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GE Introduces Hybrid Locomotive Prototype to Public

27 May 2007

Hybloco
Drawing of the hybrid locomotive. Click to enlarge.

GE publicly unveiled a prototype hybrid road locomotive at its Ecomagination event in Los Angeles last week. (Earlier post.)  The 4,000 hp locomotive uses a set sodium nickel chloride (Na-NiCl2) batteries to capture and store energy dissipated during dynamic braking as well as an on-board fuel optimizer system.

GE’s work on the hybrid road locomotive is one of the Department of Energy’s Heavy Vehicle Systems Optimization projects, and is one component of GE's larger heavy-duty hybrid efforts that also include buses and very heavy-duty off-highway vehicles such as mine trucks.

The energy stored in the locomotive batteries will reduce fuel consumption and emissions by as much as 10% compared to most of the freight locomotives in use today. Railroads account for about 2.5% of national fuel usage. In addition to reduced emissions, a hybrid will operate more efficiently in higher altitudes and up steep inclines.

Locomotives are electric drive vehicles—the diesel engines function as gensets to power the electric traction motors. Locos use dynamic braking—traction motors ceasing to act as motors and becoming alternators—to decelerate or to maintain speed on a downhill grade. Typically, a resistor is used to dissipate the electric power (about 7,000 hp per locomotive) as heat produced by the electric motor during dynamic braking.

In the hybrid, the energy storage system (ESS) is connected to the main DC link through an electronic converter controlled by an energy management system and associated vehicle system controls. The ESS provides supplemental power to the traction motor along with the power from the genset, and receives power during regenerative braking.

With proper system controls, the hybrid propulsion assist enables reduced output form the diesel, thus reducing the overall amount of fuel required. provide vehicle acceleration with a reduced output power from the diesel engine, thus reducing the amount of fuel required.

Road locomotives’ requirements are significantly more demanding those of automobiles. Locos experience high utilization (an average 8,328 hours per year—a 365-day year has 8,760 hours) over a very wide variety of temperatures. Train coupling delivers significant physical shock, and the steel wheels, steel rails and track irregularities contribute to fairly constant vibration. Locomotives are designed for a 20-year life, and cover about 250,000 miles per year.

Loads range from 1,000 to 4,000 tons per loco, and acceleration and deceleration are of long duration, ranging from tens of minutes to hours.

The hybrid battery system for a locomotive thus needs to provide both high energy and high power. GE’s hybrid prototype has a power/energy (P/E) ratio of about 2. By contrast, the Camry hybrid has a P/E ratio of 19, the GE/Orion V prototype hybrid transit bus a P/E ratio of about 5, and the Sprinter plug-in hybrid prototype with SAFT Li-ion batteries a P/E ratio of about 7, according to GE.

GE considered two variants of NiMH, one li-ion system and two Na-NiCl2 designs before deciding on the Na-NiCl2 pack. Only the sodium nickel chloride batteries passed all the requirements for the system given the application demands, which included: relative weight, relative volume, cooling medium, battery management, cooling impact on size and weight and reliability.

The battery modules are environmentally sealed, thermally insulated and air-cooled, and operate at 300°C. There is module-level monitoring.

The fuel optimization system—which functions with a conventional locomotive as well—factors in trip objectives, speed restrictions, the manifest and track geometry to calculate optimal speed and power settings. This integrates with the hybrid energy management system and the Consist Manager to produce optimized throttle and brake commands and energy flow control to deliver the best efficiency from the entire locomotive “consist”, or package of locomotives (lead and trailers) that move the train.

Even without the hybrid propulsion system, GE’s Consist Manager can improve fuel economy between 1% and 3% for each locomotive.

Before the GE hybrid locomotive is offered commercially, the engineering team will continue work and analysis on the batteries and corresponding control systems on-board the locomotive. Following lab testing, GE will produce pre-production units for customer field validation purposes.

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May 27, 2007 in Heavy-duty, Hybrids, Rail | Permalink | Comments (8) | TrackBack (0)

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Comments

Sodium nickel-chloride looks like a good choice for this application. Unlike cars, locomotives run almost around the clock so there's almost no energy wasted keeping the battery hot.

The article notes a relatively low 2:1 power/energy ratio, also a good match for Na-NiCL2. GE's literatures claims 1500 kW of power, so energy storage looks to be approx 750 kWh. The weight and cost (approx 7500 kg and $150k) seem pretty reasonable by locomotive standards.


I wonder at what point would it simply make more sense to electrify the line with overhead wires?

Not all lines can be profitably electrified with cateries. Transmision losses mount, tp prohibitive levels.

The question I ask is: What is the emissions plans and level of the locomotive? There is little reason that T2B5 diesel emissions control can't be fitted to a locomotive abd I hope that work on that is proceeding as well. catalytic converterts, particle filters abd SCR can be fitted, as size volume constraints should present little problem. Size and weight is little problem and maintenance is rigorous to ensure that SCR Urea tanks reman full and active.

Still a step forward.

Transmission losses don't seem an unsurmountable obstacle, considering Russia electrified the trans-Siberian railway a few years ago.

US locomotives manufactured after 2005 have to meet EPA Tier II regulations (not T2B5 since the regulations for locomotives apparently have no "bins").

One reason why electrification hasn't really gone anywhere in the US is property taxes. That already puts a big dent in the books for railways, and investing in electrification would only increase that. High property taxes are also a big reason why US railways are concentrating on a few high density corridors, choosing to abandon track with less traffic.

Ideally the Hybrid loco should be able to recharge the batteries when running thru the electrified lines and then use that energy when running on non-electrified lines, that way it will be good, if half the lines are electrified.

That is , every alternative 100 miles of track should be electrified, that will reduce the cost of electrification by half.

You could electrify the rails, but it would be a tad bit dangerous.

batteries will reduce fuel consumption and emissions by as much as 10% compared to most of the freight locomotives in use today. Railroads account China Sourcing

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