New diesel locomotive Siemens Vectron DE with MTU

Rail
New diesel locomotive Siemens Vectron DE with
MTU traction system for EU IIIB emission stage
Who:
Siemens AG, German rail vehicle manufacturer
What:EU IIIB-certified diesel engine of type 16V 4000 R84 for
driving the new diesel locomotive Vectron DE
Why:
Compact, powerful and reliable drive
Where: Munich, Bavaria, Germany
Europe
orders but rather was oriented toward presentday and future requirements and transport responsibilities in Europe. Included in the concept
was experience from over 1,600 Siemens locomotives of types Eurosprinter and Eurorunner,
which are currently in use in rail traffic. “The aim
of development was to develop a locomotive that
provided an efficient and cost-effective solution
to the traction task. It should also be futureproof, a safe investment and environmentally
compatible, as well as easy to retrofit and modify”, explains Ulrich Fösel, Manager of Locomotive product portfolio management at Siemens.
The four-axle Vectron is designed both for freight
transport as well as regional transport and rapid
passenger traffic. Electric and diesel-electric
versions in different performance and speed
Munich, Germany — The Vectron was presented
classes are available for this purpose. The elecfor the first time at the rail trade fair Innotrans in
Berlin in 2010. The design and development of the tric Vectron is available as a multiple system
(MS) locomotive for all European voltage sysnew product family was not based on customer
With its Vectron, Siemens has developed a
new locomotive product for the European
market which covers various performance
classes in the freight train and passenger
train categories. The concept includes electric versions for up to four different voltage
systems as well as a diesel-electric version,
the Vectron DE. The vehicle concept of the
diesel locomotive is based on the tried-andtested Siemens Eurorunner locomotive. The
core of the Vectron DE is an MTU engine
from the Series 4000, which complies with
the European emission specifications of stage
EU IIIB for rail drives.
Christian Thoma, Vectron Platform Project Manager at Siemens AG
„We decided on a proven single-engine system
from MTU due to the low fuel consumption — just
as with the predecessor of the Vectron DE, the Eurorunner, which is equipped with an engine of type
16V 4000 R41.“
Germany
tems, as an alternating current (AC) and direct
current (DC) locomotive with an output of up to
6.4 MW and a maximum speed of up to 200 km/h.
The diesel-electric Vectron DE is available with
an output of 2.4 MW and a maximum speed of
160 km/h. It is a further development of the
Eurorunner, 220 examples of which are currently
in use, 100 of these in the Austrian state railroad
system ÖBB. The tried-and-tested bogie of the
Eurorunner, for example, was further developed
for the Vectron DE.
Modular structure: Basic version with
optional packages
A core feature of the locomotive is its modular
structure. Customers can choose between a
basic version and a wide range of optional equipment. Thanks to the high degree of non-variable
parts, the complete locomotive family can be
operated and controlled in a standardized man-
The core of the Siemens Vectron DE is an MTU engine from the Series 4000, which complies with the European emission specifications
of stage EU IIIB for rail drives.
(Pictured: MTU 12V 4000 RX4)
ner — which guarantees optimum lifecycle costs.
Retrofitting of additional train protection systems, for example, or further exhaust aftertreatment systems is possible with the diesel locomotive. Furthermore, traction engines can be
upgraded or converted for cross-border travel in
Europe according to the modular concept. The
vehicles can thus be quickly and cost-effectively
adapted to changing market conditions, operating areas and legal specifications, which provides customers with a high degree future and
investment safety.
All Vectrons are suitable for multiple traction
among one another and together with all modern
locomotives from Siemens.
to accelerate to the required maximum speed.
Furthermore, Siemens tested alternative drive
concepts such as multiple engine systems on the
test bench. Examinations revealed that a large,
low-consumption diesel engine was overall the
most cost-effective concept for final customers.
“Ultimately, we decided on a proven single-engine system from MTU due to the low fuel consumption — just as with the predecessor of the
Vectron DE, the Eurorunner, which is equipped
with an engine of type 16V 4000 R41. After all,
fuel costs are the definitive motivating force with
regard to the lifecycle costs of a diesel locomotive!,” explained Christian Thoma, Vectron Platform Project Manager at Siemens AG.
EU IIIB engine from MTU as the core of the
Vectron DE
The driving force behind the Vectron DE is an
engine from the latest generation of the successful MTU Series 4000. Engines in this series have
been used successfully all over the world since
1996 in over 2,000 mainline and shunting locomotives. The required power in the Vectron DE is
guaranteed by an engine of type 16V 4000 R84
with an output of 2,400 kW. It falls well below the
European emission level specifications of stage
EU IIIB for rail drives, which have been in effect
During the development of the diesel-electric
since 2012. As early as the Innotrans in 2010,
Vectron version (Vectron DE), the main focus
where the engines of the latest generation celewas also on customer benefits. Siemens also
brated their world premiere, they have been certihad to make allowance for numerous new speci- fied by the Federal Office for Motor Traffic for this
fications enacted by the EU Commission (Techni- emission stage. In comparison to stage EU IIIA,
cal Specification for Interoperability, TSI). It was which was in effect since 2009, the limit values
also important during the design of a new locofor nitric oxide (NOX) were reduced by 39 percent
motive that it complied with the new, more strin- and for particles (PM) by even 88 percent.
gent emission specifications. For this purpose,
Combination of key technologies for EU IIIB
the responsible Siemens engineers simulated
The emission limits of stage EU IIIB are observed
numerous realistic travel routes for both passenthanks to a combination of engine-internal meager trains and freight trains and tuned towards
sures and exhaust aftertreatment. Cooled exthe timetables. As far as performance is conhaust gas recirculation core technology is
cerned, the Vectron is perfectly designed for
provided inside the engine to reduce nitric oxide
future traction tasks and has sufficient reserves
Vectron DE: Modern diesel locomotive with
high customer benefits
The Vectron DE is available with an output of
2.4 MW. The fuel tank holds 4,000 liters, although a capacity of 5,000 liters is available as
an option. Depending on equipment, the locomotive weighs between 81 and 88 tons and, with a
length of 19.98 meters, is slightly longer than the
Eurorunner. The starting tractive force is 275 kN;
the maximum speed is 160 km/h.
Installation of engine of type 16V 4000 R84 in the Siemens
locomotive plant in Munich-Allach.
The Vectron was designed with the classic machine compartment layout. The engine compartment is divided into three separate chambers. The power module, consisting of engine and
generator, is located centrally in the middle chamber. It is resiliently mounted on the locomotive body.
1 Compressed air equipment
2 Main air tank
3Converter
4 ZEV container (optional)
5Generator
6 Combustion air filter
7 Particulate filter
8 Diesel engine
9 Cooling system
10 Brake resistor
11Batteries
12 Fuel tank
13 Train protection cabinet
14 Central fan and converter cooler
15 Preheating unit/warming device
16 Auxiliary equipment rack
and comply with emission levels without exhaust
aftertreatment. The highly efficient, two-stage
turbocharging ensures, in all operating statuses,
for example, at extreme temperatures, high altitudes or high exhaust back pressure, that there is
sufficient air for efficient, low-soot combustion.
The valve timing based on the Miller principle can
contribute to a lowering of the nitric oxide emissions and, at the same time, reduces the fuel
consumption. An improved common-rail injection
system with a maximum injection pressure of
2,200 bar ensures low raw emission levels of
particles and thus makes a compact particulate
filter possible. This is accommodated in the existing silencer compartment because it also takes
MTU integrated the exhaust gas recirculation system into
the engine design such that it only has a relatively minor
influence on the installation space.
on the function of the silencer. The filter is arranged above the engine, which means that fewer
and short exhaust lines can be used. The design of
the particulate filter and passive regeneration
strategy meet the high demands of customers
who expect a compact, inherently safe and efficient concept. “Our locomotives must be efficient
and, at the same time, extremely reliable and
maintenance-friendly. This is only possible with an
engine that also meets these criteria — with low
emissions and compact design,” says Mr. Thoma.
system management to guarantee emission-certified diesel engine operation. The module also
has an interface to the driver’s control panel, via
which various signals such as engine start and
stop, engine speed, lube oil pressure or coolant
temperature are provided and shown to the engine driver at the display. If alarms occur, PAU
Engine notifies the driver by means of yellow and
red alarm signals.
Engine compartment layout
The engine compartment is divided into three
In spite of the drastic reduction in nitric oxide and separate chambers. The power module, consisting of engine and generator, is located centrally
particle emissions, it was also possible once
in the middle chamber. It is mounted resiliently
again to reduce fuel consumption and thus the
opposite the locomotive body on the vibration
CO2 emissions of the future engines.
dampers. The engine chamber is highly soundEngine governor and link to locomotive
proof, which reduces the noise emission considcontrol systems
erably. The two wide, straight side aisles
The rail engine is equipped with the electronic
guarantee easy access for maintenance.
MTU engine governor, or Engine Control Unit
(ECU) with integrated engine management. The
Certification procedure
ECU monitors the engine and controls the start- Whereas electric Vectron locomotives are aling sequence and speed regulation. In addition,
ready running on European tracks, the certificathe ECU is provided with an engine safety systion procedure for the Vectron DE is still in
tem. The central link between the locomotive
progress. The licensing runs related to vehicle
control system and engine control is the MTU
operation are already completed; the required
automation module Power Automation Unit Enmodel and licensing runs take place in a Siegine (PAU Engine). Similarly, PAU Engine takes
mens test center. Certification for Germany is
over the complex task of locomotive cooling
anticipated at the start of 2014.
MTU Friedrichshafen GmbH
A Rolls-Royce Power Systems Company
www.mtu-online.com
MTU is a brand of Rolls-Royce Power Systems AG. MTU high-speed
engines and propulsion systems provide power for marine, rail,
power generation, oil and gas, agriculture, mining, construction and
industrial, and defense applications. The portfolio is comprised of
diesel engines with up to 10,000 kilowatts (kW) power output, gas
engines up to 2,150 kW and gas turbines up to 35,320 kW. MTU also
offers customized electronic monitoring and control systems for its
engines and propulsion systems.
3082581
February 2013