Transcript Microproceessor based system for locos

10th IHHA Conference
February 4 - 6, 2013, New Delhi
HIGH HORSE POWER LOCOMOTIVES FOR
DEDICATED FREIGHT CORRIDOR
Name of Presenter- Sandeep Srivastava
Session – M1
Date of presentation - 04.02.13
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Name:
Present:
Sandeep Srivastava
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
10th 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
Dadri – Mumbai
•
EDFC
WDFC
3338 km electrified
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
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
10th 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 65-75 km/h on up gradients
•
2X25 kV electrification system
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Requirements of DFC
The parameters of DFC for selecting type of locomotive are:
Axle load – 25 t
Speed – 100 km/h
Train load – 6000 t and 12000 t (coupled) BULK train on EDFC
4500 t DSC train on WDFC
Ruling gradient – 1:200
10th 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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Haulage Capability of Existing Electric
Locomotive on IR
85
80
75
Tractive Effort in tonne
70
65
WAG7 5000 HP
60
WAG9 6000 HP
55
50
6000t_1in200
45
40
4500t_1in200
35
30
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
REQUIRED HAULING CAPABILTIES
Locomotive Horsepower requirement for 6000 tonnes bulk train
25000
Horse Power
20000
15000
Level
1 in 400
10000
1 in 200
5000
1 in 150
0
10
20
30
40
50
60
70
80
90 100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
REQUIRED HAULING CAPABILTIES
Locomotive Horsepower requirement for 4500 tonnes DSC train
25000
Horse Power
20000
15000
Level
1 in 400
10000
1 in 200
1 in 150
5000
0
10
20
30
40
50
60
70
Speed in km/h
80
90
100
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
REQUIRED STARTING CAPABILTIES
Starting TE requirement for 6000 tonnes Bulk train
85
80
75
64.4 t
70
65
54.4 t
60
55
TE in tonne
50
6000T 1 in 150
45
6000T 1 in 200
40
35
6000T 1 in 400
30
6000T Level
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in kmph
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
REQUIRED STARTING CAPABILTIES
Starting TE requirement for 4500 tonnes DSC train
85
80
49.9 t
75
70
42.1 t
65
Tractive Effort in tonne
60
55
4500 t on level
50
45
4500 t on 1:400
40
35
4500 t on 1:200
30
25
20
4500 t on 1:150
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in kmph
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
7.0 MW LOCOMOTIVE FOR DSC TRAIN
ON WDFC
Axle load
No. of axles
Bogie configuration
Starting tractive effort under
dry rail condition (up to
speed not less than 10
Kmph.)
Continuous rated speed
Maximum operating speed
with fully worn wheel
Maximum design speed with
fully worn wheel
25 tonnes + 2%
6
Co-Co
Not less than 589 kN
60 km/h
100 km/h, upgradable to 120 km/h
10% more than maximum operating
speed
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
7.0 MW LOCOMOTIVE FOR DSC TRAIN
ON WDFC
Continuous
power at rail
rated 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 25 % of gross weight of the Locomotive over the speed
effort
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 effort 7% - 9 % of gross weight of the Locomotive
Weight
150 tonnes + 1%.
Wheel diameter
1140 mm (in new condition), 1040 mm (in fully worn
condition)
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Lay out of 7.0 MW Locomotive
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Lay out of 7.0 MW Locomotive
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Schematic Power circuit
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Comparison of Line Side Topology
Parameters
Loss of Tractive / Regenerative
power due to failure of one
TM/Motor converter
Loss of Tractive / Regenerative
power due to failure of one line
Converter
Transformer secondary
Loss of power due to problem in
one secondary winding (i.e.
abnormal temperature)
Combined Converter (2 converter in parallel)
16.67%
Individual Converter
16.67%
25%
16.67%
Two/Four windings
25%
Four windings
16.67%
Harmonic control
Inferior harmonic control due to less interlacing of High level of harmonic control due to better
combined converters and individual inverter
interlacing of individual converters and
individual inverter
Two combined converter handling 1750 kW
Simple IGBT power module, with a stack of 2
each. Higher power IGBT stacks of 6.5 kV, not
IGBT of 4.5 kV/3.3 kV in parallel, individual
commonly used for industrial application.
inverter supplying 1166.67 kW to one motor.
IGBT ratings
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
IGBTs are industrial grade having multiple
suppliers.
Limited short ckt current on converter side in
case of IGBT failure, as power handled is
lower.
No. of components
Cost
Less
Less
More
Marginally higher
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Schematic of Aux Power supply of 7.0 MW
Locomotive
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Redundancy Concept of 7.0 MW
Locomotive
Fault
Impact on locomotive performance
breakdown of the line side converter / drive side converter traction power of the Locomotive shall only be reduced by 1/6th
of any traction converter or electrical failure of any traction
motor
breakdown of an auxiliary converter
the traction capacity of the Locomotive is not degraded
failure of drive controller unit or power supply of the drive the traction power of the Locomotive shall only be reduced by
controller unit of a line/drive converter of any traction 1/6th
converter
failure of gate unit or gate unit power supply of line/drive the traction power of the Locomotive shall be reduced only by
converter of any traction converter
1/6th
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
1/6th
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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
9.0 MW LOCOMOTIVE FOR BULK TRAIN
ON EDFC
Axle load
No. of axles
Bogie Configuration
25 tonnes + 2%
8
Bo-Bo + Bo-Bo
Weight
Maximum operating speed
Test speed
200 tonnes + 1%.
100 Kmph (upgradable to 120 Kmph)*
10 % more than maximum operating
speed
Starting tractive effort under Not less than 785 kN
dry rail condition (up to
speed not less than 10
Kmph.)
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
9.0 MW LOCOMOTIVE FOR BULK TRAIN
ON EDFC
Continuous rated power at Not less than 9000 kW at all speeds
rail
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 effort
7% - 9 % of gross weight
Wheel diameter
1250 mm (in new condition)
10th 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 1/8th, 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;
10th 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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Technical Requirements
•
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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Technical Requirements
•
Air conditioned Cab
•
Context Sensitive Trouble Shooting Instructions on Driver
Display
•
Wire less Synchronous Control
locomotives in a train (LOCOTROL)
–
Two
or
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
more
Technical Requirements based on IR’s
Experience of Locos - TEMPERATURE
 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
47-48 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.
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Technical Requirements based on IR’s
Experience of Locos - TEMPERATURE
 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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Modes of Operation
 Constant Speed mode
 Inching Control mode
 Shunting mode
Other Features
 Event Recorder
 Voice recorder
 FDU
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
CONCLUSION

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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Thanks
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
TE Characteristics of 7.0 MW Locomotive
with 40% starting adhesion
85
80
75
70
65
Tractive Effort in tonne
60
9000 hp 25 T axle load
55
4500 t on level
50
45
4500 t on 1:400
40
35
4500 t on 1:200
30
4500 t on 1:150
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Power Vs Catenary Voltage
Characteristics of 7.0 MW Locomotive
10th 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 60310 for transformer, IEC 61287 for
power converter and IEC 60349-2 for traction motor
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
BE Characteristics of 7.0 MW Locomotive
40
35
BE in tonne
30
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
100
7.0 MW Locomotive with 35%
starting adhesion
85
80
75
4500 t on level
70
65
Tractive Effort in tonne
60
4500 t on 1:400
55
50
45
4500 t on 1:200
40
35
30
4500 t on 1:150
25
20
15
"9000 hp 25 t axle load
(35% adhesion)"
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in kmph
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
TE Characteristics of 9.0 MW Locomotive
with 40% starting adhesion
85
80
75
70
65
60
55
50
TE in tonne
12000 hp 25T
45
6000T 1 in 150
40
6000T 1 in 200
35
6000T 1 in 400
30
6000T Level
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
9.0 MW Locomotive with 35%
starting adhesion
85
80
75
70
65
60
TE in tonne
55
50
12000 hp 25T
(35% adhesion)
45
6000T 1 in 150
40
6000T 1 in 200
35
6000T 1 in 400
30
6000T Level
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Power Vs Catenary Voltage
Characteristics of 9.0 MW Locomotive
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
BE Characteristics of 9.0 MW Locomotive
55
50
45
40
BE in tonne
35
30
25
20
15
10
5
0
0
10
20
30
40
50
60
70
80
90
100
Speed in km/h
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Why Twin Bo-Bo ?


6 axle locomotive having co-co configuration
•
can although deliver horse power in the range of 12000
•
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 12000 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
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.
Comparison of 2 x Bo-Bo and Co-Co of
12000 hp
6000 t Train
(25 t axle load)
7200 t Train
(30 t axle load, loco 25 t axle
load)
Co-Co
2xBoBo
Co-Co
2xBoBo
St TE( t)
60
80
60
80
1:200
Can start
(55.67 t)
Can start
Can’t start
(64.38 t)
Can start
1:150
Can’t start
(63.61 t)
Can start
Can’t start
(76.30 t)
Can start
10th International Heavy Haul Association Conference, 4-6 February, 2013, New Delhi.