Diesel hybrid train

[dan_b]

https://www.railtech.com/rolling-stock/ ... t-journey/

Anyone know anything more about this? Assume it can use battery power to pull away from stations - that would make a big reduction in diesel pollution right into the faces of people standing next to it?

[Paul_F]

Rolls-Royce, partnering Porterbrook in the UK’s first agreement to deliver MTU hybrid drive systems to the UK rail network, pioneers clean, safe and competitive solutions to our planet’s essential power needs. The ground-breaking work anticipates a new chapter of environmentally friendly, quieter and more efficient rail travel in the UK, beginning as early as 2020.

The agreement allows for the installation of hybrid systems on two test trains, for a trial period of six months during regular operations. Following trials, Porterbrook aims to offer hybrid conversion to a range of customers operating existing Turbostar fleets, reducing both operating costs, and the need for the commissioning of new rolling stock.

At the end of the 2020 pilot programme, Porterbrook plans to offer customers HybridFLEX trains, ushering in a new era of quieter, more fuel efficient and zero-emission train operations. The system deploys a mix of diesel engine running on Stage V EU emissions regulations, an electric motor and an MTU EnergyPack battery system, which stores the energy recovered during braking. The result is quieter and cleaner operation in urban areas, particularly on arrival and departure at stations.

Noise emissions in stations are cut by around 75 percent (20 dB(A)). Fuel consumption and CO2 emissions are reduced by up to 25 percent. NOx emissions can also be reduced by up to 70 percent and particulate emissions by around 90 percent.

https://www.rolls-royce.com/media/press ... packs.aspx

A Chiltern Railways Class 168 DMU refitted with a Rolls-Royce MTU hybrid drive system is undergoing testing ahead of entry into passenger service later this year.

The HybridFlex unit, No 168329, is owned by Porterbrook and is one of a series of trials the company is undertaking to improve the environmental credentials of diesel trains. Testing is taking place on the Ecclesbourne Valley Railway following fitment of the new underframe equipment by Gemini Rail Services at Wolverton.

The aim has been to convert the unit to a self-charging hybrid, meaning it can operate emissions-free in stations and in low emission zones. An MTU power pack has been fitted in the underframe, which incorporates a diesel engine with a Category V after-treatment system. A new electric air compressor has twice the capacity of the previous version, with a new cardan shaft and solid-state alternator also fitted. A new ZF six-speed gearbox, similar to that on more modern Turbostar DMUs, improves efficiency when operating below 60mph.

Changeover between diesel and battery modes is triggered automatically by GPS markers, with all routes mapped to ensure optimisation of the hybrid use. The aim is for the diesel engines to cut out 300 metres before arrival at stations, restarting after an emissions-free departure, while the new technology will reduce the use of diesel engines within Chiltern’s depots. Porterbrook says modelling of duty cycles on the London to Birmingham route has suggested potential reductions of around 20% in fuel consumption and 70% in NOx emissions, while improved acceleration is also expected from the HybridFlex unit.

Chiltern initially plans to base the unit on diagrams which return to its DMU depot at Aylesbury each night, before the unit enters the general fleet during the autumn. Drivers will need to undergo a conversion course on the modified unit, and driver trainers and managers have already visited to the EVR to begin familiarisation. The HybridFlex unit will be able to interwork with other DMUs in Chiltern’s fleet.

Porterbrook says the MTU power pack and raft fitted to the ‘168’ is production ready and the design could be rolled out across other Turbostar units. Chiltern, which operates an all-diesel fleet, is keen to improve its environmental credentials but says a wider rollout depends on building a successful business case. The separate HyDrive conversion of a Class 165 DMU, led by Angel Trains and using equipment from electric vehicles specialist MagTec, is also underway, although there is no current date for demonstrator unit No 165004 to return to service.

Also being progressed by Porterbrook is fitment of an Eminox after-treatment system to DMUs. After a successful trial on a South Western Railway Class 159 DMU, fleet fitment to Great Western Railway’s Class 158s is planned, while a trial of the same system is underway on East Midlands Railway Turbostar DMU No 170531.

https://www.keymodernrailways.com/artic ... s-168-test

[Oliver90owner]

Haven’t diesel electrics been round for a long time? Having a battery for extra acceleration (and energy recuperation when slowing) must allow a smaller engine power to be required. Win, win in the stations. Improved efficiency (those old diesel electrics were never good on acceleration (from sny speed?)

The better option is still eventual electrification of all rail traffic - but freight might stress the system in the UK?

[Ken]

Hi again everybody.

Trains weight up to 400 tonnes but even the small district line ones could be 200tonnes i guess.

Nearly all the energy in powering trains is getting them up to speed. This energy is then completely thrown away on stopping so any energy stored when stopping and used to accelerate again has to be a significant saving. However the size of the batts to accelerate a train would be huge and equally huge to absorb the energy from decelerating. Further this constant recycling the batt to this extent i have a feeling that the batt would be shot in no time at all.

I suspect the sweet spot is using ultra capacitors for these big surges in power as they can take it and almost infinitre cycles but in combination with batts to provide a basic load. The batts and capacitors could be charged at special points when stationary say at the end of the line.

PS diesel trains use 3X as much energy as electric ones i believe so the idea of a DIESEL hybrid is flawed. Must be another figment of the FF industry.

[AE-NMidlands]

Diesel (and other internal combustion engines) are apparently less efficient than pure electric, but (unless solar generated) thermodynamics means that the inefficiency of electricity is at the power station instead. Not to mention the embodied energy of the transmission system, but that is balanced by the investment needed to extract, refine and transport hydrocarbon fuels.

UK reluctance to invest in our railways is why we have so little electrified, and hence why so much is still diesel-worked. There will always be a balance between how heavily a line is used and how much it would cost to electrify. Some things would be so easy it ought to be blindingly obvious, but they still don't get done (Windermere,) some are straightforward but a lot of work (Manchester to leeds or Bristol-Birmingham-York) but need doing because of the amount of traffic and the pollution the current trains put into lots of city centres. Some, like the line in the far north of Scotland, would probably never justify the investment.
That's where the hybrid comes in. Use the battery in Inverness, then switch over to the diesel for remote areas, shut it down while waiting for the return trip in Wick or Thurso.
A hydrogen fuel cell would be good instead of the diesel (but still with a battery to allow higher acceleration and conserve the energy when braking) but I don't know whether they will ever be more than a niche application.
A

[dan_b]

Seems in Germany they're using a battery electric train to run on batteries to bridge the gap on routes that aren't yet fully electrified with catenary

https://www.alstom.com/press-releases-n ... ns-germany

I guess as with BEVs you also get an efficiency advantage via regenerative braking, which you presumably wouldn't get on a regular diesel-electric?

[AE-NMidlands]

Seems in Germany they're using a battery electric train to run on batteries to bridge the gap on routes that aren't yet fully electrified with catenary

https://www.alstom.com/press-releases-n ... ns-germany

I guess as with BEVs you also get an efficiency advantage via regenerative braking, which you presumably wouldn't get on a regular diesel-electric?

Yes, but the problem in the UK is that we have too much "gap" and not enough wire. There are places or routes (like Preston and Lancaster to Barrow) where you could put up a short length of wire at the country terminus and provide a limited-power 25kV supply just to recharge the batteries during turnrounds, but a lot of the trains don't stand for long enough to recharge! So you consider putting up a bit longer wire, then you realise you might as well do the whole job anyway, then the Treasury or some other road-focussed department gets wind of it and stamps on any development quick. So we are stuck with a 20th century system and the pollution levels that go with it.
Scotland is the only place in the UK with a proper rolling programme of electrification, Wales is trying its best. England is hopeless.