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IEP Trains PresentedPKP IC „Pendolino“ StartsInnoTrans Megareport, Part 2ABB Traction For EUROLIGHTThree Czech Operators In Slovakia

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The major requirement for this typeof operation is to apply maximum trac-tive effort at axle load below 20 tons.The versatile platform includes currentsolutions for diesel-electric and multi-system applications.

Strong Collaboration

ABB in strong partnership withVossloh developed a traction systemplatform tailored to customer needs.Close cooperation already in the earlydesign phase ensures that all compo-nents of the system are designed withsimple and clear interfaces. ABB’s trac-tion system is engineered for optimumoverall performance, high reliability andefficiency, and driven to minimise thedown time and cost of ownership.Highest tractive effort at low weight isachieved by ABB’s advanced adhesioncontrol. The latest member of the EURO-

LIGHT locomotive family, already ho-mologated in Continental Europe, theUKLIGHT, has been tested in Velim,Czech Republic and in the UK. The lo-comotive made its debut at InnoTrans2014 in Berlin and entered regular op-eration in the fourth quarter of 2014.

Overview Of TheABB Traction System

The ABB traction system for UK-LIGHT diesel-electric locomotive in-cludes a synchronous generator, twoBORDLINE®CC1500 DE traction con-verters and four traction motors. Thetwo traction converters are directly fedby the synchronous generator. Eachtraction motor is supplied by its individualmotor inverter. The single axle drivesensures highest adhesion performanceand beneficial system redundancy. For passenger operation, the trac-

tion package includes additionally a BORDLINE® M500 head end powerfor on-board auxiliary power supply ofthe passenger coaches.

Traction Generator

The 2.8 MVA brushless synchro-nous generator from ABB is directlycoupled to the diesel engine and has a single bearing. It is forced air-cooledand weighs 5.3 tons only. The genera-tor is self-excited with a redundant auto-matic voltage regulator UNITROL 1010from ABB. The robust structure en-sures very high reliability and durabilitywith reduced and easy maintenance.

In close collaboration with Vossloh España, ABB has developed a state-of-the-arttraction system platform for the EUROLIGHT locomotive family. The locomotivesexcel in low axle load and are designed for freight and passenger services.

Input 3 x 450 - 1,200 V Traction Output 2 x 600 kW (at the wheel rim) Braking Chopper 1,050 kWHead End Power Supply 500 kWAuxiliary Output 95 kVA Vehicle Control Interface CanOpenDimensions (l x w x h) 1,356 x 920 x 1,955 mmCooling Water/GlycolProtection Type IP54Weight 1,030 kg

1,130 kg incl. HEP supply

Main Technical Data Of BORDLINE® CC1500 DE Compact Converter

UKLIGHT 68002 at Albuixech workson 10 December 2013. The Class 68of Direct Rail Services has a Bo’Bo’axle arrangement, a diesel-electrictransmission with an installed powerof 2,800 kW. Its max. starting tractiveeffort is 317 kN and a maximumspeed 160 km/h.

Picture on the right: block diagramof the Class 68 locomotive’s trac-tion system.

BORDLINE® CC1500 DECompact Converters

The BORDLINE® CC1500 DE is a highly integrated IGBT traction con-verter housed in a very robust IP54 ca-binet located in the machine room. Thecompact design includes environmen-

High Power ABB Traction System For Vossloh’s EUROLIGHT Locomotive Family

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tally friendly water cooled Power Elec-tronic Building Blocks (PEBBs), DC-link capacitors, converter control, andswitches.The PEBBs are configured as recti-

fier, motor converters (2x), brakingchopper, and auxiliary converter for thelocomotive’s on-board supply. For pas-senger operation, an additional PEBBfeeds the BORDLINE®M500 head endpower supply from the DC link. ThePEBBs are optimised for service as-pects: lightweight (35 kg) and easy tohandle by coolant quick couplings.Each converter control is based on

the powerful AC800 PEC platform,which is used in all ABB traction con-verters, as well as in a wide range of industrial applications. The convertercontrol ensures best adhesion perform-ance and power management, optimisingthe energy-efficiency and effectivenessof the entire traction chain. The con-verter control and power supply unitsare placed on a swing frame in front ofthe PEBBs providing excellent accessto all key components.

Vossloh’s Insight To Market Requirements And Outlook, And Collaboration With ABB

What is the reason Vossloh developed the new EUROLIGHT locomotiveplatform?We identified a market demand for versatile and reliable high power four-axle diesel electric locomotives for railways with restricted axle-loadsbearing in mind that many European secondary lines are not electrified.The EUROLIGHT locomotive family is setting new standards in the Euro-pean locomotive market with its axle-load of under 20 tons and designedfor freight as well as passenger services.

What particular challenges did you face with the new locomotive plat-form design?A vehicle platform intended for both freight and passenger operation requires a high-power traction system with maximum tractive effort atminimum weight. ABB’s traction system platform has the advantage thatall components of the package are designed in close partnership withVossloh and configured for optimum overall performance and efficiency.The traction chain is configurable for Bo’Bo’ as well as Co’Co’ locomotive.

Are there market trends or new developments that offer further colla-borations with ABB?We are delivering 22 new catenary-free trams for the São Paulo Metropo-litan Urban Transport Company (STM/EMTU) equipped with ABB tractionconverters. The bi-directional trams are based on the Vossloh Tramlink plat-form, first vehicles have been already delivered to the customer. As well for South Yorkshire Passenger Transport Executive (SYPTE), Vosslohis delivering seven tram-trains with ABB multi-system traction converterssuitable for both 750 V DC and 25 kV 50 Hz AC supply. In addition, wesee interesting opportunities to cooperate with ABB in further locomotiveprojects.

A Type BORDLINE® CC1500 DE Compact Converter.

UKLIGHT 68001 and prototype EUROLIGHT 284 001 with a 1,500 t coaltrain at VUZ’s test centre in Velim on 9 March 2014.

Power Electronic BuildingBlock (PEBB). A Type BORDLINE®M500 Head

End Power converter.

Photo: Quintus Vosman

For diagnostics, an Ethernet inter-face is available. In-depth data can beobtained using BORDLINE® - View,a diagnostic tool including an advancedself-diagnosis function, which gives ad-vice and instruction for smooth serviceand repair.

Traction Motors

The traction motor has been de-signed to fulfill the requirements for

freight and passenger operation. TheABB AMXL400 is an AC six-poles in-duction motor with an open force venti-lated (OFV) cooling arrangement and a total weight of 1,850 kg. The newelectrical design is optimised for highenergy efficiency and high perfor-mance/weight ratio. The motor with itsClass 200 vacuum pressure insulationand lubricated bearings designed for robustness and reliability is highly inte-grated into the vehicle structure, and

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ABB WGX560 traction generator.ABB AMXL400 Traction motor.

includes sensors for temperature andspeed measurement.

Head End Power

The BORDLINE® M500 head endpower is delivering a maximum 500 kWauxiliary power supply for on-board con-sumers (heating, air conditioning). There-fore, by using the BORDLINE®M500 thefreight locomotives can be easily up-graded for passenger operation. The unit,directly fed by one of the BORDLINE®CC1500 DE includes a galvanic sepa-ration and converts the three-phase ACinput to two DC 900 V outputs. The plat-form design allows an easy adapta-tion to other output voltage levels suchas 1,800 or 3,000 V. The BORDLINE®M500 is designed for underframemounting in a robust IP65 housing.

Service Concept

ABB offers an established serviceconcept to operators to ensure the reli-ability, availability and maintainability ofthe traction system. Besides trainingand remote support, ABB offers on-sitesupport within 48 hours if needed. Theconsignment stock near the operatorand on-site pooling with incorporatedrepair logistics ensures a higher avail-ability and short downtime. The main-tainability will be simplified due to high

degree of modularity of spare parts, extensive diagnostic tools and active obsolescence management.

Market Outlook And Further Applications

In addition to the diesel-electric ap-plications, the EUROLIGHT locomotivefamily was extended with multi-systemsolutions. ABB is supplying the tractionpackages for 50 locomotives (3 kV DC/diesel-electric) for Passenger Rail Agencyof South Africa and for 10 locomotives(AC/diesel-electric) for Direct Rail Servi-ces, UK. Due to ABB’s flexible and mo-dular traction platform, further singleand multi-system applications for freightor passenger service can be realised.

Kun Qian, Thomas Lüttin, Pascal Leiva,

ABB Switzerland Ltd.

Photos, unless otherwise cited, by ABB and Vossloh

Photo on the right: an ABB’s HighPerformance Converter Control AC800PEC.

Gmeinder Lokomotiven exhibited a Type D60 C diesel shunter, 903.04,belonging to LogServ, which initially or-dered two of these machines in July2012, then took up an option for twomore in May 2013. The „900“ in thedesignation stands for the power ratingin horsepower, „3“ indicates that this isa three-axle locomotive, and „04“ is theLogServ fleet number, this shunter beingthe latest member of the batch. 903.01 and 02 were delivered in

November and December 2013, en-tered service in December 2013 andJanuary 2014, and were followed by903.03 in July 2014. 903.04 washanded over to LogServ at InnoTrans2014 and hauled to Linz after the endof the fair. More are on the way, follow-ing the signing of a contract in June2014 for two, to be delivered in 2015,the agreement incorporating an optionclause for a further two, to be deliveredin 2016, if this option is taken up. In fact,LogServ envisages that it could acquireas many as 14 of these shunters.

The D60 C, built at Mosbach works,has evolved from a locomotive of a similardesign built for the BP refinery in Lingen(Germany) in 2010. It is 1,435 mmgauge, with a C axle arrangement anda top service speed of 40 km/h. It is10,760 mm long over buffers, 3,080 mmwide, 4,255 mm high above rail top,and has an axle-load of 22 t, tare weightbeing 66 t. It has been designed to fitwithin the UIC 505-1 loading gauge, andcan negotiate a minimum curve radiusof 60 m. The prime mover is a 690 kWMTU Series 12V 1600 R50 diesel,linked to Voith L3r4zeU2 hydrodynamicgearbox. Gmeinder also presented details of

its proposals for a Type DE75 BB four-axle shunter, a 1,435 mm gauge hybridmachine which is intended to be a directcompetitor of Alstom’s H3 hybrid shunter.The centre cab design enables:- the diesel genset to be located underone bonnet, and the Li-Ion batteriesfor traction purposes to be housedunder the other one,

- alternatively, two diesel gensets, oneunder each bonnet, may be installed, - or one diesel genset and one set ofelectric traction equipment includinga pantograph may be fitted, - the fourth option is a set of conven-tional electric traction equipment withpantograph, together with a Li-Ion bat-tery. If the latter option were orderedby a client, it would be the very firstelectric locomotive in Gmeinder’s pro-duction range.The DE75 BB will have a Bo’Bo’ axle

arrangement and will be built to con-form with the UIC 505-1 loading gauge.It is envisaged to be 13,000 mm longover buffers, 3,080 mm wide, and4,260 mm high over rail top. The topservice speed will be 60 km/h, though100 km/h will be permitted if theshunter is being hauled. Tare weight willbe 80 t ±3 %, giving an axle-load ofaround 20 t. All versions will have a power rating

at wheel rim of 600 kW and a starting

tractive effort of 260 kN. The C13 dieselengine(s) supplied by Caterpillar willhave a power rating of 354 kW and com-plywith EU stage IIIB exhaust gas emis-sions limits, without the need for ureainjection. The battery is designed to deliver up to 350 kW. When no poweris needed for traction, the battery ischarged from the diesel genset orthrough regenerative braking, the lattereffected at up to 350 kW. While the lo-comotive is not in use, the battery canbe charged from a 3 x 400 V AC externalpower supply.The design of the DE75 BB is now

complete, and the outcome of negotia-tions with prospective clients are nowawaited before construction of the loco-motive starts. For evaluation purposes,in 2015 the hybrid driveline will be in-stalled in a Type DE500 C diesel-elec-tric shunter, which Gmeinder bought innon-working condition and which thecompany is to modernise.

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