TTRRAANNSS MMOONNTTAANNAA

SOFTRONIC 2

TTEECCHHNNIICCAALL CCHHAARRAACCTTEERRIISSTTIICCSS

Constructive and functional characteristics

axle formula : Co-Co

length over buffers: 19740 mm

width : 3000 mm

pantograph operating range under the contact line

measured from the upper side of the head of rail: 4850 ÷ 6700 mm

distance between the centers of the bogies : 10300 mm

distance between the extreme axles of a bogie : 4350 mm

wheel diameter in new state : 1250 mm

wheel diameter in semi-used state : 1210 mm

total load without ballast : 120t±2%

axle load : 20t±2% f

nominal power : 6000 kW

traction force at the hoop in nominal service with 292 kN

semi-used ferrules

nominal power of traction transformer 5790 kVA

Characteristics of the railway where the locomotive can normally

function

rail gauge 1435 mm;

curves minimum radius in depots 90 m;

the locomotive must run totally safe in curves with a radius of 170 m, slope of 26%, over

raising of 115 mm, over widening of 25mm, at a speed of 60 km/h;

maximum lateral displacement of the contact wire

in alignment with the railway axis ±400mm;

Contact line rated voltage /rated frequency 25kV/50Hz;

maximum voltage 27,5kV;

minimum voltage 19 kV;

short term minimum voltage 17,5 kV;

short term maximum voltage 29 kV;

SOFTRONIC 3

Mechanic part

Bogies

The bogies and their couplers are similar to those used for LE 5100 kW from the existing stock

and they are in accordance with the technical specification SBL 7081 for LE with a maximum speed of

and 160km/h, being equipped with mono-block wheels and axles with 170 mm nominal diameter.

The bogies consist in a new gear, with a report close to the 120km/h version, but with a maximum

speed of 160 km/h, possible by using the asynchronous traction motor.

The secondary suspension is made with Hurglass elements.

The bogies frames are made by SOFTRONIC, and the axles are mounted by CAROMET.

Locomotive car body

The locomotive car body is a steel welded construction, self supporting, that bears the efforts due

to the weight of the aggregates, the traction forces, collision and braking and it is homologated in

accordance with ST 037/2008, approved by AFER. The locomotive car-body is designed to provide the

necessary space for fitting the equipment and the servicing, maintenance and driving the locomotive by

the operating staff.

The locomotive car body is equipped with crash absorbent buffers and an improved snow plow.

The rear view mirrors are replaced with rear-cameras and an associated recording system, which

can also record the sounds in the driving cabin.

The machine room is pressurized with filtered air and the air conditioning in the cabin has

refreshing system according to UIC 651.

SOFTRONIC 4

Electric part

The electric equipment are manufactured by SOFTRONIC and they have as the main modernized

element the converter CET-A type which perform the simultaneous adjustment of the asynchronous

traction motor frequency and voltage, by using vector control. There are also used other upgraded

equipment which have proved their reliability in applications such as: stick, auxiliary services supply

system with static converters for variable voltage and frequency ICSA type, speed recording and

measurement installation, safety and vigilance ICOL type, introducing the consumed energy counter CEL

type, air conditioning installation for the driving cabins and also the axle temperature measurement

installation IMTO type and the cameras instead of the rear view mirrors.

The electric part of the electric locomotive is consists of the high and low voltage apparatus, main

transformer, one electronic traction converter for each traction motor, static converter for auxiliary

services (for the screw compressor motor, fans, oil pump, water pump), traction motors, apparatus for

command and auxiliary services, equipment with microprocessor for control, diagnosis, protection and

signaling, specific electric circuits and other accessories.

SOFTRONIC 5

High voltage equipment

The high voltage equipment is designed to operate at 25 kV nominal voltage and it is manufactured

according to IEC 60077. It is mainly mounted on the roof of the locomotive and in the high voltage

compartment of the machines room and comprises:

advanced pantograph – 2 pieces, for current collecting (with brush cracking detection and rapid

descent);

overvoltage surge arrester;

disconnecting switches;

high voltage measuring transformer ;

vacuum circuit breakers;

support insulators and bushings.

Main transformer unit

This equipment is manufactured according to SR EN 60310:2004 and ST 047/2010 requirements.

Manufactured according to SOFTRONIC’s original project, the equipment supplies the traction

converters through six secondary, the auxiliary services and the train heating circuit.

The main transformer unit, mounted in the machine room, carries out the function of reducing the

supply voltage of the traction motors circuits, auxiliary services and train heating.

The main transformer unit is single-phase type, construction in oil with forced oil circulation

through pump, the oil being driven by a ventilated cooler by means of motor ventilators.

The transformer secondary windings are as follows:

- traction windings : 6x1237 kVA – 25/6x1,050 kV;

- winding for train heating: 700 kVA – 25/1,500 kV;

- winding for auxiliary services: 200 kVA – 25/0,394 kV;

Constructive elements:

-magnetic circuits: made of siliceous steel cold laminated.

-windings and connections: made of cooper conductor insulated with electro-insulating paper.

-tank and cover: made of welded steel.

-cooling battery.

Main characteristics of the main transformer:

Maximum temperature of the cooling air: +40°C

Nominal frequency: 50 Hz

In the locomotive, the area of the terminal connection is secured against tuch, the access being

allowed only when the transformer is not supplied and earthed through the earthing device.

Power

(KVA)

Voltage

(V)

Current

(A)

Primary winding 8322 25000 333

Traction winding 7422 6x1050 6x1178

Winding for auxiliary services 200 394 508

Winding for train heating 700 1500 467

SOFTRONIC 6

Electronic traction converters for asynchronous traction motors (CET-A) They are manufactured according to SR EN 61287-1:2007.

They are modular and independent, one for each traction motor, mechanical compatible with

the S1…S6 blocks from the classic 5100 kW locomotive.

Their cooling is made with water and glycol by means of traction motor ventilators.

The converter operates in traction conditions, regenerative braking or rheostatic braking at unity

power factor according to SREN 50388.

Robustness and simplicity of design, manufacturing low price, high reliability with good

electromechanical performance of the asynchronous motor makes it the most efficient electric

driving machine. The only disadvantage it used to have: speed adjustment difficult and less

efficient through classical methods (rheostatic adjustment or adjustment by voltage variation),is

now eliminated by using the method of vector adjustment through electronic traction converter.

The electronic traction converter is an a.c. single-phase / a.c. three-phase converter. These

converters contain an input contactor and a pre-loading circuit, a four-quadrant rectifier with high

power factor 4QC, an intermediary voltage circuit, a chopper for rheostatic brake and a three-

phase inverter.

The 4QC rectifier, made of four IGBT, can function in four-quadrant allowing the locomotive to

be used in regenerative braking conditions. The intermediary voltage circuit contains capacitors

an a filter for the second harmonic. The chopper for the rheostatic braking is made of IGBT and

a diode and introduces the braking resistance in the intermediary circuit of the locomotive for the

rheostatic braking. The three-phase inverter, made of six IGBTs, transforms the continuous

voltage from the intermediary circuit in three-phase alternative voltage for the asynchronous

motor supply in traction conditions or it transforms the three-phase voltage produced by the

motor in continuous voltage in case of braking conditions.

The supply of the asynchronous motor by the traction electronic converter enables the starting

and the adjustment of the motor speed by the field orientation method. The speed variation is

direct proportional with the supply voltage frequency variation, on the entire adjustment range.

Until reaching the nominal voltage, the adjustment is made in conditions of maintaining the U/f =

constant, the speed adjustment being done in constant magnetic field flux. For high speed, the

voltage is maintained constant and the frequency variations require variations inversely

proportional with the magnetic field flux.

The electronic traction converters are replacing the S1…S6 blocks from the classic locomotive

having the same mounting dimensions and same gauge.

SOFTRONIC 7

By using the asynchronous traction motors supplied from independent converters, the traction and

electric braking performances are improved and the maintenance costs are reduced. As an extra

benefit, possibility appears for regenerative breaking with financial consequences that enable a

faster investment pay off.

Constructively, the electronic traction converters are designed as blocks, one for each traction

motor, with ventilators that cool both the converter and the

traction motor. The power electronic modules are cooled by a

water-air system made of a water-air radiator, a water pump and

aluminum water cooled radiators. The cooling liquid is a

mixture water-glycol which allows the usage of the converters

in negative temperature conditions.

The technical characteristics of the converter are:

-Rated supply voltage: 1050 V a.c.;

-Rated output voltage: 1200 Va.c.;

-Output voltage frequency: 0..125 Hz;

-Rated output current: 650 Aa.c.;

Traction motor

The locomotive is equipped with six traction motors type MTA-ES-108, manufactured according

to SR CEI 60349:1999, UIC 619 and SR EN 61377-2:2003

The motor is hung up type and operates the spur-gear drive through a torsion shaft driven by the

rotor hub, identically with the continuous current traction motor LJE 108-1 type used in previos

applications.

The motor corresponds to the conditions prescribed by the ST-035 specification that are according with

SR EN 60349-2.

SOFTRONIC 8

The traction motor is manufactured accordingly to the new SOFTRONIC design and it is compatible with

the LJE 108 motor from mechanical point of view, but with increased power and a higher maximum

speed.

The constructive shape is of special type, for IP12S protection degree.

The motor is cooled by forced ventilation with motor ventilators group AMV1-2 which ensures a flow of

1,8m3/sec.

The rolling bearings are made as follows:

-at the coupling part with the cogged coupling (traction part) – bearing un-insulated in electrical terms

NU1036MC3:

-at the part opposite to traction - bearing insulated in electrical terms NUP230MC3.

The motor is equipped with three thermo-resistances Pt 100 ohm at 0C type for supervising the heating of

the stator windings. The motor is equipped with inductive proximity sensor magnetically coupled on

radial direction with a cogged ring placed on the cover that closes the cogged coupling between the motor

and the torsion shaft.

Main technical characteristics of these motors are:

Auxiliary services

The auxiliary services of the locomotive are ensured by electrical three-phase motors (3×380 V,

50Hz), manufactured according to SR CEI 60349:1999 and UIC 619, for driving the compressor,

ventilators for rectifiers and traction motors, transformer and braking resistances, the oil pump of the

main transformer and by electrical single-phase motors for ventilation of machines room, control and

protection blocks, supply of the cooling/heating installations from the driving cabins, frontal windows

heating resistances, heating plates, radiators, freezers, lighting circuits from driving cabins, central light,

etc.

The auxiliary services are supplied from the winding for auxiliary services through static converters

which provide a three-phase system symmetric voltages for supplying the three-phase auxiliary motors.

The auxiliary services converters have increased power and total redundancy.

Two converters operate with variable frequency according to the traction conditions and supply the MT,

CETA and TRAFO ventilators.

The other three converters operate with fixed rated frequency and supply the main compressor, the other

ventilators, pumps, three-phase auxiliary services (by sinusoidal filter).

The auxiliary and command circuits are earth insulated and supplied by bipolar fuses that enable

detection and insulation of groundings.

Auxiliary services circuits and the auxiliary compressor are supplied from the battery through contactors

in order to start and stop the locomotive from any of the driving cabins.

The contactors for commutation/ supply /auxiliary services converters/ trafo or plug conditions, by using

manually operated switches.

Crt.

No.

Name U.M. Values

Uninterrupted duty

S1

One-hour duty

S2-60min

Maximum

limits Motor MTA2 Type

1 Power kW 1000 1100

2 Voltage V 1200 1200

3 Current A 575 632

4 Speed rpm 1089 1089 2500

5 Frequency Hz 55 55 125

SOFTRONIC 9

The technical conditions for manufacturing, testing and reception are regulated through the

technical documentation and technical specification of the static converter or of the block with static

converters for auxiliary services supply.

The following equipment is also related to the auxiliary services:

- Three-phase auxiliary transformer with sinusoidal filter;

- Charging station for the storage battery;

- storage battery;

- Auxiliary compressor;

Electronic equipment for control and adjustment

The electronic equipment for control and adjustment carries out all the necessary controls for the

locomotive running in traction conditions and in electro dynamic braking conditions and it is

manufactured according to IEC 60571:1998

The electronic equipment can function in the outdoor temperature range from -25° C to +70° C

and generally ensures the following functions:

- control of electronic converters for the traction motors

- control of auxiliary services;

- limitation of traction and braking currents;

- equipment protection at switching from traction to braking conditions and inversely;

- protection at: exceeding of the current in traction conditions, over-voltages, minimum voltage in the

catenary hanger, maximum braking current.

- effective protection at slipping and blocking;

- blocking of the control circuits when the controller is on the position „blocked” etc.

Constructively, the electronic command equipment consists of the control installation of the

locomotive (ICOL) manufactured as an electronic rack mounted in the S7 block. This electronic unit

carries out the traction and braking conditions, other necessary controls and coordinates all the serial

connections with other programmable units and the two cabin displays, one for each board.

This installation controls the pantograph and the circuit breaker, monitors and signals the

locomotive protections, the main equipment state and displays all necessary information. It also transmits

the commends to the static converter which ensures the supply of the auxiliary services.

SOFTRONIC 10

Protection and signaling apparatus

The protection and signaling apparatus is according to IEC 60077/1999 and contains:

- single-pole and three-pole switches for protection of the circuits and electric motors;

- thermal or intermediary relays for protecting the auxiliary services;

- maximalcurrent relays;

- pressure relays;

- electronic devices;

- acoustic signaling, optical signaling, board displays etc.

These devices operate directly through ICOL over the circuit breaker and/or over the control and

adjustment system of the locomotive.

The locomotive protections on the force circuits are made at the electronic traction converters

level for the asynchronous traction motor (CET-A): slipping protection, overcharge protection, maximum

current protection, short circuit through the traction motors, protection at maximum voltage on the

traction motors, protection against the traction pinions unshrinking, earthing protection.

The protections on the auxiliary services are carried out at the level of static converters and ICOL

installation: overcharge, short circuit, over temperature, maximum voltage, minimum voltage protections.

The locomotive running safety system concerning the condition of the driver and the influence of

track signals is carried out by a compact installation that covers the punctual speed control, the system of

surveillance and vigilance, speed measuring and recording installation, but also through the radio –

telephone installation for fast communication of the driver with the traffic dispatcher.

The electronic control and adjustment equipment performs the signaling of the input, state, output

values and faults, memorizing for a determined period of time the state of important values and faults

appeared.

The latest faults and their description are displayed on the board display on demand.

The list of all inputs, outputs, protections, signaling, codes and defaults descriptions, functions etc.

is presented in the manufacturing documentation and in the instructions of maintenance and operation.

The driving post and command board are according to UIC 612 regarding the commands and their

positioning, displays’ shapes and functions. TRANS MONTANA is the first Romanian locomotive which

joins the first group of European locomotives that meet the UIC 612 requirements.

SOFTRONIC 11

Lighting

The technical data concerning the lighting equipment of the locomotive are regulated through UIC

651/2002 – OR and the technical documentation of the locomotive.

The entire lighting system of the locomotive (cabins, machine room and headlamp) are manufactured by

SOFTRONIC with LED technology.

Train heating

The locomotive ensures the electric energy supplying of the train passenger cars, in accordance

with UIC 552. This source is the secondary 1500 V winding of the main transformer, having a power of

700 KVA.

The command to close the supply the train heating circuit is given by a control key, the circuit

ensures security of the staff that coupling the passenger’s wagons to the power columns of 1500 V, 50 Hz

of the locomotive.

Coupling the heating circuit with the passenger cars is made through the cables with double cards

and special plugs that are placed two at each locomotive end.

Air-conditioning in the driving cabin

To ensure a pleasant climate in the driving cabin, the followings are provided, according to UIC

651 requirements:

- front windows with electric resistances for defrosting:

- cooler/heater in each cabin;

- one heating/cooling/air conditioning installation with refreshing system mounted in the cabin ceiling

for maintaining an adequate temperature in the driving cabin;

- radiators under the mechanic pedals and optionally for the second mechanic;

Return current circuit

The return of the current from the transformer primary circuit to the traction substation and of the

train supply current is ensured through the absorption transformer and the axle contacts, thus avoiding the

passage of the currents through the bearings of the axle housing.

Grounding device

The grounding device ensures the staff protection by grounding the primary winding of the main

transformer. The device has a mechanic interlock with a key that can be taken out only in the position

„grounded”, situation when the circuit-breaker connection is locked.

SOFTRONIC 12

Electric brake

The locomotive is equipped with an electric regenerative and rheostatic brake for situations in

which the network is not adsorbent. The three-phase inverter, made of six IGBT transforms the three-

phase voltage produced by the motor in continuous voltage in case of braking conditions.

Pneumatic part

Compressed air installation and pneumatic brake

The compressed air installation and the pneumatic brake of the locomotive are formed of a screw

electro compressor ECE 3,5 LE type, air-compressed tanks and the pneumatic and electro pneumatic

equipment.

The electro-compressor supplies compressed air at a maximum pressure of 10 bars; the process of

starting the compressor and maintaining the pressure within the limits necessary for an optimum

locomotive running is automated.

For the initial pantograph lifting and the operation of the main switch, the locomotive is equipped

with an auxiliary electro-compressor, supplied from the storage battery.

Compressed air brake (pneumatic)

The locomotive is equipped with an automatic pneumatic brake KNORR K-GPR type with an air

distributor KE type that ensures disengagements in stages and with direct pneumatic brake with electro-

pneumatic command ensuring adequate braking-disengagements periods.

The pneumatic brake of the locomotive is formed of:

-Automatic brake Knorr KE-GPR type controlled by HDP-EP type system (Knorr Bremse). This

system contains taps FHD4-EP type mounted on the boards and an unit of devices mounted in the

machine room that carry out together the automatic indirect brake control. An electro-valve which

controls the automatic brake for reducing the speed in the prescribed speed conditions is mounted in the

HDP-Ep system. The HDP-EP system permits, optionally the integration of the devices for electro-

pneumatic command of the indirect brake. The air distributor is KE type and enables

braking/disengagements in steps, and the pressure transducers are Du15 type, independent on each bogie.

For the brake weakening there is a device ALE10 supplied with a 110 V d.c. voltage.

- Direct pneumatic brake – electro-pneumatically operated by the tap for direct brake mounted in

each control board on the right side of the mechanic and the afferent electro-valves ensure the pressure in

the brake cylinders from 0 to 2,1 bra. The direct brake is used as maneuver brake recommended for

speeds between 0km/h and 40km/h, when the locomotive is running isolated .

SOFTRONIC 13

Necessary air for the brake installation

The necessary air of the braking installation is produced by a screw electro-compressor ECE 3,5

LE type, carried over by an 37 kW asynchronous electric motor, providing the flow and the pressure of 10

bars that are necessary for the entire installation. The inlet air is filtered and the outlet air is separated

from the oil and cooled.

The air is stored in two main tanks of minimum 450 l each, with automatic purge valves. The installation

that produces the air also has separators, filters and an advanced air drier, so that the supplied compressed

air has a low level of oil and impurities and a dew point of 40C.

The compressed air installation also has auxiliary tanks, for temporization, for equalization, for

adjustment and extra.

The compressed air installation also contains auxiliary tanks, of temporization, equalization,

regeneration and spare.

The pressures that are carried out in the pneumatic installation are:

- feed pipe: 10 bars;

- general pipe: 5 ± 0,1 bar;

- circuit of direct brake: 2,1 ± 0,2 bar;

Pressures in the brake cylinders :

- low power braking ( G and P ): 2,35 ± 0,2 bar

- high power braking ( R) for V < 70 km/h increasing or V<60 km/h decreasing: 2,35 ± 0,2 bar;

- high power braking ( R) for V > 70 km/h increasing or V>60 km/h decreasing: 4,8 ± 0,2bar;

- direct braking: 2,1 ± 0,2 bar;

The brake is operated by one cylinder for each axle and has a protection system against blocking

independent on each cylinder.

The multiplication ratio: rod gear/block/cylinder is of 1:11,6.

The braking distance for isolated running on the railway at V = 100 km/h is Sf ≈ 600 m.

The alarm brake can be operated from each driving board through an alarm tap.

A separate air circuit is provided for the safety installation INDUSI and DSV type which, in case

of command releases the emergency brake.

The sanding device are equipped with electro-valves, whose operation is in connection with the

direction of movement, being supplied with a 10 bars pressure.

A separate circuit 10 bars is provided for the wheel flange lubrication installation, with the

possibility to isolate the air on the supply part.

SOFTRONIC 14

Annex 2

Traction – brake characteristics

(long term conditions)

SOFTRONIC 15

Annex 3

Haulage characteristics LE-MA

V[km/h]

Declivitate

[‰]

0 20 40 60 80 100 120 140 160

0 17769 16686 14244 11451 8020 5011 3308 2275 1618

2 7934 7722 7150 6365 4919 3343 2362 1714 1269

4 5083 4995 4747 4384 3529 2493 1826 1367 1039

6 3723 3675 3538 3331 2740 1978 1480 1130 874

8 2926 2896 2810 2677 2231 1633 1238 958 750

10 2403 2383 2323 2231 1876 1385 1060 828 654

15 1645 1635 1607 1561 1329 992 769 607 485

20 1237 1232 1215 1188 1017 620 593 471 378

25 983 979 968 951 816 610 475 377 302

30 808 806 798 786 675 503 391 309 247

35 682 680 674 665 571 424 327 257 204