1. Name of Presenter- Sandeep Srivastava
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

2. 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. 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

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. 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. 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 t (coupled) BULK train on EDFC t DSC train on WDFC Ruling gradient – 1:200

8. 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
And Run through
Feeder routes with ruling gradient of 1:150
A locomotive with 25 t axle load

9. Haulage Capability of Existing Electric Locomotive on IR

10. REQUIRED HAULING CAPABILTIES
Locomotive Horsepower requirement for 6000 tonnes bulk train

11. REQUIRED HAULING CAPABILTIES
Locomotive Horsepower requirement for 4500 tonnes DSC train

12. REQUIRED STARTING CAPABILTIES
Starting TE requirement for 6000 tonnes Bulk train
64.4 t
54.4 t

13. REQUIRED STARTING CAPABILTIES
Starting TE requirement for 4500 tonnes DSC train
49.9 t
42.1 t

14. 7.0 MW LOCOMOTIVE FOR DSC TRAIN ON WDFC
Axle load
25 tonnes + 2%
No. of axles 6
Bogie configuration
Co-Co
Starting tractive effort under dry rail condition (up to speed not less than 10 Kmph.)
Not less than 589 kN
Continuous rated speed
60 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. 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 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)

16. Lay out of 7.0 MW Locomotive

17. Lay out of 7.0 MW Locomotive

18. Schematic Power circuit

19. Comparison of Line Side Topology
Parameters
Combined 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%
Transformer secondary
Two/Four windings
Four windings
Loss of power due to problem in one secondary winding (i.e. abnormal temperature)
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 components
Less
More
Cost
Marginally higher

20. Schematic of Aux Power supply of 7.0 MW Locomotive

21. Redundancy Concept of 7.0 MW Locomotive
Fault
Impact 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 1/6th
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 controller unit of a line/drive converter of any traction converter
the traction power of the Locomotive shall only be reduced by 1/6th
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 1/6th
failure of the multiple unit coupling:
control of all coupled Locomotives shall be maintained
failure of one speed sensor
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. 9.0 MW LOCOMOTIVE FOR BULK TRAIN ON EDFC
Axle load
25 tonnes + 2%
No. of axles 8
Bogie Configuration
Bo-Bo + Bo-Bo
Weight
200 tonnes + 1%.
Maximum operating speed
100 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. 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 effort
7% - 9 % of gross weight
Wheel diameter
1250 mm (in new condition)

24. 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;

25. 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. 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

27. Technical Requirements
Air conditioned Cab
Context Sensitive Trouble Shooting Instructions on Driver Display
Wire less Synchronous Control – Two or more locomotives in a train (LOCOTROL)

28. 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 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.

29. 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

30. Modes of Operation Other Features Constant Speed mode
Inching Control mode
Shunting mode
Other Features
Event Recorder
Voice recorder
FDU

31. 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

32. Thanks

33. TE Characteristics of 7.0 MW Locomotive with 40% starting adhesion

34. Power Vs Catenary Voltage Characteristics of 7.0 MW Locomotive

35. 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. BE Characteristics of 7.0 MW Locomotive

37. 7.0 MW Locomotive with 35%
starting adhesion

38. TE Characteristics of 9.0 MW Locomotive with 40% starting adhesion

39. 9.0 MW Locomotive with 35%
starting adhesion

40. Power Vs Catenary Voltage Characteristics of 9.0 MW Locomotive

41. BE Characteristics of 9.0 MW Locomotive

42. 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 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

43. (30 t axle load, loco 25 t axle load)
Comparison of 2 x Bo-Bo and Co-Co of hp
6000 t Train
(25 t axle load)
7200 t Train
(30 t axle load, loco 25 t axle load)
Co-Co
2xBoBo
St TE( t) 60 80
1:200
Can start
(55.67 t)
Can’t start
(64.38 t)
1:150
(63.61 t)
(76.30 t)