Rail Traction: The economics of transiting towards Hybrid & Hydrail
Transcript of Rail Traction: The economics of transiting towards Hybrid & Hydrail
![Page 1: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/1.jpg)
Rail Traction: The economics of transiting towards
Hybrid & Hydrail
- Tarun HuriaPhD Student, University of Pisa
![Page 2: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/2.jpg)
• Why hybridise ?• University of Pisa & Hybrid Technologies• Economics of Hybridisation• Towards Hydrail
![Page 3: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/3.jpg)
Conventional Rail Traction Technologies
• Electric Traction (1881): • Expensive infrastructure, Lower operating cost, renewable
energy (?), regenerative braking (?)– DC Electric Traction
» 1.5kV / 3kV DC supply to railway locos.
– AC Electric Traction» Predominantly 25 kV AC supply; Regenerative braking possible;
Presently most efficient mode.» Upper-bound of the regenerated voltage is restricted by the
catenary voltage – at higher speeds, leads to inability of the regenerated power to be fed to the grid.
![Page 4: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/4.jpg)
Conventional Rail Traction Technologies
• Diesel Traction (1893):– Oil-dependent, emissions, Flexibility of operations, – Diesel-electric traction
» Diesel engine + alternator/generator produces onboard electricity.» Dynamic braking possible; more effective than regenerative
braking (of electric traction) - avoids wear & tear of wheels & brake- blocks
» Can be most easily hybridised
– Diesel-mechanical & diesel hydraulic traction» Use mechanical or hydraulic transmission to power the wheels
![Page 5: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/5.jpg)
Hybrid Rail Traction
• Hybrid : with more than one source of on-board power …» ICE + batteries, ICE + batteries + supercaps,
fuel cells + batteries, fuel cells + batteries + supercaps» First used by Greeks/Romans/Vikings on oar & sail powered boats
• Series / parallel architectures
![Page 6: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/6.jpg)
Hybrid Traction
0 50 100 150
RESS ED EGS AUX
Pow
er
Time
![Page 7: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/7.jpg)
Key drivers for hybridisation
• Energy costs escalating rapidly» Train energy consumption dependent on gradients, maximum
speeds & stopping patterns» Typically constitute around 15-20% of total expenses; and growing» Varies 19 - 33 kWh/1000 (German ICE, MEET project)» Ʃ lifecycle energy costs >> original investment costs
• Reduce carbon footprint• Economic sense
![Page 8: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/8.jpg)
Hybrid Rail Traction
• Advantages over conventional technologies» Regenerative braking (savings: from 10 to 25%)» Prime mover operates at efficient zone of fuel maps» Energy booster for achieving higher acceleration» Can be run as ZEV
• Is most advantageous when the load varies considerably e.g. passenger services
• Hybridisation degree dependent upon duty cycle» Benefits from downsizing prime mover negate weight of additional
components» Fuel savings >> 15 - 20%, emission reduction > 50%
![Page 9: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/9.jpg)
• Why hybridise ?• Hybrid Vehicles & University of Pisa• Economics of Hybridisation• Towards Hydrail
![Page 10: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/10.jpg)
Parallel-Hybrid scooter PrototypeHYS - Università di Pisa & Piaggio
Vehicle Prototype
Hybrid drive-train
![Page 11: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/11.jpg)
ECUs
H2 tank
Supercapacitor
RadiatorFuel cell
Air compressor
Engine crankcase
Batteries for auxiliaries
Electric Engine
FC-based hydrogen Vehicle(in the framework of EU funded FRESCO Project)
1- Layout study
![Page 12: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/12.jpg)
FC-based hydrogen Vehicle(in the framework of EU funded FRESCO Project)
2- vehicle under test at DSEA Labs
![Page 13: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/13.jpg)
FC-based hydrogen Vehicle(in the framework of EU funded FRESCO Project)3 - vehicle being prepared for on-track tests
![Page 14: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/14.jpg)
ENFICA-FC Project 1) Technical specifications/acquisition:- Chopper- Inverter- Motor- Battery
2) Design and realisation of AMU
3) Power-train integration
4) Lab tests:
• Of the electricity generation system loaded with resistors
• Of the whole power train loaded with artificial mechanical load
![Page 15: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/15.jpg)
ENFICA-FC Project
• On 26th May 2010, a new world record of 135 km/h for 45 minutes established, overcoming Boeing’s 2009 record of 120 km/h for 20 minutes.
• Flew on fuel cells powered by H2 gas @ 350 bar !
![Page 16: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/16.jpg)
• Why hybridise ?• Hybrid Vehicles & University of Pisa• Economics of Hybridisation• Towards Hydrail
![Page 17: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/17.jpg)
Economics of hybridisation: Case studies
• Scenarios» Existing railway planning to switch to hybrid locos» New railway, planning traction mode between electric, diesel &
hybrid
• Case A– To determine the break-even traffic of an existing railway,
planning to switch to hybrid traction» electric vs. diesel vs. hybrid
• Case B– To determine the break-even traffic for a new railway
» electric vs. diesel vs. hybrid
![Page 18: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/18.jpg)
Economics of hybridisation: Case AEconomics of Hybrid Traction
640.00
650.00
660.00
670.00
680.00
690.00
700.00
1 2 3 4
Passenger - km (million)
Cos
t ($
mill
ion)
Electric Traction Diesel Traction Hybrid Traction
![Page 19: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/19.jpg)
Economics of hybridisation: Case B
Economics of Hybrid Traction
3250033000335003400034500350003550036000365003700037500
1300 1310 1320 1330 1340 1350
Passenger - km (million)
Cos
t of T
ract
ion
($ m
illio
n)
Electrical Traction Diesel Traction Hybrid Traction
![Page 20: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/20.jpg)
Examples of hybrid locomotives/trains
• America» Rail Power (2004)» GE (2008)» BNSF (2009)
• Asia» JR East (2007): Orders for 10 more this year» RTRI (2007)» JR Freight (Toshiba, 2010)
• Europe:» France (Bombardier, 2007) Ten French regions ordered 144 hybrid trains» UK» Holland (Alstom, 2009)
![Page 21: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/21.jpg)
Transiting to hybrids
• Increasing number of railways are switching to hybrid powered trains
• Manufacturers» Bombardier» Hitachi» Toshiba» Mitsubishi» Alstom» Siemens» ABB
![Page 22: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/22.jpg)
• Why hybridise ?• University of Pisa & Hybrid Technologies• Economics of Hybridisation• Towards Hydrail
![Page 23: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/23.jpg)
23
• Costly FC-based generation system (approx 5000 €/ kW vs. 50 $/kW for ICEs)
• FC stack life is still well behind that of ICEs• Some technical issues still to be solved (low temp storage,
system reliability etc.)• Inadequate hydrogen production & infrastructure• Too many standards and regulations
• Build prototypes and demonstrators• Make people realise that it’s a safe technology• Adopt technologies that can be adapted to hydrail later, with the minimal inputs• This could be possible by adopting hybrid propulsion
So what can we do today?
How to kickstart Hydrail ?
![Page 24: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/24.jpg)
24
Series-hybrid trains
ES
DC Bus
PC PC
fuel converter Electric Drive
Fuel EG EM
Energy Management System (EMS) Driver inputs Other signals
Mech. powerto Wheels
Ps* ON/OFF
Pu(t) Pf (t)
Ps(t)
![Page 25: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/25.jpg)
25
A FC-based drive train
ES
DC Bus
PC PC
fuel converter Electric Drive
Fuel EG EM
Energy Management System (EMS) Driver inputs Other signals
Mech. powerto Wheels
Ps* ON/OFF
Pu(t) Pf (t)
Ps(t)
A FC-based drive train is just another series-hybrid drive train,
in which:- the fuel is hydrogen - the EG is based on fuel-cells
![Page 26: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/26.jpg)
26
Pure FC-based propulsion or hybrid solution?
ES
DC Bus
PC PC
fuel converter Electric Drive
H2 FCGS EM
Mech. powerto Wheels Pu(t) Pf (t)
Ps(t)
Pure FC-loco• Avoids additional cost &
weight of energy storage
Hybrid FC-loco solution• Reduced size of FC (reduction
increases with variation in duty cycle)
• Lower costs, higher life
Hybridisation works better when the duty cycles and load fluctuates more: best solution for suburban or intercity trains or shunters.
![Page 27: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/27.jpg)
27
Hydrogen Fuel-cell based propulsion general scheme
ES
Interface
DC-DC Conv.
Fuel Cell
Stack Auxiliaries
FCGS ED
Electric Drive
Interface
H2
tank
LP HP
HSS H2 supply
system
p,θ
ON/OFF
Inte
rface
Int.
ES
HSS: Hydrogen Subsystem FCGS: Fuel-cell based generation system (fuel converter) ES: Energy Storage ED: Electric Drive
Driver inputs
Other signals
EMS
![Page 28: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/28.jpg)
28
Track FAENTINA (Firenze-Faenza) 100km – 17 intermediate stopsComparison of Hybrid and conventional vehicles in terms of consumption and emissions
0 1000 2000 3000 4000 5000 6000 7000 80000
50
100
150
tempo [s ]
600
300
0 -300
rela
tive
altit
ude
[m]
spee
d [k
m/h
] Vehicle Reference Altitude
0 1000 2000 3000 4000 5000 6000 7000
-200
0
200
400
600
800
tem po [s ]
pow
er [k
W]
0,75 0,65 0,55 0,45 0,35 0,25
ES
Ene
rgy
Leve
l [p
u]
EL
Ped Pgen
time [s]
time [s]
pure electric(due to track)
pure electric(due to optimisation)
ELref = 0,75
Electro-mechanical hybrid trains may be already competitive (1)
![Page 29: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/29.jpg)
“Vettore Idrogeno” Project: FC-based Vehicle – Preliminary layout
Braking Rehostat
Electric converter for propulsion motors
FC-Based Electricity Generator
Electrochemical Battery
Hydrogen Tanks Auxiliary Load
Electronic Converter Filters
![Page 30: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/30.jpg)
3) FC-based hydrogen Locomotive (study)2 – Performance analysis in comparison with
electromechanical hybrid
ICE-based [kg/km]
Fuel Consumption 0.48
CO2 1.5
[g/km]
NOx 10.8
HC 0.02
CO 0.3
PM 0.02
FC-based [kg/km]
Fuel Consumption 0.18
Simulation Results(auxiliaries enclosed)
0 10 00 2 000 30 00 4 000 50 00 6 000 700 0 90 00 0
20
40
60
80
100
120
time [s ]
Refere nce speed [km /h]
Cyc le s tep: E H H H H E
B attery E nerg y Le vel [p u.]
0 ,5
0 ,6
0 ,7
0 ,8
0 ,9
0 4 000 50 00 6 000 700 0 90 00 time [s ] 2 000 30 00 10 00
re lati ve a ltitude [m ]
+5% o
+24% o -24% o
-5% o 0 40 00 5000 60 00 7 000 9000time [s ] 20 00 3 000 1000
25 0 50 0 75 0
100 0
0
E = pu re e lectric m ode (on ly fo r th e IC E-ba s ed ) H = hyb rid m ode
FC -based
IC E based
Complex Cycle
![Page 31: Rail Traction: The economics of transiting towards Hybrid & Hydrail](https://reader033.fdocuments.in/reader033/viewer/2022051717/58a2e5461a28ab735d8bec06/html5/thumbnails/31.jpg)
31
Hydrogen Fuel-cell based propulsionAn evolutionary approach
DC
AC
electric d rive
ICE M DC
AC G
Tracto r W heels
DC Generator
DC
AC
electric d rive
M DC
DC Tractor W heels
DC Generator
FC stack and auxi l.
Introduction of Hybrid propulsion in railway may:
- give immediate advantages in terms of fuel consumption
- give some zero-emission range
- pave the way towards FC-based hybrid propulsion