Advantages
Advantages
and Benefits
and Benefits
Advantages
of Modern
of Modern
and
ACBenefits
Traction
AC Traction
of Modern AC Traction
Technology
Technology
- Example
- Example
Technology
Refurbishment
Refurbishment
- Example
and and
New
Refurbishment
New
and New
Locomotives
Locomotives
Locomotives
<Michael
<Michael
Latour,
Latour,
Director
Director
Locomotive
<Michael
Locomotive
Sales
Latour,
&
Sales
Project
Director
& Project
Management>
Locomotive
Management>
Sales & Project Manage
<Mathias
<Mathias
Nuendel,
Nuendel,
ProjectProject
Manager
<Mathias
Manager
3700Nuendel,
Class
3700 Upgrade
Class
Project
Upgrade
Project>
Manager
Project>
3700 Class Upgrade Proj
< Siemens
< Siemens
AG> AG>
SUMMARY
SUMMARY
< Siemens AG>
SUMMARY
In March
In March
2003 Australia’s
2003 Australia’s
largest largest
provider
In March
provider
of2003
freight
Australia’s
of freight
transport,
transport,
largest
Queensland
provider
Queensland
Rail,
of freight
entered
Rail,transport,
entered
into a contract
into
Queensland
a contract
with Rail,
withentered into a
Siemens
Siemens
for a traction
for a traction
systemsystem
upgrade
Siemens
upgrade
of three
for aof3100/3200
traction
three 3100/3200
system
Classupgrade
electric
Class electric
of
locomotives
threelocomotives
3100/3200
into prototype
Class
into prototype
electric
3700 locomotives
3700
into p
Class locomotives.
Class locomotives.
After successful
After successful
Class
triallocomotives.
runs,
trialwhere
runs, After
where
the locomotives
successful
the locomotives
trial
demonstrated
runs,
demonstrated
where
that
the3 locomotives
units
that 3equipped
units demonstrated
equipped
that 3 u
with Siemens
with Siemens
new ACnew
traction
AC traction
systems
withsystems
Siemens
can pullcan
new
thepull
same
ACthe
traction
train
samepreviously
systems
train previously
can
hauled
pullhauled
by
the5 same
locomotives
by 5train
locomotives
previously
with DCwith
hauled
DC by 5 locomo
tractiontraction
system,system,
the railway
the railway
took up
traction
took
the up
option
system,
the of
option
the
theinitial
of
railway
thecontract
initial
tookcontract
up
to the
equip
option
tofurther
equip
of the
further
60 units
initial
60incontract
units
mid 2005.
in to
midequip
In
2005.
further
In
60 units in
order toorder
keeptoup
keep
withupthewith
increasing
the order
increasing
demand
to keep
demand
for
uptraction
with
for the
traction
power,
increasing
power,
20 new
demand
203800
newClass
for
3800
traction
electric
Classpower,
electric
locomotives
20locomotives
new 3800 Class electri
were ordered
were ordered
in March
in 2006
Marchand
2006
this
were
and
order
ordered
thiswas
order
extended
in was
March
extended
2006
to 45 and
units
to 45
this
inunits
mid
order
2007.
inwas
mid extended
2007.
to 45 units in mid 2007.
This article
This article
explains
explains
the motives,
the motives,
This
mainarticle
requirements
mainexplains
requirements
and
the motives,
performance
and performance
maincriteria
requirements
criteria
for thefor
and
upgrade
the
performance
upgrade
and theand
criteria
the for the upg
purchase
purchase
of new of
locomotives
new locomotives
with purchase
Siemens
with Siemens
AC
of new
traction
AC
locomotives
traction
systems.
systems.
with Siemens AC traction systems.
Focus is
Focus
givenistogiven
the description
to the description
ofFocus
the new
ofis the
given
traction
new
to traction
the
system
description
system
components
components
of the as
new
well
traction
as
aswell
thesystem
features
as the components
features
that enable
thatas
enable
well as the feature
significant
significant
advantages
advantages
and benefits
and significant
benefits
over the
over
conventional
advantages
the conventional
and
units.
benefits
units.over the conventional units.
Overall,Overall,
the performance
the performance
criteriaOverall,
criteria
for thefor
the
new
the
performance
AC
new
traction
AC traction
criteria
systems
systems
forwere
the new
met
wereor
AC
met
exceeded.
traction
or exceeded.
systems
Both, the
Both,
were the
met or exceed
refurbished
refurbished
and theand
newthe
locomotives
new locomotives
refurbished
will not will
only
and
not
provide
the
only
new
provide
major
locomotives
economical
major economical
will not
advantages
onlyadvantages
provide
to the
major
customer,
to the
economical
customer,
but advantages
but
to the
also improve
also improve
reliability,
reliability,
cab ergonomics
cabalso
ergonomics
improve
and facilities
and
reliability,
facilities
for the
cabfor
drivers,
ergonomics
the drivers,
in addition
and
in addition
facilities
to significantly
to
forsignificantly
the drivers,
reducing
reducing
inthe
addition
theto significantly
impact impact
on the environment.
on the environment. impact on the environment.
coal transport
coal transport
necessitated
necessitated
thecoal
purchase,
the
transport
purchase,
in necessitated
in
the
INTRODUCTION
addition,
addition,
of new of
electric
new electric
locomotives.
locomotives.
addition, of new electric locomotives.
The worldwide
The worldwide
coal consumption
coal consumption
isThe
increasing
worldwide
is increasing
and
coal and
consumption is increasing and
Australia’s
Australia’s
coal mining
coal mining
industryindustry
isAustralia’s
running
is running
atcoal
‘fullmining
at ‘full industry is running at ‘full
steam’ steam’
in an attempt
in an attempt
to satisfy
to satisfy
this steam’
demand.
this in
demand.
an
One
attempt
of Onetoofsatisfy this demand. One of
2.
2.NOTATION
NOTATION
2.
NOTATION
the industry’s
the industry’s
challenges
challenges
is to move
isthe
to the
move
industry’s
coalthe
from
coal
challenges
from is to move the coal from
the mines
the to
mines
the ports
to theand
ports
this
and
task
the
thisis
mines
task
fulfilled
is
to fulfilled
the
by ports
byAC:
and this
task is Alternating
fulfilled
by Current
AC:
Alternating
Current
AC:
Alternating Current
coal trains.
coal trains.
Queensland
Queensland
Rail have
coal
Rail traditionally
have
trains. traditionally
Queensland
Rail
have
traditionally
DC: DC:
Direct Current
DC:
Direct Current
Direct Current
provided
provided
these services
these services
to the mines.
to provided
the mines.
In northern
these
In northern
services to the mines. In northern
capacitor
stabilized
DC
DC-Link:
voltage
that that
stabilized DC
DC-Link:
DC capacitor
voltage
Queensland’s
Queensland’s
key coal
keyhaulage
coal haulage
areas
Queensland’s
within
areas the
within
key coal
theDC-Link:
haulage
areascapacitor
within
the stabilized
feeds the
output
inverters
feeds
the
output inverters feeds the output inverters
Bowen Bowen
Basin, Basin,
the two
the electrified
two Bowen
electrified
main
Basin,
lines
main the
lines
two electrified
main
lines
comprising
comprising
the Goonyella
the Goonyella
and Blackwater
and
comprising
Blackwater
systems
the systems
Goonyella
Blackwater
systems
DP andDP
Distributed
Power,Power,
here
DP means
two
here Distributed
means
twoPower, here
Distributed
carry about
carry 90%
aboutof90%
Queensland’s
of Queensland’s
carry
coalabout
from
coal90%
the
fromofthe
Queensland’s
coal
fromat the
locomotives
the at
front
locomotives
in one
the in theat the front an
locomotives
theand
frontone
and
mines mines
to the to
eastern
the eastern
seaports
seaports
and
mines
theand
increased
to the
the increased
eastern seaports and
themiddle
increased
middle
of
the of
train,
bymiddle
radio
the train, contro
the controlled
train, controlled
by ofradio
demand
demand
for coal
for translates
coal translates
directly
demand
directly
into for
higher
into
coalhigher
translates directly
into
higher
frequency
frequency
frequency
required
required
haulagehaulage
capacity
capacity
on these
required
on these
twohaulage
coal
two coal
capacity
these two coal Integrated
EPIC II:on
Electro-Pneumatic
II: Control,
Electro-Pneumatic
Integra
EPIC
II: Electro-PneumaticEPIC
Integrated
Control,
systems.
systems.
systems.
Wabtec’s
brake control
systemsystem
Wabtec’s brake control syst
Wabtec’s
brake control
1.
1.INTRODUCTION
INTRODUCTION 1.
The two
The
most
twoeconomical
most economical
optionsoptions
The
for Queensland
twofor
most
Queensland
economical
for Queensland
FEA:options
Finite
Element
Analysis
FEA:
is a computer
Element Analysis is
Analysis
isFinite
a computer
FEA:
Finite Element
Rail toRail
address
to address
the shortage
the shortage
ofRail
traction
to
of address
traction
power power
the shortage of
traction
powertechnique
simulation
technique
used inused
engineering
simulation
technique used
simulation
in
engineering
were to
were
replace
to replace
a number
a number
or all
were
or
of to
all
thereplace
ofolder
the older
a number or analysis.
all ofanalysis.
the older
analysis.
locomotives
locomotives
with new
with ones
new or
ones
locomotives
to or
significantly
to significantly
with new ones or to significantly
integrated
Sibas:
rail
(=bahn)
Siemens
integrated
r
integrated
rail
(=bahn)
Siemens
upgrade
upgrade
the existing
the existing
fleet. In
fleet.
upgrade
the Infirst
thethe
stage,
firstexisting
stage,Sibas:
fleet. Sibas:
InSiemens
the first
stage,
automation
system,
locomotive
automation
and
system,
loc
system,
locomotive
and
automation
Queensland
Queensland
Rail opted
Railfor
opted
the for
latter,
the
Queensland
but
latter,
since
butRail
that
since
opted
that for the latter, but since that
traction
control control
computer
traction
computer traction control computer
decision
decision
was taken,
was taken,
the ever
therising
ever
decision
demand
risingwas
demand
for
taken,for
the ever rising
demand
for
1
1
1
495
Conference
On Railway
Railway
Engineering
Conference
Conference
On Railway
On
Engineering
Engineering
Conference On Rail
Perth
7-10 September
September
2008
Perth 7-10
Perth
September
7-10
2008
2008
Perth 7-10
Michael
& Mathias Nuendel
<MichaelLatour
Latour>
Siemens
<SiemensAG
AG>
Advantagesand
andBenefits
BenefitsofofModern
ModernAC
ACTraction
TractionTechnology>
Technology
< Advantages
ExampleRefurbishment
Refurbishmentand
andNew
NewLocomotives>
Locomotives
<- -Example
3.
simulated and new electrical components for the
refurbished locomotive investigated.
REQUIREMENTS
In October 1999 the first of 38 new 4000 Class
diesel electric locomotives equipped with Siemens
AC traction systems went into service for
Queensland Rail and demonstrated successfully
that 3 of these units could replace 4 conventional
electric units with DC traction systems. Since then,
owing to rising energy cost, economic efficiency
has shifted towards electric locomotives and the
question then became can that replacement
success be stretched for electrical locomotives and
this became the main requirement for the project.
3.1
The results were encouraging: carbody and bogies
were found to be robust and durable enough for at
least a further 20 years life. Safety enhancements
to comply with the Australian standards as well as
Queensland Rail’s Safety Management Standards
(SMS) for new and rebuild locomotives, especially
crash compliance for the protection of the crews as
well as a possible ballasting of the locomotives
were taken into consideration. The re-use of
existing components such as air compressor, main
circuit breaker (MCB), pantograph, etc. was
considered and deemed possible.
The study revealed that the installation of the
required more powerful new electrical equipment
and a new brake, together with a new generation
of ‘Distributed Power’ (DP) system within the
existing carbody appeared also to be possible.
The Study
Following the success of the diesel electric
locomotives, Queensland Rail asked Siemens to
conduct a feasibility study to investigate the
viability of a major upgrade of their Class
3100/3200 electric locomotive fleet to AC drive
technology. These locomotives were equipped
with DC traction technology from Hitachi and
manufactured by COMENG in the mid to late
1980’s. With aging equipment and arduous service
in heavy haul conditions behind them (well in
excess of 4 million km), reliability was decreasing,
spare parts supply becoming increasingly difficult,
repair of components lengthy leading to
increasingly low availability and all this despite
mounting efforts by the railway to improve the
situation.
3.2
Simulations
Siemens method of designing the new drive
system for the refurbishment started with the
gathering of all the available parameters on
performance and running behaviour of the existing
units. But to make a viable business case, the
redesigned locomotives had to offer considerable
advantages over the older units. To prove this by
analysis, all the influencing parameters had to be
made
available
as
well:
Operationally these were train weights and length,
train frequencies, travel times and train speeds.
Environmentally besides the weather data, all track
parameters such as curvature, gradients,
permitted speeds, location of stations, etc.;
allowable track forces and wayside noise were
required.
Computer simulations with these parameters and
the envisaged new performance data for the train
where then undertaken, together with calculations
of the new drive system. This is an iterative
process and carried out until simulations and
calculations match and the new performance data
can be offered to the customer with high
confidence.
[Figure 1: Coal train, hauled by 3 refurbished
Class 3700’s, here the 2 head units with test
wagon and 12,500t train during trial runs at the
loading station in the mine]
While transit time in coal service is not such an
important factor, special consideration was given
to the critical gradients on the line, which
determined the required starting tractive effort of
the locomotives.
Siemens and its partner for the mechanical work
United Goninan (now United Group Rail, UGR);
intensively studied Queensland Rail's operating
methods. The locomotives were thoroughly
inspected; FEA performed on the critical
mechanical parts (monocoque structure and bogie
frames); running behaviour and performance
Figure 2 shows train speed development of a
moving train, relative gradient and tractive effort
required on the so called ‘ruling grade’, a nominal
1% incline, 5.8 km long section en-route from the
mine to the port. In the ‘worst case’, the
locomotives would have to lift its load from
standstill, should operating conditions cause the
train to stop here.
2
496
Conference On
On Railway
Railway Engineering
Engineering
Conference
Perth
7-10
2008
Perth
07September
- 10 Sept. 2008
Michael
& Mathias Nuendel
<MichaelLatour
Latour>
Siemens
<SiemensAG
AG>
Advantagesand
andBenefits
BenefitsofofModern
ModernAC
ACTraction
TractionTechnology>
Technology
< Advantages
ExampleRefurbishment
Refurbishmentand
andNew
NewLocomotives>
Locomotives
<- -Example
1200,00
4.
1000,00
In May 2002 Queensland Rail released a tender
for the rebuild of 3 COMENG 3100/3200 Class
electric locomotives into 3700 Class prototype
units with an option for further 60 series units. In
March 2003, the initial order was awarded to
Siemens as the main contractor with UGR as the
local manufacturer. After validation of the
performance, the contract was extended in Sept.
2005 to the upgrade of 60 series locomotives for
delivery over the period 2007 to 2011.
80,00
70,00
60,00
800,00
50,00
600,00
40,00
30,00
400,00
20,00
v [km/h]
h_rel [m]
200,00
TE 3locos [kN]
Tractive Effort 3 x Class 3700 [TE in kN]
speed [v in km/h] / relative gradient [h in m]
90,00
10,00
0,00
45,00
46,00
47,00
48,00
49,00
50,00
51,00
52,00
53,00
54,00
55,00
0,00
56,00
Milepost [km]
[Figure 2:
Extract train simulation of a
13,000ton train at the ‘ruling grade’ in the
Goonyella system]
3.3
3100/3200 CLASS UPGRADE
The Main Performance Target
The results of simulations and calculations as well
as the conclusion of the study led to the
determination of the main performance goal for
three rebuild locomotives.
[Figure 4: 3200 Class locomotive before start of
the upgrade]
4.1
[Figure 3:
diagram]
Scope of the Project
The project covered the complete disassembling of
the locomotives, the modification and the repair of
carbody, bogies as well as retained equipment
including the compressor, air conditioning and
brake equipment. New are machine room
arrangement, drivers cab including man-machineinterface, Siemens locomotive and traction control
system as well as Wabtec’s EPIC II brake control
system with compressed air brake, Distributed
Power (DP) and Electronically Controlled
Pneumatic (ECP) Brake systems. The no. 2 end
drivers cab, which is not required in the multiple
unit coal haul operation, was used to make room
for the additional components.
Tractive effort and train resistance
The chart shows the tractive effort over speed
curve of three rebuild units and train resistance
characteristics for three hauling conditions. For the
most arduous service (120 loaded wagons on a
1% grade), the question whether the locomotives
can lift the train on the steepest grade or not can
not be answered by calculation. But based on
Queensland Rail’s operating experience, the
chance that a train would ever have to stop at the
ruling grade was very low and a moving train will
master the grade using its momentum without
problems. Based on Siemens experience with high
adhesion applications a good chance existed that
the vast majority of the trains could start and make
it over the hill at an acceptable train speed. Thus
with good confidence, the main performance
target, “3 for 5 replacement” was regarded as
verified by analysis.
The design is a co-operation between Siemens
Germany for the overall systems integration,
electrical and control system, UGR for the
mechanical parts and Wabtec for brake, DP- and
ECP-system.
Manufacturing takes place in various places:
Strip down of the units and mechanical repair is
performed in UGR’s Townsville Qld. (carbody) and
Taree NSW (bogies) plants, final assembly and
test is performed at Broadmeadow in Newcastle,
NSW. Since the locomotives are narrow gauge
(1067mm), they are transported by road to
3
497
Conference On
On Railway
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Conference
Perth
7-10
2008
Perth
07September
- 10 Sept. 2008
Michael
& Mathias Nuendel
<MichaelLatour
Latour>
Siemens
<SiemensAG
AG>
Advantagesand
andBenefits
BenefitsofofModern
ModernAC
ACTraction
TractionTechnology>
Technology
< Advantages
ExampleRefurbishment
Refurbishmentand
andNew
NewLocomotives>
Locomotives
<- -Example
Brisbane to be placed on narrow gauge bogies
and then hauled to Queensland Rail’s Jilalan
depot, where they are commissioned and put into
revenue service. Siemens’ control system
components are delivered from Germany;
Wabtec’s systems are manufactured in the United
States.
4.3.1
In most applications, Siemens railway traction
transformers are installed underslung outside in
the centre of the locomotive. The transformer for
the 3700 Class was designed as a single-phase
oil-immersed transformer for an operating voltage
of 25 kV, 50 Hz and is installed on the machine
room floor. As shown in Figure 7, the transformer
is cooled via the combined cooling tower unit. This
arrangement is mounted on top of the transformer
and both, transformer and inverter cubicle use
different circuits on the same cooling unit. This has
the advantage that less auxiliary power is required,
which increases the efficiency of the locomotive.
The main technical data of original and upgraded
locomotives are:
Locomotive
3100/3200 Class
Arrangement
6 axle, Bo’Bo’Bo’
3700 Class
6 axle, Bo’Bo’Bo’
Voltage system
25kV 50Hz.
25kV 50Hz.
Weight [t]
110
126
Starting
tractive
effort [kN]
375
500
Continuous
tractive effort [kN]
260
430
Wheel diam. [mm]
1067/987
1067/987
Braking effort [kN]
- dyn. brake
- regen. Brake
260
- n/a -
430
430
Rated power [kW]:
- dyn. brake
- regen. Brake
2,970
2,250
- n/a -
4,000
4,000
4,000
Max. speed [kph]
80
80
0.29
0.4
Design speed [kph]
Adhesion
Main transformer
Cooling unit
Expansion
Vessel
Main Converter
Buchholz
Relais
Inverter
Modules
Pump
100
[Figure 5: Technical main data of original and
upgraded locomotives]
4.3
Expansion
Vessel
Pump
Transformer
Electrical Upgrade Components
[Figure 7:
The following chapter gives a closer look into the
AC drive and control system components of the
locomotive. The main circuit diagram of the
locomotive is shown in Figure 6 below. The AC
traction system primarily consists of the
components main transformer, traction- and
auxiliary converter, traction motor, brake chopper
(included in the traction inverters) and brake
resistor, all of this controlled by Sibas 32 traction
control computers.
4.3.2
Combined cooling unit]
Traction Inverter Cubicle
The traction control system consists of a compact
inverter cubicle that contains all the components
encircled red in the main circuit diagram. In detail
these are six four-quadrant-choppers and three
water cooled Insulated Gate Bipolar Transistor
(IGBT) traction inverters, with two parallel fourquadrant-choppers feeding one DC-Link. Each of
the three traction inverters is connected to the two
AC traction motors of one bogie. Additionally, each
DC-Link supplies one auxiliary inverter, where two
out of three are required to ensure normal
operation. To enable rheostatic braking, three
brake choppers are installed to absorb the train
kinetic energy in the three brake resistors of the
locomotive.
The Sibas 32 locomotive and traction control
computers are installed in the inverter cubicle as
well.
[Figure 6:
Figure 8 shows the ‘densely populated’ inverter
cubicle. Due to volume constraints in the
Main circuit diagram]
4
498
Conference On
On Railway
Railway Engineering
Engineering
Conference
Perth
7-10
2008
Perth
07September
- 10 Sept. 2008
Michael
& Mathias Nuendel
<MichaelLatour
Latour>
Siemens
<SiemensAG
AG>
Advantagesand
andBenefits
BenefitsofofModern
ModernAC
ACTraction
TractionTechnology>
Technology
< Advantages
ExampleRefurbishment
Refurbishmentand
andNew
NewLocomotives>
Locomotives
<- -Example
locomotive, it was necessary to develop an
extremely compact design.
This means its maintenance is reduced to cleaning
and bearing exchange well beyond 1 Mio. km
(depending on load and environment) and the
machines are not susceptible to moisture and dust
causing flashovers. The voltage to frequency
characteristic results in the AC motor speed
following the reference frequency and unlike a DC
machine, it does not spin when unloaded.
Together with its inherent overload capability,
these features make the asynchronous machine
ideal for heavy haul applications in a heavily
polluted environment.
[Figure 8:
Inverter cubicle]
The four-quadrant choppers of the input inverters
are not only capable of producing a load
independent DC-Link voltage for the output
inverters; they allow the control of the power factor
as well. The locomotives can act as
‘compensators’ on the network: During electrical
braking, they can provide capacitive, inductive or
pure resistive load by varying the power factor
around 1, they can stabilize the line voltage and
can minimize interferences by suppressing
undesired frequencies/harmonics of the line
current. Some railway specifications contain very
stringent limits for psophometric interference
current feedback into the catenary line. The
electronic inverter control helps to reduce
significantly these interference currents of the
locomotive to an absolute minimum; in fact, single
harmonics can be suppressed individually to keep
critical frequency ranges cleaner than others to
avoid interference with train radio, automatic train
control or other devices.
4.3.3
[Figure 9: Mounted drive combo with traction
motor, gear, cannon box and axle]
4.3.4
Electrical brake
The 3100/3200 Class locomotives were not able to
regenerate their brake energy but were equipped
with a dynamic brake system that allowed the
dissipation of electrical energy during train braking
via three brake resistor stacks. The redesigned AC
units feature not only higher powered dynamic
brake resistors, but have the additional capability
to feed energy back into the catenary line.
With the AC locomotives able to feed energy back
to the power supply during electrical braking, a
considerable reduction of net power consumption
for the trains operation is possible and thus
significantly reduced CO2 emissions.
Drive system
The most critical constraint for design and fit of a
new drive system into an existing bogie is the
available volume as well as the adaptation of
traction motor and gear to the axle.
A major improvement over the old locomotives is
the upgraded and new unit’s capability to brake
electrically with maximum braking effort almost
down to standstill.
The 3700 Class drive unit consists of an axle
hung, frameless AC asynchronous traction motor
and gear unit. Based on the successful and proven
design of this motor in other applications including
the 4000 Class locomotive, this machine provides
high torque and power within the restricted space
of a narrow gauge bogie. Contrary to locomotives
with DC traction systems featuring traction motors
with brushes and commutators, the AC squirrel
cage motors do not have any uninsulated life or
friction parts (except the bearings).
4.3.5
Control system
Traction and locomotive control is performed by
the proven Sibas 32 control system.
The central means of communication for the
locomotive control system is the MultifunctionalVehicle-Bus (MVB), interfacing with the subsystem
control computers, all the input/output stations as
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well as the Man-Machine-Interfaces such as
driver’s desk controls and displays. Close coupled
units are connected via Wired Train Bus (WTB),
remote units in the train consist are connected by
Wabtec’s Radio Frequency controlled Distributed
Power (DP) System.
Systems integration and type testing of the
locomotive was performed near and at
Queensland Rail's depot in Jilalan.
In addition to this, an Electronically Controlled
Pneumatic Brake system (ECP) is installed, which
allows the simultaneous application of the
pneumatic brake on all the wagons, holding the
long trains stretched during brake applications and
minimizing brake wear and accident hazards.
The crucial question now was, can the three units
lift the loaded 120 wagon, 13,000 ton coal train on
the 1% ruling grade?
After conclusion of these tests on the three
prototype locomotives, performance tests were
conducted at the depot and on-track.
First attempts failed, because the traction system
caused the bogies to vibrate and the utilization of
the high tractive effort was not effective. Analysis
identified the interaction of primary and secondary
springs, together with the drive system causing
excitations, as reasons for the vibrations and
suggested two possible ways to suppress these:
either by testing new combinations of springs and
absorbers or dampening by means of traction
control system software. Thanks to the extensive
modelling during design followed by the thorough
testing described above, the second way proved to
be fast and sufficient: after adaptation of the
software the crucial performance test described
above was successfully performed on a 12,500t
train and the main requirement “3 for 5
replacement” was regarded as validated by
testing.
[Figure 10: Schematic control system]
An especially valuable feature of the control
system is the slow speed control. During loading
and unloading, when the control system is required
to hold the train speed steady at 0.5 km/h or
slower while the train mass increases as more
wagons are loaded or decreases as wagons are
unloaded, speed variation here can result in
suboptimum coal loading at the loader or
undesirable coal spillage at the unloader.
4.4
Performance Testing
Type testing of all the electrical traction system
components took place at the factories of origin in
Germany.
[Figure 11: Unit 3702 during commissioning]
Since the locomotives would have to be tested on
customer track with limited access and under time
constraints, a complete system test for the traction
system was carried out at the inverter plant in
Nuremburg, Germany. The purpose was not only
to verify power and torque values, but also to
preset and optimise the traction control SW and its
parameters.
Further load testing of the units will show that even
heavier trains can be lifted on the critical gradients.
But whether adhesion trip reliability will be
sufficient to dispatch trains on a continuous basis
is yet to be explored. The other performance
requirements of the specification were also
confirmed, some of which are further described
under topic 6. below.
Wired Train Bus, Multifunctional Vehicle Bus
together with its control units Sibas 32 locomotive
control, Wabtec’s EPIC II Brake and Distributed
Power systems were tested in Wabtec Australia’s
laboratory in Sydney.
These combined tests enabled the locomotive-,
brake- and traction control SW to be pre-optimized
and reduced the required test time on track
considerably.
5.
NEW 3800 CLASS LOCOMOTIVES
5.1
The Project
By mid 2005, QR’s forward planning recognised
rising coal demand abroad would require more
6
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andNew
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<- -Example
trains and hauling power in Goonyella and
Blackwater than would be achieved by the rebuild
program. The previous 63 DC locomotives had
originally provided tractive power for 11 trains.
With the “3 for 5” rebuilt, the number of trains
pulled by 3700 Class’ will increase up to 19 trains
when the rebuild program is finished by 2010, but
this is still insufficient to meet increasing demand.
In Dec. 2005 Queensland Rail issued a tender for
new six axle electric locomotives and in March
2006 Siemens was awarded a contract for the
design and supply of 20 locomotives plus options,
which was extended in mid 2007 to 45 units, with
delivery beginning in 2008. Due to capacity
shortages at the local manufacturers in Australia,
these units will be built at Siemens locomotive
plant in Munich, Germany.
[Figure 13: Locomotive 3804 during loading in
Wilhelmshaven, bound for Brisbane]
The technical main data of the new 3800 Class
locomotives can be found in Figure 12 and it can
easily be noticed that these do not differ much
from the 3700 Class: Axle arrangement, wheel
diameter, power rating and speed are the same,
outer dimensions are almost identical, only starting
tractive effort and weight are higher to enable
higher train loads.
Wheel arrangement
Bo’Bo’Bo’
Track gauge [mm]
1067
Weight [tons]
132
Length over couplers [mm]
20,400
Width (incl. handrails) [mm]
2894
Height (w/o pantograph) [mm]
3890
Dist. betw. bogie centers [mm]
6600 mm
Wheel diam. (new/worn) [mm]
1092/1012
Maximum speed [km/h]
80
Design speed [km/h]
100
Catenary voltage & frequency
25kV / 50 Hz
Rated power [kW]
4000
Starting tractive effort [kN]
525 (µ = 0,4)
Continuous tractive effort [kN]
450
Electrical braking effort [kN]
450
Minimum curve radius [m]
80
5.2
Synergies 3700 and 3800 Class
The most important factor for this project is that the
3800 Class design is based on the proven
components of the 3700 Class: All the electrical
systems described in the previous chapter,
including the major items complete traction
system, Sibas 32 control system hardware and
software, Wabtec’s brake and Distributed Power
as well as the machine room components, drivers
cab arrangement, air compressor, air conditioning
unit are identical on both locomotives and of
course, emphasis was given to the use of the
same smaller components to the greatest extent
possible.
These levels of commonality over a fleet of 63
rebuild and 45 new locomotives have considerable
advantages for the customer. Spare parts handling
for a larger fleet is easier as fewer different parts
have to be managed by logistics staff and
database systems. Additionally, with more identical
parts in the fleet, unit availability will be less
susceptible to repair turnaround times as on a
smaller size fleet and the customers benefit from
reduced pricing for higher volumes.
Staff training for locomotive drivers and operators
is easier with a large number of identical driver’s
cabs featuring the same Man-Machine-Interfaces.
Training for maintenance and repair as well as
maintainability is more efficient with fewer different
systems and fewer failure possibilities to consider.
[Figure 12: Technical main data 3800 Class]
5.3
At the present (July 2008), the first units have
been type tested and commissioned in Munich and
are en-route to Australia, where the locomotives
will be tested and put into revenue service in
Queensland Rail’s Jilalan depot.
New Components
The following chapter briefly
novelties of the 3800 Class.
5.3.1
describes
the
Carbody
To comply with the standards for new locomotives,
the carbody is a completely new design to allow
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tensile and compression forces up to 4.5 MN. It is
equipped with a modified AAR F - type coupler,
anti climber and provides enhanced cab safety and
protection equipment including collision posts for
the safety of the crews in accordance with the
American Crash Worthiness standard AAR S 580.
The machine room layout is similar to the 3700
Class locomotive and most of the electrical
components are identical.
With the design of wiring and piping of the new
locomotive, Siemens has used modern European
design methods rather than utilise the way the
original locomotive had been build: The entire
piping assembly comprises bolted stainless steel
pipes as a completed arrangement, assembled
outside the locomotive, pre-tested, then bolted
together with the likewise outside produced and
pre-tested control wire harness arrangement. The
complete assembly is then lowered into the
locomotive floor, where it is protected from
environmental influence and mechanical damage.
Air conditioning unit
Main transformer
Brake rack
Battery box
Traction motor blower
Auxiliary switchgear compartment
Brake resistor
Air compressor
Main converter
Inertial air filter boxes
Cooling tower
[Figure 15: Bogie 3800 Class]
6.
OPERATIONAL BENEFITS OF
NEW AC TRACTION SYSTEM
THE
6.1
Reliability, Redundancy and Availability
Most critical for railway operations over long and
remote distances is the reliability of the traction
system.
One of the major advantages of the new AC
traction system installed on both the 3700 and the
new 3800 Class locomotives is the redundancy
concept of its vital components. Railway analysis
of train mission failures that required maintenance
technicians to rescue the train causing delays and
cost as well as Siemens own RESTA fault tracking
and evaluation process during warranty periods of
each project lead to the most efficient design of the
redundant traction system.
[Figure 14:Machine Room Arrangement 3700 and
3800Class]
Subsystems with many components and inherently
higher FIT rates such as inverters, battery charger,
control computers etc. are usually the cause of low
reliability and insufficient availability.
5.3.2
One way of enhancing reliability is to design that
the load to critical components is limited to a
reasonable level. Another can be derived from the
main circuit diagram: the traction inverter system is
divided into three independent drive chains, one
for each bogie. In case of a failure in one of the
chains from transformer winding to traction motor,
the faulty branch can be cut out and the
locomotive can still provide 66% of tractive effort
and power with the two remaining bogies.
Similarly, the three auxiliary inverters are designed
so that two out of three can still supply the energy
required to maintain 100% traction power of the
locomotive and the battery voltage, which is vital
for the function of the control system, can still be
held at 110Vdc by the battery charger.
Bogies
The bogie is a completely new development. The
frame is a welded structure which integrates all
connecting points for traction arrangement, drive
units and bogie brake equipment. Bogie frames of
centre and end bogies are interchangeable.
Bogie brake equipment comprises one tread brake
unit per wheel and for the park brake, four spring
applied tread brakes are installed on the centre
bogie.
In summary, depending on where on the line such
a cut out happens this design will enable a loaded
train to complete its mission with up to four out of
18 traction motors on 2 out of 9 bogies cut out.
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Although this has the potential for a train delay, the
redundant design is making costly mission rescue
actions highly unlikely.
coal 26%, Nat. gas and Hydro. 7% each), the
above values of energy saved translate directly
into annual CO2 savings of up to 255,880 kg per
train and year.
Crucial for high availability for the fleet is, in
addition to the availability of sufficient spare parts,
highly skilled maintenance personnel, an effective
fault analysis as well as a comprehensive fault
tracking process. During the warranty period of a
project and beyond, to the greatest extent
possible, Siemens collects all fault data within the
proven RESTA system: All faults and incidents
reported to Siemens warranty personnel on site
are entered into the data base system and
investigated together with the customer on-site
and if required, supported by the responsible
design engineering departments. Wherever
possible, the findings of such investigations lead to
enhancements in design and production, which
help further to improve reliability and availability of
the overall system.
6.2
The authors are convinced that the exemplary
benefits stated above such as gains in productivity
and potential energy savings alone will lead to
enormous cost savings for the operator.
CONCLUSION
Summarizing, it can be said that the project
performance targets were met and the
specification was fulfilled. The advantages of the
AC traction systems with regards to train
performance, reliability and availability as well as
the benefits of significant efficiency and
economical improvements make both projects a
viable investment for the customer.
ACKNOWLEDGEMENT
Efficiency, Economics
The most important benefits of the new AC traction
system come from the improvement in efficiency
and the fact that 3 locomotives now pull a fully
loaded coal train previously hauled by 5 units or, in
more economical terms:
The author would like to acknowledge QR’s world
leading engineering in narrow gauge heavy haul
rail transportation and express thanks to QR for
enabling Siemens to participate with the provision
of world class locomotive technology.
As mentioned before prior to the rebuild, 63 Class
3100/3200’s hauled 11 trains whereas after the
program is finished, the 63 now Class 3700’s will
power 19 trains. This constitutes a considerable
increase in payload with the same number of units.
Focus is now given to the economics of the unit
reduction as this displays by far the greatest
improvement:
The three AC locomotives have 19% less power
and 30% less starting tractive effort than the
equivalent five DC locomotives; however the
continuous tractive effort is the same, thus
enabling the three locomotives to perform an
equivalent task.
Due to the lower rated power, a train pulled by
three units needs about ~7min. more for the
376km round trip from the mine to the port and
back, but with two units spared, the 3 AC
locomotives save about 2100kWh of energy on the
same trip.
Once the locomotives can make full use of their
regeneration capability to feed energy back during
electrical braking; up to another 4500kWh can be
recovered on a single roundtrip.
With 10 roundtrips per train per week or 500 per
year, this sums up to 3,300,000 kWh, a very
considerable amount of energy saved.
This calculation applies in the same way for the
CO2 balance: Given Australia’s present energy mix
of power produced (from black coal 60%, brown
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