The ALP-45 Dual Power Locomotive

Transcription

1 The ALP-45 Dual Power Locomotive Mark Hooley NJ TRANSIT Program Manager Newark, NJ James Martin STV Incorporated Project Manager Philadelphia, Pa Gaétan Roy Agence Métropolitaine de Transport Directeur Projets d Acquisitions de Matériel Roulant Montreal, QC INTRODUCTION A new locomotive is about to be unveiled. Located on track 10, it is the first to be seen by the crowds as they pass through the south gate of Innotrans From the front, its shape is little different than its electric cousins currently laboring in Europe and North America. Walk around the massive corner post however, and you realize that things are not what they seem to be. At over 71 feet long and bristling with massive radiators and air grills, it becomes apparent that this locomotive is not your standard electric model. With the recognition of the pantograph and the diesel fuel ports, the intended purpose of this machine becomes clear. Looming over you is the new ALP-45 Dual Power (DP) Locomotive produced by Bombardier Transportation. Powered by the overhead catenary or by its twin diesel engines, the ALP-45DP will be the first of its kind in North America. Capable of producing 5360hp in electric mode, or 4200hp in diesel mode this locomotive will soon operate on the rail lines of NJ TRANSIT, as well as those of the Agence Métropolitaine de Transport (AMT) of Montréal. about to begin testing. One locomotive will go to the Transportation Technology Center located in Pueblo, Colorado, while the other two will soon begin on-site testing at the authorities respective properties. This paper will explain the performance capabilities of the ALP-45DP as well as the technical challenges that were surmounted in order to bring this innovative locomotive to reality. BACKGROUND The primary use for dual-powered locomotives is to provide a one-seat ride, from non-electrified lines to those having an electrified network. Currently passengers must change trains when traveling between points in electrified territory to destinations that reside along diesel powered lines. Dual-powered locomotives are not new in North America. East of the Hudson River, where third rail power is prevalent, Amtrak, Long Island Rail Road, and Metro-North Railroad currently operate dual power service on rail lines accessing New York City. These locomotives operate off of 650 V DC third rail for electric propulsion and medium speed diesel engines for the non-electrified territory. Due to the prohibition of operating diesel engines in tunnels leading to stations such as Grand Central Terminal, these locomotives utilize the third rail power system during their travels underground. Figure 1. The first production ALP-45DP at Innotrans 2010 With a maximum weight of 72,000 lbs. per axle and a height no greater than 14 6, the packaging of this locomotive has been a challenge. Three pilot locomotives have been recently completed and are Figure 2. Metro-North P-32AC-DM 1

2 NJ TRANSIT (NJT) is the third largest commuter railroad in the US. NJT has approximately 850 miles of track and has a significant portion of its system electrified (450 miles) with overhead catenary, allowing the operation of electric powered multiple unit cars and electric locomotives. The focal point for NJT s access to Manhattan is the electrified tunnel crossing under the Hudson River. Commuters whose current ride into Manhattan begins in NJT s non-electrified territory have to switch trains at Newark Penn Station, or the Frank R. Lautenberg Station at Secaucus Junction in order to board an electric powered train for the last 20 minute portion of the trip under the river into mid-town Manhattan. For many years, NJT has had the goal of being able to provide their riders with a one-seat ride from anywhere in their system all the way into midtown Manhattan. With the introduction of the ALP-45 DP, this goal is finally within reach. downtown Montreal through the use of a push-pull fleet consisting of single-level and multi-level vehicles. Recently, AMT has initiated a fleet upgrade by purchasing 160 new multi-level push-pull coaches from Bombardier Transportation. With the delivery of the new multi-levels, AMT is in a position to begin phasing out the older single-level coaches. AMT also operates a fleet of Electric Multiple Unit cars on the Deux- Montagne, or Two Mountains line, which runs northsouth through the 5 km-long Mount Royal tunnel under center city Montreal. Figure 4. AMT s Montreal commuter network route map Figure 3. New Jersey Transit Rail Network Map AMT is the commuter railroad serving the commuters of the city of Montreal along the St. Lawrence River in Canada s Quebec Province. AMT moves passengers from surrounding suburbs into The arrival of the ALP-45DP will allow AMT to replace the older diesel locomotives currently in use (GP9RM, F-40PH, and GP-40FH-2 variants) and will support new service initiatives such as the Train de L est. This service will provide residents in the north east access to Montreal via the Repentigny-Mascouche Line. Utilizing a Canadian National line, and requiring the construction of an entirely new section of line between Repentigny and Terrebonne, the new line will capitalize on the ALP-45DPs dual power capability. From Mascouche the locomotives will run on diesel for most of the trip and switch to electrical power to enter Mount Royal Tunnel before ending at Central Station. AMT is also considering plans to join the Blainville Saint-Jérôme Line with the Deux-Montagnes Line resulting in service directly to Central Station. Instead of circling Mount Royal to arrive at the existing Lucien-L'Allier station, passengers will now be able to access Central Station directly via the Mount Royal Tunnel and saving approximately 15 minutes in travel time. The acquisition of the ALP-45DP gives AMT the flexibility of optimizing the use of the existing rail system while also supporting future initiatives such as service expansion and the electrification of what is now diesel lines. 2

3 Figure 5. AMT F-59 Diesel Locomotive with Multi Level Coaches With similar requirements and the desire to realize the economic benefits of a joint procurement, NJT and AMT entered into agreements with Bombardier in September AMT ordered 20 locomotives while NJT ordered 26. DRIVING DESIGN PARAMETERS Principal design parameters that guided the ALP- 45DP design evolution included the following: The weight of the locomotive had to be less than 288,000 lbs. in order to run at speeds greater than 79 mph on the Northeast Corridor (NEC). The 288,000 lbs. threshold was designated in order to limit dynamic vertical forces produced by the locomotive that may damage the track. The height of the locomotive had to be limited to 14 6 in order to provide sufficient clearance to the catenary for the North River tunnels entering into Manhattan, as well as the Mount Royal tunnel located just before Central Station. Vehicle length was limited to 75 feet in order to be compatible with maintenance shop equipment and to prevent possible problems with overhang both at the center and ends of the locomotive. The acceleration rate in electric mode was to be equal to NJT s ALP-46 electric locomotive. The locomotive had to meet the EPA Tier 3 certification emission requirements of 40 CFR Part 92 and 40 CFR Part The locomotive fuel tank needed to be compartmentalized to ensure that no more than 450 gallons of fuel could rupture from any one compartment. The fuel tank also had to be structurally compliant to 49 CFR part 223 as well as the AAR standard S Maximum speed in diesel mode is 100 mph while in electric mode the maximum speed is 125 mph. The locomotive had to be compliant to the structural requirements of 49 CFR Part 238, AAR S-580, and APTA SS-C&S The center of gravity of the locomotive had to stay within 2 percent of the transverse centerline and within 2 percent of the longitudinal centerline. The axle loading was required to remain within ± 3 percent of the average axle load. The locomotive had to stay within the Amtrak clearance diagram, A Rev. E and the AMT Mount Royal clearance requirements. GENERAL DESCRIPTION The ALP-45DP is 71 6 long with a single cab. Similar to the ALP-46, the locomotive is 14-6 high and is 9 8 wide. Each locomotive weighs approximately 284,000 pounds with an axle load of 71,000 pounds. In electric mode, the ALP-45DP can operate under all three catenary systems utilized by NJT- 25kV, 60Hz; 12.5kV 60Hz; and 12kV, 25Hz and AMT s single system of 25kV, 60Hz. The ALP-45DP is equipped with one IGBT inverter per axle, the same configuration as on the ALP-46A, and has a continuous electric power output of 4MW at the rail. In diesel mode, the ALP-45DP utilizes two Caterpillar 3512 diesel engines with a combined output of approximately 4200hp (2.65MW at the rail) without HEP load. Regenerative braking is possible in electric mode, while in diesel mode, dynamic braking energy will be absorbed by the force ventilated brake resistor located within the interior of the locomotive. Overall, the ALP- 45DP is comparable to the ALP-46A with the exception of the two diesel engines and the corresponding ancillary equipment that is associated with these power units. Figure 6. ALP-45DP Equipment Overview 3

4 MAJOR DESIGN DECISIONS Weight and height were the two most influential design parameters that drove the overall development of the locomotive. Without these two requirements being fulfilled the locomotive could not operate in its intended environment and all other design efforts would be in vain. utilized a monococque design that includes the fuel tank as a load bearing structural member in order to remain within the designated weight target. Heritage Design Approach Other than the diesel prime mover and its ancillaries, ALP-45DP is a heritage design based on the proven NJT ALP-46 electric locomotive. ALP stands for American Locomotive, Passenger. The subsequent numerals after ALP refer to the number of axles of the locomotive and the power rating (in MW) of the locomotive respectively. The ALP-46 has been in service with NJT for over ten years, is FRA compliant, and has successfully negotiated the tight clearances into the North River tunnels that provide access to Penn Station, NY. Wherever practical, proven systems such as the air compressor, HVAC unit, pantograph, traction motor and gearbox, etc. were utilized with minor modifications in order to mitigate the risk associated with the development of new systems. Figure 8. Example of one of nearly 100 FEA modeled load cases during carbody structural design Unlike the ALP-46, the ALP-45DP utilizes only a single cab. A dual cab was not possible due to the space requirements necessary to house the additional items associated with the diesel prime movers and to stay within the specified overall maximum length of 75 feet. Weight was also a significant factor in limiting the locomotive to one cab. To ensure familiarity with the NJT crews, the layout of the cab is similar to the ALP- 46, with only minor changes to accommodate equipment associated with the diesel prime movers and specific items required by each authority Figure 7. NJT ALP-46 electric locomotive The carbody structure has been designed to conform to the requirements of 49 CFR 229 (Locomotive Crashworthiness Design Standards) and 49 CFR 238 (Passenger Equipment Standards Tier 1) and the APTA Manual of Standards and Recommended Practices for Passenger Rail Equipment (APTA Standard SS-C&S , Rev 1). The carbody Figure 9. ALP-45DP cab, AMT variant 4

5 Prime Mover Selection equipment installation utilizing the carbody footprint of the ALP-46. The choice of the diesel prime mover for this locomotive was critical in keeping the locomotive within the weight limit. Traditionally, diesel prime movers used in North America are of the medium speed type and are usually from suppliers such as GE and EMD. These engine packages run at speeds up to 1000rpm, produce up to 4000hp, and weigh approximately 65,000 lbs. when utilizing a 16-cylinder engine complete with alternator. Figure 11. Caterpillar 3512 diesel engine Weight and Balance Figure 10. EMD 710 diesel engine In addition to the increased weight of a mediumspeed engine, its size plays a major role in affecting the overall dimension of the locomotive. Although it is possible to accommodate a traditional medium speed diesel engine in a 14 6 high carbody, the engineering to accommodate the cooling package is challenging and can result in a complex arrangement. Add the fact that the dual power locomotive also must accommodate a traction transformer for electric operation, and it becomes obvious that a smaller prime mover package offers significant advantages in accomplishing the design objectives. With these factors considered, Bombardier decided to select two high speed diesel engines (1800 rpm) combined to provide an equivalent power rating of a medium speed diesel. The engines selected are 12- cylinder Caterpillar 3512C HD units, each having a power rating of 2100hp. These engines weigh 22,000 lbs. each when combined with an alternator and offered a weight savings of 21,000 lbs. over the traditional medium speed prime mover package. More compact than a medium speed diesel engine, the use of high speed diesel engines meant there was more room for To optimize the weight and balance of the locomotive, the engines were located on each side of the converter cubicle centered on the longitudinal axis of the carbody. Below the converter and high voltage cubicle resides the traction transformer which effectively spans the full width of the locomotive. Room was provided on each side of the transformer for fuel tanks with a capacity of 900 gallons each and segregated into two equal compartments. By utilizing a thorough weight control program, Bombardier was able to keep the center of gravity of the locomotive within the specified 2 percent of the longitudinal and lateral centerlines. Axle loading was also compliant with the requirement of being within ± 3 percent of the average axle load. With a not to exceed weight of 288,000 lbs., both NJT and AMT s locomotives were below the maximum value by approximately 4,000 lbs. Fuel Tank Figure 12. ALP-45DP General Arrangement Due to weight constraints and the availability of space under the locomotive, the fuel capacity was limited to 1800 gallons. Two tanks are located on each 5

6 side of the transformer, each having a capacity of 900 gallons and spanning the width of the locomotive. Each tank can be refueled from either side. Due to the safety requirements for running in tunnels, each tank is segregated into two 450 gallon compartments. This arrangement ensures that if one compartment is punctured, only that compartment will leak its contents, leaving the other compartment uncompromised. When refueling, the opposite compartment is filled first. As the opposite compartment approaches being full, fuel then travels through a cross duct that then fills the adjacent compartment that houses the fill port being used. This arrangement insures that if the locomotive rolls on its side and one compartment is ruptured, only that compartment will spill its contents. Figure 14. ALP-45DP screenshot showing equalizing piping, fill piping, drain valves, etc. Roof Hatches The roof is a modular assembly consisting of seven separate hatches. The purpose of this design is to facilitate access and to minimize the time required to change out equipment. Each roof hatch is an aluminum assembly similar to the hatches used on the ALP-46 and utilizes a fastening method also similar to that used on the ALP-46. Figure 13. Cut away screenshot of ALP-45DP fuel tank In order to ensure that each fuel compartment has the same amount of fuel at any given time, an equalizing pipe is located at the bottom of the tank. To ensure that the equalizing pipe does not allow the inadvertent draining of both compartments if one is punctured, an electric valve has been added. When traveling through a tunnel in electric mode the equalizing valve is closed. In diesel mode the valve is normally open. However, if the emergency fuel cut off (EFCO) switch is activated when in diesel mode, the equalizing valve will close thus preventing the chance of draining both compartments if one is perforated. Figure 15a. ALP-45DP Roof Sections, view 1 Figure 15b. ALP-45DP Roof Sections, view 2 6

7 Hydraulic Cooling Fans cooling fluid. The total weight of the transformer is 22,700 lbs. Due to the overall weight requirement, hydraulic fans were chosen over the traditional electric units for cooling the diesel engine. The hydraulic solution has a weight savings of approximately 3000 lbs. The rpm of the fans can be continuously adapted to accommodate the variable cooling load requirements therefore requiring less energy consumption. Besides offering a significant weight reduction the hydraulic solution also saved approximately 300kVA of the electrical auxiliary load. Transformer The traction transformer is suspended under the locomotive and located between the fuel tanks. It is capable of operating from three different catenary voltages - 25kV, 60Hz; 12.5kV 60Hz; and 12kV, 25Hz. The terminals of the secondary windings are conveniently located below the converter cubicle to provide for simple and short connections, thus saving room and weight. The total output of the transformer is 6000kVA. The transformer has four secondary windings that supply 1475V to the four line converters. Within the transformer tank resides the following: Four secondary traction windings with tappings for operation at 12 kv and 25 kv primary voltage. A 1,100 kva three-phase transformer which provides 3 phase 480V 60Hz fixed frequency power for HEP requirements and for the transformer and converter pumps, and compressor. A 140kVA variable frequency (20 Hz, 40Hz, and 60Hz) auxiliary transformer which feeds the auxiliary loads such as traction motor blowers, cooling roof blower, and brake resistor. Two secondary harmonic reactors used to balance power fluctuations occurring on the DC link. The transformer tank is constructed of steel and is fixed at four points to the carbody. A self sealing pressure relief valve is provided on the transformer tank cover to protect against rapid overpressure that might result from an internal short-circuit. The transformer utilizes ester oil (brand name Midel 7131) as the Figure 16. Main Transformer Tank Converter Supplying the DC Link Located directly above the transformer is the traction converter. All of the converter equipment is built in one cubicle and consists of two independently operable converter blocks (converter 1 and 2 as seen on Fig. 18). Figure 17. Machine Room Overview with Converter and HAC Each converter block consists of two line converters (4QC), two traction inverters, one brake chopper and one 3-phase inverter for auxiliaries- or HEP loads. The inverters for traction and HEP / auxiliaries are electrically identical. The secondary outputs of the main transformer are converted to a fixed DC-link voltage by four line converters (4QC). The nominal DC-link voltage is 2800Vdc. The four traction motors are fed by four separate traction inverters. While braking, the generated energy is fed to the auxiliary and HEP loads, and any 7

8 excess is fed into the overhead line if receptive (currently not possible for AMT). converters come back on line. This operation ceases below at a pre-determined speed. Failure of One Converter Block This mode occurs only in case of a malfunction of one converter block. If a failure occurs in a line converter (4QC) or a traction inverter and the corresponding converter block is locked out, the overall power output is reduced by 50 percent. Therefore the DC-link connection is opened to remove the failed converter and only one converter block remains active and only one bogie is supplied. Independent from the converter block that has a failure, the HEP- and auxiliary loads are supplied by the remaining converter block with a fixed frequency (60 Hz). Supplying the DC-Link With Two Diesel Engines Figure 18. Main Circuit Schematic of the ALP-45DP Supplying HEP and Auxiliary Loads Normal operation: In the normal operation, one converter block supplies the HEP and the fix frequency loads while the other supplies the auxiliary (variable frequency) loads. The auxiliary loads consist of the traction motor blowers, cooling roof blower, and brake resistor blower and are fed by a variable frequency between 20 Hz and 60 Hz. The HEP loads consist of the converter, transformer pumps, and compressor and are supplied with a fixed frequency of 60 Hz. Redundancy with a failed converter: In the event that a converter block fails, the remaining working converter block will have its auxiliary inverter (or HEP inverter) reconfigured to supply all loads at a fixed frequency of 60Hz. Supplying HEP and Auxiliary Loads during Braking During phase breaks the converter can continuously supply full HEP and auxiliary loads by initiating a minimum dynamic braking effort. During a phase break the main circuit breaker (MCB) is opened and the DC-link is charged by the traction inverters. After the phase break, the MCB is closed, and the line In non-electrified territory, the locomotive operates with two diesel engines. In this mode the DC-links of the two converter blocks are connected and are fed via the line converters by the energy provided by the alternators. The transformer windings are disconnected by opening the appropriate contactors. Three out of four phases of the line converter (4QC) are working as one rectifier. During braking in diesel mode, the generated energy not consumed by the HEP and locomotive auxiliary loads is dissipated as heat through the braking resistors. MODE CHANGE Switching modes from diesel to electric or electric to diesel can be accomplished dynamically. However, it is planned that both NJT and AMT will initially implement a mode change while the locomotive is at rest. Operator Input Diesel to Electric To initiate a mode change from diesel to electric the operator momentarily pushes up the pantograph up switch located on the operator s desk. An intercom audio (IC) message then requests that the operator confirm the mode change request by pushing the pantograph up switch once more. Once confirmed, an IC message states that the transition into electric mode has been started. After approximately 100 seconds an IC message will state that the electric mode is engaged. 8

9 All IC messages are also displayed on the intelligent display unit (IDU) located on the cab console. The mode change is the same for both NJT and AMT. Electric to Diesel Figure 19. ALP-45DP Cab, NJT variant For the NJT locomotive, the request to initiate a mode change from electric to diesel is accomplished by the operator momentarily pushing the fault reset button located on the operator s desk console for six seconds. An audio IC message follows that requests that the fault reset button be pushed again for three seconds to confirm the request for mode change. Once confirmed, an IC message states that the transition into diesel mode has been started. After approximately 100 seconds an IC message will state that the diesel mode has been engaged. All IC messages are also displayed on the intelligent display unit (IDU) located on the cab console. Equipment Electric to Diesel Figure 21. ALP-45DP Cab, NJT variant During mode change, no tractive effort is available. When a mode change is requested, the second converter block is stopped and the DC link is only supplied by the first converter block. In this configuration a diesel engine can now be started. The alternator acts as a 3- phase motor to start the diesel engine and is driven by the line converter of the second converter block. The energy used to turn over the engine alternator is provided by the DC link. Once the engine is running the alternator can provide energy into the DC link. In this state the DC link is fed by both the catenary and one diesel engine. Once an engine is running the two line converters of the first converter block are stopped. At this point the main circuit breaker can be opened and the pantograph lowered. The second diesel engine can now be started and the mode change is completed. The DC link is now supplied by both alternators. Diesel to Electric Figure 20. ALP-45DP Cab, NJT variant For AMT, the request to initiate a mode change from electric to diesel is accomplished by depressing the engine start push button located on the operator s desk. The subsequent steps are identical to those that have been described above for the NJT locomotive. The change from diesel mode to electric mode is similar to the change from electric to diesel. It is important to note that during mode change in either direction, the HEP and auxiliary loads are supplied without interruption because the DC link is continuous supplied during the entire process. 9

10 Braking The ALP-45DP utilizes blended braking by incorporating both pneumatic and dynamic brake systems. The pneumatic braking system entails the use of tread brake in conjunction with a disc brake/rotor arrangement. The power generated by dynamic braking is dissipated through the 1.3MW brake resistor located inside the rear of the locomotive. On un-electrified lines, the brake resistor is used in diesel mode for dynamic braking. For AMT operations, the brake resistor is used to dissipate energy in electric mode since regeneration into the catenary is not authorized by Hydro-Québec (provider of electricity for AMT catenary). Braking effort is limited to 4MW in electric mode (NJT only) and 1.3MW in diesel mode. Maximum braking force is limited to 150kN. PROJECT STATUS Notice to proceed was awarded to Bombardier in September Preliminary design reviews as well as final design reviews were concluded by February System first article inspections (FAIs) as well as vehicle level FAIs were entirely completed by March The first pilot locomotive (NJT 4501) arrived for type testing in Pueblo, Colorado in April 2011 and will undergo testing for approximately five months. The second pilot locomotive (NJT 4500) was shipped on April 3, 2011 to New Jersey for on-site testing that is anticipated to begin in May The third pilot locomotive (AMT 1350) is scheduled to ship in May 2011 for on-site testing in Montreal that is anticipated to begin in June Series production has commenced, and the beginning of passenger service is anticipated to occur in the fall of PERFORMANCE AND OPERATION When operating in electric mode, the total power to the wheels is 4000kW resulting in a top speed of 125 mph (AMT is limited to 80 mph). In diesel mode the total power to the wheels is approximately 2050 kw resulting in a top speed of 100 mph. The NJT locomotives will initially be deployed on the Raritan Valley and North Jersey Coast lines. AMT s locomotives will be used on the Repentigny Mascouche line running primarily in diesel mode and converting to electrical power to enter the Mount Royal Tunnel before ending at Central station. In addition the AMT locomotives will support the expansion of service on the Deux-Montagnes, Blainville-Saint-Jerome, and Vaudreuil-Hudson lines (non-electrifed). Figure 22. NJT and AMT Variant of ALP-45DP ACKNOWLEDGEMENT The authors would like to thank NJ TRANSIT, AMT, Bombardier, and Groupe SM for their support and information in preparing this paper. 10