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10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. HIGH HORSE POWER LOCOMOTIVES FOR DEDICATED FREIGHT CORRIDOR 10 th.

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Presentation on theme: "10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. HIGH HORSE POWER LOCOMOTIVES FOR DEDICATED FREIGHT CORRIDOR 10 th."— Presentation transcript:

1 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. HIGH HORSE POWER LOCOMOTIVES FOR DEDICATED FREIGHT CORRIDOR 10 th IHHA Conference February 4 - 6, 2013, New Delhi HIGH HORSE POWER LOCOMOTIVES FOR DEDICATED FREIGHT CORRIDOR Sandeep Srivastava Name of Presenter- Sandeep Srivastava Session – M1 Date of presentation

2 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Name: Sandeep Srivastava Present: Research Designs and Standard Organisation Lucknow Job Profile: Issues related to reliability and maintenance of GTO based three phase drive electric locomotives Development / acquisition of new technology and locomotives Experience: 11 years in electric locomotive maintenance 05 years in acquiring new technology and designing & development of electric locomotive

3 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. DFC Eastern and Western Dedicated Freight Corridor (DFC) Project is a mega rail transport capacity augmentation of Indian Railways (IR) Connecting the Eastern and Western parts of the country and the ports with the Northern hinterland Ludhiana – Dankuni EDFC Dadri – Mumbai WDFC 3338 km electrified

4 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.

5 DFC DFCs would be different from typical dedicated Heavy Haul mineral lines between mining areas/industrial area to ports/consumption centres Traffic on DFCs would originate on Indian Railway feeder routes from the mining areas, ports and industrial areas and would be transferred to DFC at junction stations The destination of the trains would also be connected with DFC through feeder routes

6 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. DFC Axle load of 25 tonnes upgradable to 32.5 tonnes Ruling gradient of 1 in 200 (compensated) Maximum speed of 100 km/h Balancing speed of km/h on up gradients 2X25 kV electrification system

7 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. The parameters of DFC for selecting type of locomotive are: Axle load – 25 t Speed – 100 km/h Train load – 6000 t and t (coupled) BULK train on EDFC 4500 t DSC train on WDFC Ruling gradient – 1:200 Requirements of DFC

8 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Requirements of DFC  The locomotive should be able to Start And Achieve 65 to 75km/h Balancing speed On DFC with ruling gradient of 1:200 Start And Run through On Feeder routes with ruling gradient of 1:150  A locomotive with 25 t axle load

9 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Haulage Capability of Existing Electric Locomotive on IR

10 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. REQUIRED HAULING CAPABILTIES Locomotive Horsepower requirement for 6000 tonnes bulk train

11 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. REQUIRED HAULING CAPABILTIES Locomotive Horsepower requirement for 4500 tonnes DSC train

12 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. REQUIRED STARTING CAPABILTIES Starting TE requirement for 6000 tonnes Bulk train 64.4 t 54.4 t

13 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. REQUIRED STARTING CAPABILTIES Starting TE requirement for 4500 tonnes DSC train 49.9 t 42.1 t

14 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 7.0 MW LOCOMOTIVE FOR DSC TRAIN ON WDFC Axle load25 tonnes + 2% No. of axles6 Bogie configurationCo-Co Starting tractive effort under dry rail condition (up to speed not less than 10 Kmph.) Not less than 589 kN Continuous rated speed60 km/h Maximum operating speed with fully worn wheel 100 km/h, upgradable to 120 km/h Maximum design speed with fully worn wheel 10% more than maximum operating speed

15 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 7.0 MW LOCOMOTIVE FOR DSC TRAIN ON WDFC Continuous rated power at rail Not less than 7.0 MW at all speeds from continuous speed to maximum operating speed. Full power shall be available in the voltage range of 22.5 kV to 27.5 kV and in the frequency range of 46 Hz to 54 Hz. Efficiency Propulsion efficiency > 87%. Auxiliary converter efficiency > 92% Power factor 0.98 (or better) for power demands above 2 MW across the OHE voltage range from 19 kV to 27.5 Kv Regenerative brake effort 25 % of gross weight of the Locomotive over the speed range of 10 km/h to 65 km/h without sliding, and as close as possible to 25% of gross weight at higher speeds Pneumatic brake effort7% - 9 % of gross weight of the Locomotive Weight150 tonnes + 1%. Wheel diameter1140 mm (in new condition), 1040 mm (in fully worn condition)

16 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Lay out of 7.0 MW Locomotive

17 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Lay out of 7.0 MW Locomotive

18 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Schematic Power circuit

19 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Comparison of Line Side Topology ParametersCombined Converter (2 converter in parallel)Individual Converter Loss of Tractive / Regenerative power due to failure of one TM/Motor converter 16.67% Loss of Tractive / Regenerative power due to failure of one line Converter 25%16.67% Transformer secondaryTwo/Four windingsFour windings Loss of power due to problem in one secondary winding (i.e. abnormal temperature) 25%16.67% Harmonic control Inferior harmonic control due to less interlacing of combined converters and individual inverter High level of harmonic control due to better interlacing of individual converters and individual inverter IGBT ratings Two combined converter handling 1750 kW each. Higher power IGBT stacks of 6.5 kV, not commonly used for industrial application. Simple IGBT power module, with a stack of 2 IGBT of 4.5 kV/3.3 kV in parallel, individual inverter supplying kW to one motor. IGBTs are industrial grade having multiple suppliers. Short circuit current handling High short ckt current on converter side in case of IGBT failure, as high power IGBTs used. This may lead to fault on transformer secondary side Limited short ckt current on converter side in case of IGBT failure, as power handled is lower. No. of componentsLessMore CostLessMarginally higher

20 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Schematic of Aux Power supply of 7.0 MW Locomotive

21 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Redundancy Concept of 7.0 MW Locomotive FaultImpact on locomotive performance breakdown of the line side converter / drive side converter of any traction converter or electrical failure of any traction motor traction power of the Locomotive shall only be reduced by 1/6 th breakdown of an auxiliary converterthe traction capacity of the Locomotive is not degraded failure of drive controller unit or power supply of the drive controller unit of a line/drive converter of any traction converter the traction power of the Locomotive shall only be reduced by 1/6 th failure of gate unit or gate unit power supply of line/drive converter of any traction converter the traction power of the Locomotive shall be reduced only by 1/6 th failure of the multiple unit coupling:control of all coupled Locomotives shall be maintained failure of one speed sensor the traction power of the Locomotive shall only be reduced by 1/6 th breakdown in the air braking system of a bogie:it shall be possible to isolate the air brake in the bogie breakdown in the electric control of the automatic air brake it shall be substituted by the emergency brake

22 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 9.0 MW LOCOMOTIVE FOR BULK TRAIN ON EDFC Axle load25 tonnes + 2% No. of axles8 Bogie ConfigurationBo-Bo + Bo-Bo Weight200 tonnes + 1%. Maximum operating speed100 Kmph (upgradable to 120 Kmph)* Test speed 10 % more than maximum operating speed Starting tractive effort under dry rail condition (up to speed not less than 10 Kmph.) Not less than 785 kN

23 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 9.0 MW LOCOMOTIVE FOR BULK TRAIN ON EDFC Continuous rated power at rail Not less than 9000 kW at all speeds from continuous speed to maximum operating speed Efficiency Propulsion efficiency > 87%; Auxiliary converter efficiency > 92% Power factor 0.98 (or better) for power demands above 2 MW across the OHE voltage range from 19 kV to 27.5 kV Regenerative brake effort 25 % of gross weight over the speed range of 10 Kmph to 65 Kmph without slipping, and as limited by adhesion for higher speeds Pneumatic brake effort7% - 9 % of gross weight Wheel diameter1250 mm (in new condition)

24 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Redundancy Concept in 9.0 MW Locomotive Breakdown of drive side converter / traction motor: The power of the Locomotive shall be reduced only by 1/8 th, only isolating the broken down equipment; Breakdown of power unit during traction or electrical braking: The faulty power unit may be isolated; Breakdown of an auxiliary converter: Redundancy in auxiliary converter shall be provided so that in the event of its failure, the traction capacity of the Locomotive does not get affected; Breakdown in the air braking system of a bogie: It shall be possible to isolate the air brake in the bogie;

25 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Redundancy Concept in 9.0 MW Locomotive Breakdown in the electric control of the automatic air brake: It shall be substituted by the emergency brake; Battery charger: The battery charger of each Bo-Bo unit shall be able to take care of battery charging needs of other Bo-Bo unit in case of failure of the battery charger; Control electronics (VCU) shall have adequate redundancy so that a breakdown shall not affect the traction, braking and safety related control operations

26 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Lubrication system for Gear/Pinion shall be kept separate from the TM bearings and Suspension tube bearings. The loco shall be provided with GPS / GSM system through which fault details can be communicated to shed – Remote diagnostics Technical Requirements

27 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Air conditioned Cab Context Sensitive Trouble Shooting Instructions on Driver Display Wire less Synchronous Control – Two or more locomotives in a train (LOCOTROL) Technical Requirements

28 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.  It has been IR’s experience that the temperature inside the machine room near electronic cubicle of WAP5, WAG9 and WAP7 locos rises to more than 65 deg Celsius during summer season when ambient temperature is as high as deg Celsius.  This causes adverse affect on the cards in Indian conditions and high rate of failures of the cards is observed in WAP5/WAP7/WAG9 locos. Technical Requirements based on IR’s Experience of Locos - TEMPERATURE

29 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.  The cooling arrangement of the electronics shall be designed so that the temperature adjacent to the electronic cards remains below 45 ºC (degrees Celsius) while the Locomotive is operating OR  The cooling arrangement of the electronics shall be designed so that the temperature surrounding the cards shall be kept such that at least 20 deg C margin is maintained between Temp adjacent to card and Max temp allowed adjacent to card Technical Requirements based on IR’s Experience of Locos - TEMPERATURE

30 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.  Constant Speed mode  Inching Control mode  Shunting mode Modes of Operation Other Features  Event Recorder  Voice recorder  FDU

31 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.  The 7.0 MW and 9.0 MW, High Horse Power (HHP) locomotives  Would be a big leap forward in terms of locomotive technology on IR  The superior traction and braking capabilities, higher reliability, availability and energy efficiency of these locomotives would contribute significantly towards maximizing the transportation output on the DFCs and also on the Indian Railway feeder routes  During the process of induction of these modern high hp locomotives on the DFCs, there would be many important lessons learnt by IR in design, engineering, maintenance and operations of electric locomotives which would lead to further improvements in the future CONCLUSION

32 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Thanks

33 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. TE Characteristics of 7.0 MW Locomotive with 40% starting adhesion

34 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Power Vs Catenary Voltage Characteristics of 7.0 MW Locomotive

35 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Propulsion Efficiency The efficiency of propulsion system, consisting of transformer, power converter and traction motor, of Locomotive shall not be less than 87 % at full load The efficiency of propulsion system shall be product of efficiency of transformer, power converter and traction motor, measured at full load Efficiency at full load means, efficiency computed from parameters measured at conditions corresponding to full load and governed by IEC for transformer, IEC for power converter and IEC for traction motor

36 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. BE Characteristics of 7.0 MW Locomotive

37 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 7.0 MW Locomotive with 35% starting adhesion

38 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. TE Characteristics of 9.0 MW Locomotive with 40% starting adhesion

39 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. 9.0 MW Locomotive with 35% starting adhesion

40 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. Power Vs Catenary Voltage Characteristics of 9.0 MW Locomotive

41 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi. BE Characteristics of 9.0 MW Locomotive

42 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.   6 axle locomotive having co-co configuration can although deliver horse power in the range of but can not deliver more than 60 t of starting TE due to limitation of adhesion  Leading locomotive manufacturers viz; M/s. Siemens, BT and Alstom have manufactured and delivered HP locomotive with TE in the required range with 8 axle twin Bo-Bo configuration  These type of locomotives are proven and design is readily available employing IGBT technology Why Twin Bo-Bo ?

43 10 th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi t Train (25 t axle load) 7200 t Train (30 t axle load, loco 25 t axle load) Co-Co2xBoBoCo-Co2xBoBo St TE( t) :200Can start (55.67 t) Can startCan’t start (64.38 t) Can start 1:150Can’t start (63.61 t) Can startCan’t start (76.30 t) Can start Comparison of 2 x Bo-Bo and Co-Co of hp


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