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Hybrid train
A hybrid train is a locomotive, railcar or train that uses an onboard rechargeable energy storage system (RESS), placed between the power source (often a diesel engine prime mover) and the traction transmission system connected to the wheels. Since most diesel locomotives are diesel-electric, they have all the components of a series hybrid transmission except the storage battery, making this a relatively simple prospect.
Surplus energy from the power source, or energy derived from regenerative braking, charges the storage system. During acceleration, stored energy is directed to the transmission system, boosting that available from the main power source. In existing designs, the storage system can be electric traction batteries, or a flywheel. The energy source is diesel, liquefied petroleum gas, or hydrogen (for fuel cells) and transmission is direct mechanical, electric or hydrostatic.[citation needed]
Diesel electric locomotives may have most of what they need for regenerative braking since they might already use dynamic braking. This uses the traction motors as generators to convert much of the train's kinetic energy to electrical energy, but without a way to store the generated electricity it is simply converted to heat with large rooftop resistor banks and dumped to the atmosphere with the aid of cooling fans.
Using a storage system means that a non-fully electric train can use regenerative (as opposed to merely dynamic) braking, and even shut down the main power source whilst idling or stationary. Reducing energy consumption provides environmental benefits and economic savings. A smaller scale version of the concept is found in hybrid automobiles, such as the Chevrolet Volt.
The Patton Motor Car, manufactured by Patton Motor Company, was a gas-electric hybrid system, although the term hybrid was not yet in use. William H. Patton filed for a patent on February 25, 1889; the drawings on his patent application resemble later descriptions of his first prototype. Patton built a tram car that was in experimental service in Pullman, Illinois in 1891 and a small Patton locomotive was sold to a street railway company in Cedar Falls, Iowa in 1897. The latter used a 2-cylinder, 25 hp gasoline engine to drive a 220-volt generator that served to charge the 200-Ampere hour 100-cell lead acid battery in parallel with the traction motors. The engine ran at constant speed, with a shunt-wound generator that also served as an electric starter motor. A conventional series-parallel controller was used for the two 35 hp traction motors that drove the wheels of the locomotive.
The term mixed drive train came to be used at the turn of twentieth century. The Pieper system was applied to Belgian (Vicinal tramway) and French (Compagnie des Chemins de Fer de Grande Banlieue) railcars as early as 1911.
The Thomas system, manufactured by Thomas Transmission Ltd. of England, which is similar in design to the mechanical part of the Hybrid Synergy Drive, was used in the United Kingdom and tested in New Zealand in a NZR RM class railcar.
In 2010, CRRC Ziyang (then CSR Ziyang) developed CKD6E-5000, a small shunting locomotive capable of 1,000 kW combined power based on their existing shunter design. It later received a contract from China Railway to develop a high-power, hybrid shunter; the effort produced HXN6 in 2015, a shunter with an 1,860 kW traction power that was able to reduce fuel consumption by 25% to 40% and motor active hours by up to 91% compared to diesel shunters of a similar role already in service. HXN6 received type certification and manufacturing license from the National Railway Administration in 2020, a first for Chinese hybrid locomotives.
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Hybrid train AI simulator
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Hybrid train
A hybrid train is a locomotive, railcar or train that uses an onboard rechargeable energy storage system (RESS), placed between the power source (often a diesel engine prime mover) and the traction transmission system connected to the wheels. Since most diesel locomotives are diesel-electric, they have all the components of a series hybrid transmission except the storage battery, making this a relatively simple prospect.
Surplus energy from the power source, or energy derived from regenerative braking, charges the storage system. During acceleration, stored energy is directed to the transmission system, boosting that available from the main power source. In existing designs, the storage system can be electric traction batteries, or a flywheel. The energy source is diesel, liquefied petroleum gas, or hydrogen (for fuel cells) and transmission is direct mechanical, electric or hydrostatic.[citation needed]
Diesel electric locomotives may have most of what they need for regenerative braking since they might already use dynamic braking. This uses the traction motors as generators to convert much of the train's kinetic energy to electrical energy, but without a way to store the generated electricity it is simply converted to heat with large rooftop resistor banks and dumped to the atmosphere with the aid of cooling fans.
Using a storage system means that a non-fully electric train can use regenerative (as opposed to merely dynamic) braking, and even shut down the main power source whilst idling or stationary. Reducing energy consumption provides environmental benefits and economic savings. A smaller scale version of the concept is found in hybrid automobiles, such as the Chevrolet Volt.
The Patton Motor Car, manufactured by Patton Motor Company, was a gas-electric hybrid system, although the term hybrid was not yet in use. William H. Patton filed for a patent on February 25, 1889; the drawings on his patent application resemble later descriptions of his first prototype. Patton built a tram car that was in experimental service in Pullman, Illinois in 1891 and a small Patton locomotive was sold to a street railway company in Cedar Falls, Iowa in 1897. The latter used a 2-cylinder, 25 hp gasoline engine to drive a 220-volt generator that served to charge the 200-Ampere hour 100-cell lead acid battery in parallel with the traction motors. The engine ran at constant speed, with a shunt-wound generator that also served as an electric starter motor. A conventional series-parallel controller was used for the two 35 hp traction motors that drove the wheels of the locomotive.
The term mixed drive train came to be used at the turn of twentieth century. The Pieper system was applied to Belgian (Vicinal tramway) and French (Compagnie des Chemins de Fer de Grande Banlieue) railcars as early as 1911.
The Thomas system, manufactured by Thomas Transmission Ltd. of England, which is similar in design to the mechanical part of the Hybrid Synergy Drive, was used in the United Kingdom and tested in New Zealand in a NZR RM class railcar.
In 2010, CRRC Ziyang (then CSR Ziyang) developed CKD6E-5000, a small shunting locomotive capable of 1,000 kW combined power based on their existing shunter design. It later received a contract from China Railway to develop a high-power, hybrid shunter; the effort produced HXN6 in 2015, a shunter with an 1,860 kW traction power that was able to reduce fuel consumption by 25% to 40% and motor active hours by up to 91% compared to diesel shunters of a similar role already in service. HXN6 received type certification and manufacturing license from the National Railway Administration in 2020, a first for Chinese hybrid locomotives.