MAXBE

Interoperable monitoring, diagnosis and maintenance strategies for axle bearings – MAXBE

Integrating and strengthening the European Area

Co-operative Research Projects

Deliverable 2.3: Identification of samples and available rolling stock for testing

Issue no. 0.2

Start date of project: 2012-11-01 Duration: 36 months Organisation name of lead contractor for this deliverable: EMEF, SA

______- 1 - Revision history Version Date Author Description/Remarks/Reasons for change 0.1 2013-04-24 Daniel Dias (EMEF) First issue 0.2 2013-04-26 Paula Sousa (EMEF) Input from COMSA and De Lijn

______- 2 - 1. INTRODUCTION

The current document presents the rolling stock for the trials and validation of the MAXBE systems. The document provides technical information about the rolling stock. General description about the vehicle and the kind of commercial service and mechanical and electrical information is provided.

______- 3 - 2. AVAILABLE ROLLING STOCK AND SAMPLES

2.1. ELECTRIC MULTIPLE UNIT – EMU 3400

• General Description

The Electric Multiple Unit – EMU 3400 is used for urban transportation in the north of Portugal. The railway urban service from Oporto to the cities of Braga and Guimarães (to the north) and from Oporto to Aveiro (to the south), is provided by thirty four railcars of EMU 3400 type. The UME operation is managed by the Portuguese Railways, CP – Porto, and started its commercial service in 2002.

This electrical railcar is formed by four articulated vehicles as can be seen in Figure 1. The railcar and its bogies were developed for the standard Iberian track gauge of 1668 mm and a maximum speed of 140 km/h.

Electric energy is used by railcar traction. The electric energy is obtained from the 25 kV AC 50 Hz infrastructure catenary through pantograph installed in one of the vehicles. The EMU has six three-phase asynchronous motors delivering a maximum output at the wheel of 1400 kW.

Figure 1 – EMU Train configuration

______- 4 - Figure 2 – Electric Multiple Unit 3400

• Mechanical and Electrical Characteristics

The railcar has two different power supplies available: 230 VAC and 110 VDC. The first one, 230 VAC, is directly dependent of the main circuit of the power supply system. This tension is achieved from the catenary (25 kV). The second one, 110 VDC, is from the auxiliary circuit of the power supply system. This tension is obtained from the batteries installed in the railcar which are charged by the charger integrated in the auxiliary converters. The 110 VDC can vary between +25% and -30%.

The railcar is composed by five bogies, being the three central ones motor bogies while the remaining two being trailer bogies. The motor bogies are Jacobs type and each one supports two carbodies on its four airsprings suspension system. The trailer bogies are conventional end trailer bogies and together with the Jacobs bogies support each carbody end. In the Figure 3 two types of bogies are presented.

______- 5 - Figure 3 – EMU bogies: Jacob Motor Bogie (above); End Trailer Bogie (below)

______- 6 - The Jacob Motor Bogie (JMB) and the End Trailer Bogie (ETB) are composed by powered and trailer wheelsets. Both wheelsets have wheels with FS-DR3 wheel profile and diameters of 850 mm. The minimum diameter is 780 mm. The wheelsets are equipped by SKF railway axleboxes 432810 – 101 to 432810 – 106 where the versions 101, 102 and 103 have a right housing arrangement (Figure 4) and the version 104, 105 and 106 have a left housing arrangement (Figure 5).

Figure 4 – SKF axlebox 432810 right housing version

Figure 5 – SKF axlebox 432810 left housing version

______- 7 - The axleboxes versions are slightly different form each other: version 101 is an axlebox without allocation, versions 102/105 are for impulse wheel, version 104 for ATC sensor and versions 103/106 for earth return. In Figure 6 and Figure 7 are presented the a general axlebox cross section and the different axlebox versions

Figure 6 – Axlebox cross section

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Figure 7 – Different axlebox versions

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The SKF railway axleboxes include a tapered bearing unit (TBU) 130 x 230 x 160 mounted direct on the cylindrical axle journal. In Figure 8 is represented the TBU components.

Figure 8 – TBU components: 1 – distance ring; 2 – distance ring; 3 – internal part Z labyrinth; 4 –external part Z labyrinth; 5 – BT2-7088 Bearing; 6 – distance ring

The SKF tapered bearing BT2-7088 is lubricated with Shell GadusRail S3 EUFR (previous name Shell Alvania Grease 2760B). The main characteristics are indicated in table Table 1.

Table 1 – Shell GadusRail S3 EUFR characteristics Shell GadusRail Grease S3 EUFR NLGI Consistency 2.5 Colour Ligth brown Soap Type Lithium Base Oil (type) Mineral Kinematic Viscosity @ 40ºC cSt 100 @ 100ºC cSt 11 (IP 71/ASTM-D445) Dropping Point °C 180 (IP 322/ASTM-D566-76) one Penetration 225 Unworked @ 25°C 0.1 mm (IP 50/ASTM-D217)

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2.2. ELECTRIC MULTIPLE UNIT 3150/3250: ELECTRIC TRIPLE UNIT – ETU 3150 AND ELECTRIC QUADRUPLE UNIT – EQU 3250

• General Description

The Electric Multiple Unit – EMU 3150/3250 is composed by two railcars, the Electric Triple Unit 3150 and the Electric Quadruple Unit 3250. The 3150/3250 railcar is used for urban transportation in Lisbon metropolitan area. The commercial service connects the railway station of Cais-do-Sodré, Lisbon district, to Cascais railway station, Cascais district. The operation is managed by the Portuguese Railway, CP – Lisbon. The 3150/3250 was refurbished during the 90’s and re-started the commercial service in 2001.

This 3150 unit is formed by three articulated vehicles while the 3250 unit is composed by four articulated vehicles, as can be seen in Figure 9. For both units, the bogies were developed for the standard Iberian track gauge of 1668 mm and a maximum speed of 90 km/h.

Electric energy is used by railcar traction. The electric energy is obtained from the 1.5 KV DC infrastructure catenary through pantograph installed in one of the vehicles. Each unit that form the EMU has 4 electric DC motors delivering a maximum output at the wheel of 960 kW.

Figure 9 – EMU 3150/3250 train configuration

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Figure 10 – Electric Multiple Unit 3150/3250

• Mechanical and Electrical Characteristics

The railcar has two different power supplies available: 230 VAC and 96 VDC. The first one, 230 VAC, is converted from the primary source of energy (catenary 1.5 KV DC). The second one, 96 VDC, is from the auxiliary circuit of the power supply system. This tension is obtained from the batteries installed in the railcar which are charged by the charger integrated in the auxiliary converters.

The 3150 railcar is composed by six bogies while the 3250 railcar is composed by eight bogies. In both cases, there are two powered bogies, located in the motor vehicle - Figure 9, being the remaining ones trailer bogies. There are five types of bogies which are used in both railcars: powered bogies Schlieren, Schindler, Flexicoil and trailer bogies Sorefame, Schlieren. The bogie types can be observed in Figure 11 and image of a Schlieren motor bogie is presented Figure 12 .

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Figure 11 – Powered bogies: Schlieren, Schindler, Flexicoil (left); Trailer bogies: Sorefame, Schlieren (right)

Figure 12 – Schlieren motor bogie

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The presented bogies are composed with powered and trailer wheelsets. Both wheelsets have wheels with UIC 510-2 profile. Wheel diameters of 1050 mm are used in powered wheelsets while diameters of 850 mm are used in trailer ones. The minimum diameter is 960 mm for powered and 780 mm for trailer. The wheelsets are equipped with SKF axleboxes which include a spherical double row roller bearing mounted on a conical sleeve. The used bearing is SKF 22330 CCK C3 W33 or as alternative FAG 22330 E1K C3. A cross section of the axlebox is presented in Figure 13 .

Figure 13 – Axlebox cross section and SKF 22330 CCK C3 W33 bearing

The SKF spherical bearing SKF 22330 CCK C3 W33 (or FAG 22330 E1K.C3) is lubricated with Shell GadusRail S3 EUFR (characteristics are indicated in Table 1 of 2.1 Electric Multiple Unit – EMU 3400 )

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2.3. PENDULINO – CPA 4000

• General Description

Pendulino is used for passenger long distance transportation. The railway service is provided by ten railcars and connects the cities of Braga (north) to Faro (south) passing by the main cities of Oporto, Aveiro, Coimbra and Lisbon. The pendulino is managed by the Portuguese Railways, CP – Regional / Long Distance, and started its commercial service in 1999.

This electrical railcar is a tilting train and is formed by six vehicles as can be seen in Figure 14 . The railcar and its bogies were developed for the standard Iberian track gauge of 1668 mm and a maximum speed of 220 km/h.

Electric energy is used by railcar traction. The electric energy is obtained from the 25 kV AC 50 Hz infrastructure catenary through pantograph installed in one of the vehicles. The electric traction is carried out by eight electric motors which can deliver a 4000 kW as a maximum output on the wheels.

Figure 14 – Pe ndulino Train configuration

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Figure 15 – Pendulino CPA 4000

• Mechanical and Electrical Characteristics

The railcar has two different power supplies available: 230 VAC and 110 VDC. The first one, 230 VAC, is directly dependent of the main circuit of the power supply system. This tension is achieved from the catenary (25 kV). The second one, 110 VDC, is from the auxiliary circuit of the power supply system. This tension is obtained from the batteries installed in the railcar which are charged by the charger integrated in the auxiliary converters.

The pendulino is formed by twelve bogies being eight of them motor ones. The four trailer bogies are located in the two middle vehicles of the railcar. All bogies have two levels of vertical and transversal suspension. In addition, all bogies also have a lateral active suspension and hydraulic actuators to perform tilting. In Figure 16 and Figure 17 motor and trailer bogies are presented.

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Figure 16 – Pendulino motor bogie

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Figure 17 – Pendulino trailer bogie

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The powered and talier wheelsets that compose motor and trailer bogies have wheels with UIC 510-2 wheel profile and diameters of 890 mm. The minimum diameter is 850 mm. The wheelsets are equipped with SKF railway axleboxes, with left and right versions, type SKF TR 469. The axle box right and left versions are exposed in Figure 18 and Figure 19 .

Figure 18 – SKF TR 469 right axlebox

Figure 19 – SKF TR 469 left axlebox

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Depending on the bogie type which are mounted on, the axleboxes may be equipped with: speed sensor for braking system, anti-skid sensor, earth return device and speed sensor for ATC system. In Figure 20 is represented a general axlebox cross section of the SKF TR 469, where is possible to observe the main elements.

Figure 20 – SKF TR 469 axlebox cross section: 1 – axlebox body, 2 – cover, 4 – exterior seal, 5 – interior seal, 6 – SKF BT2B 641157 CA bearing, 8 – sensor external seal, 10 – sensor, 12 – earth return plate

The SKF railway axleboxes TR 469 include a tapered bearing unit (TBU) 130 x 230. The SKF tapered bearing BT2B-641157 CA is lubricated with Shell GadusRail S3 EUFR (characteristics are indicated in Table 1 of 2.1 Electric Multiple Unit – EMU 3400 )

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2.4. EURO4000 LOCOMOTIVE

• General Description

The freight trains of COMSA Rail Transport that are used to transport goods between Spain and Portugal are pulled by Euro4000 diesel locomotives, manufactured by Vossloh and EMD (Electro-Motive Diesel Inc). The Euro4000 locomotives owned by COMSA Rail Transport comply with the Spanish and Portuguese requirements, and hence, they can operate in both Spain and Portugal indistinctively. The main type of goods transported by these trains are wood and components for the iron and steel industry, with a total hauled weight up to 1.100-1.200 tones per train.

With a total of 5 Euro4000 locomotives, COMSA Rail Transports undertakes the following services between Spain and Portugal:

Lugo (Spain) -Louriçal (Portugal): [5 trains per week RT/ 10 journeys] A Coruña (Spain) -Louriçal (Portugal): [5 trains per week RT/ 10 journeys] Lalin (Spain) -Louriçal (Portugal): [2 trains per week RT/ 4 journeys] Pontevedra (Spain)- via Entroncamento – Sevilla (Spain): [1 train per week RT/ 2 journeys] Pontevedra (Spain) –via Pampilhosa - Sagunto (Spain) [2 train per week RT/ 4 journeys] Vigo (Spain) - Entroncamento (Portugal): [1 train per week RT/ 2 journeys]

Figure 21 – Euro4000 locomotive in operation. S ource: COMSA Rail Transport

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The Euro4000 locomotive has a total weight of around 120 t, a maximum commercial speed of 120 km/h and a maximum axle load of 20,5 t. The outline of the locomotive is shown below:

Figure 22 – Dimensions of Euro4000 locomotive. Source: Vossloh

• Mechanical and Electrical Characteristics

The Euro4000 locomotive is one of the most powerful diesel-electric locomotive available on the European market. The EURO 4000 features Co’-Co’ axle configuration and two-cabin design. EMD's most fuel-efficient turbocharged V-16 two-stroke diesel engine (16-710) with electronic fuel injection serves to power the locomotive with an 4,250 HP DIN. In conjunction with the optimum performance of the driveline, the unit is capable of hauling heavier and longer freight trains, thus increasing operator competitiveness and efficiency.

The diesel engine is manufactured by EMD (Electro-Motive Diesel, Inc) and has the following properties:

Figure 23 – Characteristics of the diesel engines. Source: Vossloh

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The bogies are adapted for the 1.668 mm track-gauge, and their main features are shown in the following table:

Figure 24 – Characteristics of the Euro4000 bogies. Source: Vossloh

In what regards to the electrical transmission and brake equipment, the main information is shown in the tables presented below:

Figure 25 – Characteristics of the electrical transmiss ion and brake equipment. Source: Vossloh

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The axle bearing used in Euro4000 locomotives is manufactured by TIMKEN, namely, HM 133436 – 90952 model. The housing of the axle bearing is made from cast iron. The grease used in the axle bearing is Timken Premium. The main dimensions of the axlebox is shown in the figures below.

Figure 26 – TIMKEN axlebox HM 133436 – 90952. Source: Timken

Figure 27 – Scheme of axle provided with axle bearings. Source: EMD, Inc.

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2.5. PCC TRAMS DE LIJN ANTWERP

Figure 28 – Coupled PCC’s Trams

• General Description

The electric trams type PCC are used for urban transportation in the north of Belgium. The trams are running in single and coupled (two trams together) mode in the city and the pre-metro of Antwerp The PCC’s are the oldest trams of the Lijn Antwerp and where build between 1960 and 1970. In the mean time they have had a midlives revision and modernization. There are 155 PCC’s of witch 105 who can run in coupled mode with an automatic mechanical and electrical coupling. The track gauge is 1000mm and the velocity is limited to 55 km/h

• Mechanical and electrical characteristics

Each tram has two motorized bogies.

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The wheel sets have gummy suspended wheels with a maximum diameter of 660mm and a minimum diameter of 600 mm. Each axle box has two oil lubricated spherical roller bearings. The electric energy is obtained from the 600V DC catenaries infrastructure. The PCC has four DC traction motors of 44KW each. The traction power supply has been modernized and is generated by GTO or IGBT power electronic technology. They can regenerate energy in the catenaries while braking and have anti glide protection (ABS). • In the pictures you can see, the drawing of a bogie and the drawing of an axle box

The bearing is 222 19 S MB F2 C3 and lubricated by “Total Carter EP220”

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3. CONCLUSION

Available samples of new and used bearings together with new and used lubricant will be provided to the consortium for laboratory tests ( Task 2.4 – Laboratory Tests ). Also technical information about the presented rollingstock and bearings will be delivered to the partners for modelling and analysis (Task 2.5 – Axle bearing modelling and analysis ).

The on board systems developed in WP3 – Onboard Systems will be applied in rolling stock presented in this document. In addition, the wayside systems developed in WP4 – Wayside Systems will be installed on track sites (both in Portugal and Belgium), defined in Task 2.8 – Identification of sites for testing , where this specific rollingstock performs commercial service. The consortium will have access to this rollingstock and track sites in order to develop, perform test trials and validate MAXBE systems.

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