Energies, Vol. 18, Pages 5457: Fuel Cell–Battery Hybrid Trains for Non-Electrified Lines: A Dynamic Simulation Approach

Energies, Vol. 18, Pages 5457: Fuel Cell–Battery Hybrid Trains for Non-Electrified Lines: A Dynamic Simulation Approach

Energies doi: 10.3390/en18205457

Authors:
Giuliano Agati
Domenico Borello
Alessandro Ruvio
Paolo Venturini

Hydrogen-powered hybrid trains equipped with fuel cells (FC) and batteries represent a promising alternative to diesel traction on non-electrified railway lines and have significant potential to support modal shifts toward more sustainable transport systems. This study presents the development of a flexible MATLAB-based tool for the dynamic simulation of fuel cell–battery hybrid powertrains. The model integrates train dynamics, rule-based energy management, system efficiencies, and component degradation, enabling both energy and cost analyses over the vehicle’s lifetime. The objective is to assess the techno-economic performance of different powertrain configurations. Sensitivity analyses were carried out by varying two sizing parameters: the nominal power of the fuel cell (parameter m) and the total battery capacity (parameter n), across multiple real-world railway routes. Results show a slight reduction in lifecycle costs as m increases (5.1 €/km for m = 0.50) mainly due to a lower FC degradation. Conversely, increasing battery capacity (n) lowers costs by reducing cycling stress for both battery and FC, from 5.3 €/km (n = 0.10) to 4.5 €/km (n = 0.20). In general, lowest values of m and n provide unviable solutions as the battery discharges completely before the end of the journey. The study highlights the critical impact of the operational profile: for a fixed powertrain configuration (m = 0.45, n = 0.20), the specific cost dramatically increases from 4.44 €/km on a long, flat route to 15.8 €/km on a hilly line and up to 76.7 €/km on a mountainous route, primarily due to severe fuel cell degradation under transient loads. These findings demonstrate that an “all-purpose” train sizing approach is inadequate, confirming the necessity of route-specific powertrain optimization to balance techno-economic performance.