ALSTOM Lokomotiven Service GmbH has further developed its successful hybrid design. With its new H3 platform, the manufacturer is developing particularly economical and flexible locomotives which cover the market for classic 3 and 4-axle locomotives up to 1000 kW and have multi-traction capability across all types.
Alstom‘s new locomotive platform for shunting and track use gives operators completely new operational designs with the highest environmental standards at the lowest overall costs. This new platform for shunting locomotives was first launched at Logistikmesse 2011 (transport logistic trade fair) and Alstom‘s engineers have since added a further fourth version – a pure accumulator locomotive which can offer a real alternative for very light shunting work, particularly when extremely high environmental standards are required. All locomotives have a minimum negotiable track curve radius of 60 m and a top speed of 100 km/h and are predominantly designed for shunting and light track work. Depending on their usage profile, customers can choose from different modules for power generation and energy storage on the same locomotive platform: either the pure accumulator locomotive, a hybrid version with a generator and battery, a locomotive with two generators and start-stop technology or a design with a 1000 kW generator. The platform generally uses identical vehicle frames with three individual wheel sets which are driven by three-phase motors and can be steered precisely into curves. All types of locomotives have the same braking equipment, power electronics and control technology platform.
1. DEVELOPMENT AIMS
The development aims of the locomotive platform are:
• Maximum performance
• Highest environmental standards
• Platform-wide multi-traction capability resulting in operational advantages
• Consistent tractive forces on starting
• Standardized operation
• 100 km/h top speed
• 60 m minimum negotiable track curve
• Optimum ergonomic conditions in the driver‘s cab and when shunting.
• Greatest possible standardization across all four types of locomotive.
2. DESIGN CRITERIAFOR THE PLATFORM
Standard locomotives in the performance classes up to 1000 kW are built in completely different ways, both in terms of the number of vehicle axles and the lengths of the vehicles, as well as in the top speeds they can reach. For example, 3-axle 700 kW locomotives with a maximum speed of 80 km/h cannot be used in multiple traction mode with 1000 kW locomotives with a maximum speed of 100 km/h.The 3-axle locomotive platform (Figure 1) has an unusually long frame that is more than 12 m in length over buffers and meets the EN 15227 crash standard. As a result, the locomotive complies with the dimensions and visibility conditions required of a completely up to date DB BR 214 class. As such, it is without a doubt the most compact 1000 kW locomotive which meets the Euro IIIB emission standards. With its low-noise, ergonomically optimized shunting and a free view of the buffers from the driver‘s cab, this shunting locomotive‘s innovative technology offers great convenience. Compared with the only existing hybrid BR 1001 shunting locomotive derived from the Alstom BR203 and approved by the Federal Railway Office (EBA, Eisenbahnbundesamt), the technology has been designed on a platform that is 2 m shorter and which has significantly better visibility. It has also been designed for a minimum negotiable track curve of 60 m, unlike the BR 203. Furthermore, all locomotives can reach a top speed of 100 km/h without a range-change gearbox and have identical equipment as far as possible, with the exception of the different modules for power generation/energy storage, such as air brakes with brake discs, Alstom power electronics and single-axle traction engines, control technology anddriver‘s cabs. The locomotive frame needs to be long enough to provide enough installation space for all versions of the locomotive. Interestingly, the engineers have agreed on similar installation space and dimensions for all drive systems, so that standardization does not include any oversizing in this case.
3. TRACTION TECHNOLOGY
The traction power electronics used in this kind of vehicle are designed to the highest requirements of heavy shunting with constantly low speeds, high performance and torques. In terms of drive technology, the maximum output of 1000 kW is not critical for the design of the power electronics if it is possible to provide consistently high torques at low speeds. Alstom ONIX IGBT Pico moduleshave been used for this, large numbersof which are already in service. In addition,a traction motor is used which is suitable for shunting. This motor has large dimensions due to the high torques. A DC intermediate circuit voltage level of approx. 600 V is used for the accumulator and hybrid versions. This is increased to 750 V in the 1000 kW and dual-engine versions. All wheel sets are equipped with individually controlled anti-skid and anti-slip protection.
4. RUNNING GEAR
The running gear is a special technological feature ofthe locomotives: there are three symmetrically arrangedwheel sets at the centerof the vehicle with an unusually long axle distance of 3.2 m. This is made possible by a special hydraulic coupling of thewheel sets, patent applied for, which causes the frontwheel sets to turn precisely into curves and the middle axle to move in a transverse direction. The basic principle of individual building blocks (Figure 3) applies here once again, with identical wheel sets, axle gears and traction motors, brake discs and brake calipers. A particular feature is the large forced-air cooled traction motors, which are installed longitudinally on each axle in the direction of travel. They have been designed for consistently high torques at a comparatively low voltage level and, therefore, high electrical currents. Since the wheel sets are precisely adjusted
to the curves, it is possible to do without wheel flange lubrication to reduce wear on tight curves. This reduces maintenance and operating costs and also ensures that the rail head, which is inevitable with conventional vehicles, is kept to a minimum, particularly in shunting areas without wheel flange lubrication.
5. PROCESS AND CONTROL TECHNOLOGY
The reliable, user-programmable control system is based on proven technology. The specific functions of the drive control and of the generator/battery management are mapped in a separate control system, as they are in the prototypes of the BR 203 hybrid locomotives. All locomotives are equipped for remote data transmission on the basis of Alstom‘s standard Train Tracer system with available internet platform.
6. DRIVE SYSTEMS
6.1. ACCUMULATOR LOCOMOTIVE
By using two standardized NiCd battery packs, the accumulator locomotive can store up to 200 kWh of power and is, therefore, suitable for light use in areas where environmental issues are particularly critical. At 700 kW, peak power is in the upper power range of conventional 3-axle vehicles, so that high acceleration up to 100 km/h is also possible. However, the energy that is actually usable in one charging cycle is comparable to a fuel usage of approx. 40 litres per operating hour for a conventional shunting locomotive.
The locomotive must then be plugged in for several hours. If operations permit additional charging within a single day, this can significantly increase flexibility of use. This locomotive can make a regular contribution to using the overcapacity available at night in the electricity supply system by exploiting the partially negative electricity prices. In doing so, it avoids any use of diesel and maintenance costs for the diesel generators. This will be particularly interesting in future for fields where the negative energy purchase price actually becomes available to the operator and, therefore, the energy supply costs relate solely to the delta from energy income and battery wear. „Lighthouse projects“which directly supply solar or wind energy can, of course, also be implemented at a reasonable cost.
6.2. HYBRID DESIGN
By combining an environmentally friendly Euro IV diesel generator with a power rating of 350 kW and a standard battery pack, the hybrid version is mainly suitable for light to heavy shunting work with a high proportion of partial loads and idle mode. The diesel generator is operated at a constant rpm. It charges the battery and can, if required, drive the electric motors together with the batteryfor peak loads or on their own as a direct drive for larger partial loads. The locomotive is driven by the battery for partial loads and in idle mode. This technology enables diesel savings of 30 to 50 per cent compared with conventional shunting locomotives that have the same performance. A key focus has been to develop intelligent control algorithms which conserve the battery with economically optimized generator control.
6.3. DUAL-ENGINE LOCOMOTIVE
The dual-engine locomotive is driven by two generators. As far as possible these are identical in construction to those of the hybrid locomotive and enable flexible use with continuous output of up to 700 kW. Only one generator is used when the locomotive is operated with a partial load. This technology enables a fuel saving of up to 25 per cent in comparison with conventional single enginediesel-hydraulic machines used for shunting and mixed track operation. The higher is the proportion of shunting, the higher the saving. Hybrid locomotives are however more economical for pure shunting work.
6.4. SINGLE-ENGINE LOCOMOTIVE WITH 1000 KW
This version is probably the world‘s first 1000 kW locomotive with three wheel sets and naturally demonstrates this edgeover the less powerful versions in its upper speed range of up to 100 km/h. Thanks to this power, the locomotive is a versatile machine, fully comparable to a 4-axle 1100 kW diesel hydraulic locomotive. It can be used on its own for light track work, in double tractionfor heavy track work and also for shunting.
7. TRACTIVE FORCE DIAGRAMS
The tractive force curves shown in the following diagram(Figure xxxx) apply to the accumulator, hybrid and dual-engine locomotives. The top curve shows the maximum traction for 700 kW – and therefore the peak performanceof all three locomotives.
8. MAINTENANCE SERVICE
Naturally, Alstom offers client-specific adaptable maintenance services for this range of locomotives in combination with financing through recognized partner companies, as was the case previously with the V100 classes. Alstom also offers a centralized spare parts depot for this range of locomotives, together with high vehicle availability and reduced overall costs. Each customer can choose from fully undertaking their own maintenance, materials supply agreements with or without fixed prices for heavy maintenance, and, of course, a full service agreement with or without in-house services for daily maintenance. These services are provided through the well-known company Mobile Service Organization and also via Alstom personnel, who can be based in the operator‘s repair shops depending on the size of the project.
Alstom also sees future potential in offering, together with operators and financing partners, to completely take over the area of rail logistics for some companies in the industry, which is often considered to be „noncore“, including provision of the vehicle fleet.
9. ENVIRONMENTAL PROTECTION
The new locomotive platform is based on Alstom‘s long-term development of hybrid technology. Naturally the utmost importance is placed on using as much environmentally friendly equipment as possible, based on electrical power. The large fuel savings made by the individual locomotive types compared with current conventional vehicle types are a key aspect here. This is supplemented by the use of dieselengines which meet current EU emissionstandards and, of course, the accumulator locomotive which has no diesel engines.
10. EFFICIENCY
Many perspectives need to be considered with regard to the NEW locomotive platform.
Some examples are given here:
• Size of fleet: smaller total number of vehicles
• Operational arrangements: less special applications planning than with a mixed fleet of conventional vehicles
• Fuel saving: between 10 and 50 %
• Depending on type of locomotive and usage: no need for wheel flange lubrication
• Maintenance: lower maintenance costs plus opportunity for the operator to outsource
• Financing: high residual values due to modularity and convertibility
• Outsourcing: contracting models for rail operating efficiency for companies in the industry.
On the basis of applications planning, these factors can be implemented jointly with the operator in a particular business model. Experts are particularly interested in the total costing approaches for hybrid and accumulator locomotives.
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