Pendahuluan (last edited by Faisal)

Latar Belakang Aplikasi hybrid pada kendaraan sudah menjadi pengetahuan umum bagi semua manusia modern. Namun kenapa sistem hibrid ini di aplikasikan? bukankah secara sistem hibrid mempunyai jumlah kompenen yang lebih banyak yang berujung pada semakin rentan terhadap kerusakan? Pertanyaan ini adalah pertanyaan yang sering muncul pada benak kita. Namun seiring dengan berkembangnya teknologi dan kebutuhan efisiensi bahan bakar, sistem hybrid ini mulai diaplikasikan. Keunggulan sistem hibrid yang menjadi nilai lebih di mata penggunanya adalah, efisiensi bahan bakar yang tinggi (karena kedua sumber daya mengalirkan daya sesuai kebutuhan dan kemampuan) dan kemampuan untuk menyimpan energi yang hilang (regenerative braking) Dengan keunggulan tersebut, banyak perusahaan otomotif mulai mengaplikasikan sistem hybrid pada produk produknya, mulai dari sepedah, mobil, kapal, dan kereta api. Sistem hibrid yang di terapkan dapat bermacam macam, diantaranya sistem listrik-bensin, gas-bensin, pneumatic-bensin, hingga manusia-listrik. Pada laporan ini, kami akan membahas lebih dalam aplikasi hibrid, terutama elektrik, pada kereta api dan pengaruhnya terhadap performa, dan dampak yang ditimbulkan apabila sistem hibrid ini di terapkan pada sistem perkeretaapian yang ada. ... Tujuan 1. Mengetahui sistem hibrid yang digunakan pada kereta api 2. Mengetahui dampak aplikasi sistem hibrid pada keretaapi terhadap lingkungan, ekonomi, dan sistem ... Batasan Masalah 1. Analisa sistem hibrid elektrik pada kereta api yang ada 2. Analisa dampak sistem hibrid elektrik pada kereta api secara lingkungan, ekonomi, dan sistem
...

Teori (last edited by Hartmann)

Definisi Kendaraan Hybrid Sebuah kendaraan hybrid adalah sebuah kendaraan yang mempunyai dua atau lebih sumber daya penggerak utama. Umumnya kendaraan hybrid yang dipasarkan pada saat ini memiliki baik motor bensin konvensional dan motor listrik, dengan kemampuan untuk memberi daya secara mandiri atau bersamaan. Kendaraan-kendaraan ini dijuluki gas-electric hybrids. Sumber daya lain dapat berupa hidrogen, propana, CNG, dan energi surya. Teknologi yang digunakan tergantung dari tujuan dari kendaraan tersebut, baik efisiensi bahan bakar, daya, jangkauan kendara, atau pengurangan emisi gas rumah kaca. Kendaraan hybrid berorientasi konsumen, yang telah ada di pasar selama kurang lebih sepuluh tahun, biasanya disetel untuk pengurangan emisi dan jangkauan kendara. Selain itu, pengguna kendaraan hybrid seringkali menikmati keuntungan sosial seperti prestise dan diskon servis-servis tambahan. Beberapa hotel di kota-kota tertentu di Amerika Serikat memberi diskon tarif parkir kepada orang-orang yang mengendarai mobil hybrid.

Hybrid electric vehicle (HEV)

Hybrid

electric

vehicle (HEV)

adalah

sebuah

tipe

kendaraan

hybrid

yang

mengkombinasikan sistem propulsi motor pembakaran internal dengan sistem propulsi elektrik. Sebuah kendaraan hybrid bensin-listrik mempunyai satu atau dua motor listrik yang melengkapi mesin bensin. Dibandingkan kendaraan-kendaraan konvensional, mesin bensin dalam gas-electric hybrid berukuran lebih kecil, lebih rendah tenaganya, dan lebih efisien. Meskipun mesin bensin sendiri sudah mencukupi untuk memberi daya kendaraan pada banyak keadaan, motor listrik juga digunakan untuk manuver-manuver yang membutuhkan daya yang sangat besar. Kondisi-kondisi ini termasuk menyalip, mendaki tanjakan, dan mempercepat dari keadaan diam. Beberapa mobil hybrid, seperti Toyota Prius, mematikan mesin bensin dalam kondisi-kondisi dimana motor listrik sendiri sudah mencukupi, seperti saat meluncur atau mengerem. Ada beberapa varian tipe HEV, dan kadar bagaimana mereka berfungsi juga memiliki jenis-jenisrnya sendiri. Bentuk HEV yang paling umum ialah mobil listrik hybrid, walau juga terdapat truk (pickup dan traktor) listrik hybrid dan bus.

HEV modern memakai teknologi yang meningkatkan efisiensi seperti pengeremen regeneratif, yang mengubah energi kinetik kendaraan menjadi energi listrik untuk mengisi baterai, ketimbang membiarkannya terbuang sebagai energi panas seperti yang terjadi pada rem konvensional. Sejumlah varian dari HEV memakai motor pembakaran internalnya untuk menghasilkan listrik dengan memutar generator listrik (kombinasi ini disebut motorgenerator) untuk mengisi baterai atau untuk secara langsung memberi daya untuk motor listrik.

Sumber: http://what-is-what.com/what_is/hybrid_vehicle.html http://en.wikipedia.org/wiki/Hybrid_electric_vehicle

Jenis2 Hibrid (Asal kopas)

Hybrid electric vehicles can be classified according to the way in which power is supplied to the drivetrain:

In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. Honda's Integrated Motor Assist (IMA) system as found in the Insight, Civic, Accord, as well as the GM Belted Alternator/Starter (BAS Hybrid) system found in the Chevrolet Malibuhybrids are examples of production parallel hybrids.[16] Current, commercialized parallel hybrids use a single, small (<20 kW) electric motor and small battery pack as the electric motor is not designed to be the sole source of motive power from launch. Parallel hybrids are also capable of regenerative braking and the internal combustion engine can also act as a generator for supplemental recharging. Parallel hybrids are more efficient than comparable nonhybrid vehicles especially during urban stop-and-go conditions and at times during highway operation where the electric motor is permitted to contribute.[16]

In series hybrids, only the electric motor drives the drivetrain, and the ICE works as a generator to power the electric motor or to recharge the batteries. The battery pack can be recharged through regenerative braking or by the ICE. Series hybrids usually have a smaller combustion engine but a larger battery pack as compared to parallel hybrids, which makes them more expensive than parallels. This configuration makes series hybrids more efficient in city driving.[16] TheChevrolet Volt is a series plug-in hybrid, although GM prefers to describe the Volt as an electric vehicle equipped with a "range extending" gasoline powered ICE as a generator and therefore dubbed an "Extended Range Electric Vehicle"[17] or EREV.[17][18][19]

Power-split hybrids have the benefits of a combination of series and parallel characteristics. As a result, they are more efficient overall, because series hybrids tend to be more efficient at lower speeds and parallel tend to be more efficient at high speeds; however, the cost of power-split the hybrid is higher than a pure parallel.[16] Examples of power-split (referred to by some as "series-parallel") hybrid powertrains include current models of Ford, General Motors,Lexus, Nissan, and Toyota.[16][20]

http://en.wikipedia.org/wiki/Hybrid_electric_vehicle

There's also a variation called a mild hybrid, the least expensive of the hybrid bunch. The mild hybrid doesn't function on just the electric engine. Its electric motor assists the gas engine when more power is needed. When the car begins to slow down or sits still, the control unit shuts down the engine so the vehicle is not burning fuel or polluting the air like a conventional car. When the driver puts the car in gear

or accelerates, the battery starts the motor again [source: Hybridcars.com]. In full hybrids, the electrical and gas engines can propel the motor by working together or operating on their own. http://auto.howstuffworks.com/different-types-of-hybrid-cars1.htm

Aplikasi Hibrid Electric (asal kopas)

Two-wheeled and cycle-type vehicles
Mopeds, electric bicycles, and even electric kick scooters are a simple form of a hybrid, as power is delivered both via an internal combustion engine or electric motorand the rider's muscles. Early prototypes of motorcycles in the late 19th century used the same principles to power it up.

In a parallel hybrid bicycle human and motor power are mechanically coupled at the pedal drive train or at the rear or the front wheel, e.g. using a hub motor, a roller pressing onto a tire, or a connection to a wheel using a transmission element. Human and motor torques are added together. Almost all manufactured models are of this type. See Motorized bicycles, Mopeds and[2] for more information.

In a series hybrid bicycle (SH) the user powers a generator using the pedals. This is converted into electricity and can be fed directly to the motor giving a chainless bicycle but also to charge a battery. The motor draws power from the battery and must be able to deliver the full mechanical torque required because none is available from the pedals. SH bicycles are commercially available, because they are very simple in theory and manufacturing.[3]

The first known prototype and publication of an SH bicycle is by Augustus Kinzel (US Patent 3'884'317) in 1975. In 1994 Bernie Macdonalds conceived the Electrilite[4] SH lightweight vehicle which used power electronics allowing regenerative braking and pedaling while stationary. In 1995 Thomas Muller designed a "Fahrrad mit elektromagnetischem Antrieb" in his 1995 diploma thesis and built a functional vehicle. In 1996 Jrg Blatter and Andreas Fuchs of Berne University of Applied Sciences built an SH bicycle and in 1998 mounted the system onto a Leitra tricycle (European patent EP 1165188). In 1999 Harald Kutzke described his concept of the "active bicycle": the aim is to approach the ideal bicycle weighing nothing and having no drag by electronic compensation. Until 2005 Fuchs and colleagues built several prototype SH tricycles and quadricycles.[5]

Heavy vehicles

The Bus Rapid Transit of Metz uses a diesel-electric hybrid driving system, developed by Belgian Van Hoolmanufacturer.[6]

Hybrid power trains use diesel-electric or turbo-electric to power railway locomotives, buses, heavy goods vehicles, mobile hydraulic machinery, and ships. Typically some form of heat engine (usually diesel) drives an electric generator or hydraulic pump which powers one or more electric or hydraulic motors. There are advantages in distributing power through wires or pipes rather than mechanical elements especially when multiple drivese.g. driven wheels or propellersare required. There is power lost in the double conversion from typically diesel fuel to electricity to power an electric or hydraulic motor. With large vehicles the advantages often outweigh the disadvantages especially as the conversion losses typically decrease with size. With the exception of non-nuclear submarines, presently there is no or relatively little secondary energy storage capacity on most heavy vehicles, e.g. auxiliary batteries and hydraulic accumulatorsalthough this is now changing. Submarines are one of the oldest widespread applications of hybrid technology, running on diesel engines while surfaced and switching to battery power when submerged. Both series-hybrid and parallel hybrid drivetrains were used in the Second World War.

http://en.wikipedia.org/wiki/Hybrid_vehicle

Kereta Hybrid (asal kopas)

Rail transport
Main article: Hybrid train

East Japan Railway Company HB-E300 series

Europe The new Autorail grande capacit (AGC or high-capacity railcar) built by the Canadian company Bombardier for service in France. This has dual mode (diesel and electric motors) and dual voltage capabilities (1500 and 25000 V) allowing it to be used on many different rail systems.[7] The locomotive has been on trials in Rotterdam, the Netherlands with Railfeeding, a Genesse and Wyoming company. China The First Hybrid Evaluating prototype locomotive was designed and contracted by rail research center MATRAI in 1999 and the sample was ready in 2000. It was a G12 locomotive that was converted to hybrid by using a 200KW diesel generator and batteries and also was equipped with 4 AC traction motors (out of 4) retrofited in the cover of the DC traction motors. Japan The first operational prototype of a hybrid train engine with significant energy storage and energy regeneration capability was introduced in Japan as the KiHa E200. It utilizes battery packs of lithium ion batteries mounted on the roof to store recovered energy.[8] North America In the U.S., General Electric introduced a prototype railroad engine with their "Ecomagination" technology in 2007. They store energy in a large set of sodium nickel chloride (Na-NiCl2) batteries to

capture and store energy normally dissipated duringdynamic braking or coasting downhill. They expect at least a 10% reduction in fuel use with this system and are now spending about $2 billion/yr on hybrid research.[9] Variants of the typical diesel electric locomotive include the Green Goat (GG) and Green Kid (GK) switching/yard engines built by Canada's Railpower Technologies. They utilize a large set of heavy duty long life (~10 yr) rechargeable lead acid (Pba) batteries and 1000 to 2000 HP electric motors as the primary motive sources and a new clean burning diesel generator (~160 Hp) for recharging the batteries that is used only as needed. No power or fuel are wasted for idlingtypically 6085% of the time for these type locomotives. It is unclear if dynamic braking (regenerative) power is recaptured for reuse; but in principle it should be easily utilized. Since these engines typical need extra weight for traction purposes anyway the battery pack's weight is a negligible penalty. In addition the diesel generator and battery package are normally built on an existing "retired" "yard" locomotive's frame for significant additional cost savings. The existing motors and running gear are all rebuilt and reused. Diesel fuel savings of 4060% and up to 80% pollution reductions are claimed over that of a "typical" older switching/yard engine. The same advantages that existing hybrid cars have for use with frequent starts and stops and idle periods apply to typical switching yard use.[10]"Green Goat" locomotives have been purchased by Canadian Pacific Railway, BNSF Railway, Kansas City Southern Railwayand Union Pacific Railroad among others.

Jenis2nya (asal kopas)

Overview
Electro-diesel locomotives and electro-diesel multiple units are used to provide continuous journeys along routes that are only partly electrified without a change of locomotive, extensive running of diesel under the wires or where diesel engines are banned. They may be designed or adapted mainly for electric use, mainly for diesel use or to work well as either electric or diesel.

[edit]Primarily

electric

British Rail Class 73, no. E6013 (73107) at Rowsley South, on the Peak Railway on 17th April 2003. This locomotive was on loan from Fragonset Railways, and has since returned to main-line service with RT Rail.

This is effectively an electric locomotive with a relatively small auxiliary diesel prime mover intended only for low-speed or short-distance operation (e.g. British Rail Class 73). Some of these, such as the British Rail Class 74, were converted from electric locomotives. The Southern Region of British Railways used these locomotives to cross non-electrified gaps and to haul boat trains that used tramways at the ports ofSouthampton and Weymouth. For economy, the diesel engine and its generator are considerably smaller than the electric capacity. The Southern types were of 1,600 hp or 'Type 3' rating as electrics, but only 600 hp as diesels.[1] Later classes had as much as 2,500 hp on electric power, but still the same diesel engines. Despite this large difference, their comparable tractive efforts were much closer (around three-quarters as diesels) and so they could start and work equally heavy trains as diesels, but not to the same speeds.

Primarily diesel

This is effectively a diesel locomotive with auxiliary electric motors (or connections to the existing traction motors), usually operating from 750 V DC third rail where non-electric traction is banned (e.g. EMD FL9). The primary function for these models is to provide a one-seat ride between diesel territory and the New York City terminals ofGrand Central Terminal and Penn Station, where diesel exhaust is prohibited due to the confined tunnel space. Once out of the tunnels, the third-rail shoes are retracted and operation is as a normal diesel locomotive.

Full dual-mode
With modern electronics, it is much easier to construct (or adapt) an electro-diesel locomotive or multiple-unit which is equally at home running at high speeds both under the wires and under diesel power (e.g. SNCF Class B 82500). These will normally operate under pure electric traction where possible, and use the diesel engines to extend the journeys along non-electrified sections which would not be cost effective to electrify. They may also be used on long cross-country routes to take advantage of shorter sections of electrified main lines.

Skematik (last edited by Faisal)

Umumnya konsep kereta hibrid yang di terapkan oleh perusahaan pembuatan kereta cukup sederhana, yaitu menambahkan komponen listrik pada kereta diesel, atau menambahkan baterai pada kereta listrik-diesel yang sudah ada. karena pada umumnya kereta diesel tidak menggunakan gearbox yang langsung menghubungkan engine dengan as rodanya, melainkan melalui transmisi elektrik atau hidrolik. berikut ini adalah skema kereta diesel pada umumnya

http://en.wikipedia.org/wiki/File:DieselMechanicalLocomotiveSchematic.svg

http://en.wikipedia.org/wiki/File:DieselElectricLocomotiveSchematic.svg

Melihat sitem yang sudah berpotensi untuk di jadikan kendaraan hibrid, banyak perusahaan yang mulai mengembangkan sistem hibrid pada produknya. Di bawah ini, dapat diamati sitem hibrid yang umumnya diaplikasikan oleh perusahaan kereta api adalah sistem Series Hybrid. Seperti dijelaskan sebelumnya, pada sistem series hybrid , engine digunakan sebagai sumber penggerak generator untuk menghasilkan energi listrik dan mengisi catu daya sedangkan roda pada kereta digerakkan oleh motor listrik.

Skema kerja pada kereta hibrid KIHA E200 Transportation Systems, Hitachi, Ltd.

Kereta Hibrid KIHA E200 Transportation Systems, Hitachi, Ltd.

Skema dari aplikasi kreta hibrid di Eropa Final Report: Concept Validation for Hybrid Trains CONTRACT REFERENCE NO: DfTRG/0078/2007 Birmingham Research and Development Limited Dr Stuart Hillmansen, Dr Clive Roberts Dr Andrew cGordon, Dr Paul Jennings www.railway.bham.ac.uk March 10, 2008

Test train V-train 2. The test trainfitted with the hybrid systemhas undergone repeated running tests incorporated into the existing railway structure in the UK. Practical Application of a Hybrid Drive System for Reducing Environmental Load . Transportation Systems, Hitachi, Ltd

Performa(last edited by Faisal)

Untuk pengambilan data performa kami belum berhasil menemukan studi yang di lakukan oleh lembaga pendidikan indonesia terkait teknologi kereta hibrid. Untuk itu, kami memutuskan untuk mengambil hasil pengujian dari riset yang dilakukan oleh ICE (Institution of Civil Engineers) London pada tahun 2007 terkait pengujian kereta hibrid. Pengujian di lakukan dengan simulasi komputer dengan memperhatikan variabel variabel yang ada dalam perjalanan sebuah kereta. pengujian yang dilakukan adalah simulasi 4 jalur utama di Inggris yaitu MML, LondonDerby, five stops; ECM, LondonNewcastle, nine stops; GWM, LondonBristol, six stops; GWM OTMR, GWM with signal restrictions dengan empat jalur tadi diujilah 3 faktor penting dalam menentukan performa kereta hibrid (series hybrid) . 3 faktor tersebut adalah Metoda pengereman terhadap tingkat energi yang hilang Kapasitas baterai (sebanding dengan berat baterai) terhadap efisiensi bahan bakar Jenis rute dan pengaruhnya terhadap efisiensi bahan bakar. Dari pengujian tersebut di dapat hasil sebagai berikut.

"With optimised configurations, hybrid technology has the potential to offer significant energy reduction and environmental benefits when applied to inter-city rail transport applications. The hybrid solution is an effective way of reducing fuel consumption and energy consumption of inter-city type rail vehicles. The benefits that a hybrid application of the type studied can offer depend upon the specific route gradient profile, the timetabled stopping pattern, driving style and signal conditions during the journey. For a hybrid inter-city train utilising a battery energy storage device, the DFB mode eveloped in this study is a critical factor in train performance; the operational feasibility of implementing this

type of braking mode was not assessed in this work. A battery capacity of 80100 kWh was shown to be sufficient for a typical hybrid inter-city application in the UK."
Energy simulation of hybrid inter-city trains Q. Wen MSc, S. Kingsley MSc, MIMechE and R. A. Smith FREng, ScD, FIMechE

Dengan parameter yang cukup mirip, kami menemukan hasil riset yang dilakukan oleh Birmingham Research and Development. Riset tersebut menyatakan hasil yang senada yaitu: "1. The ECML (East Coast Main line)consumption for a total distance of 1737 km: (a) Conventional: 3734 litres for the whole journey, 1.14 litres per 100-seat- km. (b) Hybrid: 3432 litres for the whole journey, 1.05 litres per 100-seat-km. (c) This represents an improvement of 8%. 2. The GWR (Great Western Railways) consumption for a total distance of 777.52 km: (a) Conventional: 1930 litres for the whole journey, 1.32 litres per 100-seat- km. (b) Hybrid: 1615 litres for the whole journey, 1.10 litres per 100-seat-km. (c) This represents an improvement of 16%. 3. The two diagrams selected are typical of the range of operations that a HST (High Speed Train) )type of vehicle will be expected to perform in the UK. The GWR route has comparatively short inter-station distances, which result in greater savings for the hybrid configuration due to the higher proportion of braking in the duty cycle. The ECML route modelled a through service from Kings Cross to York, which represents one of the longest and highest average speed station- to-station journeys in the UK. Operation of a hybrid at continuous near maximum power output reduces the potential for savings. This is reflected in the simulation results. 4. Although this study has assumed the mass of the hybrid vehicle is the same as the conventional vehicle, a sensitivity analysis has been undertaken to consider the effects of mass increase in terms of energy consumption for both hybrid and conventional vehicles. These calculations indicate that for a nominal 1% increase in mass there is an increase in energy consumption of 0.8% for the conventional vehicle, whilst there is an increase of 0.5% for a hybrid vehicle. There are further dis-benefits to mass increase which may be accounted for using the industry whole life system model (VTISM). 5. In this study, two engine operation strategies have been considered during the stationary periods of the duty cycle. It has been found that there is negligible difference in energy consumption between turning an engine off and idling when stationary at station stops. 6. Using a practical depleting State of Charge strategy (40% reduction over the day), a fuel saving of approximately 50 litres is possible. With this strategy, the overall energy consumption improvement is negligible due to the energy required to recharge the battery at the depot. However, if zero-carbon elec- tricity is used to charge the battery then there will be an overall reduction in emissions.

7. The effect of a 25% increase in auxiliary load (to 150 kW for the whole train) was to reduce the fuel saving benefit of hybridisation slightly, to 14% for the GWR route (7% for ECML). 8. The effect of a 25% decrease in auxiliary load (to 90 kW for the whole train) was to increase the fuel saving benefit of hybridisation slightly, to 19% for the GWR route (9% for ECML). 9. The average auxiliary load (119 kW) can be serviced from the battery with the engine off for a time of 1 hr and 10 minutes for a 30% reduction in State of Charge. 10. The possibility of downsizing the engine in hybrids is related to the ratio between the peak traction power demand and the mean demand. In the case of the ECML the potential for engine downsizing is limited due to the extended periods of operation at high speed. In principle the GWR route would allow for a modest engine downsizing."
Final Report: Concept Validation for Hybrid Trains CONTRACT REFERENCE NO: DfTRG/0078/2007 Birmingham Research and Development Limited ; Dr Stuart Hillmansen, Dr Clive Roberts, Dr Andrew McGordon, Dr Paul Jennings

Dari kedua hasil riset tersebut, dapat disimpulkan bahawa performa aplikasi hibrid pada kereta diesel yang ada pada umumnya dapat meningkatkan efisiensi pemakaian bahan bakar dan meskipun dalam fraksi yang kecil, dapat menjadi sangat signifikan secara ekonomis. Energi yang membuat hibrid ini menjadi lebih efisien adalah energi yang di dapat dari pengereman regeneratif. Sehingga tanpa penerapan sistem regeneratif braking, penerapan sistem hibrid menjadi tidak berarti. Peningkatan performa mesin sendiri tidak mengalami peningkatan yang signifikan. Yang terjadi justru penambahan beban akibat adaya baterai sebagai catu daya yang memiliki berat yang cukup signifikan. Sehingga diperlukan kalkulasi yang tepat saat menentukan kapitas baterai yang akan digunakan . Penurunan emisi tentunya akan semakin berkurang karena berkurangnya konsumsi bahan bakar fosil. Namun apabila pada saat kereta berhenti dan catu daya listrik dapat diisi oleh sumber listrik dengan nol emisi, maka penurunan emisi menjadi lebih signifikan.

Dampak(last edited by Faisal)

Lingkungan Pada umumnya, dampak aplikasi kereta hibrid apda lingkungan adalah positif. karena dengan di gunakannya sistem hibrid, energi yang terbuang akibat pengereman dapat di gunakan kembali dan dengan berkurangnya konsumsi bahan bakar, emisi yang dihasilkan bisa menjadi lebih kecil. Namun pertimbangan lebih lanjut perlu di lakukan terkait limbah baterai yang di gunakan. Tanpa adanya pengelolaan limbah elektronik yang baik, maka dampak berbahaya pada lingkungan justru semakin meningkat. Sistem Dengan mengaplikasikan sistem hybrid pada kereta api, tentunya akan terjadi perubahan sistem yang dapat mempengaruhi infrstruktur kereta api yang telah ada. Perubahan yang terjadi akibat penerapan hibrid diantaranya - Stasiun pengisian Selain pengisian bahan bakar diesel, kereta api juga membutuhkan stasiun pengisian listrik untuk setiap perjalanannya. Stasiun pengisian listrik dapat di tempatkan pada stasiun, stasiun pemberhentian, atau melalui overhead cable yang umumnya tersedia pada jalur rel di perkotaan. - Sistem perawatan Dalam memanfaatkan sitem hibrid yang mengandalkan kehandalan sitem elektrik, tentunya metode perawatan yang digunakan sudah tidak dapat dianggap remeh. kerusakan satu komponen pada sistem elektrik dapat berakibat fatal baik secara kesehatan maupun keuangan. Sistem perawatan terkontrol dan keahlian dalam merawat menjadi komponen penting dalam mengaplikasikan sistem hibrid pada sistem perkeretaapian. Ekonomi Secara ekonomis, pengurangan konsumsi bahan bakar diesel berarti pengurangan biaya operasional sebuah kereta. Secara umum biaya operasional kereta hybrid akan menjadi jauh lebih murah daripada kereta diesel biasa apabila harga bahan bakar fosil menjadi tidak lagi terjangkau. Namun diperlukan biaya yang cukup besar untuk menginisiasi sitem hibrid dan merawatnya. untuk itu perhitungan mendetail secara ekonomis perlu dilakukan sebelum penerapan sistem hibrid dilakukan. ...

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