Diesel hydraulic locomotives 1360 HP - modernised for ... - Remarul

REMARUL 16 februarie SA
Tudor Vladimirescu Str., No 2-4, 400225 Cluj–Napoca, Romania
Tel: +40 264 435 276, 436 045 Fax: +40 264 432 299
E-mail: office@remarul.eu www.remarul.eu
Diesel Hydraulic Locomotive
Carpathia 1300 DH – Modernized
TECHNICAL DATA:
11
Final drives
F 35 P
F 35 SP

REMARUL 16 februarie SA
Tudor Vladimirescu Str., No 2-4, 400225 Cluj–Napoca, Romania
Tel: +40 264 435 276, 436 045 Fax: +40 264 432 299
E-mail: office@remarul.eu www.remarul.eu
Driving concept
The power delivered by the new Caterpillar 3508B diesel-engine is transmitted to the TH2 turbo-transmission via a
main connecting shaft. Due to the extra power of the engine, the TH2 was modified and strengthened. The TH2 has
two speed-converters, one for starting and one for normal service. From there, the power is transmitted to the NG
1200/2 reducer-inverser, which has two working regimes, heavy and easy, depending on the load being hauled. For
shunting operation, the heavy working regime boosts power output in the domain of low-speeds, at the cost of max
speed. However, the easy regime, is used to reach max speed with easy hauls in the main-line operating service. The
power output from the reducer-inverser is transferred to the two bogies using two connecting shafts and from here
it’s distributed to the wheels using the simple F35P and double F35SP final drives. The hydrostatic cooling system is
provided by Behr and uses a high-capacity fan controlled by heat sensors placed in key places, in the engine and
transmission. Also, a smaller fan keeps the temperature inside the engine bay within controlled levels.
Control concept
Old engine’s control system based on air pressure levels and mechanical regulators was scrapped, and replaced with
an electronic control unit. Also, the old mechanical Knorr D2 automatic train brake regulators and Oerlikon FD1
locomotive brake regulators are now replaced by Knorr Bremse's RHZE3-4 and DBCU1 electronic units. As a result, the
reliability is greatly increased, and the new joystick-type control system signals Knorr Bremse's electronic units the
desired brake inputs. To improve the air compressor's overall performance, the old 2A320 piston compressor is
replaced by Almig's TA11H screw-type hydrostatic-driven air compressor. Fitted to the air compressor is an
intercooler cools down the air cycled through. The whole control and execution logic is now supplied at 24Vcc in
contrast with the old locomotive which had several supply voltage demands. The modernization process also
eliminated several power-consumers, and replaced the generator-startermotor type Dynastarter with a belt-driven
Niehoff C708 C.E.alternator.
Mechanical concept
The base-frame of the locomotive is repaired, strentgthened and consolidated. Then, the new engine is installed,
alltogheter with capital repaired transmission elements. After this, the improved front-view visibility cab and the
modular hood are to be fitted. The new low-profile hood is made up of four independent modules, the exhaust hood,
the engine hood, the cooling equipment hood and opposite to the cab, the little hood.