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 Eu-rorunner, which is equipped with an engine of type 16V 4000 R41.“

New diesel locomotive Siemens Vectron DE withMTU traction system for EU IIIB emission stage

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 elec-tric 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-and-tested 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.

Munich, Germany — The Vectron was presented for the first time at the rail trade fair Innotrans in Berlin in 2010. The design and development of the new product family was not based on customer

orders but rather was oriented toward present-day and future requirements and transport re-sponsibilities in Europe. Included in the concept was experience from over 1,600 Siemens loco-motives 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 future-proof, a safe investment and environmentally compatible, as well as easy to retrofit and modi-fy”, explains Ulrich Fösel, Manager of Locomo-tive 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 classes are available for this purpose. The elec-tric Vectron is available as a multiple system (MS) locomotive for all European voltage sys-

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 packagesA core feature of the locomotive is its modular structure. Customers can choose between a basic version and a wide range of optional equip-ment. Thanks to the high degree of non-variable parts, the complete locomotive family can be operated and controlled in a standardized man-

Rail

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 Germany

Installation of engine of type 16V 4000 R84 in the Siemens locomotive plant in Munich-Allach.

ner — which guarantees optimum lifecycle costs. Retrofitting of additional train protection sys-tems, for example, or further exhaust aftertreat-ment systems is possible with the diesel loco-motive. 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, operat-ing areas and legal specifications, which pro-vides 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.

Vectron DE: Modern diesel locomotive with high customer benefitsThe Vectron DE is available with an output of 2.4 MW. The fuel tank holds 4,000 liters, al-though a capacity of 5,000 liters is available as an option. Depending on equipment, the locomo-tive 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.

During the development of the diesel-electric Vectron version (Vectron DE), the main focus was also on customer benefits. Siemens also had to make allowance for numerous new speci-fications enacted by the EU Commission (Techni-cal Specification for Interoperability, TSI). It was also important during the design of a new loco-motive that it complied with the new, more strin-gent emission specifications. For this purpose, the responsible Siemens engineers simulated numerous realistic travel routes for both passen-ger trains and freight trains and tuned towards the timetables. As far as performance is con-cerned, the Vectron is perfectly designed for future traction tasks and has sufficient reserves

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-en-gine system from MTU due to the low fuel con-sumption — 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 locomo-tive!,” explained Christian Thoma, Vectron Plat-form Project Manager at Siemens AG.

EU IIIB engine from MTU as the core of the Vectron DEThe driving force behind the Vectron DE is an engine from the latest generation of the success-ful MTU Series 4000. Engines in this series have been used successfully all over the world since 1996 in over 2,000 mainline and shunting loco-motives. 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 since 2012. As early as the Innotrans in 2010, where the engines of the latest generation cele-brated their world premiere, they have been certi-fied by the Federal Office for Motor Traffic for this emission stage. In comparison to stage EU IIIA, which was in effect since 2009, the limit values for nitric oxide (NOX) were reduced by 39 percent and for particles (PM) by even 88 percent.

Combination of key technologies for EU IIIB The emission limits of stage EU IIIB are observed thanks to a combination of engine-internal mea-sures and exhaust aftertreatment. Cooled ex-haust gas recirculation core technology is provided inside the engine to reduce nitric oxide

The core of the Siemens Vectron DE is an MTU engine from the Se-ries 4000, which complies with the European emission specifications of stage EU IIIB for rail drives. (Pictured: MTU 12V 4000 RX4)

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www.mtu-online.com February 2013

MTU Friedrichshafen GmbHA Rolls-Royce Power Systems Company

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.

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 alti-tudes 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 emis-sions 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 exist-ing silencer compartment because it also takes

on the function of the silencer. The filter is ar-ranged 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 effi-cient 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.

In spite of the drastic reduction in nitric oxide and particle emissions, it was also possible once again to reduce fuel consumption and thus the CO2 emissions of the future engines.

Engine governor and link to locomotive control systemsThe rail engine is equipped with the electronic MTU engine governor, or Engine Control Unit (ECU) with integrated engine management. The ECU monitors the engine and controls the start-ing sequence and speed regulation. In addition, the ECU is provided with an engine safety sys-tem. The central link between the locomotive control system and engine control is the MTU automation module Power Automation Unit En-gine (PAU Engine). Similarly, PAU Engine takes over the complex task of locomotive cooling

system management to guarantee emission-cer-tified 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 en-gine driver at the display. If alarms occur, PAU Engine notifies the driver by means of yellow and red alarm signals.

Engine compartment layoutThe engine compartment is divided into three separate chambers. The power module, consist-ing of engine and generator, is located centrally in the middle chamber. It is mounted resiliently opposite the locomotive body on the vibration dampers. The engine chamber is highly sound-proof, which reduces the noise emission consid-erably. The two wide, straight side aisles guarantee easy access for maintenance.

Certification procedureWhereas electric Vectron locomotives are al-ready running on European tracks, the certifica-tion procedure for the Vectron DE is still in progress. The licensing runs related to vehicle operation are already completed; the required model and licensing runs take place in a Sie-mens test center. Certification for Germany is anticipated at the start of 2014.

1 Compressed air equipment2 Main air tank3 Converter4 ZEV container (optional)5 Generator6 Combustion air filter7 Particulate filter8 Diesel engine

9 Cooling system10 Brake resistor11 Batteries12 Fuel tank13 Train protection cabinet14 Central fan and converter cooler15 Preheating unit/warming device16 Auxiliary equipment rack

The Vectron was designed with the classic machine compart-ment layout. The engine compartment is divided into three se-parate chambers. The power module, consisting of engine and generator, is located centrally in the middle chamber. It is resili-ently mounted on the locomotive body.

MTU integrated the exhaust gas recirculation system into the engine design such that it only has a relatively minor influence on the installation space.