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TECHNICAL DOCUMENT

STANDALONE AUXILIARY POWER UNIT FOR WDG4 DIESEL ELECTRIC LOCOMOTIVES

Type MAP 768

POWER UNIT FOR WDG4 DIESEL ELECTRIC LOCOMOTIVES Type MAP 768 Medha Servo Drives P. Ltd. P-

Medha Servo Drives P. Ltd.

P- 4 / 5 B, IDA NACHARAM HYDERABAD 500 076 Ph. No. 040 - 2717 3990 Fax. 040 2717 4908

Email: marketing@medhaindia.com

URL: www.medhaindia.com

INDEX

1 Introduction

 

3

1.1

Medha Servo Drives Pvt. Ltd. …

3

2 Product Over view

 

5

3 Block diagram

6

4 Hardware and Software Upgaration

6

5 APU Functionality :

7

5.1 Automatic Change over to FUEL SAVE Mode

7

5.2 Automatic Change over from FUEL SAVE mode to normal mode

9

5.3 Change over to NORMAL Mode with Loco Pilot Request

9

5.4 Data Logging Features

 

9

5.5 GPRS Features (Optional)

10

6 APU Sub assemblies

10

6.1 Diesel Engine

10

6.2 Compressor

11

6.3 Alternator

11

6.4 Battery Charger Assembly (ABC)

11

6.5 APU Control Unit with Computer

11

7 APU Unit Technical Data Sheet

:

14

8 Weight and Dimensions

15

9 Scope of Supply by Medha

15

10 Scope of Work by DLW

15

11 Scope of work by Medha during Installation

16

1

INTRODUCTION

Available statistics shows that Diesel Electric Locomotive Engines typically run in Idle mode for 50% of total run time Unwanted Idle running time of loco results in-waste burning of expensive fuel, increased use of lubricant and other consumables, increased environmental pollutions, wear and tear of locomotive moving parts and gradual reduction of locomotive Engine life.

While the Locomotive WDG4 is idling, the Diesel Engine is running at 270 RPM and consumes approximately 20 liters of diesel oil per hour. During Idling the diesel locomotive performs two functions at stand still condition at Station yards, the compressor maintain Main Reservoir pressure between 8 to 10 kg/sq.cm and charge the loco batteries. However, at stand still with brakes applied, the requirement of air from compressor is less and it is required only to compensate the formation leakages. These two functions do not require much power, but still the diesel engine runs to cater this requirement even though the fuel consumption is large.

Instructions are exist for shutting down the locomotive to avoid unnecessary idling. However Drivers generally avoid shutting down to avoid difficulty in re-starting the engine. In this regard, RDSO has released specification no. MP.0.2400.64 (Rev 0.01) March 2010 for developing Automatic Control of Engine Stop with Auxiliary Power Unit for EMD / HHP Locomotive.

1.1 Medha Servo Drives Pvt. Ltd.

Medha, which is established in 1984, is an R&D intensive company, dedicated to Railway Products. Medha has designed and manufactured various world class high-tech electronic products for application on Locomotives, Coaches and Railway Stations. For Locomotives Medha is supplieng different models of Speed Recorders, 180kVA 3phase Static Converters, Electronic Governors and Microprocessor based Locomotive Control systems for both Electric and Diesel-Electric locomotives. For Air Conditioned Coaches Medha supplies 25kVA, 3phase Inverters and 2.5kVA and 5kVA under-slung Inverters. For Railway Stations, Medha supplies Integrated Power Supply Systems.

Medha has indigenously designed, developed and supplied Microprocessor based Loco Control System Type MEP 660 uses state-of-art technology, for controlling diesel electric ALCo locomotives. This provides Excitation Control, Propulsion Control, Dynamic Braking Control, Wheel Slip Control, and Auxiliary Generator Control with digital PID controls. More than 2100 locomotives are currently working.

Medha has indigenously designed, developed and supplied 3-phase AC-AC Traction System including Traction Converters, Microprocessor based Locomotive control system and allied control panels for WDG4/WDP4 locomotives competing with multi national companies like EMD and Seimens. This is the first IGBT based Traction Converter design and development ever by an Indian Company. More than 500 locomotives are currently working with Medha's IGBT Traction Converters.

Medha's indigenous Solid State Interlocking or Electronic Interlocking system for Signaling has been tested for SIL-4 safety standards (highest safety standard) and is currently in RDSO Part-II approval status. This is the only Indian Electronic Interlocking system approved by Indian Railways.

Recently Medha indigenously designed and developed Electrics including IGBT based traction converter, Microprocessor based Vehicle control system and other associated equipments for 1600 HP AC-AC DEMU.

Medha Design Center is equipped with all infra struction and testing facilities for development of software, hardware, testing, validation and verification etc. Medha has a well-equipped manufacturing facility in Hyderabad, including an automatic assembly line for PCBs with surface mount devices. Medha is awarded with ISO 9001-2008 by M/s American Quality Assessors accredited by ANAB. Medha also has the distinction of certifying its Design Process through CMMI Level 3 (Capability Maturity Model Integrated). By standardizing to this process, Medha ensures that its Design and Development process is well controlled and documented while ensuring the best quality.

Medha have gained substantial experience of locomotive control with in-house development of all its products.

Medha has already indigenously designed, developed and supplied 3 prototype units of Automatic Control of Engine Stop with Auxiliary Power Unit for Alco locmotives. RDSO has already type tested and given approval for regular production. Total 113 units are supplied to Indian Railways, in which 3 were installed at DLW and 110 were installed at DMW all are working in the field for the past two years. It is worth to mention that by installing this product, Indian Railways had already saved, 1158897 liters of diesel oil and the revenue saved is Rs. 6, 48, 98232 upto 31 st December 2014.

Medha has also designed, developed and supplied one prototype Auxiliary Power Unit for High Horse Power Locomotive WDG4 and RDSO has already completed type test. This APU is Installed and Commissioned at DLW on Loco No.12954 and field trails are completed in CKP Division under control of Sr.DME / BNDM. Till date the fuel savings achieved on this locomotive because of APU installation is 16133 liters and the revenue saved is Rs. 903448.

2

PRODUCT OVERVIEW –

Automatic Control of Engine Stop with Auxiliary Power Unit.

The HHP locomotives (WDG4) consumes around 18 to 20 liters of diesel oil per hour while the locomotives is idling in station yards. Although the power requirement to maintain train fitness (ready to start), is very less, the engine idling power canot be reduced because the diesel engine on HHP locomotives canot be run below 200 RPM.

Auxiliary power Unit shuts down the main engine on the locomotives and run a small engine to keep the train fitness. Being a small diesel engine it consumes around 3 lites per hour and still it keeps the train ready to start with in a short notice. It runs small compressor to compensate formation leakages and maintain MR pressure. It runs an alternaotr to charge the locomotive batteries.

HHP locomotive can save around 15 liters of diesel oil for every hour of idling, if ACES with APU is installed. In addition to the direct fuel saving there are other indirect savings due to installation of the ACES with APU.

Reduced Engine run hours which can be used for effective hauling and

enhance the periodical overhauling time period Reduced wear and tear on the engine parts and hence low cost of

maintenance. Reduced lubricant oils consumption.

Reduced emissions.

The product MAP 768 is Automatic Control of Engine Stop with Auxiliary Power Unit for EMD locomotives. It is designed and developed to fit on these locomotives having any of the existing locomotive control systems (Seimens / EMD / Medha). This is a stand alone APU consisting Control Unit with Computer and electrics, Diesel Engine, Air Compressor, Alternator, 12V Battery Charging Assembly and 12V Battery etc. The computer in the APU Control unit, collects the required locomotive data from the loco contol computer and monitor them continuously to identify the locomotive idling status and other prevailing conditions. As soon as the conditions and parameters are suitable to enter into fuel saving mode, the system automatically stop the main engine and starts the APU. If any conditions / parameter does not satisfy or the driver requests, the system automatically starts the main engine and stops the APU.

The basic functions of the ACES with APU are summerised below.

The system interfaces with existing Loco Control system through proper interface and monitor the Main Engine Parameters continuously.

The system provides auto change over from normal idling mode to fuel save mode and vice verse as the conditions prevail.

The system maintains the MR Pressure between 8 to 10 kg/cm 2 while APU Engine is running.

The system monitors APU safety devices to protect the APU components from sever damage.

The system continuously charge the Locomotive Battery and monitor the battery

health. To monitor the battery health battery voltage sensor (BATV) and battery charging current sensor (BATI) are added in the system.

The system provides remote monitoring of "APU data and working status" (Optional).

The system display APU operating status, faults in the APU Control system to the driver through add on display (optional) for loco control systems supplied by other than Medha.

3 Block Diagram.

Communication APU Start / Stop LCC Eathernet / MVB / RS485 Command 12V Bat. Charging
Communication
APU Start / Stop
LCC
Eathernet /
MVB / RS485
Command
12V Bat. Charging
Optional
RS485
High Temperature
Display
Low Oil Pressure
BAT Charging
Battery
Charging CB
Water In fuel
Battery
BAT Charg.
Engine overspeed
Charging
Current
Sensor
Engine Fault
BAT supply to
LRMS CB
LRMS
Supply to APU
Fuel Level Data
APU CB
ECC
APU
Control Unit
APU

4 Hardware and Software Upgaration in LCC:

Along with the installation of ACES with APU, it also requires the following hardware and software upgration on the locomotive, for smooth autochange over from normal idling mode to fuel save mode and vice versa. The following are the hardware interface required to be installed on the locomotive.

1. APU Circuit Breaker to Enable / Disable the APU function by the operator

2. LRMS Circuit Breaker to provide Battery supply to the LRMS moduel in the APU if provided.

3. Loco battery charging circuit breaker to protect against any cable short circuit of the battery charging wiring.

4. Battery Voltage and Battery charging current sensors ( only for Siemens and EMD Locos)

One of the following communication protocal has to be upgraded on the existing loco control system so that the computer of APU can interface with LCC to get the required data for continuous monitoring as well as issuing start and stop commands for the main engine.

1. PROFI BUS Communication for Siemens Alco Locomotive

2. MVB Communication for Siemens HHP Locomotive.

3. ETHERNET Communication for EMD HHP Locomotive.

4. OFC CAN Communication for Medha HHP Locomotive.

After the up-gradation of both hardware and software, the APU communicate with the Loco Control Computer. If the entry conditions for fuel save mode are fulfilled APU system initiate auto change over from Main Engine to APU Engine or vise versa.

5 APU Functionality:

5.1 Automatic Change over to FUEL SAVE Mode

The APU circuti breaker, LRMS Circuit breaker and Loco battery charging circuit breaker should be switched on for autochange over from normal mode to fuel save mode. The APU Control system establishes the communication with Loco Control Computer (LCC) and continuously gets the locomotive data from the LCC. The system continuously monitors the Main Engine speed (RPM) and Locomotive speed. When locomotive is Idling for more than 10 minutes, the system checks the following before entering into FUEL SAVE mode.

The system checks the Loco Brakes status. If the Break Cylinder Pressure (BCP) is less than 1.5kg/cm 2 , the system prompts the loco Pilot through Crew message “No APU Fuel save mode – Brakes are released”. Here the Loco Pilot has got an option to apply loco brakes or keep them in released condition depending upon the traffic conditions. If the driver does not apply loco brakes or the BCP is less than 1.5kg/cm 2 , the system logs a fault and repeats the message once in 10 minites to remind the driver that he can enter into fuel save mode if he desires.

As soon as brakes are applied i.e BCP is > 1.5kg/cm 2 , the system checks for the Reverser Handle (RH) position. If the RH is in working direction, the system prompts Loco Pilot through Crew message “ No APU Fuel save mode – Reverser thrown." Here the Loco Pilot has got option to keep RH in neutral to enter into fuel save mode or he can continue with out changing the RH position depending on the traffic requirements. As long as the RH is in working direction, the system logs a fault and repeat the warning message once in every 10 minuutes to remind the driver that he can enter into fuel save mode if he desires.

Once the RH is kept in Neutral position, both the directional inputs 'FOR' and 'REV' becomes OFF.

Once the Reverser Direction Input is OFF with Loco Brakes applied the system confirms the following parameters before entering into Fuel save mode.

1.

Loco speed is zero.

2. Engine RPM is between 200 and 270 and No main engine cranking failed conditions are present.

3. LCC is not in any test mode.

4. Loco Battery charging is <20 Amps.

5. Engine Temperature is > 55 deg.C.

6. MR pressure is >7.5 kg/cm2.

7. Ambient Temperature >= 20 deg.C.

8. No APU Faults are registered.

When the above parameters are satisfied for 30 seconds, MAP768 system displays a decremental counter with a warning message ”System will enter in to Fuel Save mode with in 60 seconds” and the counter on the display starts decrimenting towards zero. Hitherto before the counter reaches to zero, if the Loco Pilot does not want 'FUEL SAVE' mode and desires to start the train, he can simply throw the Reverser Handle to required direction. The system does not enter into 'FUEL SAVE' mode and he can start the train normally.

Once the counter is reached zero after 60 seconds, the APU control system starts the APU Engine and ensures APU is functioning normally. There after the APU control system sens a command to the LCC to stop the main engine and the LCC shuts down the main engine. The Display screen indicates APU and related main engine parameters. The parameters are listed below:

Parameter description

Parameter on Display

1. APU Eng RPM

APU_RPM

: xxxx

2. Main Eng RPM

Eng_ RPM

:

xxx

3. Loco Speed

Loco kph

:

xxx

4. Loco Battery Voltage

BATV

:

xx.x

5. Loco Battery Charging Current

BATI

:

xx.x

6. APU Alternator out put Current

PMAI

:

xx.x

7. Main Engine Temperature

Eng_Temp.C

:

xx.x

8. Ambient Temperature

TM AIR T

:

xx.x

9. Brake Cylinder Pressure

BC Pr

:

x.x

10. Main Reservoir Pressure 1

MR1

:

xx.x

11. Magnet Valve Comp. Control

MVCC>

:

xx

12. APU Battery Charging status

ABCIVS<

:

xx

The small diesel engine in the APU drive the compressor and the alternator whihc are coupled to it. This compressor maintains MR pressure between 8 to 10 Kgs/Sq.Cm. As long as APU is working and main engine is shut down, The APU control system continuously monitors the MR pressure value and give command for compressor cut in and cut out to LCC based on the MR pressure value to maintain the MR pressure between 8 to 10 Kgs/Sq.Cm.

The alternator which is driven by compressor output shaft charge the locomotive

batteries and also feeds the supply to the loco control system. The automatic voltage regulator connected to the alternator regulates the output voltage to 72V plus or minus 1 Volt.

5.2 Automatic Change over from FUEL SAVE mode to normal mode

APU Control system continuously monitors the following parameters while APU is running.

1. MR Pressure >6.5 kgs/Sq.cm.

2. Battery Charging current >0A in Positive side.

3. Main Engine Temperature (ETP1 & ETP2) >20 deg.Cent.

4. Loco Speed = 0

5. APU Safety Parameters are normal

The APU Engine will be running as long as the above parameters are with in the set values. In case any of these parameters deviates the nominal specified values the system Automatically shuts down the APU Engine and Cranks the Main Engine with a display message “ System returning from FUEL SAVE mode to normal mode” .

5.3 Change over to NORMAL Mode with Loco Pilot Request.

The system continuously monitors the status of Reverser Handle position as long as the APU Engine is running. When the Loco Pilot wants to start the Train / Locomotive or want to come out from 'FUEL SAVE' mode, he can simply throw the RH to required working direction. When the RH is thrown to working direction, the directional input status becomes ON and the system sense the status of the RH position. The APU control system sensds 'Engine Start' command to LCC and the LCC starts the main engine. Appropriate warning message is displayed on the display to the driver before cranking the Main Engine. The APU control system shuts down the APU engine after confirming normal running of Main Engine.

In case the Main Engine fail to re-crank due to any reason, the system prompts the driver that Auto Cranking is failed – Do manual Cranking with start button.

While working the APU Loco in Trailing Mode in MU, as soon as the Reverser handle is kept in working direction in lead loco, Train Line Input of Reverser Handle either REV_F or REV_ R is energized, The APU control system senses the directional Input and initiate the change over from Main Engine to APU Engine.

5.4 Data Logging Features

All the APU parameters are recorded every minute as long as the APU is working. The data can be stored upto 45 days with first in first out basis. Oldest data will be erased

as new data is getting accumulated. Around

impartant data parameters. The data can be down loaded through USB port available on the control card for further analysis on a laptop / PC through data analysis software.

APU faults are also stored with

In additiona to the fault diognastics, APU cummulative data counters are also stored in the memory,

1. APU Life Time Data

2. APU Trip Data

3. APU Counters

5.5

GPRS Features (Optional)

If LRMS is fitted along with APU, the following APU related data can be accessed through internet from the LTMS server.

1. Main Engine Idle Hours

2. APU Engine Run Hours

3. Fuel Saving Report Total Idle Hours saved by APU system

Total Diesel Oil saved in liters

4. Main Engine Start / Stop Counters

No. of times Main Engine started : xxx

No. of times Main Engine stopped : xxx

Main Engine Started by APU : xxx

Main Engine Stopped by APU

:

xxx

5. Main Engine Started by APU Due to

Low MR pressure

No Battery charging

Low Ambient Temperature

Low Engine Temperature

6. No. of times Main Engine Cranking failed.

7. No. of time safety devices tripped

6

Sub Assemblies of APU Type MAP768.

6.1

Diesel Engine :

The Diesel Engine used in the APU is manufactured by M/S Cooper Corporation Pvt. Ltd. The model number is 2A2D1C18.8CW. The rated output of the engine is 18.8 KW at 1500 RPM. The Cooper 1.2L, CRDI, Turbo charged, 2 cylinder, 4 stroke, liquid cooled diesel engine is selected for its compact size. It s equipped with Common Rail Fuel injection system and electronic engine management system for better fuel efficient.

The fuel economy and emmissions has been optimised at the source by means of low engine friction, faster engine warm up, centralised injectors optimised combustion etc. Hydraulic lash adjusters and roller finger fallowers are used for maintanence free quite operation and reduced friction.

The Diesel oil is stored in a small auxiliary fuel tank in the APU and is filled from Locomotive fuel tank automatically by the control System.

6.2

Compressor:

The Compressor used in the APU is manufactured by M/S ELGI. The Compressor model number is RR 15 101 with two stage compression and 'W' type reciprocating, air cooling compressor. The compressor is already used on rolling stock on Indian Railways and tailer made for the APU with minor changes.

It has got two LP cylinders for primary compression. The air after compression is cooled in the intercooler and then admitted to HP Cylinder for secondary compression. The air is directly admitted through a non return valve to the after cooler available in the locomotive for the main compressor. The air then goes to MR tank after cooling in the after cooler.

The Compressor works at a discharge pressure of 10.0 Kgs/Cm 2 and it is air cooled and splash lubricated. The compressor is capable of maintaining the MR pressure between 8 to 10 kg/Cm 2 under normal permitted leakages in the train formation.

6.3 Alternator:

The Alternator is a brush less Alternator compiling to IP 55 standard specifically manufactured for this application. The Alternator is coupled to compressor and is primarily driven by diesel engine. The Automatic Voltage Regulator (AVR) is a rectifier cum regulator unit connected to the 3 phase alternator. The AVR rectify the AC output and regulate the DC voltage at 72V DC plus or minus 1V. This voltage is used to charge the locomotive Batteries. The machine is capable of supplying the entire required load at 72V and charges the batteries while APU engine is running.

6.4 APU Battery Charger (ABC):

The APU battery charger is a static battery charger works on 72V DC. The charger is a constant voltage charger with maximum current limit to safe gaurd the battery from overcharging. The ABC is used to charge the 12V battery which is provided for engine control system in the APU. Since the battery charger is working on 72V and is fed from locomotive battery, the 12V battery will get charged even when APU is not working. Always the 12V battery is kept on float charge even if the APU is not working for longer periods. This will avooid self discharging of the battery under such long idling periods.

6.5 APU Control Unit:

All the electrics like relays, contactors, ABC and the APU control computer module whihc are necessary for interfacing with LCC and auto change over are assembeled in this control unit.

6.5.1 APU Control Computer Unit

APU Control Computer Unit consists several sub modules. These modules are housed in a rugged metallic enclosure. Each submodule is slide in module which can be directly inserted on to mother board socket. The external interface to each module is carried out through wago terminal boards provided on the enclosure. Each module is

polarised and are not interchangeable. The different modules are listed below.

APU Control Card.: This moduel is the heart of the system. It establishes two way communication with the loco control computer through appropriate communicaytion port depending up on the LCC supplier. The APU computer gets the following data from LCC.

Locomotive speed.

Main Engine RPM

AV digital o/p status

BV digital o/p status

CV digital o/p status

DV digital o/p status

Throttle 1 to 8 digital input status

Throttle IDLE digital I/p status

Forward digital I/p status

Reverse digital I/p status

START digital I/p status

Engine temperature

Ambient temperature

MR Pressure

BC Pressure

BP pressure

The APU Computer send the following commands to LCC as and when required.

Fuel pump on / off command

Compressor cutin / cut out command

Lubrication ON command

Engine cranking command

Engine shut down command

The above data exchange is very impartant for smooth auto changeover from normal mode to fuel save mode. In addition to the data exchange with LCC, the control card collects various data related to APU engine, APU compressor and APU alternator either in digital formate / analog data format. All the collected data is continuously monitored by the APU computer and initiate the auto change over.

The module also provides continuous data logging of all the parameters for every 1 minute and the data can be stored upto 45 days. The APU run hours data is stored right from the inception

While the APU is working, it sends the APU run data for every 1 second to LTMS server through LRMS module.

This module consists 32 bit Micro controller running at 40 MHz clock frequency along with other perferals like RTC, Non Volatile Memor y, Interface for LapTop / PC on USB, LED Indications etc.

APU Power Supply Card

This is basically a switch mode power supply unit which can accept vide variation of the input voltages. The input is filtered to prevent switching noice propagation back into loco control system. It provides 1Kv electrical isolation between input and out supplies. The power supply input is reverse polarity and surge protected. The power supply card derive various required low voltages for all the control modules from the 72V DC iput.

APU digital Input / Output Card This module consists the required hardware for converting the high voltage signals of 72V DC from the locomotive circuits to low voltage signals of 5V DC required for the micro controller. This module provides 1 KV electrical isolation between locomotive circuits and microcontroller circuits. All the inputs are reverse polarity protected and surge protected. Module is designed to process 13 digital input signals. LED indications are provided on these cards so that the status of the input signal can be monitored easily.

This module also converts 5V digital signals generated by the micro controller system to 72VDC power signals required for driving relays, contactors, solenoids, in the APU scheme. This module provides 1 KV electrical isolation between locomotive circuits and microcontroller system circuits. Each output is reverse polarity protected, surge protected and short circuit protected. Module is designed to process 8 digital out put signals. LED indications are provided on these cards so that the status of the output signal can be verified easily.

APU LRMS Card: (optional) This module receives the data from control card and send the data to LTMS server along with GPS co-ordinates as long as the APU is working. Through LTMS server one can monitor the APU status through internet. The module contains necessary hardware to process and send the data to the server.

APU Analog & Frequency Input card This module processes analog signals received from current, voltage, temperature and pressure sensors etc. for feeding to microcontroller system. This module provides 1 KV electrical isolation between sensor circuits and microcontroller circuits.

This module also consists of the hardware required for converting the signals generated by speed/rpm sensor to low voltage signals of 5V DC required for the microcontroller system. This module provides 1 KV electrical isolation between sensor circuits and microcontroller circuits. All the inputs are surge protected.

Communication Interface card. This module contains the necessary hardware to provide different communication protocals depending upon the LCC supplier and establish data exchange between APU control computer and Loco control computer. The following are the deffrent types of protocals it can support

PROFI BUS - MVB

SIEMENS ALCO Loco

- SIEMENS HHP Loco

ETHERNET – EMD HHP Loco

OFC CAN

- Medha HHP Loco

6.5.2 Relays and contactor:

The following relays and contactors are equipped in the APU control Unit. These relays and contactros are switched ON and OFF by the APU control computer.

ACC – APU Crank Contactor – to start the APU engine

ASR – APU Stop relay – To stop the APU engine.

AFOLR – APU Fuel Oil Relay – To monitor the Fuel oil level.

APUER – APU Enable Relay.

6.5.3 Relay Module:

The relay module converts 12V signals to 72V level and feed them as digital inputs to APU control Unit.

7 APU Unit Technical Data Sheet :

APU works as an add on unit to the microprocessor based AC-AC Traction Control system. (EMD / HHP locomotives). As long as Main Engine is powered up, APU continuously monitors the idle period of the locomotive. APU starts on its own after giving audio visual indication to the driver as soon as the conditions prevail and switches Off the main engine to save precious fuel. It saves approximately 17 liters per hour.

7.1

Diesel Engine :

 

It is a 4 stroke, 2 cylinder, liquid cooled, turbo charged diesel engine with CRDI and electronic fuel management.

Output power Capacity

: 18.8 KW at standard conditions.

Type of Injection

: CRDI

RPM

: 1500

SFC

: App. 166 grms/BHP/Hour

7.2

Compressor:

It is a Reciprocating 'W' type compressor with two stage compression, forced air

cooling and oil spalsh lubricated.

 

RPM

: 1500

Air delivery in LPM

: 1622 LPM

Compressor drive HP

: 15HP

Working Pressure

: 10 Kgs/Cm 2

7.3

Alternator :

It is a 3 phase AC brush less alternator with Automatic voltage regulator.

Alternator output voltage

: 72V ±1V.

Output Capacity

: 2KW.

7.4

Environments :

Ambien Temperature

: 4 to 55 deg. Centigrade

7.5

Monitoring

: Continuously

7.6

Anticipated fuel saving

: 17 ltrs / Hour.

7.7

Data recording

: 90 days with 1 minute interval.

7.8 Life time counters

7.9 Remote monitoring

8 Weight and Dimensions:

: APU run Hours, IDLE hours, Engine shutdown and restart counters. : Optional The status and APU data can be monitored remotely through REMMLOT equipments, if the loco is equipped.

The approximate weight of the APU is around 1000 Kgs. The outside dimentions (LxBxH) is 1700 x 900 x 950. The Actual OGA drawings and actual location of installation in the locomotive will be submitted after finalising with mutual understanding with the user railways.

9 Scope of Supply by Medha

1. APU Base structure along with

: 1 set

Engine+ECU+compressor + alternator +AVR+12VBattery: 1 Set.

2. APU Control unit APU Computer+ABC+Electrics

: 1 Set.

3. Hangs out wiring bunch ECC1 to APU control unit+APU control unit to APU

: 1 Set.

4. Appropriate communication cable with connectors

: 1 Set.

5. Battery Charging Current sensor.

: 1 No.

6. APU Circuit beaker

: 1 No.

7. LRMS Circuit Breaker

: 1 No.

8. Battery Charging Circuit Breaker

: 1 No.

10 Scope of Work by Loco Builder

The required changes on the locomotives will be discussed with user railway and as agreed mutually during discussions, the drawings will be submitted to DLW. However the following are the tentative works to be carried our by DLW on the locomotive.

1. Necessary pipe lines to modify the MR connections from the APU to existing aftercooler through a Non-Return valve.

2. Necessary pipe lines to provide connections between MVCC and Compressor Un- loader Valve.

3. Necessary pipe lines to provide Fuel connections to APU fuel tank and Drain pipe line to Main Fuel Tank.

Fuel inlet to be made which is available from fuel oil relief and regulating valve outlet pipe.

Fuel outlet to be made which is available from fuel oil relief and regulating valve drain which is going to fuel tank.

4. Modifications as explained to be carried out in the Radiator room.

Changes required on Long Hood in the Radiator room for APU Installation.

GA Lay out of Long Hood

GA Lay out of Radiator room

GA Lay out of Intercooller

Non Return Valve mounting drawing

11 Scope of work by Medha

Verification of Radiator room for required space to accommodate APU.

Installation of APU in the Radiator room. Installation procedure will be supplied at the time of Installation.

Laying of Interconnecting cables between APU Control Unit and APU Engine electrical components.

Laying of interconnecting Communication cables and electrical cables between APU Control Unit and Loco Control Computer.

Wiring changes in the ECC1 if required. Exact scheme will be supplied at the time of installation

Pneumatic and Fuel oil pipe line connection to the APU

Installation of Exhaust pipe over the Radaitor room at long hood side.

Installation of APU, Commissioning and Testing procedure will be supplied at the time of installation.