2nd IEEE International Conference on Power and Energy (PECon 08), December 1-3, 2008, Johor Baharu, Malaysia

Simulation study of a series hybrid propulsion

system for a bimodal tram
Chang Han Bae*, Seky Chang*, Jai Kyun Mock* , Kang Won Lee* and Seok Youl Hwang**
* Bimodal Transportation Research Corps., Korea Railroad Research Institute, Uiwang, 437-757 South Korea.
Email: chbae@krri.re.kr, seky@krri.re.kr, jkmok@krri.re.kr, wklee@krri.re.kr
**Dept. of Automobile engineering, KookJe College, Pyeongtaek, 459-070 South Korea

Email: syhwang@kookje.ac.kr

Abstract— A bimodal low-floor tram is being developed to

combine the flexibility of a bus with the punctuality of a
train. The propulsion system will be a series hybrid type
using a set of CNG engine generators and Li-polymer
batteries. This paper describes the specifications of the
propulsion system in the bimodal tram and how the
propulsion system of the bimodal tram can be controlled.
The performance of the bimodal tram was investigated
using ADVISOR, a computer simulation tool for hybrid
vehicles.

KeywordsüBimodal tram, series hybrid propulsion, battery

I. INTRODUCTION Fig. 1. Passenger density of bimodal tram.

A bimodal transport system combining the benefits of

the punctuality of the railroad and the accessibility of the
bus has recently emerged worldwide as an advanced
means of public transportation. This system, compared to
the subway and light railway transit systems, has the
advantage of cost-efficiency with a relatively reduced
construction schedule and a low-cost infrastructure. In
addition, the low-floor structure and environment-friendly
traction system has led to it becoming the most desirable
public transport system [1].
The Korea Railroad Research Institute (KRRI), based
on its experience in electrical railway system, has been
developing a bimodal low-floor tram that is expected to
achieve both the accessibility of the bus and the
punctuality of the railroad. As indicated in Fig. 1, the tram
under development has the passenger density of
2500~7000 persons/direction/time, which is around the
level between the light rail and bus, with rubber wheels. It
is designed to run on a common road under manual
control and on an exclusive path in automatic mode using
a magnetic track system. It's will be the epoch-making
transport means which applies such high-tech rolling
technologies as the CNG hybrid propulsion system, all-
wheel steering system, composite material and low floor
design to the tram. For the propulsion system, a series-
type hybrid type system which is suitable for a short route
in a downtown area was adopted, and a CNG engine and
Li-polymer batteries were used for reduced gas emissions
and increased fuel efficiency[2~4].
In this paper, the performance specifications, required
traction power, and braking force power are calculated.
Other requirements including the engine, generator,
battery pack, and auxiliary power converters are
determined based on the desired operational pattern of a
bimodal tram in a downtown area. The power
management scheme between the battery pack and the
engine-generator set are also explained and the bimodal
tram operation and performance are evaluated by applying
the characteristic curve of bimodal tram to ADVISOR, a
computer simulation tool for hybrid vehicles.
II. PROPULSION SYSTEM OF BIMODAL TRAM
Fig. 2 shows the overall diagram of the bimodal tram
propulsion system, which comprises an engine-generator
set, four propulsion inverters & motor controllers, a Li-
polymer battery pack & BMS, four reduction gear, four
traction motors, a hybrid controller to control the
propulsion and energy management, and other auxiliary
power converters for operating the electrical devices,
such as 24V controller power, braking, steering, and a
kneeling compressor. In order to determine the most
suitable design driving cycle, it is necessary to investigate
the desired operation performance of the bimodal tram at
both a common and an exclusive load. With
consideration for the recommended distance between
stations of the bimodal tram system, the standard design
driving cycle of the bimodal tram was set to run 500[m]
at average 30[km/h] or faster with an all-out style of
driving as shown in Fig. 3. The average speed is
30.9[km/h], maximum speed is 53.4[km/h], travel
distance is 500[m], and travel time is 58 [sec].

1-4244-2405-4/08/$20.00 ©2008 IEEE 1399

 2nd IEEE International Conference on Power and Energy (PECon 08), December 1-3, 2008, Johor Baharu, Malaysia

ܲ௔௘௥௢ ൌ ͲǤͷ ȉ ‫ܥ‬ௗ ȉ ‫ ܣ‬ȉ ‫ݒ‬௥ଷ (1)

ܲ௥௢௟௟ ൌ ‫ܥ‬௙ ȉ ‫ ܯ‬ȉ ݃ ȉ ‫ݒ‬௥
ܲ௪௛ ൌ ‫ ܨ‬ȉ ‫ݒ‬௥ ȉ ܲ௔௘௥௢ ȉ ܲ௥௢௟௟
ܲ௧௥ ൌ ܲ௪௛ ȉ ߟ௥௚ ȉ ߟ௠ ȉ ߟ௜௡௩

ଷ
ܲ௔௘௥௢ ൌ ͲǤͷ ȉ ‫ܥ‬ௗ ȉ ‫ ܣ‬ȉ ‫ݒ‬௕௥ (2)
ܲ௥௢௟௟ ൌ ‫ܥ‬௙ ȉ ‫ ܯ‬ȉ ݃ ȉ ‫ݒ‬௕௥
ܲ௪௛ ൌ ‫ ܨ‬ȉ ‫ݒ‬௥ ȉ ܲ௔௘௥௢ ȉ ܲ௥௢௟௟
ܲ௧௥ ൌ ܲ௪௛ Ȁߟ௥௚ Ȁߟ௠ Ȁߟ௜௡௩

G The basic performance requirement of the bimodal tram

Fig. 2. Block diagram of the propulsion system.
was determined from a 50% load condition. The traction
power and braking force that can meet the requirements in
Table I were calculated using (1) and (2), and the
characteristic curve during acceleration and deceleration
was indicated in Fig. 4. Where F, ܲ௔௘௥௢ , ܲ௥௢௟௟ , ܲ௪௛ , ܲ௧௥ ,
ܲ௕௥ , ‫ݒ‬௥ , and ‫ݒ‬௕௥ denote the traction force, air resistance
power, rolling resistance power, wheel power, propulsion
requirement power, regenerative braking power, standard
powering speed and standard braking speed waveforms,
respectively.

Fig. 3. Speed and distance of the design drive cycle.

III. TRACTION AND BRAKING FORCE

In order to design a series-type hybrid propulsion
system for a bimodal tram, the maximum torque and
power of the traction motors should be calculated by
taking into account the maximum speed, acceleration &
deceleration rate, weight, gear ratio, and resistance
coefficient. According to the power distribution algorithm
of the hybrid controller, the traction power of the bimodal
tram is provided separately from a set of engine generators
and a battery package. While the bimodal tram decelerates,
the electrical traction motors function as generators and
feed the regenerative energy into the Li-polymer battery (a)
package through propulsion inverters. The regenerative
energy is stored in the Li-polymer battery package and
recuperates the battery SOC (State Of Charge). Table I
shows the specifications of the bimodal tram.

TABLE I
THE SPECIFICATIONS OF THE BIMODAL TRAM
Parameters values
Empty weight 17,600kg
50% loaded weight 21,340kg
Max. permissible weight(M) 24,950kg (116p)
Front area(A) 8
Transmission ratio(G) 14.42
Aerodynamic drag coefficient( Cd) 0.6
Rolling resistance coefficient( Cf) 0.01
Air density(  ) 1.202
Tire radius( r ) 1.042 (b)
Fig. 4. Speed, torque and power characteristic curves
Max. acceleration(0 ሇ 25km/h) 1.2 (a) Accelerating condition (b) Braking condition
Max. deceleration(38km/h ሇ 0) 1.2
Max. gradient 9%

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 2nd IEEE International Conference on Power and Energy (PECon 08), December 1-3, 2008, Johor Baharu, Malaysia

Considering that a bimodal tram runs on both an

exclusive rail and a common road, the gradeability was
evaluated referring to the design guidelines of the BRT in
Korea [5]. Based on a design speed of 80km/h and using
main roads or highways as the traveling path, the
longitudinal slope of the route should be 4% on level
surfaces and 7% or less on hilly land.
Fig. 5 indicates the thrust drag curve and traction
power curve to review the gradeability of the bimodal
tram. As illustrated in the Fig., the bimodal tram is able to
accelerate as much as 42km/h on a 7% gradient and
27km/h on an 11% gradient.

Fig. 6 Block diagram of the pre-calculation of the required power values

The engine-generator set operates at a constant speed and

Fig. 5 Traction force and gradability
Fig. 6 indicates the maximum power values required
by each component when the bimodal tram is in hybrid
propulsion mode. The instant input & output power
values were calculated considering the efficiency of each
component from 249kW, the maximum power value of
the constant power region of the propulsion power
characteristic cure shown in Fig. 4. The CNG engine runs
at 2000RPM and supplies 139kW of electrical power
with the generator. Since 17kW of electrical power is
consumed by the climate cooling compressor, which is
mechanically coupled to the CNG engine, the engine-
generator set can provide 114kW with the DC link
through a rectifier. The auxiliary power converter uses
18kW and the Li-polymer battery pack supplies 159kW
with the DC link. When the climate cooling compressor
isn’t being operated, all output power of the CNG engine
is conveyed to the generator and thus the output power of
the battery pack can be reduced as much as the
consumption by the compressor.
generates a constant electrical power in the areas of
acceleration and constant speed, while the battery pack
supplies the shortage power only. The SOC value of the
battery pack decreases at the same rate that the battery
power is consumed for acceleration. If the SOC value is
significantly lowered due to starting at a low SOC level
condition or excessive consumption of auxiliary power, it
is difficult to restore the battery SOC level with the
engine-generator power generated during the acceleration
and constant speed operation. Accordingly, when the SOC
values decreases to the lower limit, the engine-generator
set will operate while the battery pack recharges.
Since the bimodal tram uses a high-capacity battery
pack and BMS, the life cycle of the battery pack is a very
important factor to secure the affordability of the battery
pack and BMS. Whenever the bimodal tram accelerates,
both the engine-generator set and the battery pack supply
the traction power with the propulsion system.
Accordingly, the peak power of the battery pack becomes
lower than the case of the thermostat control scheme,
meaning that the lifecycle of the battery pack can be
extended.

IV. POWER MANAGEMENT SCHEME

Fig. 7 shows the power sharing mechanism of a series-
type hybrid propulsion system as the bimodal tram runs
the standard route. As shown in the speed waveform,
there are five operation modes including acceleration,
constant speed, coasting, braking, and stop. As the
bimodal tram begins to accelerate, it uses only battery
power until the required power value reaches the set Fig. 7 Battery/generator power sharing.
value of the output power of the engine-generator set.

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 2nd IEEE International Conference on Power and Energy (PECon 08), December 1-3, 2008, Johor Baharu, Malaysia

V. PERFORMANCE SIMULATION Fig. 9 and 10 show the simulation results of the

To verify the performance of the series-type hybrid reference driving cycle and the 10-15 mode. As indicated
propulsion system of the bimodal tram, a Matlab in these figures, the bimodal tram accurately sustains the
Simulink-based ADVISOR (Advanced Vehicle Simulator) standard speed, while the SOC value of the Li-polymer
V.2002, a predecessor of the currently commercialized battery is maintained between 65% and 70%. When the
version, was used. In order to simulate the bimodal tram SOC value becomes lower than 65%, the engine-
using ADVISOR, a standard model of the series-type generator runs to charge the battery until the SOC
hybrid vehicle, as provided by ADVISOR, was modified increases to 70%. In case the SOC value is controlled
to fit the bimodal tram [6]. The sampling time of within the range from 70% to 65%, the propulsion system
ADVISOR was set to 0.2 seconds. Table 2 indicates the uses the power management schemes indicated in Fig. 8.
basic specifications of the series propulsion system of the At the initial acceleration, the bimodal tram starts using
bimodal tram. In general, the SOC range of the battery battery power only and from the point where a traction
power of 100kW is required, the power was supplied
pack is set to 50ᨺ70% to absorb the regenerative energy from both the engine-generator set and the battery. From
generated [7]. The SOC range recommended by the this point, power sharing was confirmed when the engine-
supplier of the Li-polymer battery for the bimodal tram is generator set started supplying 114kW and the battery
30ᨺ70%. The initial value of the battery SOC is set to 70% pack supplemented the shortage of the traction
power. For the reference driving cycle, the max current
and around 65ᨺ70% is maintained during operation. value during battery recharging and discharging appeared
to be about 3 and 4C-rate, respectively. In case of 10-15
TABLE II Mode, it was confirmed to have operated at the standard
SPECIFICATIONS of THE BIMODAL TRAM PROPULSION SYSTEM speed, while the battery SOC was maintained within
components specifications operational range and the max current value during
230HP, 5.9L, battery recharging and discharging appeared to be 3 and
CNG engine
172kW@2600rpm, 678Nm@1600rpm 3.2 C-rate.
Permanent magnetic, 150kW, 120%
Generator
1min, Efficiency : 95%
Li-polymer, 176cells(8S1P x 22),
Battery
80Ah, 52kWh
Traction Inverters 62kW x 4, Efficiency : 98%
Auxiliary power
AC 400V 20kW, DC 24V 6kW
supply
Electric motor 45kW, Max. 62kW, Efficiency : 90%
Reduction gear 14.42, 2-speed, 95%

A simulation for the bimodal tram with a reference

designed driving cycle and the Japan 1015 mode cycle
was performed. Fig. 8 indicates the Japan 1015 mode
cycle, which was proposed in ISO 23274 to measure the
gas emissions and fuel efficiency of a hybrid vehicle. It is
(a)
combined with a 10-mode for simulating urban driving
conditions and a 15-mode for outside downtown areas [8].
The distance was 4.16km/h and the travel time was 660
seconds. G

(b)
Fig. 9 Design driving cycle
G (a) upper: speed and required power,
Fig. 8 The Japan 10-15 mode drive cycle. lower : consumed power of battery and generator,
(b) upper : state of charge,
lower : battery pack current.

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 2nd IEEE International Conference on Power and Energy (PECon 08), December 1-3, 2008, Johor Baharu, Malaysia

REFERENCES
[1] Korea Railroad Research Institute, Development of bimodal low-
floor tram, The Ministry of Land, Transport and Maritime Affairs,
R&D 03-public-11
[2] G. W. John, “Propulsion system for hybrid electric vehicles”,
Electric Machine Design for All-Electric Hybrid-Electric
vehicles(Ref. No. 1996/196), IEE Colloquium on 1999.
[3] Kyuhoon, “Development of a CNG engine for a heavy-duty
commercial vehicles”, proceeding of 8th next generation vehicle
workshop, KATI, 2000.
[4] T. Fujii, N. Teraya, and M. Osawa, “Development of an NE train”,
JR EAST Technical Review, no. 4, pp.62-70, 2004.
[5] The Ministry of Land, Transport and Maritime Affairs, The design
guide line of BRT, 2006.
[6] The ADVISOR, http://www.avl.com/wo/webobsession.servlet.go
[7] W.C. Donald, “High power battery systems for hybrid vehicles”,
Journal of Power Sources, vol. 105, No. 2, pp.110-113, March
(a) 2002.
[8] ISO 23274:2007(E), “Hybrid-electric road vehicle-exhaust
emissions and fuel consumption measurements-non-externally
chargeable vehicles”, 2007.

(b)
Fig. 10 1015-mode driving cycle
(a) upper: speed and required power,
lower : consumed power of battery and generator,
(b) upper : state of charge,
lower : battery pack current.

VI. CONCLUSIONS
In this paper, the requirements of a series-type hybrid
propulsion system based on the operation conditions of a
bimodal tram were suggested, and the performance of the
bimodal tram was evaluated using ADVISOR software.
The accelerating and braking force were calculated from
a reference driving cycle and the characteristic curves of
the bimodal tram propulsion system were developed. The
power capacities of a CNG engine, a generator, and a
battery pack were determined to obtain sufficient
propulsion and braking force. The power sharing
mechanism between a CNG engine-generator set and a
Li-polymer battery pack was explained. Using ADVISOR,
the bimodal tram was simulated for the design driving
cycle and the Japan 10-15 Mode. The power managing
scheme was evaluated and the battery SOC and current
values during battery recharging and discharging were
also investigated through a computer simulation. In the
future, the performance needs to be verified through the
field test of a bimodal tram on a test track.

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