Re: Pointless IEP bashing


"Recliner" <recliner2-news@xxxxxxxxxxx> wrote in message news:ZpednY-WE-JihtrWnZ2dnUVZ7vSdnZ2d@xxxxxxxxx
"DW downunder" <noname> wrote in message
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"David Hansen" <SENDdavidNOhSPAM@xxxxxxxxxxxxxx> wrote in message
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On Thu, 7 Jan 2010 15:20:09 +0000 (UTC) someone who may be Alistair
Gunn <palmersperry@xxxxxxxxx> wrote this:-

I'm not saying it's possibly, I was just saying it possibly wasn't
necessary to install small stretchs of OLE just to charge the
batteries.

Batteries can indeed be charged in many ways. However, my point is
that charging them in a few minutes seems beyond (my understanding
of) what is available at the moment.

I assume you are referring to the Hayabusa test train there, which
IIRC did more than just trundle up and down the GCR ...

Did it propel fairly long trains over the South Devon banks? Up
Lickey?



--
David Hansen, Edinburgh
I will *always* explain revoked encryption keys, unless RIP prevents
me
http://www.opsi.gov.uk/acts/acts2000/ukpga_20000023_en_8#pt3-pb3-l1g54

With regard to battery charging, you will note that Hitachi specify
REGENERATIVE braking. That means than when braking downgrade and for
signal checks/stops, instead of using dynamic (aka rheostatic)
braking in which the energy generated from the traction motors is
dissipated as heat through resistor grids, that energy is used to
recharge the batteries.
That would apply whether under wires or using the diesel plant. When
the batteries are fully charged, I imagine the Hitachis will then put
current back to the OHLE when under the wires - and to the 3rd rail.
Otherwise, surplus energy would be routed to resistor grids as before.

Much of the adverse discussion about batteries (Li-ion, not Lead
Acid) seems to miss a key point: that when you have battery buffering
and bi-mode available, your ability to maintain service in the face
of local electricity supply failure (or contact difficulties with the
wrong kind of snow and ice!! -;)) is significantly improved. The
higher the concentration of equipped trains on any given route, the
more this factor benefits the travelling public and thus (noting that
many travelling are either commuting or travelling for business) the
economy. It also enhances your ability to utilise non-electrified
diversionary routes.

I think you're assuming a very much larger (and more expensive) battery than is likely to be fitted. Regen brakes are about saving fuel (~15%), not significant pure battery running at speed. I think one other idea is to start from covered stations under battery power, to avoid filling the station with diesel fumes, smoke and noise, then turn on the diesel power once the train has crawled out of the station.


You might find this of interest, from
http://www.dft.gov.uk/pgr/rail/pi/iep/iepinvitationtotender/ieptraintechnicalspecifi.pdf

TS1939

It is an essential requirement that for "Train unable to proceed under main power source"
mode, the train shall be capable of "limited movement" while supplying "basic services" for
a minimum of one hour following failure of the main power source.

TS1940

It is a desirable requirement that for "Train unable to proceed under main power source"
mode, the train shall be capable of "nominal services" following failure of the primary power
source.

DW

.

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