East Japan Railway to Introduce Diesel-Electric Hybrid Railcar
15 March 2006
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| The New Energy Train. |
East Japan Railway Co (JR East) is developing a new diesel-electric series hybrid railcar that it will introduce into operations next summer. The diesel hybrid, complete with lithium-ion battery and regenerative braking, is a precursor to a planned fuel-cell hybrid traction system.
One of the key design factors for the hybrid was the ability to deliver grade ability at the same level as that of a new model railcar. To ensure that level of performance, the JR East engineers opted to use twin 95 kW motors that have a good track record in electric commuter cars, along with a 330 kW diesel engine powering a 180 kW generator.
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| The powertrain of the hybrid railcar. |
In calculating the battery requirements, the JR East engineers factored in capacity for storing regenerative braking energy (the average braking energy used for making a single stop is approximately 1 kWh) and the electric energy necessary to run a railcar for 5 km between stations (approximately 3 kWh).
As an operations strategy (managed by a engine control unit JR East designed), they decided to use the battery within a state of charge (SOC) range of 20% to 60%. Taking all that into consideration, they chose a lithium-ion battery pack with a capacity of 10 kWh.
The railcar hybrid has six modes of operation:
Departing from a station: The car is set into motion on battery power up to a speed of 30 km/h (19 mph).
Cruising on a level track: The diesel engine operates at its highest efficiency, and a secondary battery discharges/charges depending on running loads.
Running up a slope: The diesel engine operates at its maximum output level.
Running downslope: The battery is charged by the regenerative brake. Car speed is controlled by the engine exhaust brake.
Braking: The diesel engine stops and the battery is charged by the regenerative brake.
Stopping at a station: The diesel engine switches off. Service energy is supplied from the battery.
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| Engine management and control system. |
JR East says that the hybrid reduces fuel consumption by more than 10% compared to the current diesel railcars, while cutting NOx and PM about 60%. (Initial targets were a reduction in fuel consumption of 20% and reducing emissions by 50%.) The company has confirmed the performance even in difficult conditions, such as on steep slopes and in severe cold.
JR East will start to operate the hybrid train on the Koumi Line between Obuchizawa Station in the town of Obuchizawa, Yamanashi Prefecture and Komoro Station in the city of Komoro, Nagano Prefecture.
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| The planned evolution of the hybrid powertrain. Click to enlarge. |
The company designed the powertrain in anticipation of replacing the diesel genset with a fuel-cell system.
Research is also underway to develop a hybrid-type next-generation streetcar, or light rail transit (LRT). The Railway Technical Research Institute of Tokyo will try to complete it by the end of March 2008.
Resources:
JR East Technical Review: “Development of an NE Train”
that's pretty cool, is there any reason why these trains aren't all-electric in the first place? also, if they go on any electrified segments, it would make sense that they would be able to get power from the grid.
Posted by: lensovet | 15 March 2006 at 10:24 PM
This concept is perfect for rural railway lines where overhead electric lines do not make economic sense. Trains on such lines typically stop at every station.
The recuperative braking reduces not only fuel consumption, but also diesel emissions during load transitions and, wear and tear on the brakes. The diesel engine can be downsized and therefore operated more efficiently - the electric system provides boost torque for pulling out of the station and hill climbing.
Posted by: Rafael Seidl | 16 March 2006 at 01:58 AM
Sounds like a train version of what I've been trying to get automobile makers to make for years.
Posted by: Lucas | 16 March 2006 at 07:39 AM
"is there any reason why these trains aren't all-electric in the first place?"
Rural train lines, usually. It's not that common, but I've been on a few like that.
Here's some examples:
http://www.niigata-transys.com/rolling_stock_hp/dc/dc_jr/dc_jr_index.htm
Posted by: Joseph Willemssen | 16 March 2006 at 09:06 AM
With a stop every 5 Km or less, one could give larger quick charge batteries a boost at every station/stop a make these cars go on electric mode most of the time?
Posted by: Harvey D | 16 March 2006 at 10:30 AM
I note that it says the train leaves the station under battery power and the diesel switches off when braking into the station. So no diesel fumes to bother passengers in the station.
Posted by: Tim Russell | 16 March 2006 at 11:26 AM
lucky in canada we got the skytrain. Pure electric baby!
Posted by: philmcneal | 18 March 2006 at 03:58 PM
I wish Thailand will use this railcar ASAP.
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Posted by: amin koranlou | 04 February 2007 at 04:07 PM
Dear Sirs
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My invention is battery and generator ------- not need to any fuel and charger.
My first invention was with this information.
1- 220(v) Ac/ 4 (Am) / 300 watt and same time so we take Ac electric possible to take Dc too. {[12-24-48]}
And now I make power generator only Ac with this information.
1- 375 v / 16 Am /6000 Watt
http://www.google.com/search?hl=en&q=amin+koranlou
If it is interested to your manufactory I wait your answer please.
Best regards
Inventor amin koranlou
Posted by: amin koranlou | 04 February 2007 at 04:11 PM
kindly post an article on how to minimize the power consumption in the operation of LRT.
tnx
Posted by: | 05 November 2007 at 10:57 PM