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Most Efficient Use of Two Types of Electric Locomotives for Load

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Conference Paper · December 2017

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 908 International Conference on Engineering Technologies (ICENTE'17)
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Most Efficient Use of Two Types of Electric

Locomotives for Load Transportation
1 2
, , M. KURBAN3
1 and 2
-Turkey, msertsoz@anadolu.edu.tr
3
i, Bilecik-Turkey, mehmet.kurban@bilecik.edu.tr

ABSTRACT rail systems in an efficient way -whereas, this field is very

Turkey is a quite developed and still developing country in
terms of locomotive production within the structure of
duction in this area makes
a significant contribution both to the state economy and to
the employment. However, the next phase after production
has perhaps a greater importance than the production phase
in terms of energy efficiency. Therefore, the fact that
domestically produced locomotives are operated under
energy-efficient conditions should be seen as a secondary
and significant contribution to the national economy. For
this reason, choosing the correct vehicle based on the load
required to be carried, the speed and the ramp values is a
significant problem of productivity.
There are too many locomotives produced, and in this
declaration, the loads that can be carried by E43000 and
E68000 electric locomotives at a certain slope value
depending on the different speeds are determined. These
information, which cannot be obtained directly from the
locomotive catalog information, have been provided to the
user as a reference.
In this way, the locomotives that are produced by our
country are aimed to contribute to the economy and the
environment by using again our country s energy
economically (without reducing the load carrying
performance).
Keywords: -Railway Systems, Energy Efficiency, Locomotive
Types, Load Transportation, Optimization.
I. INTRODUCTION
The railway history of Turkey is quite deep-rooted. Since
- moment. On a road having 3-6% of slope, it was observed
1980 s, 157 years passed by and, excluding some periods
of stagnation, the railway has a rapid progress in our
country. Today, the projects in numerous number such as
high speed train projects, national train projects, train
equipments that we have produced without any external
support and the Uraysim Project which allows us to
approve our own test systems to be applied to the train
equipments that we produce ourselves are like the proofs
of the progress that we have made in recent year.
It is known that realizing the manufacturing of a
technological equipment is not sufficient today. Because
the necessity to use the produced technology in the most
correct way is quite important particularly in terms of the
life cycle and the energy efficiency of the equipment. The
studies in this field in Turkey are unfortunately
insufficient, especially when rail systems are considered
in terms of energy efficiency. Using what we produce in
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large- is a contribution as important as the contribution of
domestic production to the country.
In this regard, this study seeks an answer to the question
of how domestically produced E43000 and E68000
electric locomotives can be used more efficiently by
taking the load, speed and ramp values as a basis. By this
means, locomotives are allowed to operate in various
operation conditions both most efficiently and the most
economically. This study is a start and the contribution to
the efficiency can be realized also for very different
parameters of the locomotive.
II. LITERATURE SURVEY
A study which determines the maximum load that could
be carried by the locomotives and the highest speed they
can achieve was not exactly conducted in the literature.
However, there are studies conducted in miscellaneous
fields of rail systems in terms of the energy efficiency. It
was observed in a study conducted by using SimuX
simulation software that the energy consumption value
increases 16,62 times in the event of the slope value
changes from -5% to 5%, that s a 10% of increase. It was
calculated that the regenerative braking energy effect
makes a recovery in the rate of 14-15% at the test slope
values. Since the vehicle decides, during the regenerative
braking energy, where to or not to use regenerative
braking energy, where to make mechanical and where to
make electrical braking by means of its internal
equipments, it is not possible to know its speed at that
that the losses occurring in the transformer center vary
between 2% to 10,4% depending on the distance of the
catenary to the tractive force supply system and its
resistance. It is clear that the energy consumption
increases as the number of people (weight) and the slope
increase. Apart from these, as the number of people
increases, the amount of energy consumed per person
decreases despite the increase in the amount of energy
consumed, and the increasing number of people by the
increase of the slope increases the amount of energy
consumption more rapidly [1].
While there is no significant change in line voltage when
an improvement in energy efficiency is desired, line
losses are reduced and voltage stabilization is ensured in
onboard energy storage [2]. With the use of onboard
energy storage systems, the voltage drop across the
pantographs, which are the current receiving points of the
Konya, Turkey, December 7-9, 2017
 909 International Conference on Engineering Technologies (ICENTE'17)
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vehicles, will be minimized (voltage drops are avoided by Terminology

reducing the line current by more than 50%, sometimes
by 80% [3]) and accordingly, a decrease that might occur T: Traction of the locomotive
in the performance of the vehicles will be prevented [4]. P: Axle Load
The studies show that theoretically, even about 40% of GV: Load to be carried by the locomotive
the total energy used can be obtained from the recovery GL: Load of the Locomotive
of the braking energy, depending on the train operating N: Number of axles
frequency. It is reported that in the lines where trains are V: Speed
operated for 3 minutes and less, the most of the energy A: Front Field of Vision
produced during braking is being used by other trains [5]. Ptrac: Traction Power
On the lines where trains are not operated frequently, re(k): Slope Value
most of the energy is burned in the resistances. In this
context, it is estimated that considerable energy savings Table 1. Technical details of the Electric Locomotive named
with respect to operating costs can be realized through E68000 [11].
energy storage technologies [6]. With the installation of
Main Characteristics
several energy storage systems, it has been observed that
a storage system saves 340,000 kWh of energy per year Manufacturer TCDD
[7]. Date of Production 2013-2015
Power 6800 HP 5000 kW
It is a fact that super capacitors increase the load, but a
Weight of Locomotive 86 Ton
study has shown that they still provide energy savings
Axle Load 21,5 Ton
despite increasing the load. This value varies between
23% and 26% depending on the number of ultra capacitor Axle Type Bo Bo
and the number of people used [8]. Maximum Speed 140 km/h
Trac Size 1435 mm
it has been observed in the studies conducted that the red Length 19800 mm
signal lamps lead to significant braking energy losses. In Catenary Type AC 25 kV, 50 Hz
this study [9], when the speed of a 300-meter-long train Engine Traction Power AC 1280 kW
increases from 50 km/h to 110 km/h, it consumes 100 MJ
more energy on a 100 km-long rail. Table 2.Technical details of the Electric Locomotive named
E68000 [11].
In studies conducted around the world for energy efficient Main
driving, a 10% saving potential is predicted for all traffic Characteristics
types [10]. Weight of
120 t
Locomotive
III. R/V DIAGRAM Axle Type Bo - Bo -Bo
Axle Load 20 t
The slope value that can be reached may be calculated in Speed 90 - 120 km/h
the event of the load or the speed is known by using the R
Trac Size 1435 mm
/ V (Ramp / Speed) diagram. For creating this diagram,
the below equations are used. Driver System
Traction Power 3180 kW, 4300 HP
(1)
Engine Traction
SE - 222 DC
Type
Engine Traction
530 Kw
(2) Power
(3) Catenary Type Mono Phase 25 kV 50 Hz

(4)
Considering that the highest slope value of the railway
(5) line in Turkey is 26 , the maximum load that can be
carried at which speed that slope value can be covered is
(6) calculated by using the K / V equations. These tables are
the tables for practical use for the user convenience.
These six different equations help getting the third
parameter through two known parameters. Briefly, thanks
to the formulas, the slope at a certain load and speed, the
Tablo 3. Bogie Types [11]
speed at a certain load and slope, and the load at a certain
OO OO 2 Bogies, 4-axles, 4 traction
speed and slope can be calculated.
BO-BO motors

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OOO - OOO 2 Bogies, 6- axles, 6 traction 110 km/h 360.78 ton

CO-CO motors
120 km/h 320 ton
OOO - OOO 2 Bogies, 6- axles, 4 traction
A1A - A1A motors
Getting a result expected in Table 4 and 5 seems
OO - OO - OO 3 Bogise, 6- axles, 6 traction numerically possible. This result is that the load carried at
BO - BO - BO motors constant slope value will be reduced at increased speed.
Along with witnessing this in the daily life, its reason can
be explained by the physics formula given below. The
Table 4. Load restrictions of E68000 at Certain Speeds force and time spent are constant, and this power reduces
According to the 26 Ramp Value the system carried mass amount to meet the increased
Speed Load need for speed.

30 km/h 2229.3 ton (7)

40 km/h 1663.3 ton Terminology

50 km/h 1319.1 ton F: Force

m: Mass
60 km/h 1084.9 ton V: Speed
t: Time
70 km/h 913.73 ton
IV. GETTING THE OPTIMAL OPERATING
80 km/h 782.22 ton CONDITIONS OF TWO DIFFERENT
LOCOMOTIVES WITH RAMP
90 km/h 677.42 ton CHARACTERISTICS

100 km/h 591.57 ton In this section, the aim is to find the most efficient load
and speed value of the locomotive on a 26 road
110 km/h 519.77 ton having the highest ramp value. For this purpose, since the
speed and load units are different from each other, the
120 km/h 458.71 ton graphics of which normalization process is carried out are
intersected at first and then the de-normalization is
130 km/h 406 ton carried out and the optimum speed and load values are
obtained. It should be noted that the numerical values in
140 km/h 360.37 ton the graphic are the expressions after normalization
process. However before that, the process of
normalization is briefly touched upon.
Table 5. Load restrictions of E43000 at Certain Speeds
According to the 26 Ramp Value The normalization process, in other words disassembly,
Speed Load decomposition, that is proposed by the well-known
French scientist Hubert Francesci is to decompose a large
30 km/h 1439.4 ton table comprised of too many columns and rows into sub-
sets containing fewer rows and columns to avoid
40 km/h 1087.8 ton repetition. Another benefit of the normalization process is
the ability to compare parameters having different units
50 km/h 872.29 ton that need to be compared, since it eliminates the units.
The formula of the normalization process is as follows:
60 km/h 724.75 ton

70 km/h 616.14 ton

(8)
80 km/h 531.97 ton

90 km/h 464.25 ton

100 km/h 408.19 ton

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 911 International Conference on Engineering Technologies (ICENTE'17)
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Figure 1. Load Intersection Graphic at 26 of Slope for
E68000 (Blue: Speed and Orange: Load)
Whereas, the speed points at the slope value given for
E68000 were found as 55-60 km/h, and the load was
found between 1202-1319,11 tons. In order to be able to
create efficient operating conditions, the studies must be
conducted within these speed and load values.
Figure 2. Load Intersection Graphic at 26 of Slope for
E43000 (Blue: Speed and Orange: Load)
Whereas, the speed points at the slope value given for
E43000 were found as 50-55 km/h, and the load was
found between 798-872 tons. In order to be able to create
efficient operating conditions, the studies must be
conducted within these speed and load values.
When attention is attached to Figure 1 and Figure 2; for
E43000 ten and for E43000 twelve different values are
given. The reason of that is one has ten and the other has
twelve different load and speed parameters. (see. Table 4
and 5)
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E-ISBN: 978-605-67535-4-1
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V. CONCLUSION
In this study, the points where E43000 and E68000
operate most efficiently according to a slope value of
26 are determined. The speed points at the slope value
given for E43000 were found as 50-55 km/h, and the load
was found between 798-872 tons. The speed points at the
same slope value given for E68000 were found as 55-60
km/h, and the load was found between 1202-1319.11
tons. Thus, if the locomotives carry these loads at that
speed with a slope of 26 , they will get the most
efficient operation. As it is seen, these values need to be
calculated separately for each locomotive.
This study can also be conducted for different slope
values. For example, these work sheets can be created by
determining the slope values on the route where a
locomotive is used. Hereby, the item of economically
using the available energy, that is the first step of the
energy efficiency, will be fulfilled.
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1.
2. Barrero R., Mierlo J. V., Tackoen X., Improving energy
efficiency in public transport: stationary supercapacitor
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IEEE, 2008.
3. Iannuzzi D., (IEEE Member) Improvement of the Energy
Recovery of Traction Electricel Drives using
Supercapasitors, Electrical Engineering Department,
Naples, Italy, 2008.
4. Gordon S.P., Rorke W.S., Energy Storage and Alternatives
to Improve Train Voltage on a Mass Transit System,
Sandia National Labs, Albuquerque, April 1995.
5. Albrecht T., Reducing power peaks and energy
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http://www.uitp.org/eupolicy/positions/2006/03/Climate_C
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Konya, Turkey, December 7-9, 2017