. We contacted the friendly folks at Optima, told them about our project, and were very pleased to receive a generous partial sponsorship from Optima that saved us about a thousand dollars in battery costs. On April 3rd 2006 a pallet with about 600 lbs of Optima batteries arrived by truck. With this shipment we now had all the equipment to get our T rolling on electric power.
Mounting the Batteries:
Battery boxes were constructed by welding pieces of angle iron into battery-sized boxes. These were strategically placed throughout the vehicle to achieve an even weight distribution. The battery placement for the four drive system batteries is: four batteries in the front, three in the frame under the body, and five in the pickup bed that formerly held the gasoline tank and the starter battery. An additional battery that is used for all the non-drive systems such as headlights, blinkers, etc. is also mounted under the body. Once placed in the angle iron boxes, the batteries are covered with plastic tops (available from Optima) that isolate the top terminals and are held in place by steel strips bolted to the boxes. With this system the batteries are held firmly in place by a very strong steel frame. Only the four batteries mounted in the front are easily visible, the other batteries are concealed under the body and in the pickup bed.
Brake System:
For any project of this nature, safety is the first priority, and particular attention was given to the brakes on our T. The brake system originally on the vehicle was single caliper (only one side of the caliper actually squeezed) disk brakes on the front wheels and drum brakes on the rear wheels. Since the greatest amount of stopping power is achieved with the front brakes we upgraded the entire front brake system. The front system was entirely replaced with the best new brake system we could get for our T, including dual calipers and heavy duty rotors. This upgraded brake system required new front wheel spindles and the replacement of our motorcycle style wire-spoke wheels with traditional 5 bolt lug pattern wheels. The rear drum brakes received new cylinders and everything was removed, cleaned, checked out, and reinstalled. The brake master cylinder was replaced and the entire brake line system was removed and replaced with new brake lines custom bent and installed by student Dan Shippee. Dan was methodical and precise with his measurements, custom bending, and installation, and his hard work received the seal of approval from the team leaders. With internal combustion engines the pressure build up in the cylinders makes it possible to leave a car in gear to keep it in from rolling when parked. In an electric vehicle there is no cylinder pressure so the car will roll quite freely, even in gear, when parked. This means that a functional emergency/parking brake is essential for electric vehicles. The emergency brake on our T was repositioned, upgraded, and adjusted for proper lever travel, stopping, and parking.
Upgrades:
Along with the conversion work of mounting the necessary components we also used this time to upgrade and improve many of the original systems in our T. Among the improvements was a consideration for ergonomics. According to the Center for Disease Control definition: “Ergonomics is a discipline that involves arranging the environment to fit the person in it. When ergonomics is applied correctly in the work environment, visual and musculoskeletal discomfort and fatigue are reduced significantly.” Ergonomics is a big part of modern car design and often promoted in the ads of car manufacturers. If there were any ergonomics in mind when the layout for the steering, accelerator and brake pedals, shifter, blinkers, and other controls were originally mounted on our T, they were certainly designed for alien beings. The brake pedal was too close, the accelerator too far, the steering wheel too low, and the left turn signal switch would bang the kneecap of anyone taller than six feet. With some creative engineering, lots of sawzall blades, and an electric arc welder, this was significantly improved. First the transmission hump in the body floor was cut out and rebuilt for the manual transmission with a much lower profile for improved passenger comfort. The new floor was creatively constructed of fiberglass, plywood, and part of the housing from an Evinrude outboard motor. With the new floor in place the brake pedal assembly was moved forward about 3 ½ inches and within the vicinity of the accelerator for much better control efficiency, safety, and comfort. The steering system was also upgraded with a new steering rod connection, adjusted steering gear, and new steering wheel. While some components were only moved a few inches or adjusted, the overall difference in drivability was greatly improved.
Control Board and Wiring:
Our electrical equipment was purchased used from Gary Powers’ Chevy S-10 conversion project and the electrical control components were nicely mounted on a plywood style board made from a material called “MDO” and designed to fit under the hood of the S-10 pickup truck. These components included the Curtiss 500 amp motor controller, two contactors, an accelerator potentiometer, and a Curtiss DC-DC downconverter that maintained a charge on the auxiliary battery from the 144 volt bank of drive batteries. To mount these on our T all these components were removed from the MDO board and attached to a plywood board and mounted to the firewall of the T in the engine compartment area. Even though the T had a lot less space to mount the electrical controls we were able to make if fit within the space available. Once in place the batteries were wired in series using 2/0 gauge welding cable. This welding cable is very durable, quite thick, and readily available.
Amgen Exhibition:
Through one of our sponsors the big biotech company Amgen heard about our Fuel Cell Model T project and asked if we would be able to exhibit the T at their company Earth Day celebration on April 21st. Although we were making good progress, we realized that having the T operational on battery power by that date was most likely going to happen. Fortunately the folks at Amgen were happy to have the T displayed as a project in progress, so we mounted as many of the components as we could and went to work with the sandpaper and spray paint to make the T look its best. Even though it was not completed, the T looked virtually identical to the completed stage since the batteries that were not mounted were the ones to go under the body and in the pickup bed, both out of sight. The folks at Amgen’s Earth Day celebration enjoyed seeing the T and learning about our project. Hopefully we’ll have the opportunity to display the vehicle at Amgen again and be able to demonstrate the T as well.
Getting Close:
Almost 2 ½ months later we were nearing completion of phase I. On Thursday, June 1st we made a big push to have the T ready and operational for display at the Rhode Island Sustainable Living Festival. A lot of work had been done and it didn’t seem like there was too much work left. As anyone who has spent time working on cars can guess, we were wrong. Our goals were to bolt the body to the chassis, mount the steering column, and attach the steering wheel. Once this was done we would be ready to install the five batteries in the pickup bed and wire them up on Friday. Starting around 5:00 PM we began work and kept running into areas that needed sawzall adjustments and other modifications. The work proceeded slowly but the team was determined. The hours rolled by and the goals were finally completed well after midnight. Although everyone was worn out by the long night there was a deep feeling of satisfaction and accomplishment. The T was ready for wiring completion and things were looking good to be ready for the festival.
Driveway Testing:
The next day the five batteries were mounted in the pickup bed and wired up in series with the 2/0 welding cable. With the festival the next day we began the first operational tests in the lengthy driveway of the worksite. As we turned what was formerly the ignition key we heard the click of the first contactor close its section of the 144 volt power circuit. Lightly stepping on the accelerator pedal, we heard another click as the second contactor closed, completing the power circuit to the motor. Pressing a little more on the accelerator and a high pitched whining sound could be heard coming from the Curtiss controller. Much to our relief, Jim Sullivan, one of the team leaders and an electrical engineer, assured us this high frequency whine was normal when first starting. A little more foot pressure on the accelerator and our T was silently rolling on battery electric power! It was amazing to watch as we drove the T along the one hundred foot driveway. Only three months before the T sounded like a roaring monster, blowing hot exhaust and a deafening rumble through the twin headers. Now it produced no exhaust whatsoever and rolled silently along as if pushed by a great unseen hand or propelled by magic. After all the hard work it was great to experience the T running on electric power, even if it was only in the driveway. It was now Friday, June 2nd, and we had achieved our goal to complete the conversion to battery electric power with a full week to spare before graduation. With the systems checking out ok we drove the T silently into the trailer and strapped it down in preparation for transporting it to the festival.
Rhode Island Sustainable Living Festival:
The Apeiron Institute consists of a model renewable energy and highly efficient house/conference building and some beautiful grounds in rural western Rhode Island. Workshops on renewable energy, simple living, and social progress are held throughout the year. Their biggest event is the annual Sustainable Living Festival which has great bands, food, renewable energy demonstrations that include wind, solar, and alternative fueled vehicles, along with workshops and puppet shows. For this year’s festival Ponaganset High’s contribution was a Protium performance, powering the second stage performers with the fuel cells, and our Fuel Cell Model T project vehicle. This is a popular festival and there were a good number of alternatively fueled vehicles on display including Dartmouth University’s very hip Veggie Oil Bus, a slick Mercedes Benz diesel that ran off of used cooking grease, a new Jeep Liberty diesel that ran biodiesel, and a few hybrid electrics. This year our T was the only all electric vehicle displayed. With a crowded field area the vehicles didn’t drive around much and we only drove our T short distances with a few three point turns to position it. The style of the T was unlike any other vehicle there and it received considerable attention from a wide range of people, from little kids to senior citizens, all with a common interest in renewable energy vehicles. Perhaps the biggest celebrity attending the event was Rhode Island Senator Lincoln Chafee. Senator Chafee stopped by and sat in our T, talked with some of the Fuel Cell students, and provided a great photo opportunity. The team put in a lot of effort to have the T ready for the festival and it paid off with an excellent day of renewable energy demonstration and fun.
Road Testing the T:
Although we had done a driveway test and a very small amount of driving at the Sustainable Living Festival we still needed to do a real road test. A few miles on an experimental vehicle will quickly reveal things that a few three point turns won’t uncover. We also needed to get some video footage of the T driving on the road for an upcoming presentation at the American Society of Engineering Educators (ASEE) national conference in Chicago. Up to this time footage of the T was all videotaped prior to conversion and the presentations all talked about what we were going to do. We wanted video evidence that we had actually accomplished what we set out to do. With a good charge we first ran it up and down the driveway a few times and everything checked out. Next we took it for a few laps around the sizeable backyard and everything ran fine. Having done the preliminary tests and street legal with our FUELCL vanity plates we were ready to hit the road; our destination being the corner ice cream shop. With a driver and passenger in the T we smoothly pulled out of the driveway and onto the well-traveled rural road. Although otherwise driving well, right after pulling onto the road an annoying “wumping” sound could be both heard and felt vibrating through the car, with the frequency of “wumps” directly related to the speed of the car. Despite this disconcerting “wumping” we were able to make it to the corner store where we stopped and discussed the problem with the team. We came up with a few possible sources and gave it some further road testing, this time with only one person in the car. Depending on the weight of the driver, with only one person in the car the “wumping was either entirely gone or greatly diminished. A quick check on the lift revealed the problem: with the additional weight of the batteries there was too great an angle between the universal joints connecting the transmission to the driveshaft. With one person in the car the angle was tolerable, with two people in the car the angle was excessive and the universal joints were “wumping” on each other with every turn. The solution was to refabricate the motor mounts and lower the electric motor about one inch. This took some work and time but successfully realigned the transmission-driveshaft angle
Clutchless Shifting:
Electric Vehicle conversion veteran Bob Batson, owner of Electric Vehicles of America, typically recommends a clutchless powertrain system for his electric vehicle designs. By eliminating the clutch it simplifies the system, helps prevent freespinning of the electric motor which can cause severe damage, and eliminates the need for a clutch pedal, which in the case of the limited space with a T-bucket style vehicle is greatly advantageous. Going with Bob’s experience and wisdom, we used the clutchless system for our T, connecting the output shaft of the Advanced DC motor directly to the spline shaft of the 5 speed manual transmission with a stainless steel coupling. When explaining the clutchless system to people they would inevitably give a funny look and ask how that works. Our response was typically “well, according to this article we found on the internet, to shift gears you take your foot off the accelerator to let the motor spin down, shift into neutral, and then gently wiggle it towards the next gear and the transmissions synchromesh will allow you to put it into the next gear”. Aside from the internet article, we really didn’t know how this would actually work in practice. We were pleased to discover that the clutchless shifting works just like the internet article said and it works quite well. Important to remember is that most electric motors are quite comfortable cruising around 5,000 rpm, typically a very high shift rpm for normal internal combustion engine driving (unless you are drag racing or thrashing a sports car). This means that an electric vehicle does not require shifting nearly as often as a typical car. We also found that our T is quite comfortable starting in 2nd or 3rd gear and can cruise around in 3rd gear quite comfortably. Shifting out of gear is simple, just step off the accelerator and pop it into neutral. With the electric motor slowed, pull the shift almost into the next gear, “feel it out” a bit, and then put it into the next gear. Anyone experienced with driving a standard transmission should be able to get the feel of it within a short time. Just be sure that the electric motor is not revved before trying to put it into the next gear or the sound of grinding and screeching gear teeth will immediately inform the driver about their lack of shifting finesse.
Ancients and Horribles Parade:
The Ancients and Horribles Parade is a local backwoods classic of a 4th of July parade that has run every year since 1927. It takes place in the center of rural Glocester, Rhode Island, one of the two towns served by Ponaganset High School. The parade’s name is a play on a late 19th century Boston organization known as the Ancients and Honorables and political satire is one of the ongoing themes along with the anything goes general wackiness. The parade was the perfect venue to show the zero-emissions T to the school community and spread the word about the Ponaganset High’s energy projects. The team prepared the T by giving the battery bank a full charge and mounting a half dozen American flags of various sizes to the vehicle. The team’s artistic talents also emerged with humorous slashed oil drill posters. This was a big day for the T and the team checked out all systems to ensure that everything would go smoothly.
On the day of the parade the weather was looking ominous, but fortunately held out. We took our place in the line of floats, marching bands, vintage cars, fire engines, cub scouts and completely zany entries. Unlike a gasoline engine, electric motors don’t idle when stopped in traffic, so the slow speed and frequent stops were no problem. The T cruised silently along the crowds, drawing further attention with generous use of the “Aaaoogah” horn, and the “no pollution, no gasoline” message was enthusiastically received by the crowd. Through the odd luck of timing we found ourselves directly preceding the most outrageous float of the entire parade. Entitled “Brokeback Island”, it was a thoroughly politically incorrect play on the movie “Brokeback Mountain” and featured a float full of mostly shirtless young men in tight shorts prancing around as gay pirates with songs like “It’s Raining Men” blaring in the background. Not surprisingly, several of these prancing parade pirates were former students of mine. The “Brokeback Island” float was tough competition but our T still impressed the crowds and performed perfectly throughout the duration of the parade.
New Wheels:
When the front brakes were upgraded it required new wheel spindles with a 5 lug bolt pattern that was incompatible with our motorcycle style wire spoke wheels. As an interim measure two rusty steel temporary rims and tires where given a quick shot of black spray paint and bolted on. The back wheels were outfitted with vintage Cragar rims and fat tires, which were far better than what we had on the front but could still use an upgrade. Our goal was to keep the small wheels in front and big wheels in the back to maintain the classic vintage hot rod lines, but with matching rims and tires. Finding matching rims and tires compatible with the T and each other was a significant challenge but we finally found the right combination:
BF Goodrich Radial T/As all around, mounted on four American Racing Torque Thrust D rims. When researching the tires we found the history of BF Goodrich Tires online and learned that Charles Lindbergh’s “Spirit of St. Louis” was equipped with BF Goodrich tires on his historic flight from New York to Paris on May 21st, 1927. Lindbergh’s solo flight across the Atlantic has been a source of inspiration for our Fuel Cell Model T project and when we learned that his plane was equipped with BF Goodrich tires we knew we had found the tires for our T. We contacted the folks at BF Goodrich and told them about our project. BF Goodrich was very enthusiastic about the T and generously sponsored the project. We now have a righteous set of BF Goodrich Radial T/A’s with the classic hot rod arrangement of smaller thin tires in the front and massive wide tires in the back. Totally cool!
The Fuel Cell Arrives:
On July 5th 2006, the very next day after the 4th of July parade, our Hydrogenics HyPM 12 kW fuel cell arrived by truck packed in its crate.
The HyPM 12 kW has a weight of 98 kilograms and external dimensions 958 mm L x 514 mm W x 362 mm H, so a relatively compact size with a high power output of 12 kilowatts of electricity, enough to enable our Fuel Cell Model T to cruise at around 40 mph on fuel cell power alone for as long as the hydrogen supply lasts. Like the vast majority of fuel cells used for mobile applications, the HyPM 12 kW is a proton exchange membrane (PEM) fuel cell. PEM fuel cells utilize a polymer membrane that is permeable to protons, but impermeable to electrons. The electrons are forced to travel around the membrane and in doing so provide the flow of electricity.
Acquiring the fuel cell was a major milestone for the project and a lot of time, effort, and resources on the part of many individuals and Hydrogenics Corporation went into making this possible. The team researched many potential fuel cells for our FCT project and the result of the research clearly indicated that the Hydrogenics HyPM 12 kW was the best choice. With the arrival of our Hydrogenics HyPM 12 kW the next phase of our Model T project is ready to begin.
Conclusion:
Ponaganset High’s Model T project is a rather ambitious project and has been a major step forward from the school’s first vehicle project, the Fuel Cell Quadracycle. It has been quite remarkable how the school community has supported the endeavor and risen to the challenge, with dedicated students and team leaders committing their weekend and evening time for months on end to see the project through. The overall “cool” level of the hot rod has been a huge factor in capturing the enthusiasm of the students and introduced many to the possibilities and potential of a career path in engineering. The T has also introduced many students to the importance of environmentally responsible vehicles and the need to reduce air pollution and combat global warming. With gas now over $3.00 per gallon, energy efficient vehicles are no longer limited to “tree-hugging liberals” but have become the transportation of choice for an ever-increasing number of Americans. In regards to energy efficiency, sustainability, and environmental responsibility, the converted Model T has provided the students with insight into the future of automotive transportation.
The keys to success for our Model T project are the same as those for any worthwhile and challenging endeavor: the vision to create something unique combined with hard work, perseverance, teamwork, and a steadfast belief in the causes that the Model T project symbolizes: Education, Energy, and the Environment.
With the efforts of the students and team leaders, the Model T has successfully undergone the transformation from a gas guzzling, exhaust roaring, road monster to become a zero-emission, sustainably powered, and silently propelled symbol of the automotive future, effectively demonstrating these qualities to the school community and others within the state.
As exciting as these achievements are, this is really only the beginning of the Model T project and plans are underway for the integration of the fuel cell system and further demonstrations. The Model T will also continue to serve the students well into the future as a model for clean, sustainable energy and just what can be achieved by dedicated high school students and members of a school community.
Sponsors and Acknowledgements:
Our Most Sincere Thanks:
Without the support and help of many very generous individuals and organizations, Ponaganset High’s Fuel Cell Education Initiative would consist of a single 1/10 watt fuel cell quietly spinning a wheel the size of a quarter. Through the help of our sponsors and supporters we are spinning wheels on the hot rod of the future and demonstrating fuel cell power by rocking across the nation to educate the up and coming generation on the awesome potential of fuel cells.
The support of numerous members of the Ponaganset High School community has been vital to the success of the Fuel Cell Education Initiative. The visionary supporters include Principal Joe Maruszczak, Science Department Chair Alicia Bailey, Superintendent Mario Cirillo, Business Manager/Treasurer Steve Winsor, Building Supervisor Joe McGovern, the members of the Foster-Glocester Regional School Committee, and all the folks at the central office who have processed the mountain of paperwork that these endeavors generate. Thanks!
We also want to extend a huge Thank you! To Dr. Michael Binder, president of Mike Binder and Associates Fuel Cell Consulting, whose belief in the power of fuel cells, rock and roll, zero emission hot rods, and a better future has transformed the vision into reality.
And a very special thanks to Mira Vowles with the Bonneville Power Administration
whose contributions to Fuel Cell Education are an inspiration to us all.
Sponsor Links and Information:
Fuel Cell Test and Evaluation Center (FCTec)
Relion Fuel Cells
Hydrogenics Fuel Cells
Logan Energy
BF Goodrich Tires
riseo.state.ri.us Rhode Island State Energy Office
Rhode Island Resource Recovery Corp.
Fuel Cell Seminar
Bonneville Power Administration
Praxair
publish/optima/americas0/en/config/home.html
Fuel Cell Energy Inc.
Millennium Cell Inc.
power.htm Iota Engineering
Sgambato’s Garage North Providence, RI
offices/OVAE/CTE/legis.html Information on the Carl D. Perkins
Vocational and Technical Act
Fuel Cell Model T Specifications:
Fuel Cell: Hydrogenics HyPM 12 kW (to be integrated)
Motor: Advanced DC FB1-4001A 9-inch motor
Controller: Curtis 1231C-8601
Converter: Curtis DC/DC converter
Wiring: 2/0 gauge welding cable
Batteries: 12 Optima Yellow Top D34/78 Deep Cycle Batteries
Tires: Front: BF Goodrich Radial T/A’s P155/80R15
Back: BF Goodrich Radial T/A’s P275/65R16
Rims: Front: American Racing Torque Thrust D’s 15” x 4 ½”
Back: American Racing Torque Thrust D’s 16” x 8”
Chassis: 1923 Model T replica built by Total Performance Inc.
Transmission: 1989 Chevy S-10 5 speed manual with clutchless mounting to electric motor
Range: ~20 miles on battery power
Speed: 50 mph attained (with power still available) on battery power
Appendix I
[pic]
|Easy riders: [Northwest Edition] |
|KATIE WARCHUT Journal Staff Writer. Providence Journal. Providence, R.I.: Jun 2, 2004. pg. C.01 |
[pic]
|Full Text (624 words) |
|Copyright Providence Journal/Evening Bulletin Jun 2, 2004 |
| |
|* Ponaganset science students build another alternative energy creation -- a fuel-cell powered quadracycle |
|* * *[pic] |
|GLOCESTER - Ponaganset High School's latest lesson in alternative energy is one students can actually ride. |
|A blue fuel-cell powered quadracycle -- thought to be Rhode Island's first -- was designed and built by students in teacher Ross McCurdy's |
|fuel-cell and science classes. It uses hydrogen to produce electricity. |
|"If someone has another one they sure are keeping it a secret," McCurdy said. If he hears about another one, he warned, "we will challenge |
|them to a race." |
|But at a top speed of 12 mph, students are already tiring of driving it in circles around the parking lot. They want to hit the road. |
|McCurdy is envisioning a trip to the State House to bring fuel- cell awareness to the attention of lawmakers. It may seem far, but he |
|shrugs. |
|"At 11 mph, heck, we could be there in two hours," McCurdy said. |
|They've scrawled "honk for fuel cells" on the front. The vehicle even has lights and a musical horn. |
|The students crowd around the quadracycle like surgeons around an operating table, turning knobs and adjusting dials. They list off readings|
|of volts, hertz and watts, searching for the source of a beeping. |
|"The pressure's good," McCurdy says. "Let it warm up nicely." |
|A hydrogen tank strapped to the back of the vehicle connects to the fuel cell. A converter changes AC power to DC power, which is then |
|connected to the motor. |
|The vehicle can run off the fuel cell power alone, but batteries help extend the vehicle's range and improve the smoothness of the ride. |
|Nearby, a lawnmower is running over the school grounds, a stark comparison to the environmentally safe and quiet fuel cell. |
|"I can smell the pollution of that combustion engine from here," McCurdy says. "'And the noise is deafening." |
|"One day you'll be mowing the lawn with a fuel cell," he promises the operator. |
|Students started their work in February, researching how to make the vehicle work. A student, Michael Higgins, selected the blue Rhoades car|
|platform and helped work out technical kinks. |
|"It's like driving a model-T," said Andrew Bobola, a sophomore and a trusted driver of the expensive vehicle. |
|The whole car is worth about $4,800, McCurdy estimated, mostly from the Cranston Career and Technical Center's Perkins Grants. McCurdy and |
|others have been pursuing the fuel cell initiative through grants, from small fuel cell kits to projects like Protium, the world's first |
|fuel-cell powered rock band. |
|Protium recently performed in Hollywood for the National Hydrogen Association. It's next step will bring fuel cells to an even bigger |
|audience -- concerts on the Lollapalooza tour. |
|Perry Farrell, lead singer of the band Jane's Addiction and a Lollapalooza founder, met the members of Protium at their Hollywood |
|performance. A group Farrell founded to draw attention to the threat of global warming, called Voice of the Land, will power a second |
|Lollapalooza stage with solar, biodiesel and hydrogen fuel cells. |
|Protium has been invited to perform on that stage at Randall's Island, New York, N.Y., on Aug. 16th and 17th. |
|* * * |
|Andrew Bobola, left, 16, fuels up the hydrogen-powered quadracycle he and other Ponaganset students made in Ross McCurdy's science class. At|
|top, Bobola and Daniel Glaude, 18, take it out for a spin around the high school parking lot. |
|JOURNAL PHOTOS / BOB THAYER |
|* * * |
|Andrew Bobola and Daniel Glaude ride the fuel-cell powered quadracycle while other Ponaganset students take a lunch break on a picnic table |
|outside the school. Below, a closeup of the fuel cell that powers the vehicle. It was built by science students at the school. |
|JOURNAL PHOTOS / BOB THAYER |
|[pic] |
[pic][pic]
Appendix II
Back to the Future in a Fuel-Cell T-Bucket
01:00 AM EDT on Friday, October 8, 2004
By KATIE WARCHUT
Journal Staff Writer
[pic]
GLOCESTER -- Henry Ford first built a quadricycle in 1896, an invention that fueled the creation of the automobile several years later. A hundred years later, Ponaganset High School students are following the same path, only with new, environmentally safe technology.
They were riding a vehicle similar to Ford's built with four bicycle wheels around the school parking lot in June. Now, they want to hit the road with a car.
They're working to turn a used T-bucket hot rod, modeled after the 1923 model-T, with a 350 Chevy V8 engine into a fuel-cell operated vehicle. The fuel cells use hydrogen, which combines with oxygen to produce water and electricity.
"It's historically significant. It really brought in the automobile age," said science teacher Ross McCurdy, who is leading the fuel cell effort. "We want to do the same with fuel cell vehicles."
"On top of that, it's really cool-looking," he added.
The two-seater car was sold to them by Glocester resident Jimmy Sullivan, an electrical engineer and hot-rod enthusiast who is working with them on the project. The car is red, but that will change.
"We need it to be Ponaganset green," McCurdy said.
His students will first drive it around to collect data -- such as how many miles it can go per gallon of gasoline, the vehicle's weight and the weight per axle.
Then, they'll remove the engine and automatic transmission, which are not energy efficient. They will replace it with a 30-horsepower electric motor and a dozen rechargeable batteries.
The vehicle will be able to travel about 30 miles, depending on variables such as weather, temperature, hills and speed.
While the quadracycle had a top speed of 12 mph, the model-T's predicted top speed is 70 mph. The original model-Ts had a top speed of 40 miles per hour.
The advantage to the T-bucket is that it's small, lightweight, and simple, with no power brakes or power steering, McCurdy said.
The second phase will incorporate a fuel cell system that can produce five to 10 kilowatts of energy. It would double or triple the range of the vehicle.
"And the only output will be pure water," McCurdy said.
Ponaganset only has fuel cells that produce three kilowatts of energy now. McCurdy's students are researching new systems for the car that are small, powerful, lightweight and rugged enough to handle transportation.
Such systems are expensive, and McCurdy is seeking assistance from any sources that can help, including local businesses.
Rhode Island Resource Recovery has already contributed a $5,000 grant. The state energy office has given $20,000 for the first phase and another $20,000 for the second phase.
The prototypes for automobile companies now cost about $1 million, McCurdy said.
"We're trying to do that for far, far less," he said.
This year, Ponaganset has converted a pilot program into two year-long classes dedicated to fuel cell education under the leadership of Principal Joseph Maruszczak and department chairwoman Alicia Bailey, McCurdy said.
Tonight at 7 p.m. at the Ponaganset High School auditorium, the band Orange Jam Conspiracy will perform as their alter ego, Protium, the name they take on when their sound stage is powered by fuel cells, with hydrogen provided by Praxair. The four-piece band includes seniors Lee Wyman and Geoffrey Wilkes and juniors Philip Adams and Domenic Ruggeri.
The show will benefit New School Foster-Glocester community awareness. A plan to build a new middle school and renovate the high school will be on the ballot next month. The money will pay for fliers and other materials to spread support for the project. Tickets are $5.
The band will head to San Antonio next month to perform at the annual fuel cell conference.
Appendix III
[pic]
JUNE 9, 2005 ...
Hydrogen, Hot Rods, and Rock and Roll
Ponaganset High takes fuel cells to the open road
By Ron Scopelliti
A group of Ponaganset High School students and teachers is looking to make the world a cleaner, more energy-efficient place, and they're doing it their way - through rocking music and fancy cars.
The high school's "fuel cell initiative" has been making news for several years. Fuel cell technology is a way to produce clean electric energy from hydrogen, the most abundant element in the universe. The school now offers two full-year classes on fuel cell technology.
Much of the program's public exposure has come through the student rock group Protium. Over the past few years, the group has traveled across the country playing large venues like Mohegan Sun with a sound system powered entirely by fuel cells. The cells have had more than enough energy to drive the band's system, which includes a rumbling set of sub-woofers known as "portable earthquakes."
"We've never been asked to play louder," says science teacher Ross McCurdy.
This year, however, the program is adding a new element that shares Protium’s rock and roll attitude - a fuel cell powered hot rod.
Mr. McCurdy explains that the students have already built one vehicle - a lightweight quadracycle that was the first fuel cell vehicle in Rhode Island. Though it proved to be a worthy technology test bed, Mr. McCurdy felt they needed a new vehicle to take their technology onto public roads, and into public view.
"It's not very fast," he says of the quadracycle, "and we'd probably impede traffic more than anything else."
"We needed to take it to the next level," he says.
Mr. McCurdy credits student Mike Higgins with suggesting a T-bucket hotrod design.
The T-bucket, so-called because it is based on the bucket-shaped body of a Ford Model T, has been a mainstay of hotrodders for decades. The attributes that make it a good hotrod also make it a good candidate for fuel-cell power. Among these are light weight, simple design, and easy access to the car's mechanical systems.
Mr. McCurdy found an available T-bucket right in Glocester, in the hands of electrical engineer Jim Sullivan.
"Mr. Sullivan gave us a great price on this," he says of their T-bucket, a fiberglass-bodied car, built in 1992. In addition to giving them a great price, Mr. Sullivan has volunteered to lend his technical expertise to the project.
Mr. McCurdy says the first step in the project will be testing the car as-is, to get baseline specifications on emissions, mileage, and performance. The car is currently powered by a 350 cubic inch Chevrolet V-8, providing an estimated 275-300 horsepower.
The electric conversion, ironically, will put it more in the horsepower range of the original Model T. The original T had a 20 horsepower engine, and a top speed of about 40 mph.
"We're hoping to exceed the specifications of the original Model T," says Mr. McCurdy.
They will do so in two phases. First Mr. McCurdy and his students will swap the rumbling V-8 for a whisper-quiet, 30-horsepower direct current electric motor, hooked to a Chevrolet S-10 five-speed manual transmission. The motor's torque and acceleration characteristics allow the manual transmission to work without a clutch, using mostly first and second gear.
For the first phase, the motor will be powered exclusively by 12 deep-cycle batteries.
After all the bugs are sorted out in this conversion, the project will move to the second phase. A 10-kilowatt fuel cell will be added to the vehicle to recharge the batteries as they drain.
This, he says will extend the vehicle's range from 25 miles to 100 miles, with a top speed of 65 mph, and a cruising speed of 40 mph.
Apart from its technical attributes, the T-bucket offers Mr. McCurdy's students some other, less tangible benefits.
"It's also historically significant," says Mr. McCurdy. The Model T is generally recognized as the vehicle that turned the automobile from a rich man's toy to a mode of transportation for the masses.
Just as automobiles were at the beginning of the twentieth century, Mr. McCurdy says fuel cell vehicles are now "incredibly expensive and about as rare as bigfoot."
"We're hoping to help change that," he says.
In addition, he hopes the vehicle will capture the public's attention, and imagination. Current fuel cell vehicles, he notes, "cost about a million dollars each, and look about as cool as your average minivan."
He characterizes the T-bucket as a "head-turner," and plans to put it out before the public, driving it to the State House and other nearby destinations during phase one of the project.
For phase two, Mr. McCurdy has a longer road trip in mind.
"With the fuel cell, we're hoping to drive it all the way to Washington D.C. to the Shell Hydrogen Refueling Station," he says. "It's a lofty goal, but I'm confident we can get there."
He hopes continuing public recognition of the project will keep funding coming in, because, while fuel cells may be highly energy efficient, the technology is expensive.
Public exposure has served the fuel cell initiative well, thus far. Mr. McCurdy notes that a Protium performance at a Connecticut Clean Energy Fund event caught the attention of Dr. Michael Binder, a "global fuel cell guru." Dr. Binder led them to some major sources of funding.
The school's Fuel Cell Education Initiative has garnered close to $150,000 in grants, $60,000 of which is earmarked for the Model T project.
Funding has come from the Fuel Cell Test and Evaluation Center, Rhode Island Resource Recovery Corporation, and the State Energy Office. Praxair, an industrial gas company, has also helped out by donating hydrogen to use as fuel. Sponsorships have also come in from fuel cell manufacturers ReliOn and Millennium Cell.
Mr. McCurdy credits Science Department head Alicia Bailey and principal Joseph Maruszczak for their support of the project.
"This type of project really brings together a lot of disciplines in the school," he notes, pointing out that it has components related to science, technical education, business, math, English, and other subjects.
"This sort of hands-on, minds-on project, where students actually generate a product is wholly aligned with the educational standards and current educational reform such as the Institute for Learning," he notes.
Others are taking notice of the program. It was recently written up in the Christian Science Monitor, and in April, Mr. McCurdy led a team that received the best paper award from the American Society for Engineering Educators New England Chapter.
"Among 60 presenters, we were the only group from a high school," he notes. The honor not only gives them the chance to present at an upcoming conference in Chicago, but also establishes valuable connections with colleges and universities working on fuel cell technology.
Mr. McCurdy plans to make some progress on the T-bucket over the summer "with the help of some dedicated students," and complete the project over the next academic year. He does not seem surprised by the students' readiness to donate their time over summer vacation.
"They're really enthusiastic about clean, sustainable energy," he says.
And by channeling this social-consciousness into a vehicle that carries on their rock and roll attitude, the Ponaganset students have found a project that suits them to a T.
Appendix IV
[pic]
Ponaganset gets hot rod ready for road
Science teacher Ross McCurdy has been given permission to register a hot rod he expects students to transform into an energy-efficient electric vehicle.
01:00 AM EDT on Thursday, August 18, 2005
By KATIE WARCHUT
Journal Staff Writer
GLOCESTER -- Ponaganset High School's T-bucket hot rod could soon be sporting license plates, which, if science teacher Ross McCurdy gets his wish, will say "FUEL CL."
McCurdy teaches classes that revolve around the still-evolving quest for alternative, sustainable energy sources. He's graduated from showing students how a fuel cell works -- by using hydrogen, which, when combined with oxygen, produces water and electricity.
This school year, students will work to turn the gasoline guzzling two-seat car into an electricity-powered, and then a fuel-cell-operated vehicle.
McCurdy obtained the car last year, but needs to be able to take it on the road before any work can begin. The School Committee, earlier this month, unanimously gave him the green light to register the car after clearing up questions about insurance.
McCurdy said that faculty and students who are supervised will be able to drive the car, which has a 350 Chevy V8 engine and is modeled after the 1923 model-T.
"It's a project vehicle," he said, adding that students have to experience the differences before and after the car is converted.
The T-bucket is ideal, because it's small, lightweight, and simple, with no power brakes or power steering.
Students need to obtain baseline data on how the car runs before they can make changes, McCurdy said. He plans to take a trip to Rhode Island Resource Recovery, where students can use the scales to weigh the car.
When it's converted to electricity, he said, students will have to ensure that the weight distribution is the same on both axles. McCurdy also wants to know how many miles it gets per gallon and test it for emissions, to compare to electric power, which has no emissions.
"We have to make sure everything's working well," McCurdy said. "Once the engine comes out, it won't be going back in."
Students even want to make a tape recording of the loud engine. They want to play it while they're riding, then turn it off, to see the difference.
The car can travel the highways now, but when it's converted to electricity, high speeds will quickly shorten its range. It will work best on secondary roads, and will have a range of about 20 to 25 miles, McCurdy said.
Eventually he hopes to drive it to the State House to show it off. An even loftier goal is a trip to Washington, D.C.
"Our job is to spread the word," McCurdy said.
He hopes to have the car registered around the beginning next year. He's already checked, and his coveted vanity plate is still available.
"It doesn't seem to be a popular one," he said. "But maybe down the road."
Appendix V
[pic]
1 Whipple Lane • PO Box 950 • Greenville, RI 02828-1914 • 401-949-2700
|DECEMBER 15, 2005 ... |
|Scientific Hot Rod Gets Rolling |
|Students will convert car to fuel cell power |
|By Ron Scopelliti |
|For science teacher Ross McCurdy and his students at Ponaganset High School, their ride of choice this winter |
|will not be a one-horse open sleigh, but a 300-horsepower open roadster. The school recently registered a |
|T-bucket hot-rod that they will transform Seen with the T-bucket roadster |
|that will be converted into a |
|fuel cell-powered electric vehicle |
|are (l-r) Ponaganset High students |
|Mike Bicknell and Chris Gaudette, |
|and science teacher Ross McCurdy |
|(Observer photo by Ron Soleplate) |
|from a fuel-chugging road warrior to an ecologically-friendly, high-mileage, science experiment on wheels. |
|Within a month, students will remove the car's current Chevrolet V-8 engine, and begin the process of converting |
|the roadster into an electric vehicle powered by a fuel cell. |
|Fuel cells are devices that use a chemical reaction between a fuel (usually hydrogen) and an oxidizer (usually |
|oxygen) to produce electricity. Fuel cells have been the subject of a great deal of research worldwide, because |
|of their efficiency and their low environmental impact. |
|The goal of the "Fuel Cell T" project, Mr. McCurdy explains, is to create a fuel-cell powered car that can cruise|
|at normal speeds and have normal range. |
|"And," he adds, "to do this for less than any other fuel cell vehicle available." |
|While prototype fuel cell vehicles built by General Motors, Toyota, and other major manufacturers generally cost |
|more than a million dollars, the estimated budget for the Fuel Cell T is just $80,000, all coming from grants and|
|donations. |
|Though the project was unanimously approved by the School Committee in August, the school had to clear a number |
|of hurdles in getting the car insured, registered, and inspected. |
|Students will make the transition from gas to fuel cell power in stages, first switching the car over to battery |
|power to debug the electric motor set-up, and then adding a 10-kilowatt fuel cell that will recharge the |
|batteries as they drain. |
|For the next month, however, the V-8 will stay in, as Mr. McCurdy and the students evaluate the car's current |
|performance characteristics. |
|"What we want to do is really get the baseline data," says Mr. McCurdy, The timing, however, is not ideal for |
|testing a vehicle with no heater, no windows, and no roof. |
|"Data collection," he notes, "seems to move a little slower in December." |
|Still, they are making progress. The car's exhaust emissions have been tested, as has its fuel mileage. |
|"So far the mileage has been quite low," says Mr. McCurdy, estimating that the vehicle is getting less than 10 |
|miles-per-gallon of gasoline. Despite the vehicle's light weight, he notes that the car is geared low for |
|acceleration, and that this does not lend itself to high mileage. |
|Students are currently calculating the cars range. Figures like these will be used to compare the vehicle's |
|performance before and after the motor swap. |
|Mr. McCurdy and the students are also evaluating areas of the car that need to be changed. |
|They discovered, for instance, that the lights are wired in series instead of in parallel, so they are only |
|running at 6 volts instead of 12 volts. They will be rewired to shine more brightly. |
|Mr. McCurdy plans to add power brakes, noting that stepping on the current unassisted brakes requires the sort of|
|effort usually reserved for leg-presses at the gym. |
|There are other obvious changes that will be made to the car. The wide mag wheels and gumball tires on the rear |
|are needed to transmit the V-8's over-the-top horsepower to the road, but will be a performance liability for the|
|low-horsepower electric powertrain. |
|"Those mags look really cool," says Mr. McCurdy, "but that's a lot of unsprung weight." |
|Soon, he will be bringing the T to the scales at Rhode Island Resource Recovery Corporation in Johnston, a |
|sponsor of the project. He and the students will not only measure the total weight of the car, but also the |
|weight on each axle, so they can maintain the car's current weight distribution and handling. |
|Other sponsors of the program include the Fuel Cell Test and Evaluation Center in Johnstown Pennsylvania, the |
|Rhode Island State Energy Office, Logan Energy, Praxair, Relion Fuel Cells, Bonneville Power Administration, the |
|Fuel Cell Seminar, Sgambato's garage in North Providence, and the Perkins Grant program. |
|Though the program has had good luck with funding, and has economized in the classic hot-rodding tradition by |
|scrounging used parts, Mr. McCurdy says they are still looking for support to purchase some parts that are too |
|cutting-edge to find used. |
|"The biggest expense is the fuel cell. We probably need another $20,000 for that." |
|Individuals who've come out in support of the project include school administrators; building supervisor Joe |
|McGovern, who helped with the registration process; Jim Sullivan, who sold the T to the school at a low price and|
|has offered his skills as an electrical engineer; local contractor Dave Miller who moved a large boulder to make |
|room for the trailer where the T is based, and Dave Ferreira, a neighbor of the school who happens to be a fuel |
|cell engineer. |
|An early supporter of the school's fuel cell research was Dr. Michael Binder of the Department of Defense, who |
|Mr. McCurdy describes as a "fuel cell guru." |
|This type of attention from the community and from industry is what Mr. McCurdy hoped the vehicle would bring to |
|the school's science program. |
|During a brief test-drive of the T, the public interest the car draws is evident. When the vehicle is parked, |
|people immediately come over and ask questions about it. Cruising down Snake Hill Road, pedestrians and other |
|drivers wave enthusiastically as the car goes by. |
|Mr. McCurdy hopes that the completion of the Fuel Cell T will just be the start, and that the vehicle will be |
|used as a publicity tool that will lead to other projects. The science department is already garnering support |
|for an Energy Learning Lab, to be integrated into the planned update of the High School. |
|If student enthusiasm for the Fuel Cell T is any indication, the lab will be a big hit. |
|Walking through the halls after the test drive, a random student calls out, "Mr. McCurdy -- I saw the car. It's |
|wicked cool!" |
|"These students," says Mr. McCurdy; "some of the kids will stay after school until 9 or 10 o'clock to work on |
|this." |
|Student enthusiasm was evident in the fervor they showed simply in getting the car out of the trailer for the |
|test drive. As some members of the class scurried inside the school to get teachers' cars moved out of the way, |
|others kicked clumps of snow away from the door of the trailer at Mr. McCurdy's request, rather than wait for |
|snow shovels. |
|Senior Dan Shippee, one of the students in Mr. McCurdy's year-long fuel cell class, typified the way the T draws |
|students in. |
|Asked why he joined the class he replied "This looked like something that would be pretty interesting to me." |
|The specific reason? |
|"Because of the car." |
| |
|For more information on fuel cells, visit the following web sites: |
|The Fuel Cell Test and Evaluation Center |
| |
|Logan Energy |
| |
|EV America |
| |
................
................
In order to avoid copyright disputes, this page is only a partial summary.
To fulfill the demand for quickly locating and searching documents.
It is intelligent file search solution for home and business.
Related searches
- high school freshman school supply list
- high school federal school codes
- high school back to school list
- st joe s high school nj
- online school for high school credit
- st joseph s high school montvale
- st joe s high school buffalo
- st joseph s high school metuchen
- high school school supply list
- saint joseph s high school metuchen
- high paying jobs without high school diploma
- high school summer school classes