EMD 1010: Difference between revisions
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The four-stroke engine design was re-introduced in the mid 2010s to meet Tier 4 without using SCR. Although EMD had experimented with modifying the 710 to meet Tier 4, the prototype proved to be too heavy and inefficient to be practical.<ref name=RGI-2015-12 /> The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a {{convert|4600|hp}} (4,400 traction hp) 12 cylinder engine was unveiled in late 2015.<ref name="j2015"/><ref>{{citation| url= http://www.railwayage.com/index.php/trade-shows/take-a-tour-of-emds-sd70ace-t4.html| title = Take a tour of EMD's SD70ACe-T4| first = William C.| last = Vantuono| date = 11 Oct 2015 }}</ref> |
The four-stroke engine design was re-introduced in the mid 2010s to meet Tier 4 without using SCR. Although EMD had experimented with modifying the 710 to meet Tier 4, the prototype proved to be too heavy and inefficient to be practical.<ref name=RGI-2015-12 /> The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a {{convert|4600|hp}} (4,400 traction hp) 12 cylinder engine was unveiled in late 2015.<ref name="j2015"/><ref>{{citation| url= http://www.railwayage.com/index.php/trade-shows/take-a-tour-of-emds-sd70ace-t4.html| title = Take a tour of EMD's SD70ACe-T4| first = William C.| last = Vantuono| date = 11 Oct 2015 }}</ref> |
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The block designation was changed to J to reflect the changes to the new engine, which included power assembly and block redesigns, as well as the addition of a two-stage turbocharging system consisting of three turbochargers. |
The block designation was changed to J to reflect the changes to the new engine, which included power assembly and block redesigns, as well as the addition of a two-stage turbocharging system consisting of three turbochargers.<ref>Progress Rail [http://s7d2.scene7.com/is/content/Caterpillar/CM20170915-60438-25628 "EMD Engines 1010 Locomotive Engine Online Brochure"]</ref> Other new features are an EGR system to reduce exhaust emissions and double-walled fuel injection to increase safety. |
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== Versions == |
== Versions == |
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Revision as of 18:14, 28 January 2018
| EMD 265H | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | H-Engine |
| Layout | |
| Configuration | V12 and V16 |
| Displacement | 1,010 cubic inches (16,600 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 300 millimetres (12 in) |
| Cylinder block material | Iron |
| Cylinder head material | Iron |
| Valvetrain | 4 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Turbocharger | two low-inertia turbochargers |
| Fuel system | Pumpe-düse or unit injector actuated by engine camshaft |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Wet sump |
| Cooling system | Liquid-cooled |
| Output | |
| Power output | up to 4.7 MW (6,300 hp) |
| Chronology | |
| Predecessor | EMD 710 |
| Successor | EMD 1010 |
| EMD 1010J | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | J-Engine |
| Layout | |
| Configuration | V12 |
| Displacement | 1,010 cubic inches (16,600 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 300 millimetres (12 in) |
| Cylinder block material | Iron |
| Cylinder head material | Iron |
| Valvetrain | 4 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Turbocharger | two-stage turbocharging with one high pressure turbocharger for low-mid RPM and two low pressure turbochargers for mid-high RPM |
| Fuel system | Common Rail |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Wet sump |
| Cooling system | Liquid-cooled |
| Output | |
| Power output | up to 3.43 MW (4,600 hp) |
| Emissions | |
| Emissions target standard | EPA IV or EU Non-road IV |
| Emissions control systems | Exhaust gas recirculation |
| Chronology | |
| Predecessor | EMD 265H |
| Successor | None [note 1] |
The EMD 1010 or EMD 265[note 2] is a line of four-stroke diesel engines manufactured by Electro-Motive Diesel. The precursor to the 1010 was introduced c. 1998 as the 265H or H-Engine,[note 3] The H-engine was initially designed for use as a 6300 hp 16 cylinder engine in the EMD SD90MAC; however, the early engines were found to be unreliable, and unsuccessful in the market, with the proven EMD 710 2-stroke design being preferred. The EMD four-stroke engine was resurrected in 2015 to meet EPA Tier 4 emissions regulations.
History
H-Engine
Development of the H-engine was announced in 1994 as a railway locomotive specific engine - the design was influenced by the transition to AC traction motors, which had increased adhesion and tractive effort characteristics, allowing an increase in usable power to be usefully converted traction - thus the new design was to have 6,000 horsepower (4,500 kW) available for traction - a 6000 hp locomotive design would allow one to replace two of the very common 3000 hp SD40-2 locomotives.[1]
Instead of a development of its two stroke design EMD chose to develop a new four stroke engine, with potential for reduced emissions being one factor in favor of the change of design. EMD had investigated the potential of four-stroke designs in 1984, building two prototype 4,500 horsepower (3,400 kW) 16 cylinder "854H" engines.[1]
The new engine was designed using modern techniques, including 3D modelling, finite element analysis, computational fluid dynamics, and other simulations, as well as using real world fatigue and other testing. The initial locomotive designed to use the H-engine was the SD90MAC. The crankcase design switched to Ductile cast iron from welded steel (in the 2 stroke series); like the 2-stroke designs the new engine incorporated unitized power assemblies. The V connecting rods switched from fork and blade to side by side and electronic fuel injection replaced mechanical fuel injection. Each engine incorporated two turbochargers, one per cylinder bank. Eight engines were produced and tested at the Transportation Technology Center of the Association of American Railroads in Pueblo, Colorado.[1]
The EMD 265H had a bore of 265 millimetres (10.4 in) and stroke of 300 millimetres (12 in) (so that the displacement per cylinder was 1010 cubic inches) with the 16 cylinder GM16V265H rated at 4,700 kilowatts (6,300 hp) at 1000 rpm, with a brake mean effective pressure of 21.3 bars (2,130 kPa).[1]
Union Pacific began using some H-engined SD90MAC locomotives in commercial service in 1998.[1]
Initial orders for the 265H engine powered locomotives were delivered powered by 4300 hp EMD 710 engines (referred to as SD9043MAC), intended to be converted to the 4 stroke design later once the engine's teething troubles were resolved. Canadian Pacific, Union Pacific and lessor CIT Group acquired this locomotive type. Only CP and UP operated H-engine powered units (SD90MAC-H). UP's fleet was returned to EMD after the lease expired.[2] Considered unsuccessful in the domestic market due to reliability issues and limited operational flexibility of the 6000 horsepower engine,[3] all 265H-powered versions in North America and Australia have been retrofitted with 4300 horsepower 16V710G engines or scrapped.[citation needed]
EMD also built one SD89MAC demonstrator, EMDX 92, as the less powerful version of the SD90MAC. It used a V12 version of the 265H engine (12-265H) generating 4500 hp. Initially the SD89MAC was intended to be the successor of the EMD SD70 Series. However, none were ordered.
The 265H engine was also used overseas: in 2005 an order for 300 6,000 horsepower (4,500 kW) Tier 2 engines was received from the Chinese Railways, with final assembly at the Dalian Locomotive Factory,[4][5] introduced from 2009 as "Harmony" HXN3 class.[6] Orders were also received from India[citation needed] and Australian mining railroads.[citation needed] Tidewater Marine acquired twenty 16 cylinder engines for marine use in tugboats in 2002.[7]
The 16-265H remains the most powerful diesel engine ever produced by EMD.
J-Engine
To meet EPA Tier 4 emission standards for nitrogen oxides (NOx), manufacturers rely on one of two methods: exhaust gas recirculation (EGR), where exhaust gases are cooled and recirculated back through the combustion cycle, or selective catalytic reduction (SCR) using urea-based diesel exhaust fluid, which converts NOx in the catalytic converter to elemental nitrogen and water. Although EGR requires a diesel particulate filter, it is the preferred solution for Class I operators, as SCR adds another consumable with handling and storage issues by maintenance personnel.[8]
The four-stroke engine design was re-introduced in the mid 2010s to meet Tier 4 without using SCR. Although EMD had experimented with modifying the 710 to meet Tier 4, the prototype proved to be too heavy and inefficient to be practical.[8] The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a 4,600 horsepower (3,400 kW) (4,400 traction hp) 12 cylinder engine was unveiled in late 2015.[9][10]
The block designation was changed to J to reflect the changes to the new engine, which included power assembly and block redesigns, as well as the addition of a two-stage turbocharging system consisting of three turbochargers.[11] Other new features are an EGR system to reduce exhaust emissions and double-walled fuel injection to increase safety.
Versions
| ID | Number of cylinders | Induction | Max rpm | Power (hp) | Power (MW) | Introduced | Locomotive(s) |
|---|---|---|---|---|---|---|---|
| 12-265H | 12 | 2 x Turbocharger | 1000 | 4,725 | 3.52 | 1996 | EMD SD89MAC |
| 16-265H | 16 | 2 x Turbocharger | 1000 | 6,300 | 4.7 | 1996 | EMD SD90MAC, EMD JT56ACe (China Railways HXN3) |
| 12-1010J | 12 | 3 x Turbocharger | 1000 | 4,600 | 3.4 | 2015 | SD70ACe-T4 |
See also
Notes
- ^ Although EMD has been bought by Caterpillar in 2010, the brand EMD is retained by Caterpillar and EMD still has the rights to develop its own engine design belongs to EMD before the Caterpillar era - the EMD 1010J is the example, that comes from 265H. For locomotive use (esp. freight locomotives), the engine designed by EMD is found to be more suitable in the aspects of reliability, user friendly, ease of maintenance, weight, physical dimensions, and compatibility to other systems used in and on locomotives. This is why the EMD 1010J does not have any successor in locomotive use, yet - at least for many years to come.
- ^ Named for its displacement per cylinder, ie 1,010 cubic inches (16,600 cm3) - its 2-stroke (2-cycle) predecessors were also named in the same fashion - see EMD 710, EMD 645, EMD 567, while 265 refers to the cylinder diameter in millimeters.
- ^ The numerical designation indicating the diameter of the bore in millimeters.
References
- ^ a b c d e "EMD's first 6000hp locos enter revenue service", www.railwaygazette.com, 1 Apr 1998
- ^ "US loco market still a two-horse race", www.railwaygazette.com, 1 July 2006
- ^ Burns, Adam, "The SD90MAC, Tops in Horsepower", American-Rails, retrieved 6 January 2015
- ^ "China picks EMD", www.railwaygazette.com, 1 Oct 2005
- ^ "JT56ACe for China Ministry of Railways", Electro-Motive Diesel, archived from the original on 24 September 2008
- ^ "High-performance diesels start to enter service", www.railwaygazette.com, 12 Jun 2009
- ^ "Tidewater Selects New Model GM-EMDs", www.marinelink.com, 18 June 2002
- ^ a b Lustig, David (December 2015). "Tier 4 locomotives take to the tracks" (PDF). Railway Gazette International: 28–31. Archived from the original (PDF) on 16 June 2016. Retrieved 15 June 2016.
{{cite journal}}: Unknown parameter|deadurl=ignored (|url-status=suggested) (help) - ^ "EMD unveils its first Tier 4 diesel locomotive", www.railwaygazette.com, 5 Oct 2015
- ^ Vantuono, William C. (11 Oct 2015), Take a tour of EMD's SD70ACe-T4
- ^ Progress Rail "EMD Engines 1010 Locomotive Engine Online Brochure"
External links
- "Electro-Motive Diesel: H-Engine". Electro-Motive Diesel. Archived from the original on 2004-07-17. Retrieved 6 January 2015.
{{cite web}}: Unknown parameter|deadurl=ignored (|url-status=suggested) (help) - "Power/Marine/Industrial: Diesel Engines General Data". Electro-Motive Diesel. Archived from the original on 10 December 2001. Retrieved 6 January 2015.
{{cite web}}: Unknown parameter|deadurl=ignored (|url-status=suggested) (help) - Longman, Doug; El-Hannouny, Essam. "Locomotive Engine Research Program Drives Down Train Emissions". Argonne National Laboratory. Archived from the original on 16 September 2008.
The [Engine Research Facility], which contains a single-cylinder version of EMD's four-stroke "H" engine, has been generating experimental data used to improve the engine's fuel efficiency while meeting exhaust emissions targets.