The next generation of PowerPacks: the MTU Hybrid PowerPack.

   The next generation of PowerPacks: the MTU Hybrid PowerPack.

The next generation of PowerPacks: the MTU Hybrid PowerPack. Hybrid PowerP [portfolio columns=”three” nav=”filter”]ack was developed from the successful MTU underfloor drives: Tried and tested MTU PowerPacks were modified and equipped with additional components and functionalities in order to integrate the hybrid technology. The MTU hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.

    Individual hybrid drive with a modular design

Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. MTU EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new vehicles or want to convert existing vehicles.

Simulated use of hybrid train

Based on specifications for the vehicle and the profile of the planned routes, MTU can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.

Saving fuel through braking energy recovery

With hybrid drives, braking energy is converted into electrical energy and stored in the battery. This energy can then be reused later as a boost on gradients or to accelerate. As a result, up to 25 percent of the diesel fuel can be saved. Hybrid technology is especially efficient for use on local lines where braking and acceleration in stop-go mode is frequent, and much of the braking energy can be recovered. In this case, the hybrid drive is amortised after just a few years.

Significantly reduced emissions through load point optimization

If during periods of low load factors the diesel engine is operated at a more favorable energetic operating point or switched off entirely, emissions can be reduced substantially: per kilometer, up to 230 grams less CO2 and up to 0.92 grams less NOx compared with conventional systems.Significantly reduced emissions through load point optimization

Optimizing travel times with the Boost Mode

With a combined diesel and electric drive, the train accelerates even better. When it comes to keeping tightly calculated schedules or catching up on delays, the electric motor provides additional torque. This means that the railcar can travel uphill faster or reach the target speed quicker. For example, the time for a 72-kilometerlong route can be shortened by more than five minutes.

Significant noise reduction

The electric motor can be used as the main drive when rail vehicles need to be operated as quietly as possible: For example, during travel through residential areas and tunnels or while stopped at a railway station. The noise level when stationary can be reduced by up to 21 decibels.

Flexible vehicle deployment and simple retrofitting

Naturally, rail vehicles with hybrid drive can also be powered exclusively by the diesel engine. This also means great flexibility for the operator: The trains can be deployed on both electrified and non-electrified rail routes. In addition, upgrading to a trimodal* power system – with an additional pantograph – is easy because the system is already equipped with an electric motor. This gives the operator considerable freedom with regard to deployment of the vehicles – it‘s a big plus when they can respond flexibly in[mom_video type=”youtube”] [portfolio columns=”three” nav=”filter”]

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