EMD 1010
| EMD 854 | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | H-Engine |
| Combustion chamber | |
| Configuration | V16 |
| Displacement | 854 cubic inches (13,990 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 300 millimetres (12 in) |
| Cylinder block alloy | Iron |
| Cylinder head alloy | Iron |
| Valvetrain | 3 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Supercharger | Roots blower |
| Turbocharger | Hybrid turbocharger, below half throttle, clutch-driven blower takes over |
| Fuel system | Pumpe-düse |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Total-loss oiling system |
| Cooling system | Air-cooled |
| Output | |
| Power output | up to 5.9MW |
| Chronology | |
| Predecessor | EMD 710 |
| Successor | none |
| EMD 1010 | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | J-Engine |
| Combustion chamber | |
| Configuration | V16 |
| Displacement | 1,010 cubic inches (16,600 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 324 millimetres (12.8 in) |
| Cylinder block alloy | Iron |
| Cylinder head alloy | Iron |
| Valvetrain | 3 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Supercharger | Roots blower |
| Turbocharger | Hybrid turbocharger, below half throttle, clutch-driven blower takes over |
| Fuel system | Pumpe-düse |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Dry sump |
| Cooling system | Air-cooled |
| Output | |
| Power output | up to 5.9MW |
| Chronology | |
| Predecessor | EMD 710 |
| Successor | Caterpillar C280 |
The EMD 1010 or EMD 265[note 1] 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 2] 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 two to one replacement 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 unitised power assemblies, whilst the V connecting rods switched from fork and blade to side by side; 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 Centre of the Association of American Railroads in Pueblo, Colorado.[1]
The EMD 265H had a bore of 265 millimetres (10.4 in) stroke of 300 millimetres (12 in) (so that the displacement per cylinder was 1,009.72 cu.in.—rounded to 1,010 cu.in.) with the 16 cylinder GM16V265H rated at 4,700 kilowatts (6,300 hp) at 1000rpm, 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 EMD710 engines, intended to be converted to the 4 stroke design later once the engine's teething troubles has be resolved. (see SD9043MAC)—Canadian Pacific, Union Pacific and lessor CEFX acquired this locomotive type. Only CP and UP operated H-engine powered units (SD90MAC-H)—UPs 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 repowered with 4300 horsepower 16V710G engines or scrapped.
EMD also built one demonstrator of SD89MAC - EMDX 92 - as the less powerful version of SD90MAC. It used a V12 version of 265H engine (12-265H) generating 4,500 hp. Initially, SD89MAC was intended to be the successor of EMD SD70 Series. However, no railroads were interested in making any order of SD89MAC.
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 a Dalian Locomotive Factory,[4][5] introduced from 2009 as "Harmony" HXN3 class (aka EMD JT56ACe);[6] orders were also received from India; and Australian mining railroads. 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 oxides of nitrogen (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 attendant handling and storage issues.[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. 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
References
- 1 2 3 4 5 "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 Sep 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
- 1 2 Lustig, David (December 2015). "Tier 4 locomotives take to the tracks" (PDF). Railway Gazette International: 28–31. Archived (PDF) from the original on 16 June 2016. Retrieved 15 June 2016.
- ↑ "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
External links
- "Electro-Motive Diesel: H-Engine". Electro-Motive Diesel. Archived from the original on 17 July 2004. Retrieved 6 January 2015.
- "Power/Marine/Industrial: Diesel Engines General Data". Electro-Motive Diesel. Archived from the original on 10 December 2001. Retrieved 6 January 2015.
- Longman, Doug; El-Hannouny, Essam. "Locomotive Engine Research Program Drives Down Train Emissions". Argonne National Laboratory. Archived from the original on 16 Sep 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.