Contents. 1. Background 2. Advantages of Distributed Power 3. Proof of concept 4. Future processes 5. Immediate challenges

Transcription

1 Distributed power on ORELINE Distributed Power 1

2 Contents 1. Background 2. Advantages of Distributed Power 3. Proof of concept 4. Future processes 5. Immediate challenges 2

3 Background Single track: 1:250 up, 1:100 down 216-wagon Head end Power = 1320 kn in-train forces Direct release brake system (AAR system): Brake pipe approaching limit in length Throughput: Train configuration and Train slots limit throughput Operational and Technological limitations: Require higher order of train technology => Distributed power 3

4 Background International Users (of Locotrol DP equipment): CARAJÁS: L = 892 km, G = 1600 mm, 78Mt, 1:250 Trials with: 312 wagons, DP, L = 3.2 km, T = 39KT s EFVM: 320 wagons, DP, T = 31KT s BNSF, CPR, UP, BHP and others 4

5 Advantages of DP 5

6 Advantages of DP 6

7 Advantages of DP 7

8 Proof of Concept: Test conducted during August 2004: Train configuration: 3 x 9E wagons + 5 x DE wagons + 2 x DE Weight = tons, Nett = ton, Length = meters. Purpose of test: Train handling profile Radio receptivity Brake response and charaterisation In-train forces etc 8

9 August 04: Braking - Results Brake Pipe Charging Times : 216 wagon vs 342 wagon Recharge Time to 545 kpa After : 216 Wagon Wagon Wagon Wagon 114 Improvement of DP over Head-End Charge Times 1 Completely empty system (reservoirs manually vented) 55 minutes 34 min 31 sec 37% 2 Emergency application 48 minutes 11 min 25 sec 76% 3 Full service application 29 minutes 9 min 51 sec 66% 4 Minimum application 12 minutes 3 min 24 sec 72% 9

10 August 04: Stopping - Results Coupler Force During Stopping Test (Level Track) Locomotives pulling away from wagons 1 and Force (kn) Locomotives pushing against wagon Distance 1 AFT 2 FORE 2 AFT Speed 0 10

11 August 04: Coupler forces - Results Coupler Force From Pull Away on 1:250 Upgrade 1500 Locomotives pulling Force (kn) Pick-up after stop Locomotives pushing Distance 1 AFT 2 FORE 2 AFT 11

12 August 04: Fatigue - Results TRAIN CONFIGURATIONS 2 X 9E 4 X 34CLASS WAGON (HEAD END) 3X 9E 228 WAGON 5 X 34D 114 WAGON 2 X 34D (DP) 12

13 August 04: Fatigue - Results 1500 COUPLER FORCE: SISHEN - LOOP WAGON HEAD-END 342 WAGON DP 1000 FORCE (kn) DISTANCE (KM) 13

14 August 04: Fatigue - Results 1 COMPARISON OF FATIGUE LIFE THROUGHOUT TRAIN Sishen - Saldahna 0.75 DAMAGE INDEX FIRST BEFORE 2ND BEHIND 2ND COUPLER LOCO CONSIST LOCO CONSIST 14

15 August 04: Fatigue - Results DAMAGE INDEX COMPARISON OF FATIGUE DAMAGE - HEAD END vs DP Sishen - Saldahna D.P. RESULTED IN AN AVERAGE 90% LESS FATIGUE DAMAGE HEAD END 342 DP 15

16 August 04: Conclusion - Results : Test conducted during August 2004: Technology deemed to be acceptable and feasible NEXT STEPS: User requirement Specification Tender Adjudication and approval Issue of works order for Pilot Train (In-service evaluation) Repeat test of August 2005 Confirmation of repeater positions (Higher capacity radios) Alternative train configuration, more friendly for operating 16

17 August 2005: Result [Upgradient] 342 Wagon train loaded 30 t/axle Tes t train Aug x9E+114xCR5+2x9E+114xCR5+3x34D+114xCR5+2x34D Km 670 to Km 669 Rel ELEV in m Speed in km /h Distance in km Speed(km/h) Rel Elv 17

18 August 2005: Result [Upgradient] Coupler forces (Km 673 to Km 669) Test train Aug D ist anc e i n k m AFT con 1 FORE con 2 AFT con 2 FORE con 3 AFT con 3 FORE con 4 18

19 August 2005: Result [Upgradient] Pull 460 KN Pull 520 KN Pull 555 KN L4 L3 L2 L1 Push 330 KN Pull 150 KN Push 30 KN Total = 2045 KN Theoretical needed = 2093 KN 19

20 August 2005: Result [Downgradient] 342 Wagon train loaded 30 t/axle Test train Aug x9E+114xCR5+2x9E+114xCR5+3x34D+114xCR5+2x34D Downhill Km 357 to Km 355 R el E lev [ m ] S p ee d [ km /h ] Distance [km] Speed(km/h) Rel Elv 20

21 August 2005: Result [Downgradient] Coupler Forces ( Downhill Km 357 to Km 355) Test train August F o rce [k N ] Dis tance [km ] AFT con 1 FORE con 2 AFT con 2 FORE con 3 AFT con 3 FORE con 4 21

22 August 2005: Result [Downgradient] Push 173 KN Push 460 KN Push 230 KN L4 L3 L2 L1 Pull 16 KN Push 108 KN Pull 45 KN Total = 1032 KN Theoretical needed = 3160 KN Heat input into wheels = 10 KW (Wagon Brakes) 22

23 Conclusion of Distributed Power SUMMARY: Confirmation that DP Technology deemed to be acceptable and feasible. Improved braking performance (Charging and Applications) Improved Train Handling Controlled Coupler Forces Improved Stopping Distances Improved Train Compilation and Operations (Time improvements) Infrastructure friendly Increased throughput Same train slots, same drivers 23

24 Future processes: Fitment of RDP Equipment on Locomotives (Locotrol and EBR) 3 x 9E 3 x 34 DE Commissioning test, Evaluation of Pilot train Commissioning of Locomotives Evaluation of DP performance Development of train driver techniques Development of train operating procedures TRAINING (Driver and Maintenance) April

25 Future processes: In-service monitoring: One DP train will be in service for 3 months. Train Track forces Operational measurements (Cycle time, Speed profiles, Tonnages, etc.) Wheel temperatures In-train forces Braking (charging, applications, stopping distance) Energy usage Drivers reports ETC July

26 Immediate Challenges and Action: Locomotives at back of train: Communication of RDP, longest distance for supplier EOT, Telemeter at back of train Communication to front Operational aspects Procedures Loading ( Slow speed loading ) Availability of wagons for commisioning and verification tests. Driver Training: Paramount importance = MIND SHIFT Need to think of 3 trains, 4 sets of locomotives, stretched over ± 4 km, as ONE train 26

27 Interesting times ahead THANK YOU! 27