Analysis of the selection of the auxiliary drive system for a special purpose hybrid rail vehicle

Urbański, Patryk; Gallas, Dawid; Stachowicz, Arkadiusz; Jakuszko, Wojciech; Stobnicki, Paweł

doi:10.53502/rail-149405

Cited by 8 publications

(3 citation statements)

References 20 publications

(17 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The simulation relied on the CBTK formula for multiple units and the Röckel formula for calculating the resistance in the track curvature in a similar process as described in previous research [3]. The intended vehicle specifications were also listed (Table 1), and the selection and implementation of its drive system was discussed in previous research [8,25]. The three performed simulation drives were labeled as drives 1, 2, and 3 for the three vehicle variants having 400 Ah, 600 Ah, and 800 Ah capacity battery systems, respectively.…”

Section: Methodsmentioning

confidence: 99%

Selection of energy storage systems for a special purpose rail vehicle based on simulation analysis

Jakuszko,

Bryk,

Gallas

et al. 2024

Combustion Engines

Self Cite

View full text Add to dashboard Cite

The issue of power supply to electric rail vehicles leads to a separation of the rail network into electrified and unelectrified portions, where the sections lacking electrification exclude the operation of electric rail vehicles powered from the overhead lines. The potential solution to this problem was found in adding energy storage systems to electric rail vehicles, to allow them some range of travel beyond the electrified lines. A simulation analysis of a special purpose rail vehicle travelling across a non-electrified section of railway line was conducted to assess the energy consumption rate and the necessary energy storage capacity. Three energy storage solutions were simulated, showing the travel range they can provide, with the aim of finding the lowest battery capacity solution that would still allow the vehicle to safely complete the simulated drive. The final selection of energy storage system capacity was done based on the assumed expected range outside electrified railway weighed against the mass and cost of the extra energy storage system added to the vehicle. For a vehicle with a mass of 65 tons a battery system with a capacity of 600 Ah was found to be sufficient.

show abstract

Section: Methodsmentioning

confidence: 99%

Selection of energy storage systems for a special purpose rail vehicle based on simulation analysis

Jakuszko,

Bryk,

Gallas

et al. 2024

Combustion Engines

Self Cite

View full text Add to dashboard Cite

show abstract

“…The fuelling of HD gas engines is carried out using a minimum ignition dose of diesel fuel for ignition or as spark-ignition engines. For spark-ignition engines, in order to increase the ignition energy, a divided combustion chamber is used by employing a prechamber (PC) as in the MAN E3872 or Wärtsilä 31SG engine [14,16]. In this type of engine, the ignition of the charge in the cylinder occurs multi-point from jets of burning charge flowing out of the PC rather than from a spark, successively penetrating the combustion chamber in a radial way [11].…”

Section: Introductionmentioning

confidence: 99%

Simulation analysis of a gas engine with various prechamber neck diameters in lean burning condition

Szwajca,

Skobiej,

Wittek

2024

Rail Vehicles/Pojazdy Szynowe

View full text Add to dashboard Cite

The research presented in this paper focused on the simulation analysis of the pre-chamber neck diameter on in-cylinder processes in a large gas engine. The investigation was conducted using AVL Boost software and the implemented PCSI combustion model. The scope of the analysis included different neck diameters from 17 to 26 mm and variations of the ignition timing in the range of 0 to 40 degrees. Using the narrowest ignition chamber neck resulted in the largest inter-chamber throttling effect. This translated into an increase in the maximum pressure in the cylinder, obtaining more heat release and the heat release rate. Further reduction of the constriction below 17 mm led to a rapid pressure increase in the ignition chamber at the start of combustion above the maximum pressure in the cylinder, for which the indicated constriction value was considered limiting.

show abstract

“…In the case of dual-drive vehicles, this is even more challenging due to the two different drivetrains mounted on one vehicle. So far, publications related to the planning, management and implementation of railway projects have been published [17], and related to the selection of the engine-generator set during the locomotive modernization process [23] and auxiliary ICE in special purpose rail vehicle [35]. However, there is still lack of data related to the process and the selection criteria used by designers during the design process of a rail vehicle.…”

Section: Introductionmentioning

confidence: 99%

Technical aspects of the selection of an engine-generator set for a dual-drive locomotive

Michalak,

Urbański,

Jakuszko

et al. 2024

Combustion Engines

Self Cite

View full text Add to dashboard Cite

The use of dual-drive rolling stock is a relatively new solution on the railway market. Vehicle with such type of powertrain is more versatile because it combines the advantages of using diesel vehicles and electric vehicles that consume energy from overhead electric traction. The concept of using such vehicles is highly innovative and has many advantages, however, the design and construction process is more complicated and requires more work than in the case of conventional systems. This article presents the methodology and process of selecting an engine-generator set for a dual-drive locomotive. Indicators and procedures, crucial in the process of selecting a dual-drive system for a locomotive, were described and evaluated. All above mentioned in the work were used during the real design process of a fully Polish locomotive with both diesel and electric drives. The locomotive in Diesel mode was to have an output power of circa 1,560 kW for cargo transport. Calculations for the locomotive's power balance are included, showing power losses in the system and for locomotive's own needs. It has been shown that in cargo transport 77% of the maximum engine power is used as tractive power, and in passenger transport 58.6%.

show abstract

Analysis of the selection of the auxiliary drive system for a special purpose hybrid rail vehicle

Cited by 8 publications

References 20 publications

Selection of energy storage systems for a special purpose rail vehicle based on simulation analysis

Selection of energy storage systems for a special purpose rail vehicle based on simulation analysis

Simulation analysis of a gas engine with various prechamber neck diameters in lean burning condition

Technical aspects of the selection of an engine-generator set for a dual-drive locomotive

Contact Info

Product

Resources

About