Abstract
This paper presents a simulation-based analysis of hybrid and plug-in hybrid propulsion system concepts for diesel-electric multiple unit regional railway vehicles. These alternative concepts primarily aim to remove emissions in terminal stops with longer stabling periods, with additional benefits reflected in the reduction of overall fuel consumption, produced emissions, and monetary costs. The alternative systems behavior is modeled using a backward-looking quasi-static simulation approach, with the implemented energy management strategy based on a finite state machine control. A comparative assessment of alternative propulsion systems is carried out in a case study of a selected regional railway line operated by Arriva, the largest regional railway undertaking in the Netherlands. The conversion of a standard diesel-electric multiple unit vehicle, currently operating on the network, demonstrated a potential GHG reduction of 9.43–56.92% and an energy cost reduction of 9.69–55.46%, depending on the type of service (express or stopping), energy storage technology selection (lithium-ion battery or double-layer capacitor), electricity production (green or grey electricity), and charging facilities configuration (charging in terminal stations with or without additional charging possibility during short intermediate stops) used. As part of a bigger project aiming to identify optimal transitional solutions towards emissions-free trains, the outcomes of this study will help in the future fleet planning.
Highlights
The transport sector is facing numerous challenges in meeting the greenhouse gas (GHG) emissions reduction targets defined in various international treaties [1,2] and improving energy efficiency and reducing operational costs [3]
MATLAB® /Simulink© simulation model described in Section 3, with the adopted fixed time step ∆t = 0.1 s, the ode3 (Bogacki-Shampine) solver used for numerical integration, hyst hyst and implemented hysteresis cycles of σLB = 5% and σDLC = 20% for Lithium-ion batteries (LB) and double-layer capacitors (DLC), respectively
Each hybrid diesel-electric multiple unit (HDEMU) and plug-in hybrid diesel-electric multiple unit (PHDEMU) configuration was simulated twice, with the initial SoC set to σESS = 50%, and replaced with the final value obtained in the first simulation run
Summary
The transport sector is facing numerous challenges in meeting the greenhouse gas (GHG) emissions reduction targets defined in various international treaties [1,2] and improving energy efficiency and reducing operational costs [3]. A “zero-one” transition such as this is hindered by numerous aspects related primarily to the vehicle range, technology maturity and availability, relatively high hydrogen and accompanying infrastructure costs, as well as the long lifecycle of the existing diesel-driven rolling stock. This dynamic transition process requires further exploitation of DMUs, while constantly improving their energy and environmental performance by implementing novel technological solutions in order to meet increasingly stringent emission reduction requirements
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