History of changes to: Retrofit EURO 6 Diesel Hybrid System For Shunters & Other Freight Applications
Date Action Change(s) User
Nov. 27, 2023, 2:13 p.m. Added 35 {"external_links": []}
Nov. 20, 2023, 2:03 p.m. Added 35 {"external_links": []}
Nov. 13, 2023, 1:34 p.m. Added 35 {"external_links": []}
Nov. 6, 2023, 1:31 p.m. Added 35 {"external_links": []}
Aug. 14, 2023, 1:31 p.m. Added 35 {"external_links": []}
Aug. 7, 2023, 1:32 p.m. Added 35 {"external_links": []}
July 31, 2023, 1:35 p.m. Added 35 {"external_links": []}
July 24, 2023, 1:36 p.m. Added 35 {"external_links": []}
July 17, 2023, 1:35 p.m. Added 35 {"external_links": []}
July 10, 2023, 1:26 p.m. Added 35 {"external_links": []}
July 3, 2023, 1:27 p.m. Added 35 {"external_links": []}
June 26, 2023, 1:26 p.m. Added 35 {"external_links": []}
June 19, 2023, 1:27 p.m. Added 35 {"external_links": []}
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June 5, 2023, 1:34 p.m. Added 35 {"external_links": []}
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May 8, 2023, 1:38 p.m. Added 35 {"external_links": []}
May 1, 2023, 1:28 p.m. Added 35 {"external_links": []}
April 24, 2023, 1:35 p.m. Added 35 {"external_links": []}
April 17, 2023, 1:28 p.m. Added 35 {"external_links": []}
April 10, 2023, 1:25 p.m. Added 35 {"external_links": []}
April 3, 2023, 1:27 p.m. Added 35 {"external_links": []}
Jan. 28, 2023, 11:09 a.m. Created 43 [{"model": "core.projectfund", "pk": 30304, "fields": {"project": 7528, "organisation": 4, "amount": 348120, "start_date": "2019-06-30", "end_date": "2020-03-30", "raw_data": 47740}}]
Jan. 28, 2023, 11:09 a.m. Created 40 [{"model": "core.projectperson", "pk": 54607, "fields": {"project": 7528, "person": 12906, "role": "PM_PER"}}]
Jan. 28, 2023, 10:52 a.m. Added 35 {"external_links": []}
April 11, 2022, 3:48 a.m. Created 43 [{"model": "core.projectfund", "pk": 22443, "fields": {"project": 7528, "organisation": 4, "amount": 348120, "start_date": "2019-06-30", "end_date": "2020-03-30", "raw_data": 34876}}]
April 11, 2022, 3:48 a.m. Created 41 [{"model": "core.projectorganisation", "pk": 85162, "fields": {"project": 7528, "organisation": 9404, "role": "PARTICIPANT_ORG"}}]
April 11, 2022, 3:48 a.m. Created 41 [{"model": "core.projectorganisation", "pk": 85161, "fields": {"project": 7528, "organisation": 9404, "role": "LEAD_ORG"}}]
April 11, 2022, 3:48 a.m. Created 40 [{"model": "core.projectperson", "pk": 52740, "fields": {"project": 7528, "person": 10505, "role": "PM_PER"}}]
April 11, 2022, 1:48 a.m. Updated 35 {"title": ["", "Retrofit EURO 6 Diesel Hybrid System For Shunters & Other Freight Applications"], "description": ["", "\nThe challenge is to replace a massive 92.27 litre diesel engine that produces 261kW (350hp) and 160kN (35,000 lb/ft) torque. Instead of suddenly placing this highly inefficient engine under heavy load to generate power on demand, with all the emission and noise implications that go with it, the new solution will allow the battery pack to provide the power, allowing the much more efficient EURO 6 diesel engine to simply top up the battery as required. Given the typical drive cycle of a shunter engine this will most likely see the diesel engine barely go above idle speeds for the majority of the time. Meteor Power have successfully demonstrated in the past that a hybrid sports motorcycle can see an 80% reduction in CO2, etc. through using a downsized hybrid engine and expect to see much more signifiant improvements for freight rail from this application. There are currently no hydrogen fuel cells on the marketcapable of filling this void now but they will be here within the next decade. Replacing the drive motors would be the next logical step, i.e. Phase 2 on our roadmap, but that is outside of the scope of the project due to the budget and certification implications of fundamental changes below the "solebar", i.e. one of the logitudinal beams running along either side of a railway vehidle, onto which thebodywork is mounted, in passenger-carrying vehiels usually forming the sie of base of the floor. The key challenges for this project include: i) Ensuring replacement diesel engine has enough cooling given the low speed of the train ii) Integrating the generator, along with bespoke generator cooling system, with the diesel engine iii) Heat management for the battery pack, i.e. additional cooling, if required iv) Mapping diesel engine response to drive system power demand, i.e. supporting desired drive cycle v) Integration with two existing 110V electric motors, either via existing generator/inverter or replacement In order to undertake the battery modelling, etc. the first stage is to try to monitor and log actual train activity, i.e. drive cycle operation, during the design process, e.g.current demand from electric motors, diesel engine rpm, throttle input, radiator temperature, etc. Our electronic control unit should be able to operate in 'stand alone' mode to manage this once the various sensors, etc. are in place. This will then be removed once data has been collected. Cooling will be one of the major challenges but we have a new radiator design that has proved much more efficient on other vehicles so will begin with a combintion of the radiator supported by a pair of electric fans. The various cooling systems will have variable speed electric pumps for each circuit, i.e. diesel engine, generator and battery pack. Whilst the initial on board testing will reflect known drive cycles it is envisaged that we could need multiple operational maps depending on the freuqncy and duration of the high loads. Initially this would be switchable but later iterations could feature additional intelligence to learn the drive cycle, e.g. where a given train is on the same site and doing a similar work load time and time again, to optimise the power generation whilst minimising emissions, etc. The greatest risk and technical challenge is to integrate the battery pack to drive the existing dual 110V electric motor set up. In an ideal world, we would opt for a modern inverter to simplift the system and maximise efficiency. However, it is likely that we may need to integrate directly in to the existing generator/inverter set up which will require a new DC/DC converter to deliver 110V and may also add complexity depending on the signla and controls required by the electric motors themselves. In summary, the technical integration will be unique but, as it is based on demonstrable established technology, should be relatively straight forward, especially once the battery pack modelling and sizing, etc. has been completed. The greater challenge come from the fine tuning the system to this particular application, e.g. cooling, drive cycle power requirements, etc. which we will only fully understand once the project is underway despite already having a great deal of experience and support from HNRC and their highly capable technical staff.\n\n"], "extra_text": ["", "\n\n\n\n"], "status": ["", "Closed"]}
April 11, 2022, 1:48 a.m. Added 35 {"external_links": [27406]}
April 11, 2022, 1:48 a.m. Created 35 [{"model": "core.project", "pk": 7528, "fields": {"owner": null, "is_locked": false, "coped_id": "f2d1b46f-887f-4a16-9bae-d0ec6d9db84e", "title": "", "description": "", "extra_text": "", "status": "", "start": null, "end": null, "raw_data": 34859, "created": "2022-04-11T01:45:52.962Z", "modified": "2022-04-11T01:45:52.963Z", "external_links": []}}]