Meet Audi’s Plug-In Hybrid Locomotive

NOV 6 2015 BY MARK KANE 18

Hybrid locomotive at Audi plant in Ingolstadt

Hybrid locomotive at Audi plant in Ingolstadt

Audi introduced a new plug-in hybrid locomotive for car deliveries from its Ingolstadt plant in Germany.

The 1,000 horsepower locomotive was manufactured by Alstom, and is capable of operating for up to two hours in purely electric mode.

Useful feature is that it can operate in zero emissions mode while inside the plant buildings.

“The complete automobile plant in Ingolstadt includes 18 kilometers of railways. Every day, 15 goods trains arrive at Ingolstadt North railway station for Audi – loaded with pressed parts, engines and transmissions, as well as cars from other Audi sites that are ready for delivery to customers. And cars produced in Ingolstadt also start their journey to customers by rail. 17 Audi locomotive drivers work at the plant railway. One of their tasks is to allocate the wagons to the various plant buildings. One plant locomotive carries out up to 75 shunting maneuvers every day and operates for an average of 3,800 hours each year. The new locomotive runs without any emissions inside the plant buildings and can operate for up to two hours at a time in purely electric mode. Its battery is plugged in during breaks for recharging with CO2‑free electricity, or is supported while in motion by a diesel engine. Hybrid locomotives are significantly quieter and their CO2 emissions are reduced by half compared with conventional locomotives at the plant. This means that the plug‑in‑hybrid locomotive emits up to 60 tons less CO2 each year. For the Ingolstadt plant, this is another stage on the way to the CO2‑neutral factory.”

Johann Schmid, head of the Audi plant railway in Ingolstadt said:

“Our goal is all‑round sustainable logistics. The new railway technology allows more economical, energy‑efficient and low‑emission rail transport. In connection with the latest chassis technology, the plug‑in‑hybrid locomotive sets new standards in shunting and rail transport.”

Hybrid locomotive at Audi plant in Ingolstadt

Hybrid locomotive at Audi plant in Ingolstadt

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18 Comments on "Meet Audi’s Plug-In Hybrid Locomotive"

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So Audi added batteries & a Plug W0W! Trains have doing this for as long as I can remember…That is how they got the idea f hybrid cars…

+1

For example: The Volt drivetrain borrows concepts from diesel-electric locomotive technology.

Probably has a cheat device on it. 😉

Interesting that most locomotives are pure serial hybrid EVs… which is something never seen in a production EV automobile. (Okay, technically the BMW i3 REx is a pure serial hybrid… but it’s really a BEV with an auxiliary scooter motor stuck on as an afterthought.)

Is this plug-in hybrid EV locomotive a first? It’s the first one I’ve heard of.

Battery electric locomotives are very old.

https://en.wikipedia.org/wiki/London_Underground_battery-electric_locomotives

I think you can even call this locomotive to be some kind of charge-able.

https://en.wikipedia.org/wiki/Fireless_locomotive

The Karma, too. Wanxiang might even make some more one day.

My suggestion is as follows:

– Take a conventional off the shelf all-electric locomotive at lower price
– Build a 40-ft ISO-Container containing a 20-30 MWh battery
– develop a smart connector solution

=> more flexible solution, containers can easily be swapped, no need for the locomotive to sit still while charging…

smart connector solution = Tesla snake ???

Tesla snake Yea, Don’t drop anything in it’s presence & bend over to pick it Up., This will trigger it to spring into action …l m a o

Pretty good idea!
Did you copyright it?
But, why not going all down to zero Co² inside the plant with electric wire line or bus bar, even induction wouldn’t be less efficient than charging and discharging the battery.

Battery is good for regen everywhere on track which is a lot of power on a train. And it smooths out power peaks. Bus bar or induction does not do either.

Not true, it can be done through any system as long as there is a load to accept the current.

The Montreal Subway uses regenerative braking most of the time and the electricity produces that way powers other trains on the line.

I’m assuming the battery is in the 1600-2000 kwh range. With the dinky cord, even at 1500 volts (typical for these sized vehicles) it would take a while to recharge. Of course, all the numbers can be wrong if the ‘1000 hp locomotive ‘ (odd that Germans would use English measurements of power) only needs 50 hp ‘inside’. Then everything gets much much downsized to electric car type levels.

So since they never give the particulars, its hard to make an intelligent evaluation of any of this. 60 tons (2000 or 2200 lbs?) of CO2/annum doesn’t sound like much more than a car, hence I bet it operates at car horsepowers when on battery.

Funny – the Press Release says – “The 350 kW diesel generator” – http://www.alstom.com/press-centre/2015/6/alstom-hands-over-a-h3-hybrid-locomotive-to-volkswagen/ – so it is confusing as to where you read about a 50 Hp reference? Or that is just your solution of making the power levels small – by spec’ing a 50 Hp (~40 kW) Generator!

Its their train, not mine. But moving a train around slowly inside a yard doesn’t take much horsepower.

They could use renewable diesel from Neste/Propel as the city of SF and Oakland do now.

It is just an off-the-shelf product from Alstom, a French company.
http://www.alstom.com/press-centre/2015/6/alstom-hands-over-a-h3-hybrid-locomotive-to-volkswagen/

Norfolk Southern has been testing an all-electric switch engine for some time:
http://nssustainability.com/2014_sustainability_report/environmental_performance/a_battery_powered_alternative.html