Hi Dan, watched that last night. Seems like a relatively simple solution, that can be rolled out as needed.
Also, they didn't completely answer the question of batt weight. But I'm thinking if LFP and perhaps around 200Wh/kg for batts, then 500kWh is 'only' 2.5tn. Perhaps 3tn(ish) for pack weight. And that weight will drop as energy density continues to improve. Or ~1tn per carraige.
The future is arriving .... at platform 1.
Re: All aboard the BEV Train
Posted: Thu Nov 28, 2024 8:42 am
by Oliver90owner
My impression was that they gave lots of priorities to charging at the stations and acceleration - but nothing on regeneration. Still a good development from the energy efficiency/noise/pollution sides, but just missing the regen.
Re: All aboard the BEV Train
Posted: Thu Nov 28, 2024 9:27 am
by Ken
did not attempt to sell the efficiency, regen or CO2 savings ie the whole reason for doing it.
"Third rail electric trains can lose up to 25% of their power to heat. In 2011, Network Rail estimated that the DC network lost 21% of its input power, but that 27% was a better estimate for traction losses" Thats an avg.
Then regen could capture at least 50%
When diesel the engine is always running even when stopped and on overrun.
This BEV train can do 150 miles on full charge of 500 kwh
This is a no brainer
Re: All aboard the BEV Train
Posted: Thu Nov 28, 2024 10:16 am
by dan_b
Good point on regen - no mention of that at all. Odd omission.
Re: All aboard the BEV Train
Posted: Thu Nov 28, 2024 10:48 am
by AE-NMidlands
dan_b wrote: ↑Thu Nov 28, 2024 10:16 am
Good point on regen - no mention of that at all. Odd omission.
They emphasised several times that this is a test bed for just the charging technology. Electric transmission is proven, as is regen braking. Batteries are improving all the time so that is something that will certainly get better (The Australian road train conversions deliberately separate battery ownership from the fleet so that the operator isn't tied into an obsolete technology.)
Battery EMUs are in use off the end of the third rail at Headbolt Lane (Liverpool) but they charge slowly while the train is on the 3rd rail.
This is just establishing the reliability of the fast charging and will start being tested in real service when the crews are trained.