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Electric Locomotives for the 1980S

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Electric Locomotives for the 1980S Transportation Research Record 939 51 Electric Locomotives for the 1980s MAX EPHRAIM, JR. An up-to-date report on electric locomotive developments in the United States Locomotive auxiliaries, including ventilation is presented in this paper. U.S. manufacturers of electric locomotives are con­ blowers, control power, and air compressor, are pow­ tinuing their design and development of electric locomotives for worldwide ered by two DC motors. Self-cleaning inertial fil­ applications. Although no major electrification projects are being undertaken ters provide air to ventilated components. Ratings, in the United States, electric locomotives for Mexico, Canada, and South Africa weights, and dimensions are also shown in Figure 3, are being designed in the United States. They are being built either in the and tractive effort and speed characteristics are United States or in associates' plants in other countries. The major question of shown in Figure 4. relative maintenance and capital costs for electric and diesal~lectric locomotives is addressed. These relative costs will vary considerably depending on the type of service to which the locomotives are assigned and the quantity of locomo· South African Transport Services Class llE Locomotive tives manufactured. In 1984 Electro-Motive will deliver 30 model GM5FC (Class llE) locomotives for the South African Trans­ U.S. locomotive manufacturers are progressing in port Services (see Figure 5 for the general arrange­ their electric locomotive technologies, although ap­ ment). These locomotives are nominally rated at plications are primarily in foreign countries. The 3,780 kW at the rail at a speed of 34 km/hr. evidence shows that u.s. manufacturers have the The new model GM5FC locomotives are designed for electrical and mechanical skills to provide electric operation on the 25-kV, 50-Hz electrified line be­ locomotives that have the most modern electrical tween Ermelo and Richards Bay. They are Co-Co type features in significant quantities. locomotives (i.e., two trucks with three axles on each) with a single cab and are qesigned to operate NEW ELECTRIC LOCOMOTIVES MANUFACTURED IN THE on the 3-ft, 6-in. gauge (1,067 mm) track that is UNITED STATES the South African standard. These locomotives are designed for 28-T axle loading. Amtrak Model AEM-7 Locomotive Figure 6 shows the . rail power and tractive effort National Passenger Rail Corporation (Amtrak) model AEM-7 locomotive (!_) is designed specifically for Figure 1. AEM-7 locomotive. high-speed (200 km/hr) passenger service in the Northeast Corridor (Washington to New York and later Traction Motor OlowOf Module to Boston). Figure 1 shows the specifications and arrangement and location of major equipment i terns. Delivery of the AEM-7 locomotives began in 1980, and the 47th and last unit was delivered in July 1982. Figure 2 gives the operating characteristics of the AEM-7 locomotive including rail power and trac­ tive effort capabilities. The locomotive is nomi­ nally 7 ,ooo diesel equivalent horsepower and uses features proven in· European railroad service. This locomotive also includes the first application of a static inverter for supplying three-phase power to passenger cars (head-end power). 1-------- ---5111. 1,7Uln. ---------'"i (15590) Features of the AEM-7 locomotive include the fol­ Track Gauge ___ 4 ft. 8.5 In. _ 1435 mm lowing: Wheel Diameler _ _ 51.2 In. __ 1300 mm Bogie Wheel Base_ 9 ft. 1 In. __ 2770 mm 1. High horsepower--7,000 diesel equivalenti Width (max.) _ __ 10 ft. 2 In. _ 3100 mm Axle Load (max.) _ 50, 160 lbs._ 22.15 tonnes 2. High-speed operation to 200 km/hri Speed (ma x.) _ __ 125 mph __ 200 km/h 3. Thyristor control power circuitsi Tractive Effort at Rai _ 28, 100 Iba. _ 125 kN 4. Multivoltage power capability: can operate on Starting Effort _ __ 51,110 Iba. _ 230 kN 11,000 volt, 25 Hz; or 25,000 volt, 60 Hzi 5. Separately excited frame-mounted traction motors: Figure 2. Operating characteristics of AEM-7 locomotive. 6. Static inverter for train power--625 kVA, 480 volts, 60 Hz, three-phasei and INlD-HORllEPOWER TRACTIVE EFFORT vo SPEED CHARACTERISTICS (haH worn wheel•) 7. Combination disc and tread air brakes with (half worn wheels) ~km/h automatic blending of air and electric dynamic 50 100 160 200 brakes. 9pHd km/h 0 200 National Railways of Mexico Model E60C Locomotive 200 ,;j-40 z § 100 ... General Electric is providing 39 E60C locomotives to ~ 30 i the National Railways of Mexico for operation on i 120 ~ 3.0 r : their new 155-mile (250-km) electrified line between & ..= 20 •> " Mexico City and Queretaro. Figure 3 shows the gen­ :i.o j ! eral arrangement of this new dual cab locomotive de­ "'~ 10 sign. 1.0 i .. Single-phase power is picked up from the catenary ,..-,,,,_~=--=~__,~ o . o and stepped down by the main transformer and then supplied to the six railway type DC series traction Geor Ra11o • 85/38 Gear Ratio- 15/31 Wheel Diameter- 50 In. (1270 mml Wheel Diameter- 50 In. (1270 mm) motors by using thyristor-rectifier converters. Amblen1 Temp.· eo• F ( 15.5° Cl Voltage-11.0 kV 25 Hz 52 Transportation Research Record 939 Flgure-3. E60C locomotive. Figure 6. Operating characteristics of GM5FC iocomotive. Speed km/h 20 40 60 80 100 Speed km/h 0 20 ~ 60 60 100 G.o ~-~--~---~ ,; 600 ~ . o ~ Q 100 z 0 0 0 .too~ j 3.0~ l'! 80 0 ~ li t: 300'"= •8. • ~ 60 !. 2.0 •& '" .. ~ 40 200 s ; 0 ~= :IC :IC . ;; 1.0 = {:: 100 a: a:. 20· 0 0 0 0 Q 10 20 30 40 60 60 0 10 20 30 40 60 eo 5Pffd mph SpHd mph capabilities. The power transmission uses full Ratlng1 thyristor control for the six separately excited motors. Radar is used to measure locomotive speed Continuoua rall power 4,400 llW and provides the input for the controlled creep Continuoua tractive elrort (83/20 gearing, 1018 mm wheela) -- 385 kN wheel slip system. Ma:.Jmum •tart ng 1raat~o 1lloft 520 kN Maximum locomotive apeed ------------110 11.m/h The high-adhesion, three-axle trucks feature a zero weight shift design with intertruck control. Waight• Nomlnal locomoll•o 111,000 kg Uoci omollve wolgtn 1ubJacl to m11nufactU;1lng lolari11oc;o oJ ! 2"-l Electrical load compensation is provided for weight ~fni~"ua~ r::~o~~vtli~~ axle -------------,1 ~~:ggg ~= shift between the two trucks. Minimum per driving axle 2 5,000 kg WhHI Other features include the following: Arrangement _______________________ Co-Co 1. Radar-based adhesion control with controlled MaJor langlh lnaldo koucklo51 ..,.....,.....,...,...---------- 21, 107 mm wheel creep, Dlmenalon1 ~~~1~t ot~~' :i:,~~~=•~11 looknd down ~8I~ :::::: Cl••r•nco undor oo.ot c; aea t 1 • mm 2. AC-powered auxiliaries that use three-phase Minimum radiua ot curvature (locomotive alone) 80 m power from a static inverter, Track gauge 1.435 m 3. Oil-cooled power devices, Capacity Bond 1. 7 m• 4. Dynamic brake, and 5. Accelerometer and distance meter. British Columbia Railway Model GP6C Electric Figure 4. Ope.rating characteristics of E60C locomotive. Locomotive e5o eoo In August 1982 General Motors of Canada was given an Spaad-Tractlva Effort order for seven locomotives from the British Co­ 460 8 Six GE·152 AF Motors lumbia Railway. These locomotives (Figure 7) will "i ~00 operate on a new 130-km electrified line between Q) gear ratio - 83/20 § 3fi0 wheel diameter· 40 ln./1016 mm Tumbler Ridge and Anzac in the central section of ~ British Columbia. This will be the first 50-kV -== 300 electrification on an operating line-haul railway in ~ 250 North America. ; 200 These locomotives are rated at nominally 3,800 kW ~ 160 at the rail, or the diesel equivalent of 6,000 hp. They include provision for power adjustment between ~• 100 2,500 kW and 4,400 kW to protect from line overload 60 as required. These locomotives are designed for 0 o 10 ~o 30 ~o 60 OD 70 80 GOlOOllO nominally 65,000 lb (29.5 T) axle loading. SpHd-km/h Figure 8 shows the rail power and tractive effort characteristics. The control system is designed so that, in a small speed interval, the traction motor voltage decreases linearly with increased motor cur­ Figure 5. GM5FC locomotive. rent rather than following a hyperbolic curve. The result is a hump in the graph that shows the power at the rail versus locomotive speed. A standard U.S. high-adhesion, three-axle truck is used with minor modifications. The traction motors feature roller support bearings and sepa­ rately excited fields. Other features include the ~-· following: 1. Radar-based adhesion control with controlled -- creep, wheel 2. AC-powered auxiliaries that use three-phase power from a static inverter, 3. Oil-cooled power devices, and 4. Dynamic brake. Delivery of these new locomotives was scheduled to ,__--------~ G7~1 . llln.~-----------t (20470) begin in the fourth quarter of 1983. Transportation Research Record 939 53 Figure 7. GF6C locomotive. Figure 9. Distribution of maintenance costs for heavy-duty freight locomotives. DieHI Electric Electric The maintenance cost of a comparable electric locomotive would be approximately 60 percent of the diesel-electric because engine and lube oil expenses are eliminated. This ratio will be applicable for electric locomotives that operate in heavy-duty ,__ _______ 64H. 61n. ~---------i freight service in North America. (19710) Passenger trains present a different challenge because they require high horsepower to meet high­ speed schedules. An AEM-7 electric locomotive is Figure 8. Operating characteristics of G F6C locomotive. ideal for hauling high-speed passenger trains in the Speed km/h relatively level Northeast Corridor, but because of 20 40 60 eo 100 their light weight [201,000 lb (91.2 T)], they would Speed km/h 900· not be suitable for hauling a coal train up a 2 per­ 20 40 .80 80 100 120 cent grade.
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