TECHNICAL DOCUMENT

STANDALONE AUXILIARY POWER UNIT

FOR WDG4
DIESEL ELECTRIC LOCOMOTIVES

Type MAP 768

Medha Servo Drives P. Ltd.

P- 4 / 5 B, IDA NACHARAM
HYDERABAD 500 076
Ph. No. 040 - 2717 3990 Fax. 040 2717 4908
Email: marketing@medhaindia.com URL: www.medhaindia.com
 INDEX
1 Introduction....................................................................................................... 3
1.1 Medha Servo Drives Pvt. Ltd. …............................................................... 3

2 Product Over view............................................................................................. 5

3 Block diagram.................................................................................................. 6
4 Hardware and Software Upgaration................................................................. 6
5 APU Functionality : ......................................................................................... 7
5.1 Automatic Change over to FUEL SAVE Mode......................................... 7
5.2 Automatic Change over from FUEL SAVE mode to normal mode.......... 9
5.3 Change over to NORMAL Mode with Loco Pilot Request...................... 9
5.4 Data Logging Features ............................................................................. 9
5.5 GPRS Features (Optional)........................................................................ 10

6 APU Sub assemblies......................................................................................... 10

6.1 Diesel Engine ........................................................................................... 10
6.2 Compressor ............................................................................................... 11
6.3 Alternator .................................................................................................. 11
6.4 Battery Charger Assembly (ABC)............................................................. 11
6.5 APU Control Unit with Computer............................................................. 11

7 APU Unit Technical Data Sheet ..................:.................................................. 14

8 Weight and Dimensions.................................................................................. 15

9 Scope of Supply by Medha............................................................................. 15

10 Scope of Work by DLW................................................................................. 15

11 Scope of work by Medha during Installation.................................................. 16

1 INTRODUCTION

Available statistics shows that Diesel Electric Locomotive Engines typically run in Idle
mode for 50% of total run time Unwanted Idle running time of loco results in-waste
burning of expensive fuel, increased use of lubricant and other consumables, increased
environmental pollutions, wear and tear of locomotive moving parts and gradual reduction
of locomotive Engine life.

While the Locomotive WDG4 is idling, the Diesel Engine is running at 270 RPM and
consumes approximately 20 liters of diesel oil per hour. During Idling the diesel
locomotive performs two functions at stand still condition at Station yards, the compressor
maintain Main Reservoir pressure between 8 to 10 kg/sq.cm and charge the loco batteries.
However, at stand still with brakes applied, the requirement of air from compressor is less
and it is required only to compensate the formation leakages. These two functions do not
require much power, but still the diesel engine runs to cater this requirement even though
the fuel consumption is large.

Instructions are exist for shutting down the locomotive to avoid unnecessary idling.
However Drivers generally avoid shutting down to avoid difficulty in re-starting the
engine. In this regard, RDSO has released specification no. MP.0.2400.64 (Rev 0.01)
March 2010 for developing Automatic Control of Engine Stop with Auxiliary Power Unit
for EMD / HHP Locomotive.

1.1 Medha Servo Drives Pvt. Ltd.

Medha, which is established in 1984, is an R&D intensive company, dedicated to Railway

Products. Medha has designed and manufactured various world class high-tech electronic
products for application on Locomotives, Coaches and Railway Stations. For Locomotives
Medha is supplieng different models of Speed Recorders, 180kVA 3phase Static
Converters, Electronic Governors and Microprocessor based Locomotive Control systems
for both Electric and Diesel-Electric locomotives. For Air Conditioned Coaches Medha
supplies 25kVA, 3phase Inverters and 2.5kVA and 5kVA under-slung Inverters. For
Railway Stations, Medha supplies Integrated Power Supply Systems.
Medha has indigenously designed, developed and supplied Microprocessor based Loco
Control System Type MEP 660 uses state-of-art technology, for controlling diesel electric
ALCo locomotives. This provides Excitation Control, Propulsion Control, Dynamic
Braking Control, Wheel Slip Control, and Auxiliary Generator Control with digital PID
controls. More than 2100 locomotives are currently working.
Medha has indigenously designed, developed and supplied 3-phase AC-AC Traction
System including Traction Converters, Microprocessor based Locomotive control system
and allied control panels for WDG4/WDP4 locomotives competing with multi national
companies like EMD and Seimens. This is the first IGBT based Traction Converter design
and development ever by an Indian Company. More than 500 locomotives are currently
working with Medha's IGBT Traction Converters.
Medha's indigenous Solid State Interlocking or Electronic Interlocking system for
Signaling has been tested for SIL-4 safety standards (highest safety standard) and is
currently in RDSO Part-II approval status. This is the only Indian Electronic Interlocking
system approved by Indian Railways.
Recently Medha indigenously designed and developed Electrics including IGBT based
traction converter, Microprocessor based Vehicle control system and other associated
equipments for 1600 HP AC-AC DEMU.
Medha Design Center is equipped with all infra struction and testing facilities for
development of software, hardware, testing, validation and verification etc. Medha has a
well-equipped manufacturing facility in Hyderabad, including an automatic assembly line
for PCBs with surface mount devices. Medha is awarded with ISO 9001-2008 by M/s
American Quality Assessors accredited by ANAB. Medha also has the distinction of
certifying its Design Process through CMMI Level 3 (Capability Maturity Model
Integrated). By standardizing to this process, Medha ensures that its Design and
Development process is well controlled and documented while ensuring the best quality.
Medha have gained substantial experience of locomotive control with in-house
development of all its products.
Medha has already indigenously designed, developed and supplied 3 prototype units of
Automatic Control of Engine Stop with Auxiliary Power Unit for Alco locmotives. RDSO
has already type tested and given approval for regular production. Total 113 units are
supplied to Indian Railways, in which 3 were installed at DLW and 110 were installed at
DMW all are working in the field for the past two years. It is worth to mention that by
installing this product, Indian Railways had already saved, 1158897 liters of diesel oil and
the revenue saved is Rs. 6, 48, 98232 upto 31st December 2014.

Medha has also designed, developed and supplied one prototype Auxiliary Power Unit for
High Horse Power Locomotive WDG4 and RDSO has already completed type test. This
APU is Installed and Commissioned at DLW on Loco No.12954 and field trails are
completed in CKP Division under control of Sr.DME / BNDM. Till date the fuel savings
achieved on this locomotive because of APU installation is 16133 liters and the revenue
saved is Rs. 903448.
2 PRODUCT OVERVIEW –
Automatic Control of Engine Stop with Auxiliary Power Unit.
The HHP locomotives (WDG4) consumes around 18 to 20 liters of diesel oil per hour
while the locomotives is idling in station yards. Although the power requirement to
maintain train fitness (ready to start), is very less, the engine idling power canot be
reduced because the diesel engine on HHP locomotives canot be run below 200 RPM.

Auxiliary power Unit shuts down the main engine on the locomotives and run a small
engine to keep the train fitness. Being a small diesel engine it consumes around 3 lites
per hour and still it keeps the train ready to start with in a short notice. It runs small
compressor to compensate formation leakages and maintain MR pressure. It runs an
alternaotr to charge the locomotive batteries.

HHP locomotive can save around 15 liters of diesel oil for every hour of idling, if
ACES with APU is installed. In addition to the direct fuel saving there are other indirect
savings due to installation of the ACES with APU.

〉 Reduced Engine run hours which can be used for effective hauling and
enhance the periodical overhauling time period..
〉 Reduced wear and tear on the engine parts and hence low cost of
maintenance.
〉 Reduced lubricant oils consumption.
〉 Reduced emissions.

The product MAP 768 is Automatic Control of Engine Stop with Auxiliary Power
Unit for EMD locomotives. It is designed and developed to fit on these locomotives
having any of the existing locomotive control systems (Seimens / EMD / Medha). This
is a stand alone APU consisting Control Unit with Computer and electrics, Diesel
Engine, Air Compressor, Alternator, 12V Battery Charging Assembly and 12V Battery
etc. The computer in the APU Control unit, collects the required locomotive data from
the loco contol computer and monitor them continuously to identify the locomotive
idling status and other prevailing conditions. As soon as the conditions and parameters
are suitable to enter into fuel saving mode, the system automatically stop the main
engine and starts the APU. If any conditions / parameter does not satisfy or the driver
requests, the system automatically starts the main engine and stops the APU.

The basic functions of the ACES with APU are summerised below.

• The system interfaces with existing Loco Control system through proper
interface and monitor the Main Engine Parameters continuously.
• The system provides auto change over from normal idling mode to fuel save
mode and vice verse as the conditions prevail.
• The system maintains the MR Pressure between 8 to 10 kg/cm2 while APU
Engine is running.
• The system monitors APU safety devices to protect the APU components from
sever damage.
• The system continuously charge the Locomotive Battery and monitor the battery
 health. To monitor the battery health battery voltage sensor (BATV) and battery
charging current sensor (BATI) are added in the system.
• The system provides remote monitoring of "APU data and working status"
(Optional).
• The system display APU operating status, faults in the APU Control system to
the driver through add on display (optional) for loco control systems supplied
by other than Medha.

3 Block Diagram.

Communication APU Start / Stop

LCC Eathernet / Command
MVB / RS485 12V Bat. Charging

RS485
Control Unit High Temperature
Optional
Display
APU

APU
Low Oil Pressure
Battery BAT Charging
ECC

Charging CB Water In fuel

Battery Engine overspeed

BAT Charg.
Charging
Current
Sensor
Engine Fault
BAT supply to
LRMS CB LRMS Fuel Level Data
Supply to APU
APU CB

4 Hardware and Software Upgaration in LCC:

Along with the installation of ACES with APU, it also requires the following hardware
and software upgration on the locomotive, for smooth autochange over from normal
idling mode to fuel save mode and vice versa. The following are the hardware interface
required to be installed on the locomotive.

1. APU Circuit Breaker to Enable / Disable the APU function by the operator
2. LRMS Circuit Breaker to provide Battery supply to the LRMS moduel in the
APU if provided.
3. Loco battery charging circuit breaker to protect against any cable short circuit of
the battery charging wiring.
4. Battery Voltage and Battery charging current sensors ( only for Siemens and
EMD Locos)
5. Optional Display unit to display APU related information ( only for Siemens and
EMD Locos)
 One of the following communication protocal has to be upgraded on the existing loco
control system so that the computer of APU can interface with LCC to get the required
data for continuous monitoring as well as issuing start and stop commands for the main
engine.

1. PROFI BUS Communication for Siemens Alco Locomotive

2. MVB Communication for Siemens HHP Locomotive.
3. ETHERNET Communication for EMD HHP Locomotive.
4. OFC CAN Communication for Medha HHP Locomotive.

After the up-gradation of both hardware and software, the APU communicate with the
Loco Control Computer. If the entry conditions for fuel save mode are fulfilled APU
system initiate auto change over from Main Engine to APU Engine or vise versa.

5 APU Functionality:
5.1 Automatic Change over to FUEL SAVE Mode

The APU circuti breaker, LRMS Circuit breaker and Loco battery charging circuit
breaker should be switched on for autochange over from normal mode to fuel save
mode. The APU Control system establishes the communication with Loco Control
Computer (LCC) and continuously gets the locomotive data from the LCC. The system
continuously monitors the Main Engine speed (RPM) and Locomotive speed. When
locomotive is Idling for more than 10 minutes, the system checks the following before
entering into FUEL SAVE mode.

〉 The system checks the Loco Brakes status. If the Break Cylinder Pressure
(BCP) is less than 1.5kg/cm2 , the system prompts the loco Pilot through
Crew message “No APU Fuel save mode – Brakes are released”. Here the
Loco Pilot has got an option to apply loco brakes or keep them in released
condition depending upon the traffic conditions. If the driver does not apply
loco brakes or the BCP is less than 1.5kg/cm2 , the system logs a fault and
repeats the message once in 10 minites to remind the driver that he can enter
into fuel save mode if he desires.

〉 As soon as brakes are applied i.e BCP is > 1.5kg/cm 2 , the system checks for
the Reverser Handle (RH) position. If the RH is in working direction, the
system prompts Loco Pilot through Crew message “ No APU Fuel save
mode – Reverser thrown." Here the Loco Pilot has got option to keep RH in
neutral to enter into fuel save mode or he can continue with out changing the
RH position depending on the traffic requirements. As long as the RH is in
working direction, the system logs a fault and repeat the warning message
once in every 10 minuutes to remind the driver that he can enter into fuel
save mode if he desires.
〉 Once the RH is kept in Neutral position, both the directional inputs 'FOR'
and 'REV' becomes OFF.

Once the Reverser Direction Input is OFF with Loco Brakes applied the system
confirms the following parameters before entering into Fuel save mode.
 1. Loco speed is zero.
2. Engine RPM is between 200 and 270 and No main engine cranking failed
conditions are present.
3. LCC is not in any test mode.
4. Loco Battery charging is <20 Amps.
5. Engine Temperature is > 55 deg.C.
6. MR pressure is >7.5 kg/cm2.
7. Ambient Temperature >= 20 deg.C.
8. No APU Faults are registered.

When the above parameters are satisfied for 30 seconds, MAP768 system displays a
decremental counter with a warning message ”System will enter in to Fuel Save mode
with in 60 seconds” and the counter on the display starts decrimenting towards zero.
Hitherto before the counter reaches to zero, if the Loco Pilot does not want 'FUEL
SAVE' mode and desires to start the train, he can simply throw the Reverser Handle to
required direction. The system does not enter into 'FUEL SAVE' mode and he can start
the train normally.

Once the counter is reached zero after 60 seconds, the APU control system starts the
APU Engine and ensures APU is functioning normally. There after the APU control
system sens a command to the LCC to stop the main engine and the LCC shuts down
the main engine. The Display screen indicates APU and related main engine
parameters. The parameters are listed below:

Parameter description Parameter on Display

1. APU Eng RPM APU_RPM : xxxx
2. Main Eng RPM Eng_ RPM : xxx
3. Loco Speed Loco kph : xxx
4. Loco Battery Voltage BATV : xx.x
5. Loco Battery Charging Current BATI : xx.x
6. APU Alternator out put Current PMAI : xx.x
7. Main Engine Temperature Eng_Temp.C : xx.x
8. Ambient Temperature TM AIR T : xx.x
9. Brake Cylinder Pressure BC Pr : x.x
10. Main Reservoir Pressure 1 MR1 : xx.x
11. Magnet Valve Comp. Control MVCC> : xx
12. APU Battery Charging status ABCIVS< : xx

The small diesel engine in the APU drive the compressor and the alternator whihc are
coupled to it. This compressor maintains MR pressure between 8 to 10 Kgs/Sq.Cm. As
long as APU is working and main engine is shut down, The APU control system
continuously monitors the MR pressure value and give command for compressor cut in
and cut out to LCC based on the MR pressure value to maintain the MR pressure
between 8 to 10 Kgs/Sq.Cm.

The alternator which is driven by compressor output shaft charge the locomotive
 batteries and also feeds the supply to the loco control system. The automatic voltage
regulator connected to the alternator regulates the output voltage to 72V plus or minus
1 Volt.

5.2 Automatic Change over from FUEL SAVE mode to normal mode

APU Control system continuously monitors the following parameters while APU is
running.

1. MR Pressure >6.5 kgs/Sq.cm.

2. Battery Charging current >0A in Positive side.
3. Main Engine Temperature (ETP1 & ETP2) >20 deg.Cent.
4. Loco Speed = 0
5. APU Safety Parameters are normal

The APU Engine will be running as long as the above parameters are with in the set
values. In case any of these parameters deviates the nominal specified values the
system Automatically shuts down the APU Engine and Cranks the Main Engine with a
display message “ System returning from FUEL SAVE mode to normal mode” .

5.3 Change over to NORMAL Mode with Loco Pilot Request.

The system continuously monitors the status of Reverser Handle position as long as the
APU Engine is running. When the Loco Pilot wants to start the Train / Locomotive or
want to come out from 'FUEL SAVE' mode, he can simply throw the RH to required
working direction. When the RH is thrown to working direction, the directional input
status becomes ON and the system sense the status of the RH position. The APU
control system sensds 'Engine Start' command to LCC and the LCC starts the main
engine. Appropriate warning message is displayed on the display to the driver before
cranking the Main Engine. The APU control system shuts down the APU engine after
confirming normal running of Main Engine.

In case the Main Engine fail to re-crank due to any reason, the system prompts the
driver that Auto Cranking is failed – Do manual Cranking with start button.

While working the APU Loco in Trailing Mode in MU, as soon as the Reverser handle
is kept in working direction in lead loco, Train Line Input of Reverser Handle either
REV_F or REV_ R is energized, The APU control system senses the directional Input
and initiate the change over from Main Engine to APU Engine.

5.4 Data Logging Features

All the APU parameters are recorded every minute as long as the APU is working. The
data can be stored upto 45 days with first in first out basis. Oldest data will be erased
as new data is getting accumulated. Around ............ APU faults are also stored with
impartant data parameters. The data can be down loaded through USB port available on
the control card for further analysis on a laptop / PC through data analysis software.
 In additiona to the fault diognastics, APU cummulative data counters are also stored in
the memory,

1. APU Life Time Data

2. APU Trip Data
3. APU Counters

5.5 GPRS Features (Optional)

If LRMS is fitted along with APU, the following APU related data can be accessed
through internet from the LTMS server.

1. Main Engine Idle Hours

2. APU Engine Run Hours
3. Fuel Saving Report
〉 Total Idle Hours saved by APU system
〉 Total Diesel Oil saved in liters
4. Main Engine Start / Stop Counters
〉 No. of times Main Engine started : xxx
〉 No. of times Main Engine stopped : xxx
〉 Main Engine Started by APU : xxx
〉 Main Engine Stopped by APU : xxx
5. Main Engine Started by APU Due to
〉 Low MR pressure
〉 No Battery charging
〉 Low Ambient Temperature
〉 Low Engine Temperature
6. No. of times Main Engine Cranking failed.
7. No. of time safety devices tripped

6 Sub Assemblies of APU Type MAP768.

6.1 Diesel Engine :

The Diesel Engine used in the APU is manufactured by M/S Cooper Corporation Pvt.
Ltd. The model number is 2A2D1C18.8CW. The rated output of the engine is 18.8 KW
at 1500 RPM. The Cooper 1.2L, CRDI, Turbo charged, 2 cylinder, 4 stroke, liquid
cooled diesel engine is selected for its compact size. It s equipped with Common Rail
Fuel injection system and electronic engine management system for better fuel
efficient.

The fuel economy and emmissions has been optimised at the source by means of low
engine friction, faster engine warm up, centralised injectors optimised combustion etc.
Hydraulic lash adjusters and roller finger fallowers are used for maintanence free quite
operation and reduced friction.

The Diesel oil is stored in a small auxiliary fuel tank in the APU and is filled from
Locomotive fuel tank automatically by the control System.
6.2 Compressor:

The Compressor used in the APU is manufactured by M/S ELGI. The Compressor
model number is RR 15 101 with two stage compression and 'W' type reciprocating,
air cooling compressor. The compressor is already used on rolling stock on Indian
Railways and tailer made for the APU with minor changes.

It has got two LP cylinders for primary compression. The air after compression is
cooled in the intercooler and then admitted to HP Cylinder for secondary compression.
The air is directly admitted through a non return valve to the after cooler available in
the locomotive for the main compressor. The air then goes to MR tank after cooling in
the after cooler.

The Compressor works at a discharge pressure of 10.0 Kgs/Cm 2 and it is air cooled
and splash lubricated. The compressor is capable of maintaining the MR pressure
between 8 to 10 kg/Cm 2 under normal permitted leakages in the train formation.

6.3 Alternator:
The Alternator is a brush less Alternator compiling to IP 55 standard specifically
manufactured for this application. The Alternator is coupled to compressor and is
primarily driven by diesel engine. The Automatic Voltage Regulator (AVR) is a
rectifier cum regulator unit connected to the 3 phase alternator. The AVR rectify the
AC output and regulate the DC voltage at 72V DC plus or minus 1V. This voltage is
used to charge the locomotive Batteries. The machine is capable of supplying the entire
required load at 72V and charges the batteries while APU engine is running.

6.4 APU Battery Charger (ABC):

The APU battery charger is a static battery charger works on 72V DC. The charger is a
constant voltage charger with maximum current limit to safe gaurd the battery from
overcharging. The ABC is used to charge the 12V battery which is provided for engine
control system in the APU. Since the battery charger is working on 72V and is fed from
locomotive battery, the 12V battery will get charged even when APU is not working.
Always the 12V battery is kept on float charge even if the APU is not working for
longer periods. This will avooid self discharging of the battery under such long idling
periods.

6.5 APU Control Unit:

All the electrics like relays, contactors, ABC and the APU control computer module
whihc are necessary for interfacing with LCC and auto change over are assembeled in
this control unit.

6.5.1 APU Control Computer Unit

APU Control Computer Unit consists several sub modules. These modules are housed
in a rugged metallic enclosure. Each submodule is slide in module which can be
directly inserted on to mother board socket. The external interface to each module is
carried out through wago terminal boards provided on the enclosure. Each module is
polarised and are not interchangeable. The different modules are listed below.
• APU Control Card.: This moduel is the heart of the system. It establishes two way
communication with the loco control computer through appropriate
communicaytion port depending up on the LCC supplier. The APU computer gets
the following data from LCC.
➢ Locomotive speed.
➢ Main Engine RPM
➢ AV digital o/p status
➢ BV digital o/p status
➢ CV digital o/p status
➢ DV digital o/p status
➢ Throttle 1 to 8 digital input status
➢ Throttle IDLE digital I/p status
➢ Forward digital I/p status
➢ Reverse digital I/p status
➢ START digital I/p status
➢ Engine temperature
➢ Ambient temperature
➢ MR Pressure
➢ BC Pressure
➢ BP pressure

The APU Computer send the following commands to LCC as and when required.

➢ Fuel pump on / off command

➢ Compressor cutin / cut out command
➢ Lubrication ON command
➢ Engine cranking command
➢ Engine shut down command

The above data exchange is very impartant for smooth auto changeover from
normal mode to fuel save mode. In addition to the data exchange with LCC, the
control card collects various data related to APU engine, APU compressor and APU
alternator either in digital formate / analog data format. All the collected data is
continuously monitored by the APU computer and initiate the auto change over.

The module also provides continuous data logging of all the parameters for every 1
minute and the data can be stored upto 45 days. The APU run hours data is stored
right from the inception

While the APU is working, it sends the APU run data for every 1 second to LTMS
server through LRMS module.

This module consists 32 bit Micro controller running at 40 MHz clock frequency
along with other perferals like RTC, Non Volatile Memory, Interface for LapTop /
PC on USB, LED Indications etc.
• APU Power Supply Card

This is basically a switch mode power supply unit which can accept vide variation
of the input voltages. The input is filtered to prevent switching noice propagation
back into loco control system. It provides 1Kv electrical isolation between input
and out supplies. The power supply input is reverse polarity and surge protected.
The power supply card derive various required low voltages for all the control
modules from the 72V DC iput.

• APU digital Input / Output Card

This module consists the required hardware for converting the high voltage signals
of 72V DC from the locomotive circuits to low voltage signals of 5V DC required
for the micro controller. This module provides 1 KV electrical isolation between
locomotive circuits and microcontroller circuits. All the inputs are reverse polarity
protected and surge protected. Module is designed to process 13 digital input
signals. LED indications are provided on these cards so that the status of the input
signal can be monitored easily.
This module also converts 5V digital signals generated by the micro controller
system to 72VDC power signals required for driving relays, contactors, solenoids,
in the APU scheme. This module provides 1 KV electrical isolation between
locomotive circuits and microcontroller system circuits. Each output is reverse
polarity protected, surge protected and short circuit protected. Module is designed
to process 8 digital out put signals. LED indications are provided on these cards so
that the status of the output signal can be verified easily.
• APU LRMS Card: (optional)
This module receives the data from control card and send the data to LTMS server
along with GPS co-ordinates as long as the APU is working. Through LTMS server
one can monitor the APU status through internet. The module contains necessary
hardware to process and send the data to the server.

• APU Analog & Frequency Input card

This module processes analog signals received from current, voltage, temperature
and pressure sensors etc. for feeding to microcontroller system. This module
provides 1 KV electrical isolation between sensor circuits and microcontroller
circuits.
This module also consists of the hardware required for converting the signals
generated by speed/rpm sensor to low voltage signals of 5V DC required for the
microcontroller system. This module provides 1 KV electrical isolation between
sensor circuits and microcontroller circuits. All the inputs are surge protected.
• Communication Interface card.
This module contains the necessary hardware to provide different communication
protocals depending upon the LCC supplier and establish data exchange between
APU control computer and Loco control computer. The following are the deffrent
types of protocals it can support

PROFI BUS - SIEMENS ALCO Loco

MVB - SIEMENS HHP Loco
 ETHERNET – EMD HHP Loco
OFC CAN - Medha HHP Loco
•
6.5.2 Relays and contactor:
The following relays and contactors are equipped in the APU control Unit. These relays
and contactros are switched ON and OFF by the APU control computer.

➢ ACC – APU Crank Contactor – to start the APU engine

➢ ASR – APU Stop relay – To stop the APU engine.
➢ AFOLR – APU Fuel Oil Relay – To monitor the Fuel oil level.
➢ APUER – APU Enable Relay.

6.5.3 Relay Module:

The relay module converts 12V signals to 72V level and feed them as digital inputs to
APU control Unit.

7 APU Unit Technical Data Sheet :

APU works as an add on unit to the microprocessor based AC-AC Traction Control system.
(EMD / HHP locomotives). As long as Main Engine is powered up, APU continuously
monitors the idle period of the locomotive. APU starts on its own after giving audio visual
indication to the driver as soon as the conditions prevail and switches Off the main engine
to save precious fuel. It saves approximately 17 liters per hour.

7.1 Diesel Engine :

It is a 4 stroke, 2 cylinder, liquid cooled, turbo charged diesel engine with CRDI and
electronic fuel management.
➢ Output power Capacity : 18.8 KW at standard conditions.
➢ Type of Injection : CRDI
➢ RPM : 1500
➢ SFC : App. 166 grms/BHP/Hour
7.2 Compressor:
It is a Reciprocating 'W' type compressor with two stage compression, forced air
cooling and oil spalsh lubricated.
➢ RPM : 1500
➢ Air delivery in LPM : 1622 LPM
➢ Compressor drive HP : 15HP
➢ Working Pressure : 10 Kgs/Cm 2
7.3 Alternator :
It is a 3 phase AC brush less alternator with Automatic voltage regulator.
➢ Alternator output voltage : 72V ±1V.
➢ Output Capacity : 2KW.
7.4 Environments :
➢ Ambien Temperature : 4 to 55 deg. Centigrade
7.5 Monitoring : Continuously
7.6 Anticipated fuel saving : 17 ltrs / Hour.
7.7 Data recording : 90 days with 1 minute interval.
7.8 Life time counters : APU run Hours, IDLE hours,
Engine shutdown and restart counters.
7.9 Remote monitoring : Optional The status and APU data
can be monitored remotely through
REMMLOT equipments, if the loco is
equipped.

8 Weight and Dimensions:

The approximate weight of the APU is around 1000 Kgs. The outside dimentions
(LxBxH) is 1700 x 900 x 950. The Actual OGA drawings and actual location of
installation in the locomotive will be submitted after finalising with mutual
understanding with the user railways.

9 Scope of Supply by Medha

1. APU Base structure along with : 1 set

Engine+ECU+compressor + alternator +AVR+12VBattery: 1 Set.
2. APU Control unit : 1 Set.
APU Computer+ABC+Electrics
3. Hangs out wiring bunch : 1 Set.
ECC1 to APU control unit+APU control unit to APU
4. Appropriate communication cable with connectors : 1 Set.
5. Battery Charging Current sensor. : 1 No.
6. APU Circuit beaker : 1 No.
7. LRMS Circuit Breaker : 1 No.
8. Battery Charging Circuit Breaker : 1 No.

10 Scope of Work by Loco Builder

The required changes on the locomotives will be discussed with user railway and as
agreed mutually during discussions, the drawings will be submitted to DLW.
However the following are the tentative works to be carried our by DLW on the
locomotive.
1. Necessary pipe lines to modify the MR connections from the APU to existing
aftercooler through a Non-Return valve.
2. Necessary pipe lines to provide connections between MVCC and Compressor Un-
loader Valve.
3. Necessary pipe lines to provide Fuel connections to APU fuel tank and Drain pipe
line to Main Fuel Tank.
◦ Fuel inlet to be made which is available from fuel oil relief and regulating
valve outlet pipe.
◦ Fuel outlet to be made which is available from fuel oil relief and regulating
valve drain which is going to fuel tank.
4. Modifications as explained to be carried out in the Radiator room.
◦ Changes required on Long Hood in the Radiator room for APU Installation.
◦ GA Lay out of Long Hood
◦ GA Lay out of Radiator room
◦ GA Lay out of Intercooller
 ◦ Non Return Valve mounting drawing

11 Scope of work by Medha

• Verification of Radiator room for required space to accommodate APU.

• Installation of APU in the Radiator room. Installation procedure will be
supplied at the time of Installation.
• Laying of Interconnecting cables between APU Control Unit and APU
Engine electrical components.
• Laying of interconnecting Communication cables and electrical cables
between APU Control Unit and Loco Control Computer.
• Wiring changes in the ECC1 if required. Exact scheme will be supplied at
the time of installation
• Pneumatic and Fuel oil pipe line connection to the APU..
• Installation of Exhaust pipe over the Radaitor room at long hood side.
• Installation of APU, Commissioning and Testing procedure will be supplied
at the time of installation.