Modernization M62

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Procedia Engineering 187 (2017) 272 – 280
10th International Scientific Conference Transbaltica 2017:
Transportation Science and Technology
Modernization of Diesel-electric Locomotive 2M62 and TEP-70
Locomotives with Respect to Electrical Subsystem
Lionginas Liudvinavičiusa,*, Virgilijus Jastremskasb
a
Department of Railway Transport, Vilnius Gediminas Technical University, Lithuania
b
JSC “Lithuanian Railways”, Vilnius, Lithuania
Abstract
In article analysing typical electrical locomotives were manufactured with analogous control systems (2M62, TEP-70) of the
entire power train and electric drive, which have a lot of deficiencies. The major deficiency was high fuel consumption. The
locomotive traction force Fk = f(v) for the theoretical traction requirements must be inversely proportional to the movement speed
v. This characteristics is called hyperbole, it allows optimum control of the locomotive in the entire speed range, i.e. to use the
diesel engine power to its full extent. Once such locomotive traction characteristics are created, the diesel engine capacity in the
hyperbole characteristics is constant. To solve this task the traction characteristics Fk = f(v) and traction generator load
characteristics Ug = f(Ig) must be hyperbolic shape. In order to improve energy characteristics of diesel-electric locomotives
2M62, TEP-70, analysis of their automatic control systems was performed. Based on this, the systems which were proposed by
the authors and implemented, have enabled significant reduction of fuel consumption, improved driver’s working conditions,
traffic safety, etc. Especially important technical tasks to be solved were to improve general reliability of locomotives, and to
reduce operation costs. The authors have proposed not to use special electric machines for excitation of traction generators, but to
replace them with contactless semiconductor static converters and to use microprocessor based locomotive parameters control
systems.
© 2017
2017The
TheAuthors.
Authors.
Published
by Elsevier
Ltd.is an open access article under the CC BY-NC-ND license
©
Published
by Elsevier
Ltd. This
Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017:
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Transportation
and Technology.
Peer-review
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of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
Keywords: diesel-electric locomotive, traction generator, static converter, traction generator’s load characteristic, microprocessor (computer) control
* Corresponding author.
E-mail address: [email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
doi:10.1016/j.proeng.2017.04.375
Lionginas Liudvinavičius and Virgilijus Jastremskas / Procedia Engineering 187 (2017) 272 – 280
1. Introduction
Electrical locomotives made in Russia, Czechoslovakia, Ukraine have been mostly used in the railways of the
Former Soviet Union. Russian companies have manufactured diesel-electric passenger locomotives –TEP-60, TEP70, freight locomotives 2M62 were manufactured in Ukraine.
“Lietuvos geležinkeliai AB”, owning fleet of typical freight locomotives 2M62, and passenger locomotives TEP70, has decided to upgrade them. To this end, “Lietuvos geležinkeliai AB” has established subsidiary company
Vilniaus lokomotyvų remonto depas UAB, where locomotives were upgraded and the new locomotives were
manufactured for LG and abroad railways within the period of 2005–2015. Upgrade of locomotives in Vilniaus
lokomotyvų remonto depas UAB was performed together with scientists of Vilnius Gediminas Technical University
and “Lietuvos geležinkeliai AB”. The locomotives were upgraded with participation of “Lietuvos geležinkeliai AB”
subsidiary Vilniaus lokomotyvų remonto depas UAB, CJSC TMHB Transmashholding, Caterpillar, MTU,
Hungarian company “Woodward-Mega Kft” and others.
In Poland freight locomotives 2M62 was named as ST44. Freight locomotives ST44 in Poland were modernized
and equipped with modern sets and devices. ST44 locomotives were completely rebuilt by Bumar-Fablok S. A. and
delivered to the line. Changes made included new Caterpillar 3516B HD diesel engines and primary alternators.
2. Modernization aspects of diesel-electric locomotive series 2M62 (ST 44)
2.1. DC/DC diesel-electric locomotive 2M62 automatic control system ACS
Analog ACS with magnetic amplifier applied in control systems of diesel-electric locomotives TE10, 3TE10M,
TE10M, 2TE10B, 2TE10L, TEP-60, M62, 2M62 [4−8].
Fig. 1. ACS of DC/DC typical diesel-electric locomotive 2M62 traction generator, when low power single-phase AC generator E is used and
magnetic amplifier MA is used for processing of control signals: LD – locomotive drive controller; nD – diesel engine crankshaft speed;
TG – DC traction generator; EG – exciter; M1-M6 – direct current traction motors; 1-6 – direct current traction motors excitation winding;
BV – DC traction generator voltage sensor; SB – selective block; TB – tacho block; NG – DC traction generator separately excitation winding;
PS – diesel engine power sensor; CS – current sensors; ΔnD ‒ diesel engine crankshaft speed deviation signal; ΔUg ‒ DC traction generator
voltage Ug deviation signals; ΔIg ‒ DC traction generator current Ig deviations signal; MA – magnetic amplifier; EG1 – exciter EG excitation
windings; ΔND – diesel engine power deviations signal; Y – control signal.
Typical DC/DC diesel-electric locomotive 2M62 traction generator, when low power single-phase AC generator
E is used and magnetic amplifier MA is used for control signal processing is shown in Fig. 1. Two low power
electric power machines AC auxiliary generator E and exciter EG operating in generator mode are used to control
traction generator TG.
2.2. Automatic control and diagnostic system of diesel-electric locomotive series 2M62
Block diagram of computer control [1–3, 9] and diagnostics of power assembly of AC/DC modernized dieselelectric locomotive 2M62 are provided in Fig. 2.
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Fig. 2. Block diagram of computer control and diagnostics of power assembly of AC/DC modernized diesel-electric locomotive 2M62:
A – AC traction generator; UR1-UR6 – traction rectifiers; M1-M6 – direct current traction motors; BV1-BV6 –rectified voltage sensors;
CS1-CS6 – current sensors; BR– crankshaft speed sensor; ΔUd ‒ rectified voltage Ud deviation signals; Ud – rectified voltage.
A/D – analog-digital converter; D/A – digital-analog converter; ΔId ‒ rectified current Id deviations signal;
ΔIE ‒ AC traction generator excitation current IE deviations signal; IB – indicating block; R1, R2 – resistors.
Diesel-electric locomotive series 2M62 for heavy cargo trans. Available for 1435/1520 mm gauge with maximum
speed up to 100 km/h. Year of beginning of modernization 2005. Delivered number: 58 units. Delivery countries
Lithuania, Latvia. The main technical characteristics of diesel-electric locomotive 2M62 before and after
modernization are provided in Table 1.
Table 1. The main technical characteristics of diesel-electric locomotive 2M62 before and after modernization and photo of modernized dieselelectric locomotive 2M62.
Title
2M62 before
modernization
2M62 after
modernization
Wheel-sets arrangement
Co’-Co’
Co’-Co’
Rated power, kW
1472
1700
Wheel gauge, mm
1435/1520
1435/1520
Maximal speed, km/h
100
100
Weights, tons
116.5 (±3%)
120 (±3%)
Load on axle, tons
19.3 (±3%)
20 (±3%)
Minimum curve radius, m
80
80
Diesel engine type
Kolomna 14D40
CAT3512
Traction alternator
GP312
DSG 86 M14/AVK SEG
Power transmission
DC/DC
AC/DC
Auxiliary transmission
Hydrostatic
Hydrostatic
Traction effort of coupling, kN
314
379.5
Control circuit voltage, V
75
24
Traction generator excitation
automatic control
Using specific
electric machines
Using only
static converter
Modernized diesel-electric locomotive 2M62 is a 120 t weight locomotive with six drive axis with the main axis
formula Co’-Co’, axial load of rails – 20 t. Locomotive is equipped with “Caterpillar“ diesel engines 1700 kW (CAT
Lionginas Liudvinavičius and Virgilijus Jastremskas / Procedia Engineering 187 (2017) 272 – 280
275
3512). These diesel-electric locomotives 2M62M are equipped with typical bogies with six traction motors of DC
serial excitation, type ED 118AU1. The main power source in diesel-electric locomotive 2M62M is a power train,
which includes diesel engine-generator DSG 86 M1-4/AVK SEG. Diesel engines CAT 3512 and AC traction
generators DSG 86 M1-4/AVK SEG are rigidly connected by elastic coupling. Drivers cabin is provided for
locomotive control. Microprocessor system controls start-up of diesel engine, prevents power increase up to critical
values, limits it in case of overloading. All diesel engine parameters are controlled, diesel engine is stopped in case
of overloading up to critical values. Assemblies of diesel electric locomotive 2M62 are arranged so that axial rail
loads would not differ more than 3%.
Further are installed: cooling unit of internal combustion engine, compressor and its cooler for auxiliary
equipment, cabinet of electric equipment, cooling fan of first bogie traction motors, coolant reservoir, internal
combustion engine. Diesel engine installed in the common frame of diesel electric locomotive 2M62 is rigidly
connected to AC traction generator and exciter G2 [10]. At the back side, high voltage chamber is installed with
power circuit electrical devices: start-up circuit contactors, traction motor reversing equipment. Driver’s cabin is
provided for locomotive control.
3. Modernization aspects of diesel-electric locomotive series TEP-70
Modernization of AC/DC diesel-electric locomotive TEP-70 used for traction of passenger cars was completed in
2015, in “VLRD UAB“, subsidiary of “Lietuvos geležinkeliai AB“ with participation of TMHB and Hungarian
company “Woodward-Mega Kft“. During design phase of modernization, authors have assessed how locomotive
dynamic properties are influenced by axial load variation of drive wheelsets.
The authors analyzed the typical AC/DC power system locomotive TEP-70 traction generator automatic control
system ACS. Typical diesel electric generators and have established that a load characteristic of traction generators
is not of hyperbolic shape. Due to this, significant part of transformed diesel engine power is lost. Better results can
be obtained by using microprocessor (computer) control systems for traction generator ACS [1–3].
3.1. Typical AC/DC diesel-electric locomotive TEP-70 automatic control system ACS
Analogue automatic control system ACS system of AC traction generator is used in typical diesel-electric
locomotives TEP-70 produced in Russia. Shaped (artificial) traction generator load characteristics Ug = (f)Ig, using
the controlled rectifier – approached to the hyperbole shape (see Fig. 3).
Fig. 3. ACS diagram of AC/DC diesel-electric locomotive TEP-70 traction generator, when controlled rectifier CR is used: DM – diesel engine;
TG – AC traction generator; NG– AC traction generator separately excitation windings; UR – uncontrolled traction rectifier; E – low-power
single-phase generator; CR – controlled rectifier; M1-M6 – direct current traction motors; 1-6 – direct current traction motors M1-M6 excitation
windings; LD – locomotive drive controller; SB – selective block; BV – rectified voltage sensor; CS – current sensors; ΔUd ‒ rectified voltage
Ud deviation signals; ΔIg ‒ DC traction generator current Ig deviations signal; E–low-power single-phase generator excitation windings;
Udα – thyristors rectified voltage; A – low-power single-phase generator part; B – traction generator TG part.
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ACS diagram of AC/DC diesel-electric locomotive TEP-70 traction generator, when static converter (controlled
rectifier CR) (a) is used and time diagrams is provided in Fig. 4. Controlled rectifier CR is used for traction
generator excitation current control (see Fig. 4a).
a)
b)
Fig. 4. ACS diagram of AC/DC diesel-electric locomotive TEP-70 traction generator, when static converter (controlled rectifier CR) (a) is used,
and time diagrams (b): G – synchronous traction generator; E – low-power single-phase generator; IE – traction generator excitation current;
CR – controlled rectifier; D1, D2 – diodes, S1, S2– thyristors; Udα – thyristors rectified voltage; ic – thyristors control signal; T – pulse period;
it – IGBT transistors current.
Fig. 4 b and (1)–(3) formulas shows traction generator excitation current control time process. Only one low power
electric machine is used to control traction generator TG – single-phase AC generator. Load characteristics of traction
generator Ug = (f)Ig is shaped by changing thyristor control angle α in rectifier CR. By changing the thyristoric control
angle α the thyristors may be opened by corresponding time moments and the total duration may be changed, during
which the thyristor releases the current, and in this way a smooth regulation of the average rectified voltage value. By
increasing the opening angle α of the thyristor, the thyristor is opened later and later, therefore, the average rectified
voltage Uavrg will be smaller. By increasing the control angle α of the thyristors, the curves of the rectified voltage are
reduced and the abscissa load is restricted as well as the average rectified voltage Uavrg. The greatest value of the
rectified average voltage Uavrg. are reached when α = 0, and equals zero, when α = 180°.
With active load, the value of the rectified voltage is calculated as follows [11]:
U dα =
1α
2 2
1 + cosα
U2
,
2U 2sinω tdω t =
∫
π0
π
2
(1)
here: U2 is the effective value of the source voltage. The effective value of the load current is calculated as follows:
I dα = I da
π−α
,
π
(2)
here: Ida is the effective value of the load current, where α = 0. The average current value of the thyristors S1, S2
and diodes D1, D2 is calculated as follows:
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IT =
π−α
I da .
2π
(3)
ACS diagram of typical AC/DC diesel-electric locomotive TEP-70 traction generator, when controlled rectifier
CR is used is provided in Fig. 5.
Shaped (artificial) traction generator load characteristics Ug = (f)Ig, using the controlled rectifier – approached to
the hyperbole shape (see Fig. 5).
Fig. 5. ACS diagram of AC/DC diesel-electric locomotive TEP-70 traction generator, when controlled rectifier CR is used: TG – AC traction
generator; UR – traction rectifier; E – low-power single-phase generator; CR – controlled rectifier; M1-M6 – direct current traction motors;
BV –rectified voltage sensor; CS – current sensors; ΔUd ‒ rectified voltage Ud deviation signals; ΔIg ‒ DC traction generator current Ig deviations
signal; E – low-power single-phase generator excitation windings; Udα – thyristors rectified voltage. A – low-power single-phase generator part;
B – traction generator TG part.
3.2. Automatic control and diagnostic system of upgraded diesel - electric locomotive TEP-70
The main purpose of the upgraded diesel-electric locomotive TEP-70 series with electric drive is traction of
passenger cars. Maximum speed of the upgraded diesel-electric locomotive TEP-70 is 160 km/h. Driver cabins are
installed in the back part of the locomotive. The upgraded diesel-electric locomotive TEP-70 is equipped with
computer (microprocessor) control system for automated control of the diesel engine generator and power assembly.
The upgraded diesel-electric locomotive TEP-70 is of weight 126 t and has six driving axles, with axis formula –
C0’-C0’. The locomotive is equipped with the “MTU” 20 cylinder 4000 AG capacity diesel engine. Typical dieselelectric locomotive bogies of Russian production are used, in which six DC serial excitation traction motors ED
121AU1 of 324 kW capacity are installed. The main power source in the diesel-electric locomotive TEP-70 is the
power assembly consisting of diesel engine and two AC generators: traction and auxiliary. Diesel engines and AC
generators are rigidly connected with elastic coupling. By authors developed and implemented the block diagram of
computer control and diagnostics of the upgraded diesel-electric locomotive TEP-70M is provided in Fig. 6.
Important part of the diesel engine generator also is the auxiliary AC generator of 700 kVA capacity intended for
the locomotive’s board three-phase network 3 × 400 V, 50 Hz, as well as, for heating of passenger cars. AC traction
generator of 2900 kVA capacity is the power source supplying the electrical traction system. Static convertersregulators [12, 13] are used for excitation of generators. Irrespectively of the main locomotive computer control
system, diesel engine parameters are monitored and controlled by the autonomous electronic control system
designed by company “MTU”. Authors have analyzed ACS of traction generators of typical diesel-electric
locomotives 2M62, TEP-70 and proposed to use semiconductor static converters for excitation of traction generators
[13–15] in the upgraded LG diesel-electric locomotives.
To ensure optimal use of diesel engine capacity in the entire speed range, traction generator load characteristics
Ug = (f)Ig shape must be the same as that of traction characteristics F = (f)v [16, 17]. Typical AC/DC diesel-electric
locomotive TEP-70 traction generator load characteristics before modernization (a) [18] and traction generator load
characteristics of the upgraded diesel-electric locomotive TEP-70M (b) are provided in Fig. 7.
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Fig. 6. The block diagram of computer control and diagnostics of the upgraded diesel-electric locomotive TEP-70M.
a)
b)
Fig. 7. Typical AC/DC diesel-electric locomotive TEP-70 traction generator load characteristics before modernization (a) and traction generator
load characteristics of the upgraded diesel-electric locomotive TEP-70M (b).
Load characteristics of traction generator ideally should be of hyperbole shape. Characteristics obtained using
synchronous traction generator excitation method proposed by the authors are provided in Fig. 7b.
3.3. Main and control equipment of modernized locomotive TEP-70
The main technical data of the upgraded diesel-electric locomotive TEP-70M 0249 is provided in Table 2.
After analysis of influence on locomotive dynamics, assemblies of the upgraded diesel-electric locomotive TEP70 are arranged so that axial rail loads would not deviate more than 3%. The diesel engine installed in the center of
the common frame of the diesel-electric locomotive TEP-70 is rigidly connected to AC traction, auxiliary equipment
supply and passenger car heating generators. Generators for traction, auxiliary equipment supply and passenger car
heating and their exciters are installed in a single electric machine. Driver’s cabin is provided for locomotive
control. Layout of the main equipment of the upgraded diesel-electric locomotive TEP-70 is shown in Fig. 8.
Lionginas Liudvinavičius and Virgilijus Jastremskas / Procedia Engineering 187 (2017) 272 – 280
Table 2. The main technical data of diesel-electric locomotive TEP-70M 0249 before and after modernization.
Title
TEP-70 before modernization
TEP-70 after modernization
Maximal speed, km/h
160
160
Wheel gauge, mm
1520
1520
Weights, tons
135 t (±3%)
133 t (±3%)
Load on axle, tons
21 t
22.2 t (±3%)
Wheel-sets arrangement
C’0-C’0
C’0-C’0
Diesel engine type
2А-5D49 – diesel engine-generator type
MTU20V4000R43L
Rated engine power, kW
2942
3000
Traction alternator
GS504
1TAG-2900/700-TEP70
Traction alternator rated power, kW
2750
2900
Minimum curve radius, m
125
125
Power transmission
AC/DC
AC/DC
Wagon heating power
–
400 kW
Traction generator excitation automatic
control
Using specific electric machine with static
converter
Using only static converter
Auxiliary transmission
Hydrostatic
Auxiliary systems driven by AC motors
Fig. 8. Layout of the main equipment of the upgraded diesel-electric locomotive TEP-70: 1 – diesel engine cooling equipment; 2 – cooling fan of
traction motors of the first bogie; 3 – MTU internal combustion engine; 4 – AC traction generator and AC exciting generator (one electric
machine) and 3-phase bridge rectifier; 5 – passenger coaches heating equipment; 6 – cooling fan of traction motors of the second bogie;
7 – compressor; 8 – battery compartment; VZA-A and VZA-B – control panels; KVZ70 – central cabinet of equipment.
The following assemblies and equipment are arranged in the upgraded diesel-electric locomotive TEP-70:
Central cabinet of equipment KVZ70, auxiliary equipment control cabinet, passengers coaches heating rectifier,
control panel VZA-A, control panel VZA-B, electrical cabinet; machinery compartment cabinet; battery
compartment, MTU internal combustion engine, battery charging generator and two starters, AC traction generator
and AC exciting generator (one electric machine) and 3-phase bridge rectifier, auxiliary equipment and passenger
coaches heating system supply, AC generator and AC exciting generator (one electric machine), compressor,
cooling fan of traction motors of the first bogie, cooling fan of traction motors of the second bogie.
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4. Conclusions
1. Traction generator excitation control system proposed by the authors enabled approach of the artificial load
characteristics to hyperbolic nature; ICE power is fully used in the entire speed range;
2. Traction generator’s artificial load characteristics are stable. Traction generator’s artificial load characteristics
parts of maximum current restriction and hyperbolic nature were shaped in ACS;
3. Traction generator excitation system (contactless, without moving parts) has become more reliable, it does not
contain the electric machine intended for excitation, which are driven by a diesel engine in typical
arrangements;
4. Contactless components are used in the static converter – controlled semi-conductors – thyristors or IGBT
transistors;
5. Traction generator’s excitation system is long-life;
6. The static converter has enabled significant reduction traction generator’s control power;
7. After modernization of LG freight locomotives, fuel consumption was reduced up to 25% according to
Statistical Department Of Lithuanian Railways;
8. Fuel consumption of the upgraded diesel-electric locomotive TEP-70M decreased by 20% according to
Statistical Department Of Lithuanian Railways;
9. The upgraded diesel-electric locomotive TEP-70M can heat reliably 8−10 pcs. of passenger cars;
10. The implemented diagnostics systems enable prompt elimination of complex faults.
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