Vorstudie Wasserstoffrangierlokomotive Duisport

Konrad, Marcel; Pagenkopf, Johannes; Carolin, Jäger, Victoria; Dittus, Holger; Dura, Georg; Garbar, Alexander; Maaß, Jan-Christoph

doi:10.5281/zenodo.6274512

Cited by 2 publications

(5 citation statements)

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“…The dimensioning of the required components for the fuel cell hybrid powertrain was carried out for both methods (see table 2). Therefore, volumetric power and energy densities and the efficiencies of the components based on commercially available components were determined and used for the calculation [5].…”

Section: Resultsmentioning

confidence: 99%

“…2) A 7-month dataset logged on a shunting locomotive of the Duisburg Port railroad company was post-processed and analyzed. This data was used to obtain driving cycles, which were statistically evaluated to extract key properties about power and energy demands, focusing on the maximum requirements of all 145 driving cycles in order to ensure that all shunting profiles were represented [5].…”

Section: Methodsmentioning

confidence: 99%

“…Therefore, a Vossloh Locomotives DE 18 equipped with a 1,800 kW diesel engine is used as reference. After deducting the installation space used for powertrain-independent components (brake compressors, locomotive control system), a volume of 30 m³ remains for accommodating the components of the powertrain [5] (see figure 1).…”

Section: Methodsmentioning

confidence: 99%

“…Cooling units for fuel cell and battery are modeled through the respective component efficiencies. The hydrogen storage is dimensioned based on the total cumulative energy sum over one drive cycle, assuming that refueling is possible after each shunting cycle [5].…”

Section: Figure 2: Schematic Topology Of the Fuel Cell Hybrid Powertrainmentioning

confidence: 99%

“…*after filling the remaining space LTO battery cell chemistry has proven to be more suitable for both variants. Based on the assumption of a maximum continuous charge rate of 6 C and 10 C for short pulses [5], the battery is able cover the occurring power peaks and resulting c-rates.…”

Section: Table 2: Component Dimensioning Of the Fuel Cell Hybrid Powe...mentioning

confidence: 99%

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Comparison of two load profile derivation methodologies for powertrain layout of fuel cell electric shunting locomotives

Carolin¹,

Böhm²,

Konrad³

et al.

Civil-Comp Conferences

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Currently most shunting locomotives in Europe are equipped with diesel-powered internal combustion engines offering the advantage of being universally applicable and able to operate independently of overhead lines. Concerning international decarbonization goals, the hydrogen-based fuel cell hybrid powertrain can omit local CO2 emissions completely.For such novel technologies economic viability is a key factor to allow for rapid adoption by the market. At the moment, no standardized or unified energy and performance-related requirement profiles for shunting locomotives are available as a widely usable database in order to be used as simulative input for an in-depth performance demand analysis. Furthermore, shunting related specifications are more difficult to map than requirements for mainline rail services or other line haul services, since a wide range of operational demands have to be considered.

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Section: Resultsmentioning

confidence: 99%

Section: Methodsmentioning

confidence: 99%

Section: Methodsmentioning

confidence: 99%

Section: Figure 2: Schematic Topology Of the Fuel Cell Hybrid Powertrainmentioning

confidence: 99%

Section: Table 2: Component Dimensioning Of the Fuel Cell Hybrid Powe...mentioning

confidence: 99%

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